A Multilevel Governance Model in the Scandinavian-Adriatic Corridor: the Scandria®-Alliance

A Multilevel Governance Model in the Scandinavian-Adriatic Corridor: The Scandria®-Alliance

Work Package 6 Final Report Final version as of 5 September 2014

Responsible Project Partner:

Joint Spatial Planning Department Berlin-Brandenburg

Editor:

INFRASTRUKTUR & UMWELT Prof. Böhm und Partner Potsdam

Dr. Jürgen Neumüller Sven Friedrich

Contents 1 Multilevel governance in the Scandria®-Corridor – the background ...... 3

1.1 Multilevel governance in transport ...... 3

1.2 Responsibilities at different governance levels...... 3

1.3 Transport policy approaches ...... 5

1.4 Cross-border governance structures in the Scandria®-Corridor ...... 8

1.5 Organisational models ...... 10

1.6 Policy and Governance Summary ...... 12

2 The Scandria®-Corridor Initiative ...... 13

3 The TransGovernance multi-level governance approach in the Scandria Corridor ...... 14

4 Thematic scope of multi-level governance in the Scandria®-Corridor ...... 16

5 Scandria®-Alliance: Multi-Level Governance Model for the Scandria®-Corridor ...... 20

5.1 The Corridor Platform Scandria®-Alliance as a tool to coordinate regional, national and European interests and to boost regional development along the Corridor...... 20

5.2 Corridor Node Working Groups addressing interfaces between the core network corridors and regional networks in urban nodes and functional areas, especially across borders...... 21

5.3 Thematic initiatives piloting sustainable and efficient transport in the Scandria®-Corridor . 22

5.4 The Rostock-Guldborgsund Cooperation: A local level cross-border initiative in the Scandria®-Corridor ...... 22

6 Next steps towards a Scandria®-Alliance ...... 25

Literature ...... 26

Annexes ...... 27

Annex 1: Multi-level governance background report

Annex 2: Multi-level governance framework report

Annex 3: Strategic summaries of workshops

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1 Multilevel governance in the Scandria®-Corridor – the background

1.1 Multilevel governance in transport Multi-Level Governance (MLG) was developed as a theoretical approach in political science and public administration theory. It originates from studies on European Integration in the early 1990ies, explaining the shifting of authority from Central States up to Europe. The shifting of authority made the process of decision making more complex, having a wider variety of interests to consider and demanding more detailed expert knowledge both on meta- and micro level. The shifting of authority – both to the European level and towards new influencing stakeholders – was increasingly bearing conflicts: More and more decisions had been taken on meta-level, e.g. between European and national institutions. Some stakeholders – especially those possessing expert knowledge on micro level, e.g. regional and local authorities but also small business stakeholders and non-profit organizations - felt more and more excluded from the decision making. Figure 1 depicts the complex interaction of different levels in the decision making process and the immanent antagonism of decision making potential and detailed micro-knowledge: While stakeholders on local and regional level are strongly motivated to improve conditions at micro level and have good knowledge about possibly needed interventions, Figure 1: Coordination and knowledge vs. strategic planning potential. their coordination potentials are Source: Björn Hasselgren (2013) limited in respect to resources and influence on decision making processes. Multi-level governance aims to improve the collaboration of relevant partners on all levels. It aims to include expert knowledge on all spatial and administrative levels into decision making and therefore incorporating the available spectrum of expert knowledge: - on local, regional, national and European level (vertical dimension) - between regions and municipalities on cross-national scale (horizontal dimension) - including non-governmental stakeholders and experts (interdisciplinary dimension) In practise MLG is often realized as an arena for discussion and cooperation on subnational level, aiming to influence national and European decisions/policy.

1.2 Responsibilities at different governance levels In transport policy there is a complex interaction of private and public stakeholders acting at different policy levels: - The European level, providing the framework for an integrated European transport policy, - The national level, setting national investment priorities and financing major part of transport infrastructure projects, - The regional and local level, taking care for regional and local transport networks as well as the organization of public transport in their territories.

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- private stakeholders in many respects; e.g. as infrastructure managers, operators or investors. Below you’ll find an attempt to wrap up most major repsonsibilities. At the European level main stakeholder is the European Commission that in a joint decision making process with member states (European Council) and European Parliament sets out the main European Policy framework. Main interest of the Commission is to align the different national transport systems into a single European Transport Area. Main instruments are the TEN-T-guidelines as legal background and the Connecting Europe Facility as a financing tool. Within the CEF, ca. 26 billion EUR are available for infrastructure investments within the member states between 2014 and 2020. At European level there is a great variety of interest organisations that are active in areas closely related to transport issues, e.g. in car manufacturing, aviation, rail issues, public transport or clean fuels. Beyond EU transport policy also EU regional policy is influencing transport development, especially in the transnational and cross-border context. European Territorial Cooperation programmes put a strong focus to intermodal and sustainable transport like the priority axis 3 “Sustainable Transport” in the Baltic Sea Region Programme 2014-2020 (BSR 2014). The EU Strategy for the Baltic Sea Region has defined the priority area PA Transport – Improving internal and external transport links (EUSBSR 2013). The national level is most decisive with regard to resources for implementing transport policy as well as permissions is decided at national level through national transport policy. The total budget of relevant investment plans foresee a total of roundabout 15 billion EUR that shall be invested year by year into the national transport systems within in the Baltic Sea Region. National level authorities like the German Federal Railway Authority, the Swedish Transport Agency or the Danish Transport Authority are responsible for supervision of and permissions in the railway sector. Most railway undertakings as well as the highway infrastructure is managed by national authorities or nationally centered railway undertakings. Most countries elaborated national strategies on logistics and clean fuels. By their tax policies, national governments influence transport development by e.g. tax reductions or exemptions, road tolls or fuel taxes. Authorities at the regional and local level have much less resources and are mainly responsible for their regional or local transport network and the organization of public transport in their respective area. However, they have to cope with conflicting demands from users of the transport network, e.g. commuters, long distance transport, freight transport. Especially latter needs a sound coordination at the levels above them that takes into account their specific issues. The local and regional level is also involved in logistics system set-up as most public ports and intermodal terminals are owned by regional or municipal entities. One aspect of transport governance is related to spatial planning as major infrastructure investments require extensive planning procedures. Planning procedures involving public participation and Environmental Impact Assessment differ from country to country and may involve different mechanisms and responsible authorities at different levels. Especially for cross-border infrastructure projects this requires well-adjusted procedures taking into account the different legal prerequisites. Transport operators, like railway companies and forwarders are becoming increasingly internationalized, although originating mostly from privatized national railway undertakings. Private stakeholders are increasingly acting as financing entities in PPP-projects (e.g. several road projects in Norway, the Arlandabanan in Sweden or the Warnow-Tunnel in Rostock, Germany). One of the key issues in cross-border governance of transport is, that responsibilities are very differently organized between and within countries. Whereas major infrastructure investments are normally decided at national level, there are quite different models with regard to intermodal facilities: in Denmark the national level is responsible for investments in intermodal terminals and is also a major owner of ports, together with the local level. In Sweden investments in freight terminals are private, landowner is often a publicly owned real estate company acting as private company. At some terminals public local level is landowner and also makes investments in cooperation with private companies. Access roads and rail is often shared between the terminal/port operator and the state. But this may even differ within one country. In Germany, the federal states

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play an important role in the management of ports or intermodal terminals as shareholders of private companies responsible for managing the port/terminal. However, investments into port/terminal infrastructure comes mostly from the Federal level government. All these facts illustrate that there is no easy shaped model but multilevel governance has to respect the multifold management models available at the national, regional and local level. Table 1 provides an overview of responsibilities in transport at the different governance level, relevant for Scandria®-Corridor governance. Issues EU National Regional Local Private Transport - Major Cross- - Investments - Investments - Investments - PPP projects Infrastructure border links into rail / into intermodal into local roads, (e.g. Investments (TEN-T core primary road terminals, ports, intermodal Fehmarnbelt network / core network secondary roads terminals, ports fixed link) network corridors) Passenger rail - Inter-operability - supervision, - organization of - organization of - provision of services - Market access licensing and regional local transport high-speed, safety for transport (subsidies) regional and railways and (subsidies) - local strategies international rail railway and concepts services undertakings (e.g. urban transport planning) Intermodal - support of - national logistics - regional - Terminal - Terminal services innovative strategies stakeholder ownership (SE, ownership (SE) supply chain - support of networks DE, DK) - Forwarders management / innovative - regional - Local strategies - Technology logistics supply chain strategies & & concepts (e.g. providers solutions management / concepts city logistics) (Research & - Carriers logistics - Terminal deployment) - Cargo owners solutions ownership (DE) (Research & deployment) - Terminal ownership (DK) Clean - Policy - National - Regional - Local strategies - Clean fuel transport framework & strategies & strategies & - Clean fuels in producers / support programmes programmes public transport distributors - Clean fuel - Vehicle production (e.g. manufacturers from waste) - Transport buyers (company sustainability policy) Table 1: Division of transport related responsibilities at different governance levels

1.3 Transport policy approaches The single European Transport Area and the Trans-European Transport Network.

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In 2013 decisive decisions related to multi-level governance in transport have been taken at European level: On 11 December 2013 the Union guidelines for the development of the Trans-European Transport Network (Regulation (EU) No 1315/2013) and on establishing the Connecting Europe Facility (Regulation (EU) No 1316/2013) were published. Both are laying the basis for a single European Transport Area. The policy defines a TEN-T network that is to be deployed by 2030 (core network) and 2050 (comprehensive network) respectively. As an instrument to support member states realizing the needed network infrastructure, the European Commission set up the Connecting Europe Facility, providing more than 26 billion EUR from 2014-2020 for the deployment of TEN-T networks. The Commission will coordinate nine ‘Core Network Corridors’, constituting the strategically most important parts of the network. The core network corridor development will tightly focus on removing bottlenecks and establishing cross-border missing links (including multimodal connection nodes and routes). As one of the nine corridors the Scandinavian- Mediterranean Corridor forms the central axis between Scandinavia and the Adriatic Sea. Each of the core network corridors will be governed by a European Coordinator. The Coordinator will be assisted by a consultative forum, the Corridor Forum. To identify major investments required and to plan implementation a multi-annual Corridor work plan will be adopted for each of the Core Network Corridors. To provide a Figure 2: The nine TEN-T Core Network Corridors. Source: DG consolidated basis of discussion for the MOVE 2013 drafting of the work plan, corridor studies are carried out for each of the nine Core Network Corridors – presumably until end 2014. Those studies will not only gather, review and update relevant data on infrastructure parameters but also identify relevant stakeholders to be involved into the drafting process. Article 30 and Article 50 of the TEN-T regulation emphasize urban nodes as interconnectors between long distance and regional transport as well as the need to integrate European transport and regional policy. Yet, it is uncertain, to which extent regional and local stakeholders will have influence on the European transport policy, especially related to core network corridors and its interfaces to the regional and local level. In addition to the TEN-T policy, the Commission adopted in 2010 regulation EC 913/2010 concerning a European rail network for competitive freight. It defines nine initial rail freight corridors. Most relevant to the Scandria®-Corridor is rail freight corridor Figure 3: The European Rail Network for no. 3 “Central North – South Corridor” following the line Competitive Freight. Source: DG MOVE 2011

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Stockholm – Malmoe – Copenhagen – Hamburg – Innsbruck – Verona – Palermo. Thus, the RFC 3 does not include Oslo, Gothenburg, Berlin and Helsinki, that are urban nodes in the Core Network Corridor Scandinavian- Mediterranean. The rail freight corridors shall allow freight transport services to be provided under good conditions in terms of commercial speed and journey times and to be reliable. The rail freight corridors are governed by a consortium of rail infrastructure managers of the countries concerned. For each rail freight corridor, an implementation plan will be issued, based on a Transport Market Study, that shall be finalized mid 2014. The Baltic Sea Region Approach The European Union Strategy for the Baltic Sea Region (EUSBSR) is the first macro-regional strategy in Europe. It aims at reinforcing cooperation within this large region in order to face several challenges by working together as well as promoting a more balanced development in the area. The Strategy also contributes to major EU policies and reinforces the integration within the area (http://www.balticsea-region-strategy.eu). The EUSBSR defines altogether 17 priority areas (PA) and five horizontal actions. One of them is the PA Transport “Improving internal and external transport links”. Major objectives are: - Increased cooperation in joint planning and implementation of infrastructure. - Improve external links of the region. - Smarter transport solutions. One particular task of the PA Transport is to support the Commission and member states at implementing “both the TEN-T core and comprehensive network […] on time, with due priority given to the TEN-T core network corridors” (EUSBSR Action Plan 2013). Within the Baltic Sea Region, the EUSBSR PA Transport provides the opportunity for effective coordination of transport policy between members states, especially with regard to cross-border investments. The EUSBSR is coordinated by Sweden (Ministry of Enterprise and Communications) and Lithuania (Ministry of Transport). Within the EUSBSR PA Transport there is a task force comprising member state representatives. The task force charged a Baltic Transport Outlook study that was completed in 2011, including a very rough overview about national transport policies and planning systems. However, neither formal nor informal mechanisms have been created for cross-border infrastructure planning yet. Eleven different national transport policies As stated earlier, the eleven countries of the Baltic Sea Region are the decisive governance level with regard to transport investments and policy. There are eleven different transport strategies in place with only weak cross- border policy coordination. National investment plans do not always address cross-border investments according to the needs seen by the European Commission or cross-border regions. In the Scandria®-Corridor, one example is the railway track between Halden (Norway) and Trollhättan (Sweden) which is currently not a Swedish national priority. There is also uncertainty about the timing of investments into the German hinterland connection to the Fehmarnbelt Fixed Link. National investment planning processes put only a minor focus to cross-border investments. However, once approved, it will be very difficult to revise them as they are the result of very complex participative procedures. For the implementation, bi- or multilateral agreements are closed like the agreement on Rail Baltic Joint Venture between Estonia, Latvia, Lithuania, Finland and Poland or the Danish-German treaty for the fixed link across the Fehmarnbelt. Art. 46 (2) of the regulation EU 1315/2013 enables the European Coordinator to “set up and chair corridor working groups which focus on […] the coordinated development of infrastructure in cross- border sections.” This might impose the improved cross-border coordination of infrastructure investments at national level. However, it is not yet clear in how far the European Coordinator makes use of article 46 and whether it provides an instrument enabling foresighted cross-border transport planning.

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The regional and local perspective Regions and municipalities have only limited influence on wider transport system patterns. However, they are responsible for organizing their regional and local transport networks, especially concerning the urban context. This includes responsibilities for regional and local transport infrastructure investments and maintainance, organization of public transport, development of transport concepts for the dense urban space. Especially local municipalities have in addition the authority for landuse and urban planning, which is a decisive prerequisite for any investment project. As mobility is increasingly becoming an issue at the political agendas of regions and municipalities concerned, regions are becoming more and more active at upper policy levels. Major issues to be tackled from regional / local perspective are the accessibility as an important criterium for economic growth, capacity issues esp. related to commuter traffic as well as noise and pollution caused by transport means. Thus, especially densely populated urban areas have a major interest in engaging in transport policy at national and European level.

1.4 Cross-border governance structures in the Scandria®-Corridor Since the 1990ies, a number of cross-border governance structures evolved along the Scandria®-Corridor or parts of it, explicitely addressing transport. There are a number of initiatives based on political agreements of participating regions or local authorities: - The Gothenburg-Oslo Cooperation - The Scandinavian Arena - The Öresund Committee - The STRING Network - The Europakorridoren - The Fehmarnbelt Committee However, there are a few business driven cross-border initiatives as well: - The North-South Initiative - The Scandinavian Hydrogen Highway Partnership - The Fehmarn Belt Business Council The initiatives have a different geographical and thematic scope and are differently organized. A governance approach not yet established but supported within the TransGovernance project at municipal cross-border level is the Guldborgsund-Rostock cooperation that is presented later in chapter 5.4. This approach is embedded into federal state / region Zealand a cooperation agreement between the state of Mecklenburg- Vorpommern and the region Zealand. Table 2 provides an overview about governance structures in the Scandria®-Corridor that is located within the Baltic Sea Region. Governance structure Organisation Issues & Objectives Gothenburg-Oslo Cooperation - Members: Oslo, Akershus county, - communications and transport (own (www.go-regionen.org, established Østfold county, Gothenburg, Västra workingsgroup incl. representatives 1995) Götaland. Private ‘co-partners’ of regional and national represented in council and working administrations as well as major groups infrastructure operators) - Council with 18 representatives from - business development politics, industry, universities, border (own working group incl. committee representatives of regional - Secretariat (since 2002) at Business administrations as well as business Region Gothenburg and innovation organisations)

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Governance structure Organisation Issues & Objectives - Contact group with advisory function for council The Scandinavian Arena - Members: Oslo Municipality, Akershus - Flagship project Scandinavian 8 (www.denskandinaviskaarenan.com, county authority, Østfold county Million City COINCO ll to strengthen established 2000) authority, Gothenburg city, Västra the preconditions for improved Götaland region, Halland region, infrastructure and interregional Helsingborg city, Malmö city, Skåne integration, as well as to extend local region, Copenhagen municipality, the cooperative structures. The overall Capital region and the Zealand region idea is to link cities, knowledge and - Steering group: 16 political members competences along the Oslo- Gothenburg-Copenhagen axis - Official Committee: supporting group - Secretariat: shared between secretariat of Öresund committee and Gothenburg-Oslo region / Business Region Gothenburg The Öresund Committee - Members: the Capital Region of - Accessibility and Mobility (www.oresundskomiteen.org, Denmark, Region Zealand, City of - Öresund Regional Development established 1993) Copenhagen, City of Frederiksberg, Strategy until 2020 with strong focus Bornholm Regional Municipality, Local on sustainable transport and Government Regional Council for the accessibility (one of four priorities) Capital Region of Denmark, Local - Government Regional Council for Zealand, Region Skåne, City of Malmö, City of Helsingborg, Lund Municipality, Landskrona Municipality - Executive Committee: 12 members (board)

- Öresund Committee: 36 members

- Secretariat in Copenhagen The STRING Network - Members: City of Hamburg, Schleswig- - Centered around the infrastructure (www.stringnetwork.org, Holstein, Capital Region of Denmark, project femern belt fixed link established 1999) City of Copenhagen, Zealand region, - STRING strategy 2030: sustainable Skåne region transport and logistics are an - Political Forum as governing body important objective - Steering Group: representatives from - Project Green STRING Corridor regions + observers (2012-2014) with focus on transport, - Contact Group: Discussion of topics logistics and business cooperation with common interest, issues can be (www.stringcorridor.org) further passed to steering committee, meets monthly

- Secretariat was established 2011, located in Zealand, implementation of political decisions and daily operation Fehmarnbelt-Committee - Members: broad partnership from - Action Plan that aims on benefits for (www.fehmarnbelt- counties and municipalities in local population from the femern portal.de/fehmarnbelt-komitee/, Ostholstein and Zealand, business belt fixed link established 2009) organization, trade unions as well as - Focus to labor market, cross-border NGOs cooperation, mobility and transport

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Governance structure Organisation Issues & Objectives - Committee, Committee Board and and profiling of the region Secretariat: located in Zealand region and Ostholstein county

Europakorridoren - Members: municipalities and counties - Development of HSR network is the (www.europakorridoren.se, from Sweden, Denmark and Germany, single objective established 2001) Business orgnisations and industry partners - non-profit association with a board for decision making

North-South Initiative - Members: companies, chambers of - Annual work-plans following main (www.north-south-initiative.eu, industry and commerce, trade unions objectives: established and associations from Sweden, . Development of infrastructure to Germany and Italy avoid bottlenecks - Annual Partner Meeting . Extension of TEN1 & TEN22 via Berlin, Rostock to Copenhagen . development of a new common European economic area Scandinavian Hydrogen Highway - Members: HydrogenLink (Denmark), - Set-up of hydrogen refueling stations Partnership HyNor (Norway) and HydrogenSweden in Scandinavia and support of fuel- (www.scandinavianhydrogen.org) - Board consisting of representatives of cell powered vehicle fleets member organisations

Fehmarn Belt Business Council - Members: Chambers of Commerce - Main objective is to strengthen the (http://en.fbbc.eu, established and Industry and Business axis of growth between the 2007) organisations metropolitan areas of - Chaired by Danish Industry and Lübeck Copenhagen/Malmö and Merchants´Association Hamburg/Lübeck (infrastructure and business cooperation, Copenhagen - Council as decision making body and Declaration 2010) taskforce as day-to-day working body - and position paper on Transport Infrastructure from 2012 mainly focused on infrastructure associated to Fehmarn Belt Fixed Link

Table 2: Governance structures in the Scandria®-Corridor (only in BSR region)

1.5 Organisational models In principle, three basic models for organizing multi-level governance could be distinguished:

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- The informal network (as practiced in the North-South-Initiative) - An agreement based co-operation, as practiced in most of the political cooperation initiatives - A legalized, formal cooperation in form of a legal body (European Grouping of Territorial Cooperation, EGTC). Each of those models has its advantages and disadvantages. Model Definition Advantages Disadvantages Informal - Nonbinding network of - Low bureaucratic effort  - Open regulations for Network various stakeholder without Fast formation and fast cooperation (e.g. decision written agreement (mainly working process possible making process/ roles and functions, etc.)  Risk of low based on personal contacts) - Flexible  changes in setting obligation/commitment of - Cooperation on demand the agenda and partnership involved partners (sporadic activities) can be performed easily - Financing not secured - One stakeholder (mainly (depending on periodically public authority) leading the renewed partner commitment or the acquisition of external process voluntarily funds) Agreement - Cooperation based on written, - Stronger commitment of - Requires partner consensus based internal agreement (e.g. partners - Limited flexibility (e.g. cooperation cooperation contract) and - Financing assured additional tasks have to be fixed financial contributions negotiated at political level) - Minimum staff - Formal executive positions (e.g. board, secretary) are clearly defined - Action plan (Annual plan) existend EGTC - Legal basis is Regulation (EC) - Offers legitimate negotiation - Huge bureaucratic effort to No. 1082/2006 from 5th July position, also on transnational set up EGTC 2006 (directly applicable in all scale  enhances visibility member states) as well as - EGTC is entitled to apply for national legal regulations of EU-funding (e.g. Interreg- head office’s country. Projects) - EGTC possess own legal - Clearly defined decision personality (own financial making process/ roles and household & property; functions employment of staff; - More independent from jurisdiction, etc.) political developments In practice, the choice of the governance mechanism will be decided by the character of the joint objectives: - If they are flexible, e.g. in the phase of setting up a cooperation body; if they touch upon a number of different issues; an informal network might be chosen. - If they require political backing and a basic financial background over a longer period of time, an agreement based co-operation might be the choice. - If a very concrete objective can be identified, that needs to be managed independently from political backgrounds, an EGTC seems to be a good solution. In the Scandria Corridor, already a number of mechanisms are established. For corridor governance it is expected, that a too formalized model is difficult to implement taking the large number of issues and stakeholders to be involved. However, for certain issues, e.g. cross-border transport and urban planning; formalized structures in form of an EGTC might be suitable.

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1.6 Policy and Governance Summary When looking at governance and decision making mechanisms it has to be stated, that the decisive legislative and financing power is concentrated at national and European level. At local level, regional and urban planning and its implementation via regional development are important instruments to influence hard and soft infrastructure investments. Regions are consulted during national infrastructure planning and implementation. Cross border planning instruments are not fully available; i.e. mechanisms to involve cross-border stakeholders in regional and national planning do not use their full potential yet. There are different corridor governance mechanisms established by the European Commission: the Core Network Corridors administered by the European Coordinator and the member states and the Rail Freight Corridors, governed by a consortium of rail infrastructure managers There are numerous cross-border initiatives at regional level. Whereas in Scandinavia there is a high coverage of cross-border initiatives, in Germany there is a gap, as there are no politically backed initiatives, except for the STRING network that involves Hamburg and Schleswig-Holstein and the Rostock-Guldborgsund cooperation, that will be politically decided at local level during the autumn 2014. Aforementioned political initiatives are substantially supported by cooperation projects. So the Scandinavian 8 Million City (COINCO ll) was a major project initiative of the Scandinavian Arena. The Green String Project is closely associated to the STRING network. By project initiatives, specific issues are addressed in more detail. They are providing additional resources and they are manageable flexibly. Except for the Scandria®-Corridor Initiative and the North-South-Initiative there are no initiatives that cover the entire corridor. Business stakeholders are involved to cross-border regional initiatives as well. It has to be concluded, that the involvement of regional level and business stakeholders is very limited and not formalized with respect to cross-border infrastructure planning as they are neither formal partners in the core network corridor fora nor the rail freight corridor consortia.

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2 The Scandria®-Corridor Initiative

Geographic scope The Scandinavian-Adriatic Corridor is describing the shortest link between Scandinavia and the Adriatic Sea, linking more than a dozen metropolitan regions with about 100 million inhabitants from Finland, Norway, Sweden and Denmark via Eastern and Southeastern Germany, the Czech Republic and Austria to the Northern Adriatic Region in Italy, Slovenia and Croatia. The Scandria®-Corridor is closely aligned to the Scandinavian- Mediterranean Corridor - one of the nine ‘Core Network Corridors’ defined by the EU Transport Policy (TEN-T). Objectives The Scandria®-Corridor Initiative aims to improve efficiency and sustainability of transport in the Corridor and to generate regional added value in the associated regions. Brief history The Scandria®-Corridor initiative was inaugurated in November 2007, when the so-called "Berlin Declaration" was signed by the ministers responsible for regional development from all East German federal states demanding "an attractive transport infrastructure as well as internationally competitive and efficient means of transportation within the Scandinavian-Adriatic Development Corridor". By the COINCO-charter (2008) regions from Norway, Denmark, Sweden and Germany declared their willingness to intensify their cooperation to develop one of the most competitive, sustainable and livable regions. With support from the German Federal Ministry of Transport, Building and Urban Development since 2008 the development of the two cooperation projects, “Scandria” in the Baltic Sea Region Programme and “SoNorA” in the Central Europe Programme was advanced. Aiming at better cooperation in the fields of transport, logistics and regional development between Scandinavia and the Adriatic Sea both projects were realized between 2009 and 2012. One result was the Action Programme on the Development of the Scandria®-Corridor that contains a 2030 vision and action proposals. The project Scandria contributed to the flagship of the EU Strategy for the Baltic Sea Region. In 2009 the Joint Spatial Planning Department Berlin-Brandenburg signed an agreement on green transport corridor activities with the Swedish Ministry of Enterprise, Energy and Communications as well as the Baltic Sea Region projects East West Transport Corridor II and TransBaltic. Within the Baltic Sea Region Transport Cluster and the project TransGovernance, the Scandria®-Corridor Initiative contributed to the development of governance mechanisms in transport that take into account the interests of regional stakeholders. Partnership The Scandria®-Corridor initiative comprises a network of more than 100 partners. It builds on a stable partnership at regional level. It involves partners from national, regional and local public authorities and organizations as well as from industry and knowledge institutions. There is a close cooperation with the North- South-Initiative, an initiative of chambers of commerce and business stakeholders in a similar geography.

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3 The TransGovernance multi-level governance approach in the Scandria Corridor

The aim of the multi-level governance approach followed in the TransGovernance project has been to initiate a stakeholder management process and to identify synergy potentials between the different initiatives that address transport and regional development in the Scandria®-Corridor. For that purpose a series of workshops has been organized involving regional stakeholders as well as thematic experts. As input to those workshops, a multi-level governance background paper and an multi-level governance framework report have been elaborated, analyzing relevant cross-border initiatives as well as the theoretical framework of multi-level governance in transport. The ideas developed in both papers have been discussed with regional and expert stakeholders to identify most relevant issues for multi-level governance, available mechanisms as well as cooperation interests of corridor relevance. Altogether, nine workshops have been organized involving about 260 representatives of public and private stakeholders. The workshops covered all urban nodes and logistics hubs along the Scandinavian-Adriatic Corridor from Oslo via Gothenburg and Copenhagen down to Rostock and Berlin-Brandenburg. The workshops have been prepared and organized by regional and/or expert partners and were supported by the Joint Spatial Planning Department Berlin-Brandenburg as responsible work package leader. For each workshop, strategic conclusions have been drawn that are attached as an annex to this report and referred to in chapter 4. Based on these inputs, a corridor cooperation framework model has been designed that is presented in chapter 5.

Workshop Date & Location Responsible partners Partici- pants R1 Regional Workshop Berlin-Brandenburg 22 May 2013, Berlin Capital Region Berlin- 15 “Internationale Aktivitäten Berlin-Brandenburger Brandenburg Akteure im Scandria®-Korridor“ R2 Regional Workshop Öresund Region 31 March 2014, Skane 25 “Cross-Border Integration in the Öresund Region and Copenhagen beyond” R3 Regional Workshop Oslo Region 29 October 2013, Oslo Eastern Norway County 18 “Oslo – Gothenburg – Adriatic Sea? How the Scandria®- Network Corridor can enhance regional and business development in the Oslo-Gothenburg cross-border region?” R4 Regional Workshop Region Rostock 19 March 2014, Fuglsang Planning Association 39 “Potentials for cooperation in the Scandria transport Rostock Region / corridor between Northern Germany and Southern Guldborgsund Denmark” Municipality R5 Regional Workshop, Region Guldborgsund 13 June 2014, Falster Guldborgsund 29 “Transport and business development in the North- Transport Center Municipality South corridor in Guldborgsund Municipality” T1 Thematic Workshop Cluster Cooperation & regional 24 September 2013, Capital Region Berlin- 27 development Malmö Brandenburg / Region “Smart Specialization, Cluster Cooperation & Regional Skane Development in the Scandria®-Corridor” T2 Thematic Workshop Logistic Solutions 22 October 2013, Capital Region Berlin- 47 “Network and Cluster Cooperation in Logistics and Potsdam / Berlin Brandenburg Supply chains along the Scandria®-Corridor” T3 Thematic Workshop Passengers services, ports, MoS 11 December 2013, City of Rostock / Planning 39 “Challenges and cooperation potentials for passenger Rostock Association Rostock and goods traffic along the Scandria©-Corridor” Region

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Workshop Date & Location Responsible partners Partici- pants T4 Thematic Workshop Energy and transport 29 April 2014, Göteborg Capital Region Berlin- 22 “Renewable Energies and Transport in the Scandria®- Brandenburg in Corridor” cooperation with Lindholmen Science Park / CLOSER Total participants: 261 Table 3: Workshops organised within TransGovernance Work Package 6

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4 Thematic scope of multi-level governance in the Scandria®-Corridor

One aim of the thematic and regional workshops was to identify thematic issues relevant for the Scandria®- Corridor governance approach. During the thematic workshops those issues already addressed in the “Action Programme on the Development of the SCANDRIA Corridor” (Scandria 2012) have been discussed. In the regional workshops, additional issues have been discussed, if relevant. During the workshops, participants were asked, where they expected major added-value of a corridor based approach and which groups of stakeholders need to be involved. In the result, following thematic issues could be identified as closely associated to the corridor approach and of high relevance for the participating stakeholders, especially from the regional level: - Consolidated, just-in-time intermodal freight transport - Seamless and fast passenger rail transport - Deployment of clean fuel infrastructure They should constitute integral part of corridor-related cooperation / governance. With regard to cluster and business co-operation it became evident that stakeholder interests go far beyond a corridor-based approach. Nevertheless, for clusters and businesses associated with corridor-relevant topics, the corridor-approach may provide a stable framework for intensifying cooperation. Consolidated, just-in-time intermodal transport The workshops "Network and Cluster Cooperation in Logistics and Supply chains along the Scandria®-Corridor" at 22 October 2013 in in Berlin as well as “Challenges and cooperation potentials for passenger and goods traffic along the Scandria®-Corridor” 11 December 2013 in Rostock confirmed that freight transport is an issue with a high corridor relevance. During the workshops it was stated that intermodal services along the corridor have to be further developed. Studies show, that transport volumes are going to grow in the midterm, especially between Scandinavia and the continent. The participants of the Berlin workshop concluded, that there is a need for networking of logistics clusters, especially with regard to exchange of (young) professionals, inclusion of SMEs and their innovative products and inventions in business exchange and exchange to other transport corridors; especially in those urban nodes, where multiple corridors intersect. It was suggested to establish and support networks as PPP organizations which serve as service providers for public and private partners, and earn their trust as independent coordinating institutions to engage SMEs in EU Projects (f.e. through EFRE funds), The Rostock workshop demonstrated, that establishing intermodal chains in the corridor needs a cooperative approach of intermodal service providers, forwarders and customers. A prerequisite is an intelligent management of relevant supply chains from door-to-door as well as the development and promotion of intermodal services to the market. This requires foremost a good knowledge about origin-destination-flows. A study performed within TransGovernance in cooperation with port of Rostock revealed a promising potential for intermodal transport between Scandinavia and Italy handled via the port of Rostock and the inland terminal of Nuremberg to terminal destinations in Italy. Concerning the quality and sustainability of services provided by intermodal terminals the lack of common standards and the need to improve information flows (e.g. track & trace, automated handling) has been highlighted. An intermodal corridor platform providing respective ICT-tools promoting intermodal services and improving tracking of intermodal goods associated with direct business-to-business contacts is an approach that could strongly support intermodal solutions. Terminal owners, freight forwarders as well as rail freight operators would need to get involved. There is a strong interaction to the rail freight corridor approach, as latter is

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designed to give “sufficient priority […] to rail freight traffic, effective and adequate links to other modes of transport” and to consider the “development of intermodal freight terminals” (COM 2010). As for the Scandria®-Corridor, short sea shipping is of high relevance, the equipment of ports with intermodal facilities and a sufficient quality of port-hinterland rail connections has to be ensured. Furthermore there is a huge unused potential in non-craneable trailers. The application of innovative transshipment technologies can provide solutions that make these ca. 90% of all trailers available to intermodal transport. Further measures require the involvement of terminal owners and ports, technology providers as well as rail freight operators. The last mile is the most decisive in the supply chain with regard to transport related emissions. Therefore city logistics is of major relevance especially in densely populated urban areas. City logistics concepts have to take into account the local conditions, however positive spillover-effects may be expected from knowledge exchange between corridor regions. An issue associated with rail freight transport especially in densely populated areas is noise. In a corridor approach wagon technologies reducing noise emissions should be supported, e.g. by further technological development as well as incentives for rail freight operators like the reduction of track fees. The Regional Workshop “Transport and business development in the North-South corridor in Guldborgsund Municipality”, 13 June 2014 in Nørre Alslev demonstrated the interdependencies between regional development and infrastructure development for the case of the Falster Transport Center located at the cross- roads from Copenhagen to Lübeck-Hamburg and to Rostock-Berlin. Major infrastructure projects like the Fehmarnbelt fixed link, but also economic development in dynamically growing regions and legislative changes as the implementation of the sulphur control area in the Baltic Sea from 1st January 2015 will change transport patterns. This creates development opportunities and needs preparative measures at local level. Seamless and fast passenger transport High speed rail (HSR) links have a high relevance for regional and business stakeholders since the establishment of a high-speed rail network is associated with the integration of labor markets and increased competitiveness.

HSR is available in parts of the Scandria®-Corridor, e.g. between Berlin and Hamburg (vmax=230 kmph), between

Stockholm, Malmö and Gothenburg (vmax=200 kmph). In Denmark major rail network upgrades are planned in relation to the planned Fehmarnbelt fixed link (Ringsted – Fehmarnbelt vmax = 200 kmph by 2021 and

Copenhagen – Ringsted vmax=2050 kmph by 2018). Major concern among stakeholders is about the German hinterland connections to the Fehmarnbelt fixed link. In that respect East German, Danish and Swedish stakeholders argument for a shortcut from Fehmarnbelt to Berlin as that increases the possible effect of the fixed links by enabling links towards Eastern and Southeastern Europe. Respective investigations in the Scandria-Project showed relevant travel-time reductions and passenger potential. For the cross-border section between Oslo and Gothenburg HSR links are discussed, however it is not addressed in Swedish National Transport Plan 2014-2025 so far. As major obstacle for establishing cross-border HSR-links, non-adjusted national transport investment priorities were discussed. With the core network corridors and the European Coordinator, a mechanism has been set-up to address this issue. However, regional level stakeholders are not formal members to the respective working bodies (core network corridor forum). With regard to their responsibility to sectoral, urban and regional planning as well as to the organization of regional and local transport, regional and local entities urge for a better involvement into the core network corridor development. As an example, participants of the Regional Workshop Berlin-Brandenburg reported on 22 May 2013 about rail capacity issues in urban nodes and conflicts between rail freight, regional and long- distance passenger trains. During the Regional Workshop Oslo Region at 29 October 2013 the close interaction between urban

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development and rail network development was pointed out. By initiating a dialogue of counties around Oslo municipality, a joint concept, the InterCity-triangle could be developed and successfully promoted to the national government. The approach coordinates the development of the rail network and stations as nuclei for regional development in Eastern Norway County Network area. Thus it is a major step to organize settlement and commuting in the region, whose population is about to grow by 500 000 – 1 000 000 over the next 30 years. In 2013 the Norwegian Government adopted the National Transport Plan 2014-2013, indicating the completion of the InterCity-triangle by 2030. However, this required concerted action of regional and local political stakeholders in order to enable a comprehensive instead of a separated approach which was only possible by creating a forum of regional and local stakeholders. Focus of the Regional Workshop Öresund Region at 31 March 2014 has been the development processes that were initiated by the opening of Öresund fixed link. The experience of that example shows the importance of regional development processes for the success of infrastructure investments. Before the opening, the contribution of regional integration to the economic feasibility was much underestimated whereas the expectations towards the functioning in long distance traffic have been overestimated. In the end, main success factor was the integration process between Swedish and Danish part of the Öresund area that resulted in strongly growing commuter traffic between Copenhagen and Skane region. Today, further transport system improvements are discussed like the need for further fixed links as well as a rail bypass for Copenhagen. Beyond infrastructure issues mainly operational issues have been discussed. At the Thematic Workshop Passengers services, ports, MoS at 11 December 2013 in Rostock, one focus was put to cross-border information services in public transport. Today communication technologies technically enable access to a wide range of information that makes public transport much more attractive. Seamless timetable and real-time transport information as well as mobile ticketing services make trip planning very comfortable. It was discussed, that there are currently a number of information services offered by regional public transport providers. These services should become available corridor-wide by providing access to these information via the customers preferred public transport provider (e.g. the regional transport authorities / companies). Therefore, interfaces between information systems have to be improved in the Scandria®-Corridor. Another challenge raised were information services at ferry terminals and ferries that often do not take into account the specific needs of the customers. For the future, this will even gain importance as Scandlines is going to double its passenger capacity in near future and thus will attract new customers to ferry services. The Regional Workshop “Potentials for cooperation in the Scandria transport corridor between Northern Germany and Southern Denmark”, 19 March 2014 in Fuglsang revealed the significance of efficient transport links for the integration of the cross-border region Rostock-Guldborgsund. It underpinned, that strategic developments have to take account for the needs of local population. Although infrastructure is the essential basis, it needs to be accompanied by “soft” measures like timetable management, information services but also promotion of cross-border opportunities to make it work effectively for citizens. For Rostock-Guldborgsund the needs of foot-passengers have to be considered when designing ferry and public transport services. With the Intercombi-ticket important improvement could already be reached. Deployment of clean fuel infrastructure

Beyond supporting intermodal transport services, strategies are required to improve the CO2-performance of road transport. Therefore TransGovernance put an implicit focus to clean transport and organized the Thematic Workshop Energy and transport 29 April 2014 in Gothenburg. Participants concluded that in a corridor perspective, mainly the deployment of clean fuel infrastructure for Heavy Duty Vehicles is of high relevance. Due to the fact, that available technologies are still immature, approaches are needed, that address infrastructure and market. The core network corridors were regarded as very good testing grounds, serving as forerunners for the remaining parts of the network. During the workshop it was argumented, that the today lacking economies of scale call for a comprehensive approach, involving regional stakeholders, clean fuel providers, freight forwarders, transport buyers as well as intermodal terminals and ports to increase synergies of clean fuel

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applications (e.g. for short sea shipping, public transport etc.). There was seen also a great potential for deploying clean fuel infrastructure in urban transport services as in public transportation, public services or city logistics. In that respect, the Directive on the deployment of alternative fuels infrastructure (COM(2013) 18) proposed by the European Commission in January 2014 and adopted by the European Parliament in April 2014 is a major reference. It was noted, that the directive that is to be adopted by the European Council during the 2nd half of 2014, is much less ambitious than the original proposal by DG MOVE. The targets defined for the deployment of clean fuel infrastructure are less precise, and the directive contains no concrete targets for H2-infrastructure. Participants concluded that much more cooperation between corridor regions is necessary to facilitate clean transport infrastructure deployment and to enable a multi-fuel approach addressing all available clean fuels according to their optimal range of use irrespective of the very different national strategies. It was argued, that currently no decision in favor or against one single technology can be made, as all have their specific optimum range of use. Therefore experts voted for an integrated approach to clean fuels deployment taking into account all available technologies and their specific applications. A corridor based approach should be well linked to initiatives at European and national level like the Hydrogen Infrastructure for Transport project (HIT) coordinated by the Hyer-network, the LNG blue corridors project coordinated by the Natural Gas Vehicle Association (NGVA), the German electromobility model regions as well as ambitious regional initiatives as for instance in Oslo and Copenhagen. Cluster & business cooperation During the Scandria project implementation the question raised whether the corridor approach is suitable for business cooperation. Apparently regions along the corridor have similar technological knowledge, e.g. in the fields of transport & logistics industry, clean-tech or environmental industry. Thematic Workshop Cluster Cooperation & regional development, organized 24 September 2013 in Copenhagen, cluster managers from Berlin, Brandenburg, Mecklenburg-Vorpommern, Copenhagen, Skane and Gothenburg area discussed common areas of interests in the Scandria®-Corridor. It became evident, that cluster cooperation goes beyond corridor logic, as clusters act globally. However there have been some clusters identified, where cooperation could increase competitiveness. Amongst these are business areas / clusters closely linked to transport like clean fuels and logistics. Further cooperation areas where especially corridor regions have a strong position are for instance smart cities. During several of the TransGovernance workshops it was highlighted by regional stakeholders that transport is not a purpose for itself but a prerequisite for regional development. Therefore the accessibility of regions for international transport flows has to be improved. Furthermore it was underlined, that mobility and associated services bear great potential for added-value creation in the regions, as hi-tech and advanced organizational solutions are required. Issues like labor market mobility have been mentioned to become increasingly important, especially in cross- border regions. The example of the Öresund region clearly showed that new transport infrastructure is a driver for integration. In the case of Oslo and Gothenburg integration caused by different salary levels are driving factors, labor market integration especially of highly skilled workers could benefit much from better train connections between both cities.

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5 Scandria®-Alliance: Multi-Level Governance Model for the Scandria®-Corridor

When analyzing the outcomes of the workshops and background studies, with regard to a multilevel governance model for the Scandria®-Corridor, following main conclusions can be drawn: 1. Major governance gaps have been identified at the interface of national governments and regional stakeholders as well as between administrative and business stakeholders. 2. Regional interests cover only parts of the entire corridor. However, experts stated a lack of coordination, especially in a broader corridor context. 3. The corridor approach interacts in many ways with regional transport systems / regional development issues (e.g. for urban nodes, ports and intermodal terminals, clean fuel infrastructure). 4. Regional cooperation initiatives need to be anchored politically as they are to be seen as “international relations” and therefore have to have political back-up. 5. However, cooperation structures should be flexible enough to allow for downsizing and upgrading cooperation activities according to the needs. No new formal on-top structures should be established but a coordinating, informal cooperation structure that is capable of addressing ad-hoc issues. 6. New structures should not duplicate or even counteract existing corridor structures as the TEN-T core network corridor fora or the Rail freight corridor consortia but should complement them with a regional perspective, thus combining top-down and bottom-up approach.

5.1 The Corridor Platform Scandria®-Alliance as a tool to coordinate regional, national and European interests and to boost regional development along the Corridor. The experiences from the Scandria and TransGovernance project show, that a Scandria®-Corridor Platform supported by thematic sub-platforms is an efficient way to handle information flows and to coordinate the numerous regional, cross-border and transnational activities in the corridor. It provides added value since it helps to structure activities, increases transparency, creates durable stakeholder networks and thus makes best use of synergies.

Figure 4: Scandria®-Alliance Governance Model: Interface between EU, national governments, regions and business. Own depiction.

For coordination between the numerous regional cooperation initiatives, it is suggested to establish a Scandria®- Alliance that provides a regionally based corridor platform, complementary to corridor platforms at the

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European level. Via the Scandria®-Alliance the interface to the Scand-Med Core-Network Corridor forum and the Rail Freight Corridor consortium could be organized very efficiently. The Scandria®-Alliance should be set-up as agreement-based cooperation between regional stakeholders. However it should not be exclusive and should offer opportunities to involve further stakeholders from other governance levels as national administrations, infrastructure managers as well as private stakeholders. Thematically, the Scandria®-Alliance would focus on transport and regional development issues, closely related to transport. By synergizing regional development potentials the Scandria®-Alliance creates regional added value. The regions along the Scandria®-Corridor have strong competences in clean technologies, ICT and logistics which correlate very well with the goal of a sustainable transport corridor. By establishing cross-regional alliances, the corridor regions are able to join efforts on innovative solutions, becoming global innovation leaders in corridor related issues like innovative logistics and transport technologies or alternative fuels. This will create economic growth and jobs in the corridor regions. In that context task of the Scandria®-Alliance is to - define political and operative objectives, - develop project initiatives, - coordinate activities of cross-border / urban node initiatives along the Scandria®-Corridor. The Scandria®-Alliance should be composed by a decision making body as well as an operative management, designed as a one-stop agency where communication is managed centrally.It is foreseen that via those bodies, a day-to-day exchange to further relevant cross-border initiatives as well as regular meetings of decision making bodies will be organized. During an annual corridor conference, the dialogue to national and European level stakeholders should be featured. An indispensable prerequisite for efficient and transparent information flows is a web-based communication platform. This function will soon be provided by the Website www.scandria-corridor.eu.

5.2 Corridor Node Working Groups addressing interfaces between the core network corridors and regional networks in urban nodes and functional areas, especially across borders.

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There is a high need for coordination within the urban nodes and across corridors that requires steady communication between involved actors at all levels and spheres. Therefore it is suggested to establish Corridor Node Working Groups that involve European, national and regional stakeholders from the node region as well as from neighboring regions. Those work groups should address the interface between core network corridor and regional transport covering issues like last mile transport, the interlinking of long distance and regional passenger transport or sustainable transport. Another focus should be the interaction of transport and regional development (e.g. creating business development arenas). Those work groupd should involve cooperation structures already established like the Gothenburg-Oslo- Cooperation, the Öresund Committee, the STRING network or the Rostock-Guldborgsund cooperation that could feature those corridor node working groups. They could serve other urban or cross-border nodes as good practice examples concerning the establishment of cooperation structures. Special attention should be paid to urban nodes and cross-border functional areas – such as the Southern Baltic Sea Area that comprises land-based as well as maritime transport links.

5.3 Thematic initiatives piloting sustainable and efficient transport in the Scandria®-Corridor To implement solutions discussed in the Scandria®-Alliance corridor platform as well as in the Node Fora, the Scandria®-Alliance needs to put a focus on concrete measures realized by relevant expert stakeholders. Thus it is suggested to form ad-hoc expert groups to implement strategic objectives at operative level. There have been identified a number of issues, where such ad-hoc measures could be implemented in the short- or mid-term: - Deployment of clean fuel infrastructure in the Scandria®-Corridor The corridor regions provide a high expertise in sustainable transport solutions. The Scandria®-Alliance initiative strongly emphasizes innovative transport technologies. This makes the Scandria®-Alliance an ideal partner for the deployment of new technologies, cutting transport based carbon dioxide emissions. - Roll-out of intermodal solutions A number of successful activities supported by the Scandria® project like the development of intermodal trains show that public and private sector need to cooperate neatly – especially for high-risk operations. A sound operational set-up including the identification of relevant business partners can be facilitated by joint measures like joint market studies and information exchange. Therefore the Scandria®-Alliance will increase their efforts to test and roll-out technological solutions that reduce transport emissions. A special focus shall be given to the implementation of a corridor infrastructure for alternative fuels. This needs an intelligent and synergic use of available funding sources like the European Transnational Cooperation, Horizon 2020 and the Connecting Europe Facility. The Scandria®-Alliance needs to support the ad-hoc expert groups by advising them concerning relevant partnerships, funding sources and ongoing project initiatives.

5.4 The Rostock-Guldborgsund Cooperation: A local level cross-border initiative in the Scandria®-Corridor Background The Regions of Rostock and Southern Denmark have a close relationship for years. Crucial is the link via the Baltic Sea between Rostock and Gedser as part of the connection between Berlin-Copenhagen. Already in 1886 a rail service Berlin-Rostock-Gedser-Copenhagen was established. When the ferry port was relocated from Rostock-Warnemünde to the universal port in Rostock in 1995, cross-border passenger traffic via was no longer in the focus of economic and political interest whereas car and coach passenger traffic were prioritized. Subsequently, the rail service between Nyköbing (Falster) and the Ferry port in Gedser at

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Danish side as well as the train service from Rostock main station to the Rostock ferry port at German side were interrupted. Despite this, the ferry link is the most important connection between both neighbouring municipalities.

One of the major challenges, both municipalities are facing is to keep their attractiveness and competitiveness as a regional growth pole between the neighboring metropolitan regions of Hamburg, Copenhagen and Berlin. Objectives and status quo Before that background it has been since a major objective of both, the city of Rostock and Guldborgsund municipality to vitalize the neighbourship between Rostock and Southern Denmark/Öresund region. Improved cross-border car-free passenger traffic offers are an important step in this context, so both municipalities strived amongst others for attractive cross-border ticketing and passenger traffic information systems, harmonization of public transport and ferry departure times, creation comfortable waiting areas/terminals. Related to transport development in the Guldborgsund-Rostock region, a number of tasks with relevance for the Scandria-Corridor development has been realized in the past like: - The modernisation of the Rostock main station as main passenger transport interchange point - The integration of the Rostock-Berlin axis into the European TEN-T core network corridors - The development of a cross-border multi-modal public transport offer Rostock-Gedser-Nyköbing (InterCombiTicket) - The construction of new passenger terminals in Rostock und Gedser Today, key objectives of the City of Rostock and the Guldborgsund municipality are - Integrated cross-border regional planning (spatial and sectoral) - Coordinated use of funding instruments for improving accessibility of the border region in all directions - Integrating cross-border section into the development axis Berlin – Rostock – Guldborgsund – Copenhagen Despite those success stories and good conditions, the use of public transport between Rostock and Guldborgsund needs to be strengthened as environmentally sound and non-discriminating means of transport especially for the local community. Thus it is an important concern the twinning agreement between Rostock and Guldburgsund to improve the opportunity to “travel abroad without car“ between Rostock und Guldburgsund regions. Results and identified challenges The project TransGovernance delivered important contribution the integration process by better defining challenges and responsibilities. It also provided concrete results by sensitizing the local community about cross- border public transport offers by a campaign “visit your neighbour-reasons to travel without car”. The three partners, the Hanseatic City of Rostock, the Guldborgsund municipality and the Planning Association Rostock Region carried out a public dialogue about challenges and opportunities of the Rostock-Guldborgsund axis. They organized two regional and one thematic workshops (cf. chapter 3) as well as numerous smaller expert meetings. Results of those delivered a direct input to the twinning agreement between the Hanseatic City of Rostock and Guldborgsund municipality. Nevertheless, there are several issues that need to be tackled in future: One major aim is to further improve conditions for cross-border passenger transport; by e.g. - Securing of a high quality public transport offer incl. continuous timetable management in public transport (e.g. between local buses, ferries and railway) - Intensified marketing of public transport offers (e.g. „Intercombi-Ticket“) and integration into ticket and tariff systems of adjacent regions and service providers (like VBB, DB and DSB). - Extension of (real time) traffic informations systems, incl. integration of local systems into international

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systems like EU-spirit or national systems like Danish Rejseplanen - Strengthening the position of Rostock and Guldborgsund municipality with regard to the growing market for long distance coach transport Although major freight flows are served via the Rostock-Trelleborg short sea link, cross-border freight transport is expected to become of more importance; as service quality in ferry will improve when new ferries are taken into service and service frequency is going up. Therefore following issues are regarded as important: - Strengthening of Rostock port as major location for combined transport - Consolidating road-based freight transport in Guldborgsund municipality (Falster Transport Centre) - Extension of port infrastructure and completion of port-hinterland connections - Upgrading the ferry service along the Rostock-Gedser ferry line - Establishment of intelligent logistics solutions (e.g. intermodal solutions that make full use of the existing potential) With regard to cross-border regional development it will be of major importance, to: - Strengthen cooperation of the city of Rostock, Rostock region and Guldborgsund municipality within the Regiopole-Initiative - intensify cooperation with neighboring regions, especially with Berlin, Öresund region to attract additional visitors and businesses and to create a common identity As further cooperation fields, that shall constitute part of the Rostock-Guldborgsund cooperation-agreement have been identified (cf. Outline Action Plan Rostock-Guldborgsund) - cycle tourism, that is gaining importance, as the international velo route Eurovelo 7 (Sun route including stretch Berlin-Copenhagen) is becoming more and more popular, - sustainable transport projects, e.g. related to e-mobility, - cross selling each other at internationale business relevant conferences, fairs, excursions - cross border exchange concerning re-use of former railway or ferry stations (e.g. in Rostock, Gedser and Nyköbing/Falster) as part of integrated urban development, - cross-border exchange concerning urban waterfront development, - cooperation in the fields of culture, sports, education, fine arts and tourism Steps to institutionalize cooperation between Rostock and Guldborgsund As next step the twinning agreement between the Hanseatic City of Rostock and Guldborgsund Municipality is to be agreed at 12th November 2014, 25 years after the re-opening of the German-Danish border for the general public at 12th November 1989. Lessons learnt and recommendations From the experience in the TransGovernance project, following conclusions may be drawn: - Local transport development needs a cross-sectoral and multilevel-approach to fully reflect upon local needs and to enable positive developments, that require action at higher levels or by business stakeholders (e.g. with regard to investments into ports, railways or ferries) - Cross-border cooperation needs to be fixed in concrete plans and co-operation contracts which requires intensive involvement of political stakeholders. - spatial and sectoral plans have to be followed by concrete investments, and should be communicated with regional-, federal- and central state autorities, EU, private investors as well . - Regional competition –i.e.. use of public grants for infrastructure projects - needs a cooperative embedding and high level transparence.

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- Multi-level governance requires government instruments that reach all levels - In near future, the civil society / non-governmental organisations should be involved much more intensively. This process needs to be supported by European, national, regional and local politics and administrations. - Governance activities to foster transport links need to be accompanied by measures that re-activate links between people in the local communities.

6 Next steps towards a Scandria®-Alliance

In 2013 the Lindholmen Science Park / CLOSER in Gothenburg, the Swedish Transport Administration, the Joint Spatial Planning Department Berlin-Brandenburg, the German Association for Housing and Urban Development, the Veneto Region Chamber of Commerce and the Veneto Region concluded a memorandum of understanding (MoU). Joint objective is the coordinated development project initiatives for the funding period 2014-2020. Main objectives will be the deployment of sustainable transport solutions, increasing the efficiency of logistics as well as linking transport and regional development in the Corridor regions. The latter includes the organization of corridor node working groups. Thus it is envisaged to continue cooperation in the Baltic Sea Region and Central Europe Programmes 2014-2020. Furthermore the opportunity for joint initiatives in the framework of the Connecting Europe Facility is going to be investigated.

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Literature

Antikainen, J. & Tolonen, S. (2013): Rail Baltica Growth Governance Model. Internal discussion paper, Interreg IVB project ‘Rail Baltica Grwoth Corridor’ BSR 2014 Cooperation Programme of the Baltic Sea Region Programme 2014-2020. Final version as of 21 May 2014 (Completed based on approval by the Joint Programming Committee on 14 May 2014). Rostock, 2014 COM 2010 Regulation (EU) No 913/2010 of the European Parliament and of the Council of 22 September 2010 concerning a European rail network for competitive freight. Brussels, 2010 COM 2011 Handbook on the Regulation concerning a European rail network for competitive freight (Regulation EC 913/2010). DG MOVE staff working document. Brussels, 2011 COM 2013a Regulation (EU) No 1315/2013 of the European Parliament and of the Council of 11 December 2013 on Union guidelines for the development of the trans-European transport network and repealing Decision No 661/2010/EU. Brussels, 2013 COM 2013b Regulation (EU) No 1316/2013 of the European Parliament and of the Council of 11 December 2013 establishing the Connecting Europe Facility, amending Regulation (EU) No 913/2010 and repealing Regulations (EC) No 680/2007 and (EC) No 67/2010. Brussels, 2013 COM 2013c Clean Power for Transport: A European alternative fuels strategy. Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of Regions. COM(2013) 17 final. Brussels, 2013 COM 2014 Proposal for a directive of the European Parliament and the Council on the deployment of alternative fuels infrastructure. COM(2013) 18 final. Brussels, 2013 DG MOVE 2011 Handbook on the Regulation concerning a European rail network for competitive freight (Regulation EC 913/2010). DG MOVE staff working document. Brussels, 2011 EP 2014 Draft Report on the proposal for a directive of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (COM(2013)0018 – C7-0022/2013 – 2013/0012(COD)). Brussels, 2014 EUSBSR 2013 European Union Strategy for the Baltic Sea Region Action Plan. Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of Regions. February 2013 version. Brussels, 2013 Hasselgren 2013 Efficiency in multilevel governance – spatial roles and institutional design. Presentation given on BSR TransGoverance Advisory Group Meeting, Riga, 29 May 2013 Scandria 2012 Action Programme on the Development of the SCANDRIA Corridor. 2030 vision and action proposals. Potsdam, 2013 Szydarowski, W. & Tallberg, P. (2013): Multi-level Governance. European experience and key success factors for transport corridors and transborder integration areas. Output 3.2 report, Interreg IVB project ‘TransGovernance’

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Annexes

Annex 1: Multi-level governance background report

BACKGROUND PAPER

Existing Initiatives within the Scandria Corridor

Annegret Höing Sven Friedrich & Gemeinsame Landesplanung Annekathrin Rauschenbach Berlin-Brandenburg Infrastruktur & Umwelt Professor Böhm und Partner

Background Paper Content of Background Report

 Introduction: Existing initiatives within Scandria Corridor

 Detailed description of existing initiatives

 Overview and Summary of all initiatives

 Conclusion

Background Paper Introduction: Existing Initiatives within Scandria Corridor Objective: Description of relevant iniatives in the Scandria Corridor and of existing interfaces

Background Paper Introduction: Existing Initiatives within Scandria Corridor (2)

List of initiatives

- Bothnian Green Logistics Corridor (BGLC) - Scandinavian Hydrogen Highway Partnership - Gothenburg-Oslo Cooperation - The Scandinavian Arena (incl. COINCO North II) - Europakorridoren - The Öresund Committee - The String Network (incl. Green String Project) - femern belt committee - Swiftly Green - The North-South Inititiative - Brenner-Corridor-Platform

Background Paper Gothenburg-Oslo Cooperation

Main facts: - Web: www.go-regionen.org - Established 1995 between Oslo and Gothenburg, 2003 expansion to regions - Objectives: Strengthen and increasing region´s development and attractiveness, contributing to establishment “Europe of Regions”

Organizational Issues - Geographical coverage: region between Oslo and Gothenburg NOR: Oslo, Akershus county, Østfold county; SE: Gothenburg, Västra Götaland - Members are only governmental but private ‘co-partners’ are represented in council and working groups (see next slide): - NOR: City of Oslo, Akershus county authority, Østfold county authority; - SE: City of Gothenburg and Västra Götaland county

Background Paper Gothenburg-Oslo Cooperation

Organizational Issues (2) - Organizational Structure: - Council = governing body with 18 members (representatives from politics (12), industry (2), universities (2), border committee (2), council chair rotation Se/Nor every 2 years, council has overall responsibility, formulation of policy guideline, financial control - Secretariat (since 2002) at Business Region Gothenburg, coordinating, reporting & informing function - Contact group (representatives from government from each party of cooperation) gives information about regions to council, advisory function for council, secretariat, working groups

Background Paper Gothenburg-Oslo Cooperation

Thematic Issues - Key aspects (covered by respective working groups): - communications and transport: - Participants (Group consists of central ownership of the infrastructure and governments in the region): Akershus Country County, Samferdselsetaten, Oslo Municipality, Østfold county authority, Västra Götaland county, Gothenburg Transport Administration, Norwegian government´s agency for railway services East, Swedish Transport Administration West, Norwegian Public Roads Administration East, Oslo Port KF, Port of Gothenburg, Landvetter Airport, Oslo Airport, Västtrafik, Gothenburg University, Business Region Gothenburg - business development - Participants: Business Region Gothenburg, Oslo municipality, Gothenburg city, Gothenburg University, Akershus Country County, consulate general Norway, Västra Götaland county, Østfold county authority, Innovasjon Norge, Oslo chamber of industry and commerce, Western Sweden chamber of industry and commerce - training / education - Culture and tourism - Instruments & activities: - lobbying at regional and national level - activities aimed at businesses, residents and visitors - Working groups’ projects - communication

Background Paper The Scandinavian Arena

Main Facts - Web: http://www.denskandinaviskaarenan.com / http://www.8millioncity.com/ (COINCO North II) - Established by the Swedish Ministry of Foreign Affairs in 2000 - Objectives: linking together two transnational regions (Oslo-Gothenburg and Öresund region), enhancing development in southern Scandinavia, creating a sustainable, attractive and competitive region

Organizational Issues - geographical coverage: Oslo-Gothenburg region (NOR: Oslo, Akershus county, Østfold county; SE: Gothenburg, Västra Götaland), Halland and Öresund region (SE: Skåne region; DK Capital Region, Zealand) - Members only governmental: - NOR: Oslo Municipality, Akershus county authority, Østfold county authority; - SE: Gothenburg city, Västra Götaland region, Halland region, Helsingborg city, Malmö city, Scåne region; - DK: Copenhagen municipality, the Capital region and the Zealand region

Background Paper The Scandinavian Arena

Organizational Issues (2) - Organizational Structure: - Steering group: 16 political members, meets twice a year - Official Committee: one participant from each party, meets at least twice a year, prepares steering group meeting, discuss matters of common interest. - Secretariat: shared between secretariat of Öresund committee and Gothenburg-Oslo region/Business Region Gothenburg

Thematic Issues of Scandinavian Arena and COINCO North II - Key aspects (mainly covered by COINCO II): - knowledge generation - strengthening the preconditions for improved infrastructure and interregional integration - extend local cooperative structures - Vision underlying project: development of a fast, efficient, green railway corridor to link these cities on the basis of green mobility and to reduce the commuting time between Oslo and Copenhagen to 2.5 hours by high-speed train - U.a. auch vernetzung von Clustern, u.a. im bereich LifeScience

- Instruments & activities: - COINCO, supervising implementation of INTERREG projects - Scandinavian Arena is the political steering group for the Scandinavian 8 Million City COINCO II

Background Paper The Öresund Committee

Main Facts - Web: http://www.oresundskomiteen.org - Established 1993 by Skåne and Zealand region - Objectives: integration between region´s citizens, establishing a competitive region, promotion of a common labor market and housing market, exchange of innovations, greater reciprocity in trade, education, culture, sport and leisure activities, international focus

Organizational Issues - Geographical coverage: Skåne region in SE, Zealand region and capital region in DK - Members only governmental - DK: the Capital Region of Denmark, Region Zealand, City of Copenhagen, City of Frederiksberg, Bornholm Regional Municipality, Local Government Regional Council for the Capital Region of Denmark, Local Government Regional Council for Zealand - SE: Region Skåne, City of Malmö, City of Helsingborg, Lund Municipality, Landskrona Municipality - Organizational Structure: - Presidency/Vice president: for Öresund committee and executive committee, danish/swedish representatives alternating, one year period - Executive Committee: 12 members, serves as board of Öresund Committee, meets at least four times a year. - Öresund Committee: 36 members, meets at least twice a year - Secretariat located in Copenagen, responsible for implementing the political decisions - Public financing by committee members (depending on number of inhabitants) Background Paper The Öresund Committee

Thematic Issues - Key aspects: - Labour Market - Climate - Culture and Events - Accessibility and Mobility - Knowledge and Innovation - Instruments & activities: - lobbying at national & EU level - Öresund Regional Development Strategy until 2020 (http://www.oresundskomiteen.org/wp- content/uploads/2012/02/ORUS_EN.pdf) - Communication (most probably)

Background Paper The STRING Network / Green String Project

Main Facts - Web: http://www.stringnetwork.org/ / http://www.stringcorridor.org/ - Partnership established 1999 within INTERREG A programme, first focusing on fixed link between Denmark/Germany, after formal investment decision thematic opening (next slide) - Objective: giving a political framework for corridor interests regarding the development of a green growth corridor

Organizational Issues - Geographical coverage: SE Skåne region; DK Zealand region and capital region; DE Schleswig- Holstein, Hamburg - Members only governmental - DE: City of Hamburg, Schleswig-Holstein - DK: Capital Region of Denmark, City of Copenhagen, Zealand region - SE: Skåne region - Organizational Structure: - Political Forum: governing body, political agenda, meeting twice a year (supported by chairmanship) - Steering Group: consists of representatives from regions, observers from Öresund Committee, Region South Denmark, Femern Belt Committee, decides overall operations, meets four times a year - Contact Group: Discussion of topics with common interest, issues can be further passed to steering committee, meets monthly - Secretariat was established 2011, located in Zealand, implementation of political decisions and daily operation Background Paper The STRING Network / Green String Project

Thematic Issues - Key aspects: - Infrastructure (especially eliminating bottlenecks and high speed networks) - Tourism and Culture - Science and Development - Green Growth (policies/investments for/in right kinds of infrastructure, e.g. alternative energy sources, cleaner transport options, more efficient production systems) - Cross-border Barriers - Instruments & Activities: - Cooperation with wide range of stakeholders - Communication and coordination - STRING strategy 2030 & STRING recommendations for a new infrastructure (from 2012) - STRING strategy for Green Growth expected to come out in autumn 2013 - Provision of analyses, discussion papers etc. - STRING project with special focus on business opportunities and barriers, 11 partners participating: Zealand region, Capital Region of Denmark, Skane region, Helsingborg city, Lund city, Malmö city, Copenhagen municipality, Köge municipality, Swedish Transport Administration, Lund University, Roskilde University

Background Paper Fehmarnbelt-Kommittee

Main Facts - Web: http://www.fehmarnbelt-portal.de/fehmarnbelt-komitee/ - Established 2009 as a committee with formal rules of procedure - Objectives: transnational (German-Danish) support/coordination of the development of Fehmarn Belt region, positioning within the Gothenburg- Copenhagen-Hamburg corridor, special focus on Fehmarn Belt fixed link, channeling the integration of the region

Organizational Issues - Geographical coverage: neighboring regions/counties of Fehmarn Belt  Zealand region, Plön county, Ostholstein county, City of Lübeck - Members governmental and private see next slide - Organizational Structure: - Committee: meets at least once a year - Committee Board: meets three to four times a year, strategic development of committee, formulation and further development of action plan, representation - Secretariat: two on each side, located in Zealand region and Ostholstein county, decisions about financing and organization depending on respective decisions

Background Paper Fehmarnbelt-Kommittee

Organizational Issues (2) - Members governmental and private / civil society, political representatives from regional and communal level / municipalities, max. number 32 - DE politics: Ostholstein County, Ostholstein County Council, Plön County, Mayors of City of Fehmarn and City of Lübeck, - DE business: chamber of industry and commerce Lübeck, business association Ostholstein-Plön, tourism association Ostsee-Holstein - DE NGOs: German Confederation of Trade Unions Schleswig-Holstein-South-East (DGB), environmental organisation ‘NABU’ - DE science: University of Lübeck - DK politics: Zealand region council, Mayors of Lolland municipality, Køge municipality and Slagelse municipality - DK business: Confederation of Danish Industry, tourism association Østdansk - DK NGOs: 3F trade union, Fond Femern Belt Development & Femern Bælt Forum, Center for vocational education CELF, environmental organisation Storstrøm

Background Paper Fehmarnbelt-Kommittee

Thematic Issues - Key aspects: - Common labor market - Transnational Meetings - Mobility across Fehmarn Belt - Optimal use of construction phase of fixed link - Promoting Fehmarn Belt region - Cooperation with other partners (especially with STRING Network) - Instruments & Activities: - Lobbying - Initiating projects in the region - Observing risk/chances of Fehmarn Belt fixed link - Providing information for stakeholders about planning process of Fehmarn Belt fixed link - Implementation of action plan (www.fehmarnbelt- portal.de/fileadmin/content/headgrafiken/Komitee/11_03_02_Handlungsplan_dthjemmeside.PDF only in German/Danish)

Background Paper Scandinavian Hydrogen Highway Partnership

Main Facts - Web: http://www.scandinavianhydrogen.org/ - Transnational networking platform that consists of three national networks from NOR, SE, DK, which include on national basis industries, research institutions and public authorities on local/regional level - Objectives: linking together regional clusters, networks and actors from industry, science and public authorities in the field of hydrogen for the development of first commercially available network of refueling stations for hydrogen vehicles in Europe Organizational Issues - Geographical coverage: development of refilling stations network so far in Nor: Stavanger, Oslo, Grenland, Lillestrom, Drammen; in SE Malmö, Gothenburg, Falkenberg, in DK: Copenhagen, Ringköbing, Holstebro - Members: functioning as official partners: - NOR: HyNor (http://hynor.no/en/) - SE: Hydrogen Sweden (Members see http://www.vatgas.se/om- oss/medlemmar) - DK: Hydrogen Link (www.hydrogenlink.net/eng/default.asp)

Background Paper Scandinavian Hydrogen Highway Partnership

Organizational Issues (2) - Organizational Structure: - HyNor, Hydrogen Sweden and Hydrogen Link act as coordinators with financial backup of partners

Thematic Issues - Key aspects (aims until 2015) - Establishment of Hydrogen refueling station network with 15 stations and 30 satellite stations - Having large fleet of vehicles with 100 buses, 500 cars, 500 speciality vehicles

- Instruments & activities: - Mainly coordination and collaboration - Information and communication - Projects

Background Paper Europakorridoren

Main Facts - Web: http://www.europakorridoren.se - Objectives: establishment of a ‘broadband of physical transportation’ along two lines through Sweden from Stockholm via Jönköping & Copenhagen to Hamburg (European line) or from Stockholm via Jönköping to Gothenburg (Götaland line) -Target of increasing capacity for high speed trains and improving railway network led to set up of Götaland line project (1986) and European Corridor project (1993), both projects were amalgameted in 2001 Organizational Issues - Geographical coverage: SE Skåne, Halland, Västra Götaland, Östergotland, Småland, Södermanland counties, Stockholm; DK Capital Region, Zealand; DE: Schleswig Holstein, Hamburg - Members: - list see next slide and http://europakorridoren.se/eng/medlemmarna/samtliga-medlemmar/

Background Paper Europakorridoren

Organizational Issues (2) - Members: governmental from local/regional levels and industry from SE, DK, DE (Swedish members = joint owners of European Corridor AB): -Governmental: Bollebygds Municipality, Borås City, Boxholms Municipality, Falköpings Municipality, Ferrmed, Finspångs Municipality, Freie und Hansestadt Hamburg, Gislaveds Municipality, Gnosjö Municipality, Göteborg City, Göteborg Region Association of Local Authorities, Habo Municipality , Hansestadt Lübeck, Helsingborg City, Helsingør Municipality, Härryda Municipality, Höganäs Municipality, Jönköpings Municipality, Klippan Municipality, Landskrona Municipality, Linköpings Municipality , Ljungby Municipality, Markaryds Municipality, Marks Municipality, Mjölby Municipality, Mullsjö Municipality, Mölndals City, Norrköpings Municipality, Nyköpings Municipality, Oxelösunds Municipality, Region Skåne, Region Council Jönköping, Regionförbundet Södra Småland, Region Council Östsam, Sjuhärads kommunalförbund, Stockholms City, Tranås Municipality, Trosa Municipality, Ulricehamns Municipality, Vaggeryds Municipality, Värnamo Municipality, Västra Götaland Region, Åstorps Municipality Ängelholms Municipality, Örkelljunga Municipality -Business orgnisations: Chamber of Commerce Hamburg, Chamber of Commerce Lübeck, Chamber of Commerce Jönköping County, The Chamber of Commerce and Industry of Southern Sweden -Industry: Alstom Sverige, Atkins, Bombardier Transportation, Braathen Infrastruktur, Möbelriket Småland, OrdArt AB, PGF Tåg, Perfekt Spår, Ramböll

- Organizational Structure: - non-profit association with a board for decision making, members of board see http://europakorridoren.se/eng/medlemmarna/arbetsutskottbolagsstyrels/

Background Paper Europakorridoren

Thematic Issues - Key aspects - Improving railway network & increasing capacity for high speed trains - Interlink railway with other means of transport – car, bus, air and shipping - Increasing accessibility

- Instruments & activities: - Networking and communication

Background Paper The North-South Inititiative

Main Facts - Web: http://www.north-south-initiative.eu/ - Objectives: Development of a economic area / corridor between Scandinavia and Adriatic Sea on a North-South Axis by strengthening competitiveness and avoiding bottlenecks in infrastructure

Organisational Issues - Geographical coverage: Scandinavian Arena, Öresund Region, Mecklenburg-Vorpommern, Berlin-Brandenburg metropolitan region, Saxony-Anhalt, Centrope (CZ South Moravian region, Brno city; SL Bratislava region, Trnava region, Bratislava city, Trnava city; HU Györ-Moson-Sopron county, Vas county, Györ city, Sopron city, Szombathely city; AT Burgenland, Lower Austria, Vienna region, Eisenstadt city, St. Pölten city), Brenner, Alpe Adria (AT Carinthia, Styria, Steiermark; Slovenia, Coratia; HU Vas county)

Background Paper The North-South Inititiative

Organisational Issues (2) - Members: companies, chambers of industry and commerce, trade unions and associations throughout corridor only from DE - Chambers of industry and commerce: Berlin, Leipzig, Dresden, Chemnitz, Potsdam, Ostbrandenburg, Neubrandenburg, Halle- Dessau, Magdeburg, Rostock, Schwerin - Business: Railway Havelland, Rail and Logistics Center Wustermark GmbH & Co. KG, Rostock port, Scandlines, TT Line - Others: Confederation of German trade unions, Transnet (railway & transport trade union), LogisticsNet Berlin-Brandenburg e.V., Logistics Initiative Mecklenburg-Vorpommern e.V.

Background Paper The North-South Inititiative

Thematic Issues - Key aspects - Infrastructure and logistics - Networks for innovation - R&D - Trans-regional connection of business cluster - Labour market - Energy & environment - Instruments & activities: - Development of infrastructure to avoid bottlenecks - Extension of TEN1 & TEN22 via Berlin, Rostock to Copenhagen - Establishment of a network for the development of a new common European economic area - INTERREG projects (Scandria & SoNorA)

Background Paper Bothnian Green Logistics Corridor (BGLC)

Main Facts - web: http://www.bothniangreen.se/ - project started on 8th of August 2011, will end on 31th of March, 2014 - objectives: Development of green transport and business models for the Bothnian Corridor and its connections (focus on freight transport)

Organizational Issues - Geographical coverage: Region of Nordland (NO), Regions of Västerbotten, Norrbotten, Västernorrland, Jämtland, Gävleborg, Stockholm, Örebro, Blekinge (SE); Regions of Pirkanmaa, Helsinki-Uusimaa, Kainuu, Satakunta, Central Ostrobothnia, Northern Ostrobothnia (FI), Mecklenburg-Vorpommern (DE), Pomeranian Voivodeship (PL) - Members see next slide - Part-financed by EU, EU Regional Development Fund, European Neighbourhood and Partnership Instrument (estimated budget: 4,804,000.00 Euro)

Background Paper Bothnian Green Logistics Corridor (BGLC)

Organizational Issues (2) - Members are governmental (regional authorities, cities, national authorities/ministries), and non- governmental: Business, business associations, science (universities) - NO: Port of Narvik, Futurum, Nordland County Council, Port of Mosjoen, - SE: Region Västerbotten, Norrtåg Economic Association, County Administrative Board of Norrbotten, City of Umeå, City of Sundsvall, Region of Jämtland, Region Gävleborg, the Swedish Transport Administration, Luleå University of Technology, Örebro Regional Development Council, Region Blekinge, Royal Institute of Technology - FI: Ministry of Transport and Communications, City of Tampere, The Council of Tampere Region, City of Oulu, Uusimaa Regional Council, Joint Authority of Kainuu Region, Port of Kokkola, Port of Pori, ouncil of Oulu Region - PL: Municipality of Gdynia - DE: Ministry of Energy, Infrastructure and State Development Mecklenburg-Vorpommern, Rostock Port - Associated Partners see http://www.bothniangreen.se/associated/, including ports, business associations, companies, national authorities, regional authorities, local authorities, universities - Organizational Structure: - Project realization by project partners within six Work Packages, supported by 57 associated partners - Letters of Support: Ministry Of Enterprise, Energy And Communications, Sweden; Ministry Of Transport And Communications, Finland; Ministry Of Transport And Communications, Norway; Ministry Of Transport, Construction And Maritime Economy, Poland - Baltic Sea Region Programme Projects supporting BGLC: Rail Baltica Growth Corridor, Transbaltic, NECL – Midnordic, Green Transport Corridor, EWTC II – East West Transport Corridor II, Flavia – Freight And Logistics Advancement in Central/South Eastern Europe

Background Paper Bothnian Green Logistics Corridor (BGLC)

Thematic Issues - Key aspects of Work Packages: - Green Corridor (focus on development of infrastructure) - Business Plans & Pilots (focus on new market and business models and services) - Economic Impact (focus on interdependence of infrastructure and economic development) - Network and Clusters (focus on long-term strategy for trans-national cooperation) - Instruments & activities: - examining the current situation from different perspectives for the identification of weaknesses / prediction of future needs for the Bothnian Corridor - Studies & analyses - Development of action plans and concepts - Presentation and communication of results

Background Paper Brenner-Corridor-Platform

Main Facts - web: http://www.bbtinfo.eu/de/bbt/mobilitaet/brenner-corridor-platform.html - Initiative was established in May, 2007 - Objectives: to use the railway connection in the best possible way, to optimize freight transport between Munich and Verona and to facilitate a modal shift from road to railway

Organizational Issues - Geographical coverage: Bavaria, North Tyrol, South Tyrol, Trentino and Veneto Region - Representatives from Germany, Austria and Italy, especially regions concerned, and business (railway companies) - Organizational Structure: - Thematic working groups with experts (see next slides) - Brenner Corridor Platform: Organization that supports construction of Brenner Base Tunnel beside Brenner Base Tunnel SE, Brenner Base Tunnel Observation Ward

Background Paper Brenner-Corridor-Platform

Thematic Issues - Working groups focus on the key aspects: - Modernization and capacity utilization of existing connection: Extension and development of handling terminal, better coordination of timetables and introduction of European signalling system ERMTS level 2. Information about free capacity for freight / car transport along highways via intelligent information systems - Political transnational framework for measures facilitating modal shift: Coordination between states and development of respective concepts that are acceptable to all parties - Cross financing: Further development of cross financing for modal shift (following the example of road charges invested in BBT) - Green Brenner Corridor: Initiative established by working group in 2009. Main focus on energy saving, increase of energy efficiency and use of renewable energies. Focus on rail, road & regional initiatives - Instruments & activities: - Development of future concepts / ideas - Coordination and Harmonization - Communication (most probably)

Background Paper Swiftly Green

Main Facts - TEN-T Annual program proposal submitted end February 2013, starts (if accepted) on 1 October 2013 and ends on 31 December 2015 - Objectives with focus on Helsinki-Valletta corridor: development of greening transport measures, recommendation of tools for validating best practice and measurement of environmental impact for interventions along green corridors, development of a corridor greening plan, recommendations for the integration of greening objectives into all corridor development plans

Organizational Issues - Geographical coverage: Skåne region in SE, Zealand region and capital region in DK - Members governmental, from business and science - SE: CLOSER/Lindholmen Science Park, Swedish Transport Administration (Trafikverket), Port of Trelleborg (Trelleborgs hamn ) , The Network for Transport Measures (NTM) - DK: Danish Transport Authority (Trafikstyrelsen) - DE: Port of Hamburg Marketing (Hamburg Hafen Marketing e.V.) , City of Bremen - Senate Department for Economy, Labour and Ports (Freie Hansestadt Bremen - Senator für Wirtschaft, Arbeit und Häfen, University of Technology Berlin (Technische Universität Berlin) - AT: Tyrolean Regional Government (Tiroler Landesregierung) - AT/IT: Galleria di Base del Brennero - Brenner Basistunnel BBT SE - IT: Interporto Bologna, Terminali Italia, Procter & Gamble (FR/BE/IT)

Background Paper Swiftly Green

Organizational Issues (2) - Organizational Structure: - Project realization by project partners within six Work Packages -Part-financed by EU with estimated budget of € 2 871 000

Thematic Issues - Key aspects: - Activity 3: Mapping of current status of the corridor(including geography, bottlenecks, stakeholders etc.) and greening projects (including results from previous and on-going projects focusing on TEN-T, FP7, Interreg, Marco Polo and CIP (Intelligent Energy 2)) - Activity 4: Analyses of effects of different measures, and combinations of measures for greening transport - Activity 5: Elaboration of business cases and innovative solutions for greening of transport (additionally including Intelligent transport systems (ITS) and environmental effects of transport systems) - Activity 6: Development of toolbox for greening of transport in TEN-T Corridors - Instruments & activities: - Studies and analyses - Workshops - Formulation of recommendations / guidelines for measures - Establishing key performance indicators - Presentation of cases, best practices, pilots Background Paper Overview and Summary

Name of Initiative Topics Regional Coverage Members Formalization / time span Political Cooperations

Gothenburg-Oslo Cooperation communications and Oslo, Akershus county, Østfold county, Only governmental, high transport; business Gothenburg, Västra Götaland private ‚co-partners‘ development; training / education; culture and tourism The Scandinavian Arena (incl. COINCO North Mainly covered by COINCOII: Oslo-Gothenburg Region, Halland and Only governmental not clear II) Transport & Infrastructure, Öresund Region networking and cooperation The Öresund Committee transport / mobility / Skane, Zealand, Copenhagen region only governmental rather high accesibility; labor, innovation & knowledge; climate; culture & events The String Network (incl. Green String transport & infrastructure; Skane, Zealand, Copenhagen, region Only governmental medium Project) green growth; science & Schleswig-Holstein, Hamburg development; tourism & culture, cross-border barrier reduction Fehmarnbelt-Kommittee Infrastructure & mobility; Zealand, Plön county; Ostholstein Local governments, rather high common labor market; county; Lübeck business associations, transnational cooperation chamber of commerce; trade unions, environmental organizations

Background Paper Overview and Summary Name of Initiative Topics Regional Coverage Members Formalization / time span Thematic Cooperations

Scandinavian Hydrogen transport (hydrogen refueling Norway, Sweden, Denmark hydrogen associations not clear Highway Partnership station network) Europakorridoren Transport (railway) Skane, Halland, Västra Götaland, Governmental and from not clear Östergotland, Smaland, Södermanland, industry Zealand, Copenhagen region, Schleswig Holstein, Hamburg The North-South Initiative infrastructure & logistics; R&D; Scandinavian Arena, Öresund Region, Companies, chambers of medium business cluster networks; labor; Mecklenburg-Vorpommern, Berlin- industry and commerce, energy & environment Brandenburg, Saxony-Anhalt, Centrope trade unions and business region, Brenner, Alpe Adria association Bothnian Green Logistics transport & infrastructure (R&D, Region of Nordland, Regions of Governmental, business, Project Partner Corridor networks & clusters) Västerbotten, Norrbotten, Västernorrland, business associations, Ends 31/03/2014 Jämtland, Gävleborg, Stockholm, Örebro, science Blekinge, Regions of Pirkanmaa, Helsinki- Uusimaa, Kainuu, Satakunta, Central Ostrobothnia, Northern Ostrobothnia, Mecklenburg-Vorpommern, Pomeranian Voivodeship

Brenner-Corridor-Platform Transport (railway esp. freight Bavaria, North Tyrol, South Tyrol, Trentino, Representatives from rather low transport); Green Brenner Corridor Veneto Region Germany, Austria and also focusing on energy saving & Italy; railway companies, efficiency, renewables (focus on regional governments road, railway & regional intiatives)

Swiftly Green greening transport corridors Skane, Zealand, Copenhagen´region Governmental, business, Project Partner science Ends 31/12/2015

Background Paper Conclusions

- High number of initiatives - A number of politically initiated cooperation from Scandinavia to Germany (Hamburg) / no policy driven cooperation between femern belt fixed link and Brenner Corridor - Interests often focused around transport infrastructure related issues (GO- regionen, Scandinavian Arena, String Network, Brenner Corridor Platform) - Further interests related to cooperation in the field of business & innovation - Further thematic initiatives cover issues like development of specific railway lines as well as hydrogen as alternative fuel - Two initiatives that cover the entire corridor: North-South-Initiative with pure lobbying interest and a project Swiftly Green, addressing multimodal and green transport along the Scandinavian-Mediterranean Corridor

Background Paper Conclusions

- No initiative that covers the whole Corridor and connects transport and regional development  Added value of a Scandria®-Corridor is to be seen in  Coordinating the several regional initiatives along the Scandinavian-Mediterranean Corridor  Delivering a high level response group of corridor regions representatives for discussions at national / EU level  Focusing on regional development issues with the perspective of generating development impulses out of the transport corridor development (like cluster cooperation, transport related issues that complement the Commission activities related to core network corridor development)  Initiating and coordinating project initiatives that involve partners along the entire corridor

Background Paper

Annex 2: Multi-level governance framework report

Multi Level Governance within the Scandria-Corridor

MLG Framework Report - Final Version- June 2014 Aim of the Report

The multi-level governance framework report: - Is based upon the findings of the multi-level governance background paper listing relevant governance initiatives along the Scandria®-Corridor. - Provides a theoretic background and highlights operational aspects for the establishment of a multi-level governance mechanism for the Scandria®-Corridor; the Scandria®-Alliance. - Served as input to the nine regional and thematic workshops that have been realised between September 2013 and June 2014 - each of them discussing parts of the raised questions and challenges in different regional and thematic settings. - Coordinated by the Joint Spatial Planning Department Berlin-Brandenburg work package 6 aims to develop a multi-level governance model for the Scandria®-Corridor involving partners from Germany, Denmark, Sweden and Norway until September 2014.

WP6 MLG Framework Report Content of the Report

1. Multi-Level Governance Framework

2. Scandria Alliance – State of the Art & Perspective (Status 09/2013)

3. List of References

WP6 MLG Framework Report 1. Multi-Level Governance Framework

1.1 MLG - From Theoretical Approach to a Management Instrument 1.2 MLG as Management Instrument: Organizational Aspects & Formal Layout

WP6 MLG Framework Report 1.1 Multi-Level Governance Theory - From Theoretical Approach to Management Instrument

Multi-Level Governance (MLG) was developed as a theoretical approach in political science and public administration theory. It originates from studies on European Integration in the early 1990ies, explaining the shifting of authority from Central States up to Europe*.

The shifting of authority made the process of decision making more complex, having a wider variety of interests to consider and demanding more detailed expert knowledge both on meta- and micro level. On the same time decision processes witnessed increasing (sometimes diffuse) decision power of business stakeholders and lobby institutions.

The shifting of authority – both to the European level and towards new influencing stakeholders – was increasingly bearing conflicts: More and more decisions had been taken on meta-level, e.g. between European and national institutions. Some stakeholders – especially those possessing expert knowledge on micro level, e.g. regional and local authorities but also small business stakeholders and non-profit organizations - felt more and more excluded from the decision making.

* The concept of MLG was mainly developed by Liesbet Hooghe and Gary Marks.

WP6 MLG Framework Report

1.1 Multi-Level Governance Theory - From Theoretical Approach to Management Instrument

Figure 1 depicts the complex interaction of different levels in the decision making process and the immanent antagonism of decision making potential and detailed micro-knowledge: While stakeholders on local and regional level are strongly motivated to improve conditions at micro level and have good knowledge about possibly needed interventions, their coordination potentials are limited in respect to resources and influence on decision making processes. On the other side are stakeholders on European Level dependent on background information and expert knowledge from the micro level.

Figure 1: Coordination and knowledge vs. strategic planning potential

Federal/EU- level National level

Regional/ local level

Source: Björn Hasselgren (2013): Efficiency in multilevel governance – spatial roles and institutional design. Presentation given on BSR TransGoverance Advisory Group Meeting, 29 May 2013, Riga.

WP6 MLG Framework Report 1.1 Multi-Level Governance Theory - From Theoretical Approach to Management Instrument

The practical approach of Multi-Level Governance as a management instrument seizes the mentioned antagonism. It could be seen as counter-reaction to the mentioned shifting of decision making power and increasing exclusion of regional, local and smaller non- governmental actors from those decisions.

Multi-Level-Governance aims to improve the collaboration of relevant partners on all levels. It aims to include expert knowledge on all spatial and administrative levels into decision making and therefore incorporating the available spectrum of expert knowledge:

– on local, regional, national and European level (vertical dimension) - between regions and municipalities on cross-national scale (horizontal dimension) - including non-governmental stakeholders and experts (interdisciplinary dimension)

In practise MLG is often realized as an arena for discussion and cooperation on subnational level, aiming to influence national and European decisions/policy.

An overview on formal layout and organizational aspects of MLG-structures are depicted in chapter 1.3

WP6 MLG Framework Report

1.2 MLG as Management Instrument Organization Aspects & Formal Layout Basic considerations Aims & Objectives

Strategic setting • Definition of aims and objectives Spatial Time • Definition of the spatial dimension Dimension Frame • Definition of the time perspective (long, mid or short term goal?) • Detailing and prioritizing tasks and measures Tasks and Measures Operational setting • Integration of relevant partners • Development of an organisational set-up (e.g. decision making body, working bodies) • Provision of ressources to fulfill working tasks Partner Organisation Composition & Financing

WP6 MLG Framework Report 1.2 MLG as Management Instrument Organization Aspects & Formal Layout

Strategic aspects Clearly defined vs. broad thematic approach (e.g. construction of a new railway line vs. Greening transport) Aims & Objectives

Exclusive vs. open Short vs. long term geography

Spatial Time Dimension Frame

Tasks & Measures

Good governance rules*: 1. Clear vision, coherent communication and marketing 2. Clear hierarchy/priorities of aims, objectives, issues and tasks 3. Working Plan (e.g. long-term strategy underlaid by short term action plan)

WP6 MLG Framework Report 1.2 MLG as Management Instrument Organization Aspects & Formal Layout Operational Aspects Tasks and Measures

Partner Composition depends on strategic aspects (see previous slide) Partner Organisation Composition & Financing Good Governance Rules*: 1.Identification & involvement of relevant stakeholder necessary for defining and realising the objective ( representatives of all concerned parties)

- Vertical dimension: partners from local, regional, national and European level - Horizontal dimension: between different regions and municipalities - also on transnational scale - Interdisciplinary dimension: including experts with various thematic background (private, public, etc.)

2. Establishing credible personal contacts and relations to/among top-level decision-makers 3. Involving representatives of EU level institutions (e.g. TEN-T coordinator) for topical guidance and support in setting a dialogue with national level authorities

 Gain lobbying power & political support

WP6 MLG Framework Report 1.2 MLG as Management Instrument Organization Aspects & Formal Layout Operational Aspects Tasks and Measures

Organisation and Management Setup depends on objective/aim, on spatial & time dimension Partner Organisation Composition & Financing and on partners involved (see previous slides)

Good Governance Rules*: 1.Get strong personalized leadership (‘One carrying the flag’) 2.Design formal structure with formal executive positions (board, commission, secretary, etc.) and clearly specified responsibilities 3.Development and adoption of a binding cooperation framework (e.g. membership agreements/ cooperation contract with clearly specified commitments and financial plan) 4.Operationalize task forces by securing resources (e.g. financing) 5.Form solid information basis

WP6 MLG Framework Report 1.2 MLG as Management Instrument Organization Aspects & Formal Layout Operational Aspects

Organisation and Management Setup

Long Term Cooperation Setup - Three Main Prototypes

3. Legal Body

2. Agreement Based Commitment Cooperation

1. Informal Network

Degree Degree of

Short Term Cooperation Setup

Projects Projects are defined as temporary working structures aiming to realise clearly defined short-term activities and aims. Projects may be implemented as internal working structure within bigger organisations (e.g. long term cooperation setups) or as cooperation between separate bodies.

WP6 MLG Framework Report 1.2 MLG as Management Instrument Organization Aspects & Formal Layout Operational Aspects

Informal Network

. Nonbinding network of various stakeholder without written agreement (mainly based on personal contacts) . Cooperation on demand (sporadic activities) . One stakeholder (mainly public authority) leading the process voluntarily

Advantages . Low bureaucratic effort  Fast formation and fast working process possible Disadvantages . Open regulations for cooperation (e.g. decision making process/ roles and functions, etc.)  Risk of low obligation/commitment of involved partners . Question of financing

WP6 MLG Framework Report 1.2 MLG as Management Instrument Organization Aspects & Formal Layout Operational Aspects

Agreement based cooperation of relevant public and private stakeholders

. Cooperation based on written, internal agreement (e.g. cooperation contract) and fixed financial contributions . Formal executive positions (e.g. board, secretary) are clearly defined . Action plan (Annual plan) existent

The East-West Transport Corridor Association (EWTCA) is an example for an agreement based cooperation basing on an existing transport corridor.

EWTCA was established in 2010 on a voluntary basis aiming to increase effectiveness of the East – West Transport Corridor by handling and developing trade flows between Europe and Russia, Belarus, Ukraine, Kazakhstan, China and other Far-East countries. Partner Composition/ Members: 26 business, academic and administrative bodies from 12 countries (Logistic Associations and Transport Technology Networks; Rail Companies; Ports & Short sea shipping lines, municipalities & research institutions) Working Plan: implementation is based on Strategy and Action plan Formal Executive positions: President (Mr. Algirdas Šakalys), Council and Members

WP6 MLG Framework Report 1.2 MLG as Management Instrument Organization Aspects & Formal Layout Operational Aspects

Legal Body – EGTC (European Grouping of Territorial Cooperation)

EGTC is an EU-wide legal instrument for cross-border, transnational and interregional cooperation. EGTC is the only possible legal form of association on transnational scale.

. Legal basis is Regulation (EC) No. 1082/2006 from 5th July 2006 (directly applicable in all member states) as well as national legal regulations of head office’s country. . participation of each member needs to be approved by its responsible national institution. . An EGTC possesses own legal personality . Formal requirements for establishment of an EGTC is comparable with the legal body ‘Eingetragener Verein’ in Germany (e.g. constitution regulating operation, management & membership) . 28 EGTC have been established until June 2013 (only 3 EGTC with German partners) . CODE 24 as an initiative basing on a transport corridor decided to set up an EGTC (formation planned for beginning 2014). CODE 24 would be the first EGTC with head office in Germany. . CETC (Central European Transport Corridor) was established as first EGTC focusing on a transport corridor

Advantages . Offers legitimate negotiation position, also on transnational scale  enhances visibility . Joint use of financial ressources . EGTC is entitled to apply for EU-funding (e.g. Interreg-Projects) . Clearly defined decision making process/ roles and functions Disadvantages . Huge bureaucratic effort to set up EGTC (e.g. clarification of legal questions)

WP6 MLG Framework Report

Content of the Report

2. Scandria Alliance – State of the Art & Perspective (Status 09/2013) 2.1 Aims and Objectives 2.2 Partner Composition 2.3 Organization and Management Setup 2.4 Conclusion: Developing the Scandria Alliance Model – Basic Considerations & Open Questions as foundation for the work within TransGovernance between 09/2013-09/2014

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art & Perspective 2.1 Aims & Objectives Vision and Objectives for Scandria®-Corridor Development

Modern, Competitive Smart, Green and A Corridor Platform for and Sustainable Inclusive Innovation & Cooperation & Policy Vision Transport System Growth Formulation

Development into an Improving intermodal Communication and European economic transport Coordination Objectives development axis

Advancing international Becoming a global high speed rail leader in clean Policy Formulation (passenger) connections technologies and green mobility/ Corridor Branding Improved management in international rail Knowledge Transfer freight transport Enhanced transnational cooperation in the fields of clean technology, Supporting alternative energy and transport propulsion technologies Project Initiation and for road transport Smart Funding Sustainable Mobility Testing clean technology solutions in a broad in Urban Notes (see spatial (e.g. corridor) DG Move ppt. 5.2.13) Accessibility of core transport corridor from context Hinterland Scandria Action Program Improving the information interface between transport Further objectives generated operator and customer through the ongoing discussion process with stakeholders

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art 2.1 Aims & Objectives Modern, Competitive and Sustainable Transport System

Rail transport Berlin Inter- Declaration operabilitity

Action Block trains Program Transport Logistics Policy

TEN-T position Transshipment paper Green Corridor technologies

Green Motorways of Corridor the Sea Strategy Clean Fuel- Corridor

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art 2.1 Aims & Objectives Smart & Green Innovation and Growth

Referring to the EU Innovation Union Scoreboard 2013* and the Global Cleantech Innovation Index 2012*, Germany and the Scandinavian countries are the leading European Countries in the field of green and innovative technologies.

Aus: Innovation Union Scoreboard 2013, p.5

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art 2.1 Aims & Objectives Smart & Green Innovation and Growth

In respect to innovation policy the main corridor regions and cities (Berlin-Brandenburg, Copenhagen, Stockholm, Gothenburg, Skane/Malmö) have a similar profile. All relevant business development institutions pay special attention to the topics of clean technology, sutainable energy and green transport/mobility.

Therefore initiatives and clusters* concentrating on the above mentioned topics have been established in each of the mentioned regions and cities.

Potentials of cooperation between those cluster, working on the same challenges along the corridor, are only used fragmental. Especially from the viewpoint of Berlin- Brandenburg closer interaction with adequate Scandinavian cluster initiatives only started (e.g. in respect to E-Mobility, Hydrogen and Energy Effiency).

(At this stage it needs to be noted, that the term ‚cluster‘ is used to describe different phenomenons along the corridor: In Sweden the term describes a bottom-up initiative by companies and stakeholders working in the same business sector (mainly aiming to improve internal cooperation, framework conditions and/or joint marketing). Meanwhile in Berlin-Brandenburg the term defines a broader, politically defined, approach.)

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art 2.1 Aims & Objectives Smart & Green Innovation and Growth

. Scandria ®-Corridor: Combining innovation and sustainable transport objectives in as a showcase and nucleus of corridor development that may be steadily enlarged to further

cooperation areas

Regional Development

Clean Technologies & Innovation

Mobility & Energy Transport

ICT

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art 2.1 Aims & Objectives Corridor Platform for Cooperation & Policy Formulation

- Enhanced Communication and Coordination: Bringing together trans-regional initiatives (see results Background report) as well as regional and thematic stakeholders working on the same topics and objectives within the Scandinavian-Mediterranean-Corridor

- Policy Formulation: Delivering a high level response group of corridor regions representatives for discussions at national / EU level - especially in respect to the ongoing EU core net corridor activities

- Thematic Cooperation: Focusing on regional development issues with the perspective of generating development impulses out of the transport corridor development and the enhanced cluster cooperation

- Project Initiation and Smart Funding: Initiating and coordinating project initiatives that involve partners along the entire corridor

WP6 MLG Framework Report 2.Scandria Alliance – State of the Art 2.2 Partner Composition Corridor Geography

– Covering major parts of TEN-T core network corridor „Scandinavian- Mediterranean Corridor“

– Including in addition parts of the core network corridors „Orient/East Med Corridor“ and „Baltic Adriatic Corridor“

– Crossing core network corridors in East- West direction: • North Sea-Baltic Corridor at Berlin urban node • Rhine-Danube Corridor at Munich urban node • Mediterranean Corridor at Venice urban node

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art 2.2 Partner Composition Scandria & SoNorA project partners

Scandria – 19 partners (+17 associated partners) – 11 national, regional & local public authorities – 3 business organizations – 5 R&D institutions

SoNorA – 25 partners (+35 associated partners) – 15 national, regional & local public authorities – 7 business organizations – 3 R&D institutions

The detailed list of all existing network partners may be found in attachment 1.

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art 2.2 Partner Composition - Perspective Existing Transnational Initiatives in the corridor

Transnational Initiatives – Summary*

- High number of initiatives  Detailed overview on transnational initiatives see attachment 2 - A number of politically initiated cooperation in the Northern Part of the Corridor (=between Scandinavia and Germany/Hamburg)  no policy driven cooperation between Femern Belt fixed link and Brenner Corridor - Interests often focused around transport infrastructure related issues (GO-region, Scandinavian Arena, String Network, Brenner Corridor Platform) - Further interests related to cooperation in the field of business & innovation - Specific initiatives covering issues like development of certain railway lines as well as hydrogen as alternative fuel - Two initiatives that cover the entire corridor: North-South-Initiative with pure lobbying interest and a project Swiftly Green, addressing multimodal and green transport along the Scandinavian-Mediterranean Corridor - No existing initiative covering the whole Corridor and connecting transport with regional development

* This summary bases on the Analysis of the TG Background paper

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art 2.2 Partner Composition - Perspective Existing Transnational Initiatives in the corridor

Existing Transnational Initiatives - Added Value of a Scandria Alliance*

No existent initiative covering the whole corridor and connecting transport and regional development Added value of a Scandria®-Corridor is to be seen in:

 Coordinating the several regional initiatives along the Scandinavian-Mediterranean Corridor  Delivering a high level response group of corridor regions representatives for discussions at national / EU level  Focusing on regional development issues with the perspective of generating development impulses out of the transport corridor development (like cluster cooperation, transport related issues that complement the Commission activities related to core network corridor development)  Initiating and coordinating project initiatives that involve partners along the entire corridor

* This summary bases on the Analysis of the TG Background paper. The findings laid the basis for the formulation of chapter 2.1 ‘Aims & Objectives of a Scandria Alliance’ (column 3: A Corridor Platform for Cooperation & Policy Formulation)

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art 2.2 Partner Composition - Perspective Relevant Thematic Cluster and Business Initiatives (Northern Corridor)

In respect to innovation policy the main corridor regions and cities have established a similar profile. All relevant business development institutions pay special attention to the topics of clean technology, sutainable energy and green transport/mobility. Therefore initiatives and cluster* concentrating on the above mentioned topics have been established in each of the mentioned regions and cities.

To realise thematic aims and activities (as proposed in chapter 2.1) a close cooperation and exchange with the relevant initiatives could be useful (or even necessary). This especially counts for activities in respect to transport related technologies, particulary when transferring and testing local successes (e.g. E-Mobility) in a broader spatial context, e.g. along the transport corridor.

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art 2.1 Partner Composition – Perspective Partner Vision

Cooperation between existing partners to be extended to functional closely linked areas.

Corridor regions are seen as the stable backbone (main actors) within the Alliance. Further local or regional institutions may be involved – depending on concrete measures and thematic activities worked on.

Stakeholder groups: • Cities & Metropolitan regions • Regional & local authorities • Scientific institutions • Thematic relevant cluster organisations • Business development institutions • Companies

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art & Perspective 2.3 Organization & Management Setup Present Situation

Long Term Cooperation Setup - Three Main Prototypes

3. Legal Body

Commitment 2. Agreement Based Cooperation

1. Informal Network

Degree of Degree

Current Management Setup: Trend of development? - Non-binding network based on personal contacts - One stakeholder leading the network Where do we want to go? voluntarily - Who is going to take the leadership? - Active cooperation within sporadic activities; e.g. workshops - What form of commitment do we expect from the - Active cooperation respective joint partners, resp. could realistically be expected?

Interreg-Project development (3 - Which management setup is suitable for the financing & 3 supporting partner) purpose? - Ressources (finances, staff) contributed by participating partner institutions - Question of financing?

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art & Perspective 2.4 Scandria Alliance Model – Basic Considerations & Open Questions Alliance Modell as Described within Scandria Action Plan Proposal

WP6 MLG Framework Report 2. Scandria Alliance – State of the Art & Perspective 2.4 Scandria Alliance Model – Basic Considerations & Open Questions Defining objectives

- The value-added of a Scandria-Alliance is to link existing initiatives in the corridor at strategic level, putting them into a broader context, e.g. linking them to national, European transport and regional development policies and to foster practical showcases for innovative mobility solutions at operational level in the corridor - There is a great coherence of Scandria-Alliance objectives with the objectives of TEN-T policy. The Scandria-Corridor is well aligned to the Core Network Corridor No. 5 “Scandinavian-Mediterranean” including also parts of the Core Network Corridor No. 4 “Orient / East-Med” (Berlin – Dresden – Prague – Vienna) and Core Network Corridor No. 1 “Baltic- Adriatic” (Vienna – Venice – Bologna). The Scandria-Corridor should support and complement the EC and MS in their efforts to implement the TEN-T core network corridors by streamlining regional interests along the corridor.

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art & Perspective 2.4 Scandria Alliance Model – Basic Considerations & Open Questions Defining objectives

- The Scandria corridor development requires a dual-layer approach: . Creation of a platform of regions at strategic level (regional policy makers + working level) . Operational activities to roll out innovative transport solutions in the Scandria-Corridor  The Scandria Corridor needs to be inclusive at strategic level but precise at operational level. It will not be manageable to deal with the full range of regional interests, e.g. in the field of business development, in depth, as the interests are to broad, often not correlated exclusively to the corridor context (e.g. cluster development). Therefore it will be necessary to focus concrete, joint actions addressing issues of special relevance for corridor development (operational level) and yet to reflect upon relevant developments in transport and regional development at strategic level.

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art & Perspective 2.4 Scandria Alliance Model – Basic Considerations & Open Questions Partnership

- The set-up of an MLG structure requires a sufficient committment of a core group of regional stakeholders. There are good basics laid in the Scandria / SoNorA project partnership. However, the partnership should strive to involve further regions along the Scandria-corridor, especially urban nodes  Scandria Alliance Coordination Board - Adjustments of corridor geography need to be discussed to include relevant functional links, e.g. via Hamburg or Szczecin-Swinoujscie. - The Scandria-Alliance has to establish a strategic dialogue to European and national decision makers involving private stakeholders to address policy framework as well as to optimize infrastructure investments  establishment of thematic / regional work groups according to art. 46 (2) Regulation (EU) No 1315/2013 - At operational level stakeholders from the business sector need to be involved to assure solutions that work under market-conditions. - Currently there is a broad network of stakeholders established. The Scandria Alliance has to be more than just the sum of individual interests. A number of fields of mutual interest have been identified. However, mutual interests have to be defined more clearly.

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art & Perspective 2.4 Scandria Alliance Model – Basic Considerations & Open Questions Management Setup

- The Scandria Alliance needs a strong personalized political leadership (‚One carrying the flag‘)  Who is / will be that? - The Scandria Alliance needs a political steering group as well as a management board at working level that assures the design of joint activities - At operational level, thematic task forces / work groups are needed to develop and implement joint actions - Due to the ambition to coordinate a number of initiatives at corridor level, there is a major need to manage and structure information flows and to prepare decisions related to corridor development. A sound corridor management needs to be installed. - Management and activities of the Scandria Alliance need sufficient financial ressources. Therefore, the comprehensive use of funding instruments is necessary. In addition to periodical funding instruments a permanent funding by members needs to be discussed to enable a permanent working structure incl. interested parties independent from project partnerships

WP6 MLG Framework Report

2. Scandria Alliance – State of the Art & Perspective 2.4 Scandria Alliance Model – Basic Considerations & Open Questions Suggested Model Content of the Report

3. List of References

WP6 MLG Framework Report List of References

-Antikainen, J. & Tolonen, S. (2013): Rail Baltica Growth Governance Model. Internal discussion paper, Interreg IVB project ‘Rail Baltica Grwoth Corridor’

-Cleantech Group & WWF (2013):Global Cleantech Innovation Index 2012 http://info.cleantech.com/2012InnovationIndex.html

-European Commission (2013): Innovation Union Scoreboard 2013. http://ec.europa.eu/enterprise/policies/innovation/facts-figures-analysis/index_en.htm

-Szydarowski, W. & Tallberg, P. (2013): Multi-level Governance. European experience and key success factors for transport corridors and transborder integration areas. Output 3.2 report, Interreg IVB project ‘TransGovernance’

WP6 MLG Framework Report Annex 1 Partners involved in Scandria, SoNorA, Transitects, TransGovernance

Project Partner Associated Partner Involved

Country Regions Authorities Scientific Institutions Business

Norway Eastern Norway Akershus County Council Transport Economic Institute Oslo Teknopol County Council City of Oslo

Sweden Stockholm KTH Vinnova

Sweden Western Sweden City of Gothenburg Lindholmen Science Park BRG Region Halland Port of Halmstad GO-Regionen Scandinavian Arena

Sweden Southern Sweden Trafikverket Lund University Port of Trelleborg Region Skane Skane Invest City of Malmö Skane Energy Agency

Denmark Eastern Denmark Region Zealand Roskilde University Copenhagen Capacity Guldborgsund municipality

+ Szczecin Marshal Office Western Port Swinoujscie-Szczecin Pomerania

WP6 MLG Framework Report Annex 1 Partners involved in Scandria, SoNorA, Transitects, TransGovernance

Project Partner Associated Partner Involved Country Regions Authorities Scientific Institutions Business

Germany Mecklenburg- EM MV Rostock University Rostock port Vorpommern City of Rostock Ferry port of Sassnitz Planning Association Rostock Logistics Initiative MV Region IHK Rostock Warnowquerung GmbH & Co.KG Scandlines Deutschland GmbH TT-Lines GmbH & Co. KG Germany Berlin- BMVBS / DV TH Wildau LNBB, North-South Initiative Brandenburg JSPD TU Berlin Berlin Partner, ZAB, IHK SenWTF, SenStadtUm, Berlin SenKzl HVLE, BEHALA, ETTC, GVZ MIL, MWE, StKzl Großbeeren / Wustermark City of Neuruppin ICOB Germany Saxony-Anhalt MLV IFF Magdeburg

Germany Saxony SMI Technical University of City of Leipzig Dresden Germany Thuringia TMBLM FH Erfurt Germany Bavaria StMWiVT Germany + Hamburg

WP6 MLG Framework Report Annex 1 Partners involved in Scandria, SoNorA, Transitects, TransGovernance

Project Partner Associated Partner Involved

Country Regions Authorities Scientific Institutions Business Czech Prague / Czech Ministry of Transport Czech Railways Republic Bohemia South Bohemia region CD Cargo Central Bohemia Region Ústí region Pilsen Region Poland North and Marshal Office Western Port Swinoujscie-Szczecin Southwest Pomerania PKP CARGO SA; PCC ern Poland Polish Ministry of Infrastructure Intermodal SA; CTL Logistics Lower Silesian Region S.A., Trade Trans Austria All BMViT Bundeslän Carinthian Government der except City of Vienna Vorarlberg Burgenland Region Styria Region Lower Austria Italy Northeaste Italian Ministry of Infrastructure Institute for Transport and Venice Port Autorithy rn Italy Veneto region Logistics Foundation (ITL) Trieste Port Autorithy Friuli Venezia Giulia Region Eurosportello Veneto Emilia Romagna Region Europlatform Central European Initiative Interporto Bologna s.p.a MARI Brenner Corridor Platform

WP6 MLG Framework Report Annex 2 Existing Transnational Initiatives in the Corridor - Overview

(This overview is a result of the TG Background paper. For more information on the listed initiatives please see Background paper)

WP6 MLG Framework Report Annex 2 Existing Transnational Initiatives in the Corridor - Overview

WP6 MLG Framework Report

Annex 3: Strategic summaries of workshops

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor

Conclusions from the thematic and regional workshops

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops R1: ‘Internationale Aktivitäten Berlin-Brandenburger Akteure im Entwicklungskorridor’ – Berlin, 22.05.2013

Workshop-Summary: Main conclusions related to the further development of the Scandria-Alliance

- Participating business and cluster institutions signal a general interest in intensifying transnational cooperation in the Scandria-Corridor – especially in respect to business contacts - A questionnaire survey among enterprises in Berlin (carried out by the Chamber of Commerce Berlin) showed a special interest by the companies to enlarge business contacts to Scandinavian companies - Strong interest from the side of Scandinavian companies to get in contact with companies and institutions of the Capital Region

But: It is unlikely that any participating institution takes over initiative/ driving force within Scandria-Alliance concept development and in pushing a communication platform  If it comes to practical implementation, leaded by someone offering a clearly defined thematic and organizational framework, practical support can be expected from generally all participants.

- Main corridor interest focus on practical thematic cooperation  Several issues for closer cooperation along the corridor have been discussed (see slide 3-4)  to convince participants of the Alliance idea, it has to be underpinned with practical thematic offers (see next slide)

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops T1: ‘Smart Specialization, Cluster Cooperation & Regional Development’ – Malmö 24.09.2013

Which issues / topics have been discussed in relation to the Scandria-Corridor?

- The Brandenburg Ministry for Economic and European Affairs is currently elaborating a Baltic Sea Strategy. - A business delegation trip, leaded by the Brandenburg Minister for Economic and European Affairs Ralf Christoffers, will take place in November 2013  Those efforts and activities underline the special interest towards the region, esp. towards Scandinavia

- Companies in Berlin show special interest to enlarge business contacts to Scandinavian countries. (This statement is basing on the questionnaire survey among enterprises in Berlin carried out by the Chamber of Commerce Berlin). For them biggest issues are ‘increased transport flows and optimizing logistics on the North-South axis’ and ‘new cooperation in the field of transport & logistics’:

- In respect to E-Mobility international contacts are regarded more and more important. The internationalization team of the Berliner Agentur für Elektromobilität (eMO) is to be constituted until summer. Contacts to Scandinavian partners are of special interest (resulting out of the advanced experiences and successes of those partners). First contacts (e.g. to Lindholmen Science Park /Goteborg) have been established.

- Interest in upgrading and promoting inland water-ways as alternative to highly frequented rail and road tracks. Potentials are especially seen in relation Hamburg – Berlin/Westhafen – Stettin. Direct short-sea- shipping connections to the Baltic Sea Harbors (e.g. Goteborg) thinkable . (Participants interested in advancing that issue: SenStadtUm, IHK Ostbrandenburg, IPG)

How did stakeholders perceive their role in a Scandria-Corridor-development? How do they interact? How stakeholders can be involved in future?

• The workshop participants represent regional stakeholders. Even though there is a general interest in cross-border cooperation from the side of business development institutions, their main tasks focus on local interests and/or attracting investment to the regions. Therefore an openness towards general Scandria Development is felt, but it’s own role within Corridor development is perceived marginal.

- For all Berlin-Brandenburg cluster internationalization strategies are under elaboration. An analysis of needs and spatial and thematic interests are carried out currently within all cluster. The team of ZukunftsAgentur supports cluster management in identifying suitable partners and eventually initiating pilot projects.  The spatial and thematic focuses are under discussion  It is a good time to approach the cluster with contacts and project offers.

- Within the newly defined Trans European Transport Network a specific role is credited to the German Capital of Berlin: three Core Net Corridors are intersecting here. To benefit from the therewith connected chance as a main European logistic hub and to handle the involved challenges, a strong cooperation and coordination of infrastructure measures, transport flows and stakeholder interests are necessary (also between the three corridors).  Who may take this coordinating role? (For the Senate Department for Urban Development and Environment the rail traffic on the East-West-connection play most important role at the moment, since bottlenecks and noise disturbance are most relevant there.)

Which further steps have been agreed with the participants?

- Participants wish to regularly be informed about activities and developments within the corridor.

- Bilateral talks will take place to discuss most promising thematic issues (see previous slide) in more detail and to verify the topics potential and eligibility for further cooperation, e.g. with: - ZAB in respect to internationalization strategies and thematic overlapping between Brandenburg and Scandinavian cluster - Emo/TSB in respect to contacts and thematic workshop on E-Mobility within TransGov project - SenStadt, SenWTF and GL in respect to chances, challenges and responsibilities as a main European Transport hub at the intersection of three Core Net Corridors

- Refering the Business trip of the Brandenburg Minister for Economics, Ralf Christoffers, the possibility of integrating project issues and contacts into the agenda will be examined. Dirk Reitemeier will provide the contact details of the ministry section responsible.

- All participants are invited to participate in the preparation process of the upcoming corridor project, planned for the next funding period. Mr. Sauer (Joint Spatial Planning Department Berlin-Brandenburg) will invite to the first workshop after the summer break.

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On transport and business development in the North-South corridor in Guldborgsund Municipality, Eastern Denmark

13 June 2014

Cargo Syd, Cargovej 4, Nr. Alslev.

1 THE BACKGROUND OF THE SEMINAR

The seminar was organised as part of the EU-project Transgovernance that has the purpose of promoting planning and development within the transport and traffic sector in the North-South transport corridor leading from Scandi- navia through Guldborgsund Municipality and to Central Europe.

The purpose of the seminar was to create new knowledge about: - The traffic and market basis in the North-South Corridor in Eastern Denmark with a focus on Business Park Falster, - The effects of the new Scandlines ferries in 2016 - The effects of the fixed link across Fehmarn Belt, - The demand for services from the freight companies, and - The demand for business areas adjacent to major transport corridors

Focus was furthermore on the new business development in the Business Park Falster, which officially was opened at the seminar.

2 THE SEMINAR

The seminar was conducted the 13 June 2014, with participants from freight companies, production companies, public authorities and planners, sector organisations amongst others. Brian Gardner Mogensen, Head of Analysis from Transport Economics, Grontmij, was facilitating the seminar and gave an introduction to the day.

The program of the seminar was divided into three main themes: - Traffic and markets basis today and in the future in the transport corridor - Demand for services for the freight companies - Demand for areas and business locations near the highway

Side 2

Mayor of Guldborgsund Municipality, John Brædder opened the seminar and welcomed the participants.

He introduced the large construction projects that are to be undertaken in the corridor geography in the near future: a new bridge across Storstroem, the upgrading of the Copenhagen-Rødby railway, the upgrading of the highway and the bypass road around Nykøbing that are of great importance for the increased traffic in the North-South corridor. These large traffic infrastructure investments and other large construction works are providing growth opportunities to the area.

John Brædder emphasized the importance cooperation between the public authorities and business companies in order make this growth and development come true.

The Municipality has been working very hard on the planning side and on negotiations with the central level ministries and the business community in order to locate this Business Park Falster with the aim of servicing the cargo and transport sector and companies in need of locations close to the transport corridor due to intensive transport needs.

He informed about the initiatives that the municipality is undertaking in order to be better to take advantage of the potential jobs that the construction works will create. One initiative is that they have set new service goals for the municipality in terms of replying to new business considering to relocate to Guldborgsund within 24 hours. Also they will offer a first information meeting within 72 hours of contact. He also mentioned that the business centre Business Lolland-Falster has increased their focus on business development and cooperation between the municipality and the different business. They now also offer small amounts of start-up capital for business development and re-location.

The key points in the presentations and discussions are outlined in the text below.

3 THEME I: TRAFFIC AND MARKET BSIS TODAY AND IN THE FUTURE IN THE TRANSPORT CORRIDOR

Chief Consultant Ute Stemmann from Grontmij A/S gave a presentation of the traffic and market basis in the transport corridor. The presentation included the traffic flows of today as well as estimates of the future flows and the effects for the new Scandlines ferries and the fixed link over the Fehmarn Belt.

It is expected that the new Scandlines ferries will become operational in 2016, which will double the current capacity. The fixed link across the Feh- marn Belt is expected to result in an increase of about 14 % more traffic by trucks when it opens in 2021. This will also increase the catchment area of Business Park Falster’s when northern Germany will be much more accessible. This will increase the number of potential clients and users of Business Park Falster.

Side 3

The potential from the fixed link across the Fehmarn Belt and the new Scandlines ferries will, however, also depend on the general economic development in northern Germany and region of Øresund.

4 THEME II DEMAND FOR SERVICES FOR THE FREIGHT COMPANIES

Allan Munk, director of the Cargo Syd, gave an introduction to the theme and a presentation of the services and facilities present at the Cargo Syd today. Their present ambitions are to service ”man, vehicle and goods” in prioritized order. This means that they aim to attract truck drivers by offering services specialized to their needs, such as secure resting places, a place to eat shower facilities etc. Allan mentioned that they have taken measures to be attractive in the future also by already being certified for European Modular System vehicles (EMS). Also considerations about establishing fuel stations for vehicles operated on gas was discussed on the seminar.

Thomas Runebo, Head of Department in Meldgaard, presentated the current establishing of Meldgaard Transport at Cargo Syd has provided a strategic position in relation to the construction of the fixed Femern Belt link and the dynamic region of Oeresund. He mentioned that the construction of the fixed Fehmern Belt link is expected to result in a demand of about 600 extra trucks per day for transporting the materials to and from the construction sites. This is a great potential for companies like themselves.

Runebo also stated that it is important for their employees that they can park safely, get a shower and a decent meal, as well as that the facilities are easily accessible from the highway.

The last presentation in the theme was a presentation by Jan Boyesen, Head of Development of The Transport Innovation Network / Maritime Develop- ment Centre of Europe. He presented general tendencies and developments within the transportation sector. He mentioned that it is important for a transport centre to specialise itself in order to create cluster effects and synergies, as it has been seen in the Copenhagen–Malmoe Port with Toyota and other vehicle companies. In order to create a successful niche there has to be the right market, the right production and a geographic advantage. For Cargo Syd / Business Park Falster a local and international market already exist. A further geographic benefit will come with the fixed link across Feh- marn Belt.

Another development for the road-transport sector is that by 2015 - when the new EU regulation on sulphur emission from will come into force - truck cargo will become comparatively cheaper in relation to short sea shipping in the Baltic Sea.

Side 4

Boyesen also mentioned that other competitive advantages can be gained through creating strategic alliances with so called mega-hubs such as in Hamburg or being partner in ”city logistics” projects that are emerging in towns in Denmark. IT-solutions can also create competitive advantages as the transport centre will be able to provide better information and optimize processes and thereby attain more lean processes.

5 THEME III: DEMAND FOR INDUSTRIAL AREAS AND BUSINESS LOCA- TIONS NEAR THE HIGHWAY

Mikkel Wesselhoff, Director of Business Lolland-Falster, introduced the last theme of the day and told about the work principles in terms of business development and attracting new companies to the area. The philosophy “one- point-of-contact” and the quick reply to companies on inquiries on possibilities of re-location and business development were also highlighted.

Jens Andersen from the municipality of Fredericia presented their experiences with sale of business locations, with which they have great success.

Their ambition is to strengthen the cluster dynamics. A few years ago they conducted a preliminary analysis, of what kind of companies that could be their target group. The results have been used for promotion and sales strategies for the area.

Andersen believes that the most important sales factors for business locations are that they are easily accessible and that the sites have been developed and prepared for construction. Furthermore he believes that the sur- rounding services and business environment and visibility from highways are important selling factors.

Kim Laursen, Director of Melitek, provided the last presentation of the day and informed about why the company relocated to Guldborgsund Municipali- ty. Guldborgsund Municipality was chosen because this met their four “C” criteria of relocation; Communication, Capital, Capability and Culture. These criteria cover the wish to re-locate to a place with good conditions for export and import and with good connections to Copenhagen, as well as a location with attractive business properties prices and low local taxes. Also, the place had to have a moderate salary level, a stable and accessible workforce with a low turn-over and a high morale in terms of work.

Laursen mentioned that a Business Park Falster have an additional geographic advantage as there are cheap export possibilities. This is because there is very large import to the Copenhagen-area, and the exported from Copenhagen is much less. Therefore there are a lot of empty trucks leaving Copenhagen and passing Business Park Falster towards south. These could be targeted for cheap export possibilities here.

Side 5

6 MAIN CONCLUSIONS OF THE SEMINAR

6.1 Concluding remarks in relation to the BSR Transgovernance-project

BSR Transgovernance has the purpose of demonstrating how it is possible to better adapt policies in the transport sector in the region of the Baltic Sea and make way for improvement of freight and passenger flows, assist transformation of the transport corridor into a development axis and integration of isolated transport cooperation initiatives.

The seminar contributed to a common understanding of the future possibilities and challenges that the new Scandlines ferries and the fixed link across Fehmarn Belt will provide for the geography. Particularly, it was mentioned that the possibilities will consist of an increased traffic flow that the two events will create and the derived effects on growth and development that this is expected to bring. In terms of challenges it is expected that the construction of the fixed Fehmarn Belt link will result in a need for much more transport to and from the construction site, which will impose a problem, locally. However not all see this as a problem. The freight companies see this as business opportunities.

The focus of the seminar was the development of the Business Park Fal- ster and the opportunities that traffic flows can provide to the area, provided that the area have been developed to meet demand from the transport companies and such. It was mentioned that it is an advantage the Cargo Syd is already certified for European Modular System vehicles (EMS) – especially if northern Germany begins to allow these vehicles.

Also, generally for the entire corridor, cluster and strategic cooperation with mega-hubs were mentioned as ways to realize the geographical advantage that the fixed link across Fehmarn Belt will give the area. The new legislation about the sulphur emissions from short sea shipping will give an advantage to the road transport in the entire Baltic Sea region.

6.2 Concluding remarks seen from a local perspective

The seminar also had a strong local focus with particular focus on the different initiatives that the public authorities (the municipality) and the private business have to take in order to get the make the Business Park Falster a success as service provider for the freight transport and location for production companies having large cargo needs. There was also a focus on the larger construction projects that will be undertaken in the near future and the measures that must be taken to keep the jobs that they create after the construction period has ended.

Mikkel Wesselhoff from Business Lolland-Falster mentioned the potentials from e.g. the Capital Region of Denmark which is developing at a rapid pace, which means that there will be needs for development areas during the coming years.

Side 6

It is expected that the planned construction projects and the growth in the Capital Region of Denmark – further north in the transport corridor - will establish Business Park Falster as a more attractive alternative for location of businesses. With the municipality’s focus on a high service level to companies this is seemingly a realistic development.

It was also emphasized by representatives from freight companies that it will be important for Cargo Syd and Business Park Falster to think in terms of services targeted ”man, vehicle and cargo” when developing the area. It has to be attractive for the driver to choose the transport centre and it has to be secure for them to stay overnight, for the driver as well as for the cargo.

The Municipality of Fredericia gave a presentation of best practice” in terms of sale of business locations near the highway. This had been great success with, especially right after the opening of the fixed link across the Great Belt between Zealand and Funen.

In Fredericia they made an initial analysis of which companies and industries to target their marketing after. They are doing using a variety of marketing channels, they use their network to attract newcomers and make efforts to stay in close contact with companies already located in the area. This provided inspiration on how Business Park Falster can develop a targeted promotion of the area.

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor

Conclusions from the thematic and regional workshops

2014-03-19 Regional Workshop Rostock/ Guldborgsund

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops Workshop R4, Regional Workshop Guldborgsund – Rostock, 2014-03-19, Toreby DK Workshop-Summary: Main conclusions related to the further development of the Scandria-Alliance Traffic related: • In the corridor (particular Nykøbing – Gedser – Rostock) high cost traffic infrastructures are slowly being developed (renovation of Rostock and Gedser harbours, construction of Nykøbing bypass road, employment of 2 new large ferries for the Rostock – Gedser route) and are imperative for further integration along the corridor • Continued efforts are necessary for developing public transport solutions along the corridor

Overall conclusions: . Development of high cost corridor traffic infrastructure and further “soft” integration along the corridor has the highest political attention and support among the local authorities; The Scandria Alliance gives Rostock- Guldborgsund a good basis for cooperation among local authorities, stakeholders and people . Integration in the is ongoing and needs further initiatives . A regular (maybe annual, or twice a year) meeting of actors is necessary in order to inform each other on strategic discussions and decisions. This could help the actors to learn from each other and to better harmonize their activities. Meetings should not only be on a corridor level but especially between neighbors and give actors the opportunity not only to discuss a specific problem, but also to learn about each others organizational structures. This knowledge influences the expectations they have on each other.

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops Workshop R4, Regional Workshop Guldborgsund – Rostock, 2014-03-19, Toreby DK Which relevant issues / approaches have been discussed in relation to the Scandria-Corridor? • The knowledge for passengers without cars on their possibilities to visit the neighboring region has improved. But there is still a lot to do to advertise the Intercombi ticket. Especially in the urban nodes Berlin and Copenhagen. • To make the ferry connection more attractive for customers from these areas, the connection Rostock – Berlin must be improved. The tracks have been improved in recent times, now faster and more trains would be needed. • The transport corridor also includes a major bicycle tourism route Berlin – Copenhagen. This needs continued attention •Technical matters are discussed and worked on within the INTERFACE+ project. Transport agencies dealing with public transit between Rostock and Guldborgsund are organized here and were invited to and informed about the workshop. •Development of reasons-to-go for people is important for further integration along the corridor! •Further promotion and development of closing gaps and inter-modal / multimodal public transport solutions are needed. •Energy saving public and private transport solutions are needed and possible.

How did stakeholders perceive their role in a Scandria-Corridor-development? How do they interact? How stakeholders can be involved in future? • Stakeholders see themselves as independent organizations able to benefit from further cooperation and integration along the transport corridor. •The involved stakeholders appreciated transportation as a tool for further regional development. Sectors working with “reasons-to-go” are front-runners for further integration along the transport corridor. Transports planners / physical planners and local authorities get the impression that decisions are made on a higher administrative level and their impact on the decisions is rather limited, since their duties are mainly restricted to the municipal borders and opening the minds for a transport corridor perspective need further international contact and cooperation. • Interactions are limited to specific topics given by EU projects or to specific problems that need to be solved. An overall forum for interaction is missing. Stakeholders can be involved in the future as: •partners in concrete project activities identified through Transgovernance workshops. •partners in formal and informal networks developed or strengthened by Transgovernance workshops.

Which further steps have been agreed with the participants?

• Twin city agreement and action plans are under preparations in the corridor Guldborgsund Municipality – Rostock City •A number of local development networks are being developed / strengthened •List of concrete cooperation opportunities are being identified within transport and planning and reasons-to-go. •Contact details have been exchanged, especially among the participants of the workshops. Some staffs already started a further exchange, almost all are interested in a second and longer meeting in order to deepen or start a cooperation.

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor

Conclusions from the thematic and regional workshops

Smart Specialization, Cluster Cooperation and Regional Development in thendria- Corridor TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops R5 , Oslo – Gothenburg – Adriatic Sea?, 29/10/2013, Oslo

Workshop-Summary: Main conclusions related to the further development of the Scandria-Alliance • The main interest of stakeholders from Oslo and Gothenburg region is the improvement of the cross-border rail link Halden (NO) – Trollhättan (SE), to an electrified two-track railway line. In the long term a high speed rail link between Oslo, Gothenburg and Copenhagen is the objective • There are thematic interests in the issue of greening transport incl. alternative fuels as well as intermodal transport and short sea shipping (avoidance of road based transport) • The city of Oslo is seeking for an opportunity to continue cooperation related to urban mobility with partners from the CATCH_MR project • The Scandria®-Corridor is seen as • A political platform in relation to TEN-T policy and national transport policies, however policy platforms addressing Norwegian / Swedish government have been established by Scandinavian 8 million city • A showcase for green transport solutions, where several approaches could be investigated and tested in a corridor-environment

Smart Specialization, Cluster Cooperation and Regional Development in thendria- Corridor TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops R5, Oslo – Gothenburg – Adriatic Sea?, 29/10/2013, Oslo

Which relevant issues / approaches have been discussed in relation to the Scandria-Corridor? • coordinated planning approach at all levels: spatial planning mechanisms need to be well coordinated to avoid long planning processes, local area planning and participative approach is decisive, need for coordinated, cross-border planning schemes / schedules • Corridor may stimulate economic and labor market integration: relates to cross-border labor markets, where difference in salaries, need of qualified workforce and global competitiveness are major drivers. Improvements in transport infrastructure will lead to a wider commuting area (ca. 1 hr). Regions alongside corridor could exchange on their experience (esp. Öresund / GO-regionen) • National commitment to cross-border investments needs to be improved. TEN-T and Scandria- corridor platform might support the closure of concrete bilateral agreements for cross-border investments. However, decisive is the committment of national policy makers. Currently, Norwegian Government announced steps to improve collaboration with Sweden about cross- border transport-infrastructure investments • Scandria®-Corridor could develop as a showcase for green transport, especially concerning alternative fuels. There is a number of innovative approaches developed in different regions along the corridor like electric vehicles, fuel cell technologies, biofuels or electrified road transport. There is a high potential, to link relevant initiatives in a corridor context and perform large scale tests in a real environment.

Smart Specialization, Cluster Cooperation and Regional Development in thendria- Corridor TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops R5, Oslo – Gothenburg – Adriatic Sea?, 29/10/2013, Oslo

How did stakeholders perceive their role in a Scandria-Corridor-development? How do they interact? How stakeholders can be involved in future? • Most workshop participants represent regional stakeholders with a clear interest in cross-border cooperation. As regional authorities, their task is to coordinate local interests at municipality level and to reach agreements about cross-border infrastructure investments at national level. • It was clearly distinguished between issues dealt with in urban nodes, cross-border level and long distance transport. It was acknowledged that a Scandria®-Corridor platform could link regional interests to corridor development. • City of Oslo as well as the neighboring counties (Akerhus, Östfold) have a major interest to improve cross-border transport as well as inner-regional public transport. Main focus is on rail transport: the Norwegian government agreed in their national transport plan 2014-2023 to invest 63 billion NOK (ca. 7,85 billion EUR) until 2024 into an InterCity-network that shall drastically reduce travel times between Hamar, Tönsberg, Frederikstad and Oslo. • Labor market integration between Oslo and Gothenburg was seen as an essential issue by Norwegian as well as Swedish regions and the Swedish-Norwegian Chamber of Commerce • In addition, the city of Oslo but also Akershus are highly advanced in green transport approaches (e.g. e-mobility, hydrogen, LNG/LBG). Here, corridor wide approaches in alternative fuels or short sea shipping as well as cooperation between transport innovation clusters are of interest.

Smart Specialization, Cluster Cooperation and Regional Development in thendria- Corridor TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops R5, Oslo – Gothenburg – Adriatic Sea?, 29/10/2013, Oslo

Which further steps have been agreed with the participants? • Participants agreed to three core issues to be addressed: • Governance incl. financing and planning of cross-border investments • Greening transport incl. alternative fuels • Labor market integration • Clear priority of representatives from Gothenburg and Oslo regions is the improvement of cross- border rail links and services for both, passenger and freight • 8 million city will hold its final conference 9 April 2014 in Stockholm to directly address Swedish policy makers • Representatives of Oslo regions to be invited to Scandria II project development

Smart Specialization, Cluster Cooperation and Regional Development in thendria- Corridor TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor

Conclusions from the thematic and regional workshops

Workshop-Summary: Main conclusions related to the further development of the Scandria-Alliance

- Participating business and cluster institutions signal a general interest in intensifying transnational cooperation. - Especially the German Capital Region and its clusters are regarded as interesting partner – especially from the side of the Swedish partners (Vinnova, Goteborg Business Region and Region Skane) - The interest for closer cooperation is not necessarily attached to the corridor idea. It is rather a general interest in cooperating with innovative, prospering business regions and companies fitting to their own regional companies demands.

- Several issues for closer cooperation in a Scandria network have been discussed (see slide 3-4). - The discussed cooperation potentials may be seen as general, unspecific offers  even though some concrete ideas have been collected, none of them seem to be urgent issues.  It is unlikely that any participating institution takes over initiative/ driving force within Scandria-Alliance concept development  But: If it comes to practical implementation, leaded by someone offering a clearly defined thematic and organizational framework, practical support / cooperation can be expected from generally all participants.

- Main corridor interest focus on practical thematic cooperation  to convince participants of the Alliance idea, practical thematic offers are needed (see next slide)

Which relevant issues / topics have been discussed in relation to the Scandria- Corridor?

- Most regions of the Northern Scandria-Corridor pay special focus on the topics of ‘clean technology’ and ‘renewable energies’ (also in respect to ‘advanced fuels for transport needs’)  joint marketing/ branding as Macroregion of clean technologies (esp. in respect to Transport & Mobility) instead of competing with each other

- Biggest interest in the issues of ‘greening transport (incl. alternative fuels)’ as well as ‘intermodal transport’ and ‘renewable energy and energy efficiency’: - Biogas for transport needs - E-Mobility -Transnational Energy Supply/ Smart Grid - Logistics/ Intermodal Corridor - ICT/ Mobile Devices in Transport & Logistics

- Scandria®-Corridor could develop as a showcase for green transport, especially concerning alternative fuels. There is a number of innovative approaches developed in different regions along the corridor like electric vehicles, fuel cell technologies, biofuels or electrified road transport. There is a high potential, to link relevant initiatives in a corridor context and perform large scale tests in a real environment.

How did stakeholders perceive their role in a Scandria-Corridor-development? How do they interact? How stakeholders can be involved in future?

• Most workshop participants represent regional stakeholders. • Even though there is a clear interest in cross-border cooperation from the side of business development institutions, their main tasks focus on local interests and/or attracting investment to the regions. Therefore an openness towards general Scandria Development is felt, but it’s own role within Corridor development is perceived marginal.  It is unlikely that any participating institution takes over initiative or driving force within Scandria-Alliance and general corridor development in the concept phase  But: As soon as general concept discussions are finished and someone taking over the practical initiative/implementation (and therewith provides a clearly defined thematic and organizational framework), practical support can be expected from generally all participants.

- Main corridor interest focus on practical thematic cooperation  to involve participants into corridor and Alliance development, practical thematic offers are needed (see last slide)

• Further interests in transnational exchange of experiences and methods in the field of innovation, cluster support and business cooperation (general analytic and soft tools for cluster and innovation management)

Which further steps have been agreed with the participants?

- Bilateral talks and smaller topic related meetings should take place to discuss most promising thematic issues in more detail and depth and to verify the topics potential and eligibility for further cooperation - The following participants should be involved into those discussions: - Biogas for transport needs: Copenhagen Capacity, Region Skane, Skane Energy Agency, Region Zealand, Ministry Mecklenburg-Vorpommern - ICT/ Mobile Devices in Transport & Logistics: Region Skane, Buisness Region Goteborg, ZAB - Logistics/ Intermodal Corridor: Eastern Norway Country Network, IHK Berlin, Region Zealand, Ministry Mecklenburg-Vorpommern - Transnational Energy Supply/ Smart Grid: ZAB, Business Region Goteborg

- In respect to Biogas for transport needs a follow-up meeting is intended. Marianna Lubanski (Copenhagen Capacity) will inform all interested institutions. --> inquiring at beginning 2013

- In respect to E-Mobility bilateral exchange will continued under the initiative of Thomas Meissner (Berlin Partner). First contacts to Skane Energy Agency and Copenhagen Capacity are established  It still needs to be clarified, whether and how the advancing exchange on the topic of E-Mobility may be integrate under the umbrella of the Alliance (or even into Scandria-II)

BSR TransGovernance Workshop: "Network and Cluster Cooperation in Logistics and Supply chains along the Scandria® -Corridor"

October 22, 2013 Berlin, Germany

Thematic Workshop (T4) within the Interreg IVB-Project ‘BSR TransGovernance’ (WP 6)

Outcome & Conclusions

Mark Renner (ed.)

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Table of Contents Introduction and Background ...... 2 Agenda: ...... 3 Participants list ...... 5 Summary ...... 7 Conclusions & Next Steps ...... 10 Photographic Impressions ...... 11

I ntroduction and Background

As part of the INTERREG IV B BSR TransGovernance Project, the Joint Spatial Planning Department Berlin-Brandenburg was charged with the organization and coordination of the work-package (WP) 6, including the development of five different workshops on Cluster-cooperation along the Scandinavian – Mediterranean Transport Corridor under special consideration of the Scandria Alliance in different industry sectors and fields of activity like energy and transport, maritime transport, regional development and logistics.

The project objective is to demonstrate how multi-level governance models, tools and approaches can contribute to a better alignment of transport policies in the BSR at various administrative levels and better incorporation of the business perspective. This is expected to increase commitment of public and private stakeholders to achieving greener and more efficient transport in the Baltic Sea Region, in line with PA Transport of the EU Baltic Sea Strategy.

The joint Spatial Planning Department Berlin-Brandenburg and its partners assigned the LogisticsNet Berlin-Brandenburg as the regional logistics competence network with the development and organization of a logistics workshop in Berlin. The event was held on Oct. 22, 2013 on two different locations with the participation of almost 50 partners from eight different countries along the SCANDRIA Corridor.

The first location was the Dock 100 Logistik GmbH, located on the famous Borsig Industrial premises in Berlin-Tegel, and included a tour through one of Europe’s largest fully automatic high-bay warehouse. The second location was the BEHALA GmbH, based at the Berlin Westhafen, and included a tour of the Berlin Westhafen, the tri-modal freight village is one of the biggest inland ports in Germany with 120 employees and a turnover- and transport volume of 4,000,000 tons per annum, as well as a visit of the SIEMENS ramp, were gas turbines are loaded onto the unique BEHALA heavy cargo shuttle.

Both companies are LNBB network-partners.

The Logistics Net Berlin-Brandenburg strengthens the German Capital region as a logistics and business location. Companies specializing in production, trade and service will find in us a single point of contact for all matters relating to infrastructure, logistics solutions, business models and funding opportunities. The LNBB emerged from the Logistics Initiative Berlin-Brandenburg, which was established in 2006 by a public and private partnership between the States of Berlin and Brandenburg, as well as a number of business leaders. The association was founded in 2007 and was accompanied by a working group from the University of Applied Sciences Wildau and the Technical University of Berlin.

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BSR TransGovernance Workshop: "Network and Cluster Cooperation in Logistics and Supply chains along the Scandria® -Corridor"

October 22, 2013 09:00 a.m. – 3:30 p.m.

Location 01: Dock 100 Logistik GmbH, 13507 Berlin (www.dock100-logistik.de) Location 02: BEHALA GmbH, 13353 Berlin (www.behala.de).

Agenda:

9:00 a.m. Beginning of Workshop (Part 1) Opening remarks: Horst Sauer, Joint Spatial Planning Department Berlin-Brandenburg, Pawel Stelmaszczyk, Directorate-General for Mobility and Transport, DG MOVE, European Commission Moderation: Mark Renner 9:30 a.m. Thomas Meißner Head, Transport & mobility Division, Berlin Partner for Business and Technology GmbH “Joined effort: Effects on the regional economies along the TEN corridors” 9:45 a.m. Prof. Dr.-Ing. Herbert Sonntag Chairman, LogisticsNet Berlin-Brandenburg „Creating Opportunity: Networking in Cluster Organizations“ 10:00 a.m. Panel 1: How can professional networks enhance business & regional development along the corridor regions? Thomas Meißner (Berlin Partner) Prof. Herbert Sonntag (LNBB) Pawel Stelmaszczyk, ( DG MOVE, European Commission) Dr. Gian Angelo Bellati (Eurosportello Veneto) Moderation: Mark Renner Open discussion, active participation most welcome 10:45 a.m. Andreas Schulz, Managing Director, Dock 100 Logistik GmbH „Brief introduction to the Dock 100 premises“ 11:00 a.m. Compact tour of the fully automatic Dock 100 high-bay warehouse Guide: Andreas Schulz, Managing Director, Dock 100 Logistik GmbH

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11:45 p.m. Boarding the MS “Victoria” Reception & presentation / tour by Peter Stäblein, Managing Director, BEHALA – Berliner Hafen- und Lagerhaus Gesellschaft mbH. Tour of the Berlin Westhafen, the „trimodal“ freight village is one of the biggest inland ports in Germany with 120 employees and a turnover- and transport volume of 4,000,000 tons per annum. Visit of the SIEMENS ramp, were gas turbines are loaded onto the unique BEHALA heavy cargo shuttle. A two-course lunch menu will be served during the cruise. Two softdrinks and a coffee speciality per person are included. 13:15 p.m. Arrival at Hall 1, Berlin Westhafen - refreshments Transfer to the conference center (2 min. walk) 13:30 p.m. Beginning of workshop (Part 2) Moderation: Mark Renner 13:45 p.m. Jan Schmidt, IntermodalCenter, Kuehne + Nagel, European Rail transport „Corridor trains: connecting Scandinavia and Southern Europe“ 14:15 p.m. Martin Wischner, Board Director, Havelländische Eisenbahn AG | Managing Director, RLC Wustermark „Connecting Europe: HVLE and the Wustermark Cargo Hub“ 14:30 p.m. Panel 2: What are the industry partners’ main interests in cluster cooperation along the corridor? Martin Wischner (HVLE) Ralf Behrens (Wagener & Herbst Management Consultants) Corrado Volpini (Venice Port Authority) Wolfgang Schnabel (Dow Olefinverbund) Peter Stäblein (BEHALA) Philip Michalk (TH Wildau)

Moderation: Mark Renner Open discussion 15:25 p.m. Conclusion / Final remarks Pawel Stelmaszczyk, Directorate-General for Mobility and Transport, DG MOVE, European Commission

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Participants list

No. Title First Name Last Name Company Joint Spatial Planning Department 01 Dr. Ulrike Assig Berlin-Brandenburg DE 02 Arndt Baumann Femern A/S DE Wagener&Herbst Management 03 Ralf Behrens Consultants GmbH DE 04 Dr. Gian Angelo Bellati Unioncamere del Veneto IT 05 Dr. Stefania De Santi Unioncamere del Veneto IT 06 Florian Falk Dock 100 Logistik GmbH DE 07 Andreas Fiedler isw GmbH DE 08 Sven Friedrich INFRASTRUKTUR & UMWELT DE 09 Marko Gugolj LogistikNetz Berlin-Brandenburg e.V. SI German Federal Ministry of Transport, 10 Christiane Gregor Building an Urban Development DE 11 Clement Guasco Roskilde University DK 12 Knut Halvorsen COINCO GmbH DE 13 Martin Heiland IPG mbH DE Joint Spatial Planning Department 14 Annegret Höing Berlin-Brandenburg DE 15 Marianne Jakobsen Roskilde University DK 16 Prof. Per Homann Jespersen Roskilde University DK Federal Ministry of Transport, 17 Gudrun John Building and Urban Development DE 18 Dirk Kommer Investor Center Ostbrandenburg GmbH DE Ministry of Energy, Infrastructure and State Development Mecklenburg- 19 Christian Köthen Vorpommern DE Ministry of Transport, Construction and 20 Michał Kwiatkowski Maritime Economy of Poland PL Kyster- 21 Helena Hansen Tetraplan A/S DK 22 Dr. Roberta Lazzari Unioncamere del Veneto IT Berlin Partner für Wirtschaft und 23 Thomas Meißner Technologie GmbH DE 24 Rosemarie Meyberg BMVBS DE 25 Philip Michalk TH Wildau DE Senate Department for Urban Development 26 Gerd Müller and Environment Berlin DE 27 Thomas Nack DB Netz AG DE INFRASTRUKTUR & UMWELT 28 Dr. Juergen Neumueller Professor Böhm und Partner DE 29 Malla Paajanen Aalto University School of Business FI German Federal Ministry of Transport, 30 Jörg Pfefferl Building an Urban Development DE Ministerium für Wirtschaft und Europaangelegenheiten, Land 31 Dirk Reitemeier Brandenburg DE

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No. Title First Name Last Name Company 32 Carmen Reiz COINCO GmbH DE 33 Mark Renner LogistikNetz Berlin-Brandenburg e.V. DE 34 Silke Robel Chamber of Commerce, Berlin DE Instytut Rozwoju Regionalnego 35 Jakub Rosowski (Institute for Territorial Development) PL Instytut Rozwoju Terytorialnego 36 Maciej Samulewicz (Institute for Territorial Development) PL 37 Wolfgang Schnabel Dow Olefinverbund GmbH DE Ministry of Energy, Infrastructure and State Development Mecklenburg- 38 Mandy Schwausch Vorpommern DE Prof. Technical University of Applied Sciences, 39 Dr.-Ing. Herbert Sonntag Wildau DE Senate Department for Urban Development 40 Ina Spiegelberg and the Environment DE Directorate-General for Mobility and Transport, DG MOVE, European 41 Pawel Stelmaszczyk Commission BE 42 Henrik Sylvan Transport Data Lab DK 43 Olle Tiderman Bothnian Corridor SE Port of Sassnitz c/o Fährhafen Sassnitz 44 Detlef Unger GmbH DE German Association for Housing, Urban 45 Paul Vieweg and Spatial Development DE 46 Corrado Volpini Venice Port Authority IT 47 Josef Wienen ZukunftsAgentur Brandenburg GmbH DE

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Summary In his opening remarks Mr. Sauer of the Joint Spatial Planning Department Berlin- Brandenburg gave an overview of the Ten-T Days 2013 which had taken place in Tallinn, Estonia a week earlier. He introduced the transport corridor maps, and summarized the major events. He also advised that the German side must secure a good negotiation position and take action.

Mr. Bellati of the Unioncamere del Veneto then stated that while EU funding ist fundamental, EU projects are not only about the money for the participating regions. A B-to-B way of working together – agreements must be concrete and the closing of contracts is an important instrument, to help communities work together. The Northern Italian objective is to catch the flow from East Asia, including the Mediterranean and the Suez-canal. It is important to look outside the EU and to develop common programs for the north-south axis. A focus must be put on internalization, and he advised stronger support by the organization in order to solve complications like language barriers. He identified a common problem in different European regions: SMEs are not able to fulfil the position of consortium manager

Mr. Meißner, Clustermanager for Transport, Mobility and Logistics and Head of Division Energy and Mobility of Berlin Partner for Business and Technology, then described networking as the precondition for successful cluster. Where Cluster management works like an umbrella which stimulates networking, the network is the source to initiate innovation, which helps to develop the transport system.

Finally, Prof. Dr. Sonntag, Chairman of the Board of directors of the LogisticsNet Berlin- Brandenburg, and chair of the logistics department of the Technical University of Applied Sciences at Wildau, introduced the LNBB as a successful best practice for an independent, regional business network, closely associated with the Capital region’s innovation cluster. Created as a PPP, the network successfully operates as a direct link between private and public business partners until today, a trusted connection for both sides. Networking works as a floor for successful vertical connection or rather like a bridge.

All issues were than discussed in a first panel (“How can professional networks enhance business & regional development along the corridor regions?”). To stir interaction between companies and industries, Mr. Bellati suggested more help to get public funding, and to place capable consultants from a database into small companies. Among official players there should be a more frequent exchange from employees between institutions. He invited a his colleagues from the chambers of commerce in Berlin and Brandenburg to send a young employer to live in work in Veneto for a defined period of time. Mr. Sauer said that local conferences become important for the implementation of the project. Civil society and the regions must be integrated into questions regarding organization and implementation. EU funding is shifting towards more transmission into concrete results. Marketing and EU argumentation leans more towards the regions.

Prof. Sonntag emphasized that grassroots levels must be involved, and named the Marco Polo transport program as a successful operational support.

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The discussion was concluded by a short introduction to the Dock 100 premises by Mr. Schulz, the company’s managing director, and a tour through one of the locations highlights: the Dock 100 high-bay warehouse, one of the largest in Europe. Following the tour, a bus shuttled all participants to the Berlin Westhafen, where WS participants boarded the MS “Victoria” for a tour of the „trimodal“ freight village which is one of the biggest inland ports in Germany with 120 employees and a turnover- and transport volume of 4,000,000 tons per annum, as Mr. Stäblein, CEO of the BEHALA GmbH, explained. He also showed the heavy load barge “Ursus”, which was developed by the company to respond to special needs of the client SIEMENS. The tour by ship also led the SIEMENS ramp, were gas turbines are loaded onto the unique BEHALA heavy cargo shuttle. A lunch was served aboard.

The second half of the workshop took of with a statement by Mr. Schmidt, head of the IntermodalCenter Berlin-Brandenburg for Kuehne + Nagel Group, introducing the company’s concept of Corridor Trains, connecting Scandinavia and Southern Europe. Single wagon trains on corridors can become an alternative, and new business area for rail freight forwarders, private carriers, and regular trains between railports and Freight Villages. The first train is intended to be operational in early 2014. Political support is expected through the use of the results of EU projects and funding in the initial phase of the project risk mitigation.

Mr. Wischner, CEO of the Havelländische Eisenbahn AG, the K+ N partner and carrier in this project, then introduced the HVLE as private rail company with European connections, based in the German Capital region, and owner of the Wustermark rail hub, a milestone towards the corridor train concept. He also introduced a new type of wagon, the HVLE developed upon request of a particular client.

Following the two statements a second panel discussion (“What are the industry partners’ main interests in cluster cooperation along the corridor?”) including the following panelists was initiated: Martin Wischner (CEO, HVLE), Ralf Behrens, Managing director at Wagener & Herbst Management Consultants, Corrado Volpini (CFO, Venice Port Authority), Wolfgang Schnabel (Sales Director for Dow Chemical Germany, Dow Olefinverbund), Peter Stäblein (Managing director, BEHALA), Philip Michalk (researcher at the Technical University of Applied Sciences, Wildau) and Jan Schmidt (IntermodalCenter, Kuehne + Nagel Berlin). Innovative transport solutions and industry needs that bring Europe closer together and benefit different regions and businesses as well as people across the continent were discussed.

Mr. Volpini summed up the Venice Port Authority’s experience from the inner-waterways project inwapo, including three different ports, their hinterland activities and the rivers Elbe, Vistula and Oder systems. Regional interests were sometimes difficult to align, although potential and new markets could increase traffic on the rivers.

Regarding current projects to improve infracstructure between the German Capital region and the Baltic Sea (f.e. the Niederfinow ship-lift), Mr. Stäblein added, that he will go wherever his clients demand him to go. BEHALA proved that container transport by ship via Hamburg by river systems is possible.

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Mr. Schnabel explained that more flexibility and the use of intermodal transport chains is vital to the Chemical industry, and smaller clients need to be connected to the rail system. Some dangerous goods are not allowed to be transported on public roads. Growth potential lies in Eastern Europe, and challenges are the implementation of common technical and social standards, political guidelines and matters regarding terrorism, infrastructure and security. Obstacles are very different views regarding green sustainable chains, or environmental standards.

Mr. Behrens added that the mentalities across the continent are very different. Poland implemented useful standards very quickly. In Russia they only begin to understand the importance of environmental standards. Networking is a precondition to connect small companies and entrepreneurs with each other, because one company alone is usually not capable of providing all required infrastructure to implement bigger projects. To achieve your goals you have to think bigger. He said that flexibility and creativity are advantages of Europe, and advised more vertical and horizontal cooperation to establish a logistic environment. Mr. Schnabel disagreed, saying that in practice, the EU is not investment friendly because of disturbing EU law, legislation and overregulation, which is essential for business decisions, whether an industrial area stays or moves.

Mr. Schmidt said, at first there are the researchers and then the project needs to be brought into action. However, Mr. Michalk also mentioned that challenges for researchers are limited time and missing manpower, and the question and effort needed to get the funding. Some projects don’t finish, but pass into each other or get replaced by other projects.

Mr. Meyerberg (BMVBS) asked whether the EU will remain a global player or become logistically guided by the Chinese. The panelists agreed that innovation and flexibility will continue to guarantee Europeans a leading role.

In regards to their regions most interesting developing area in connection with the Scandinavian-Mediterranean Corridor a number of key markets were identified: Austria, Germany, North Africa (Mr. Volpini), Mongolia, Turkey, the African market (Mr. Schmidt), Eastern Europe to Saudi Arabia, East-West axis in addition the South-North axis (Mr. Schnabel), cross-corridor connections, Northern Italy, Berlin-Brandenburg is still not exhausted (Mr. Behrens).

In his final remarks, Mr. Stelmaszczyk, Directorate-General for Mobility and Transport, DG MOVE, once more referred to the progress visible during the Ten T-Days in Tallinn, Estonia, as the European Corridor structure enters into a new phase. He said the workshop was a good example for the interaction of connected regions within the EU.

The workshop ended at almost 4 p.m.

The LogisticsNet Berlin-Brandenburg had arranged for participants to join a parliamentary reception at the state representation of the state of Bremen. A number of participants used the opportunity to continue their networking into the evening.

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Conclusions & Next Steps

As a result positive feedback from participants in the BSR TransGovernance Workshop: "Network and Cluster Cooperation in Logistics and Supply chains along the Scandria® - Corridor", the LNBB proposes a number of suggestions which can easily be implemented into the continuing or follow-up projects:

• Enhance exchange of (young professionals) and officials of multiplying organizations to live and work in another region to gain a new perspective (along a transport corridor), and open up towards cultural diversity.

• Organize frequent business exchanges, and integrate SMEs and their innovative products and inventions, driven by their clients needs.

• Establish and support networks as PPP organizations which serve as service providers for public and private partners, and earn their trust as independent coordinating institutions to engage SMEs in EU Projects (f.e. through EFRE funds). Networks can f.e. be charged with networking events and the intercultural business exchange.

• Expand the exchange to other transport corridors using those European regions as hubs, where multiple corridors intersect.

• Organize regular forums where SMEs are invited to present their innovative products to broader audiences and possible new clients, to initiate new transport connections and alliances between flexible business partners along the corridor(s).

• Develop guideline for SMEs to participate in EU projects as co-partners, including an easily accessible database with regional advisers, specialized in project administration and handling.

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Photographic I mpressions

Images from the Berlin BSR Logistics Workshop, Oct. 21, 2013.

Thomas Meißner, Head, Transport & mobility Participants during the BSR Workshop Division, Berlin Partner for Business and Logistics, including Horst Sauer, Joint Spatial Technology GmbH, represents the Cluster Planning Department Berlin-Brandenburg, Transport, Mobility, Logistics in the German and Dr. Gian Angelo Bellati (front, 3rd and 4th Capital region. from the left).

Tour of the Dock 100 High-Bay fully Pawel Stelmaszczyk, Directorate-General for automatic warehouse with sales director Mobility and Transport, DG MOVE, Florian Falk explaining. European Commission during his closing remarks.

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Images from the Berlin BSR Logistics Workshop, Oct. 21, 2013 (provided by LNBB)

Moderator Mark Renner, introducing Andreas Peter Stäblein, BEHALA GmbH, as a Schulz, MD of Dock 100 Logistik GmbH. tourguide to WS participants.

The news cranes at the Berlin Westhafen. Approaching the Berlin Westhafen.

Discussions during the cruise, (visible from Visiting the BEHALA Heavy Cargo barge left to right) Horst Sauer, Joint Spatial “Ursus” during the tour of the Berlin Planning Department Berlin-Brandenburg, Westhafen. Mark Renner, LogisticsNet BB, Corrado Volpini, Venice Port Authority.

Jan Schmidt, Kuehne + Nagel Intermodal Panel No. 2, discussing innovative transport Center, introducing the company’s new solutions and industry needs to bring Europe corridor trains. closer together to benefit different regions, and people across the continent.

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TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor

Conclusions from the thematic and regional workshops

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops T3 Thematic Workshop “Passengers and goods transport” , 11.12.2013, Rostock

Workshop-Summary: Main conclusions related to the further development of the Scandria-Alliance • Rostock-Guldborgsund is not yet optimally integrated into the Scandria Corridor transport system • Main infrastructure bottleneck is the rail line Gedser – Nyköbing that was put out of service a few years ago • Infrastructure at German side is absolutely sufficient • Cross-border transport demand needs to be increased for passenger transport. The integration of Rostock and Guldborgsund regions is an indispensable prerequisite. • The interfaces public transport – ferry needs to be improved • Single wagon traffic is a future business model to improve intermodal services along the Scandria Corridor

Which relevant issues / approaches have been discussed in relation to the Scandria-Corridor? Freight logistics • Focus of state owned rail operators is going towards blocktrains / corridor based single wagon traffic is a future business model for competitors, especially if related to transport corridors. Single wagon traffic requires intense cooperation along the corridor and bears a high entrepreneurial risk. • Price and reliability are main criteria (USP) for customers. Environmental benefits do not play any role (high market pressure) • Therefore public support, e.g. through corridor management bodies / financial incentives especially for the starting phase or the development of technological solutions like in ICT (e.g. common standards for the interface vessel – train) is essential

Which relevant issues / approaches have been discussed in relation to the Scandria-Corridor? Passenger transport • Public transport may profit from availability of traffic information (e.g. arrivals / departures, real time traffic data) as it allows users to make better use of public transport options using their mobile / internet • There is a lack of cross-border traffic information systems (especially real-time, incl. booking portals) • Technological solutions are available, but interfaces need to be defined • Of special importance is to place the information offer according to the customers’ requirements (e.g. at Stena or Scandlines for ferry customers, at public transport companies for their customers etc.) • Ferry ports are designed for car traffic; a combination of infrastructure and soft measures is needed to improve the offer for foot passengers. This includes: • infrastructure measure to improve accessibility of / orientation at the port; • Soft measures; especially for foreigners to improve the services at the terminal / ferry • Cross-border transport demand needs to be increased by creating respective occasions (like events, recreation offers, shopping opportunities)

How did stakeholders perceive their role in a Scandria-Corridor-development? How do they interact? How stakeholders can be involved in future? • In general stakeholders from local administration, public transport and private business in Rostock- Guldborgsund region are highly dependent on a functioning corridor • Especially for freight transport, long-distance solutions are required covering large parts of the Scandria Corridor or even exceeding its geography. There is a high interest in intermodal solutions • For passenger transport measures related to transport information is most crucial as well as measures related to the ferry – public transport interface. For the Rostock-Guldborgsund regions the stretch Berlin – Copenhagen is most relevant, as it provides customers • The development of realtime, mobile traffic information systems should be enhanced in the Scandria Corridor. The VBB together with VVW agreed to consider a respective project initiative under the BSR 2014-2020 programme • For freight transport; new intermodal relations could be addressed within common projects supported under the framework of the INEA and/or ETC TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops T3 Thematic Workshop “Passengers and goods transport” , 11.12.2013, Rostock

Which further steps have been agreed with the participants? • VBB und VVW agreed to work jointly on a proposal for developing an advanced interconnection and ticketing systems for public transport in the Scandria-Corridor that shall be submitted to the BSR 2014-2020 Programme • Rostock and Guldborgsund will continue their dialogue about cross-border cooperation to define action fields and measures that shall be agreed at political level

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor

Conclusions from the thematic and regional workshops

TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops T4, Renewable Energies and Transport in the Scandria®-Corridor, 29 April 2014, Lindholmen Science Park, Göteborg

Workshop-Summary: Main conclusions related to the further development of the Scandria-Alliance

• Integrated approach needed, that addresses the different alternative powertrain technologies (BEV, FCEV, LNG, LBG) • Corridor approach highly recommended complementing core network corridors like the Scandinavian-Mediterranean especially with regard to deployment of alternative fuel infrastructure across borders • There is no one-fit-all funding programme, but project initiatives need to be funded in different funding schemes making a better coordination across funds / projects necessary • In INTERREG programmes following issues should be addressed: • Synergies between various usages of clean fuels e.g. for shipping or public transport need to be addressed • Strategic communication between stakeholders • Policy development at European, national and regional level • Creation of stakeholder networks and development of joint initiatives / approaches that are to be deepened in more deployment-oriented funding schemes

Which relevant issues / approaches have been discussed in relation to the Scandria-Corridor?

• Deployment of infrastructure for clean fuels (Battery Electric Vehicles, Fuel-Cell Electric Vehicles, Liquid Biogas) • Synergies between long distance transport and local transport demand for clean fuels • Better coordination of national policies in the clean fuel sector needed with the objective to allow each technology to develop cross-border applications (non-exclusiveness of national clean fuel policies)

How did stakeholders perceive their role in a Scandria-Corridor-development? How do they interact? How stakeholders can be involved in future?

• Local / regional governments: drivers for renewable fuels especially when high ambitions are politically agreed and implemented (examples of Oslo and Skane regions). But: no market players. • Clean fuel producers: have naturally a high interest in increasing market share of renewable fuels. Need infrastructure providers and powertrains and customers. Fuel is generally available. • Car manufacturers: Do need a demand for clean fuel engines, otherwise production costs are to high. Need to invest into research to keep pace with major developments at the fuel market. Need customers. • Carriers: are those that transport goods via HGV. They are under enormous competition (high number of SMEs) and cannot bear investment costs that have a high profitability (with short return times). They are dependent on either incentives or their customers needs • Customers: decisive players, as their logistics policy determines the carriers’ behavior. If customers set ambitious environmental policy targets also for their supply chain management, they may induce clean fuel infrastructure deployment  Clean fuel deployment needs to take into account the entire supply chain!  Intensive communication and coordination of all players required! TransGovernance-WP6: Multi-level governance in the Scandria®-Corridor Conclusions from the thematic and regional workshops T4, Renewable Energies and Transport in the Scandria®-Corridor, 29 April 2014, Lindholmen Science Park, Göteborg

Which further steps have been agreed with the participants?

• Exchange of information will be continued especially with regard to the upcoming funding period and the opportunity to engage in joint projects • The Joint Spatial Planning Department Berlin-Brandenburg will invite workshop participants for project participation based upon project initiative within the INTERREG BSR programme 2014- 2020