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Maciej Krzyzanowski, Prof. Dr Hab. Econ. LLD the DEVELOPMENT

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Maciej Krzyzanowski, Prof. Dr Hab. Econ. LLD the DEVELOPMENT Bulletin of the Maritime Institute Gdansk, 1996, 23, 2 Maciej Krzyzanowski, Prof. Dr Hab. Econ. LLD Maritime Institute, Gdansk, Poland THE DEVELOPMENT OF THE POLISH LAND TRANSPORTATION SYSTEMS LINKING HINTERLAND WITH THE BALTIC PORTS Abstract The ancient amber road running from the southern part ofPoland and the neighbouring land locked countries to the Baltic Sea has been re-es­ tablished in the project of Trans-European-Motorway TEM enlarged to the sea land transportation junction of TEM-Scandinavia. The north-south motorway is creating together with railway and Vistu­ la river a transport corridor of multimodal transport. After crossing the southern border of Poland it is running as a high way reaching Turkey and the Medite"anean Sea. The transit character of the Polish te"itory are representing also the other projects of the road systems passing from east to the west and north-east to south-west. The first one is the projected highway linking Moscow, Warsaw with Berlin and the second one is the Via Baltica comming from Finland passing Baltic Republic and Poland in its way to the Western Europe. The inaugurated by the Germany the Via Hanseatica in its way close to the Baltic Sea will pass Gennany, Poland, Russia (Kaliningrad Region), Lithuania, Latvia, Estonia reaching the Via Baltica at its northern part. The realization of the mentioned projects will create the closer co-ope­ ration between the Baltic Countries, stimulating the transit ofpassengers and commodities and enlarging the hinterland of the Baltic ports. 6 M. KrzyZanowski 1. The history and present economic situation of the country The agriculture character of Poland in the past and the location of its territory rather remote from the main overseas trading routes have retarded the development of seaborn trade. Starting from the 16th Century Poland held some place of importance in the European seaborn trade, among others as a significant exporter of high quality building timber supplying the yards in Western Europe and enhancing its overseas trade with shipments through the Port of Gdansk almost all the countries in Europe in the centuries to follow. During the interwar period, Poland has strengthened its position mainly as the exporter of coal and sawnwood, predominantly to the Swedish, French and Italian markets, establishing a steady ore and coal transportation sea link in the Baltic area. The multi-purpose commercial sea port built in Gdynia towards the end of the twenties in next proximity to the Port of Gdansk, already in 1934 emerged in breakthrough as the first port in Poland and sixth in Europe by volume of cargo handled. Large consignments of Polish ce­ ment, sugar, textiles, beacon, butter and other dairy products reached the world markets via port of Hamburg, Rotterdam, Antwerp and London. The Polish merchant marine, rather small in numbers at that time, started to take an increasing share in transport of cargo from Polish commercial seaports, becoming an active instrument of the Polish seaborn trade. After the World War II, the Polish merchant marine has developed quickly. The seagoing tonnage its peak numbers in 1981 amounting to the 4.5 min tons dw. gaining the 12th position in Europe. The cargo loaded and unloaded in Polish ports of Szczecin, Swinoujscie, Gdynia and Gdansk have secured the tenth position in Europe. After a long lasting crisis in shipping and seaborn trade, the Polish merchant marine and sea ports have improved its economic position. The development of the Polish land ... 7 The tonnage of shipping has been diminished from 3,949 thousand DWT in 1992 to 3,527 thousand in 1995, but the new ships replacing the old ones are representing at present much modern technology adapted to the demand of the shipping market. The cargo loaded and un-loaded in ports is growing up from 45,642 thousand tones in 1992 to 51,120 thousand in 1994. In 1992 the transit cargo transhipped in ports amounted 3,692 thousand tones in 1993 it rose to 5,890 thousand tones and in 1994 was about 5,105 thousand. The situation of the Polish economy in the three last years bas been characterised by the growth of the GDP in 1994 of 5.2% and in 1995 of 1 about 6%; and likely the same growth might me expected in 1996 . Growth in 1995 was built on export and investment demand. In current dollar terms, exports increased by around 35% in 1995, with investment volume up by at least 10%. Imports also increased rapidly (probably just marginally below the rate of export growth), as is to be expected in an economy that is beginning to restructure. Most ob­ servers expected unrecorded "cross-border" trade to be large enough to cover any officially recorded trade deficit. One of the most impressive features of 1995 was the pick-up in foreign direct investment (FDI) flows. Poland attracted around 1 billion dollars in the first half alone. The inward investment agency (P AIZ) suggests that FDI inflows could rise to as much as 3 billion dollars in 1996, triggered largely by some recent large deals. These include a large investment by Daewoo in motor cars (1.5 billion dollars is promised by the end of the decade), a commitment that has spurred GM to promise a new green-field investment worth 400 million dollars. Japanese's Matsushita concern intends to invest 60 million dollars in a new television plant, the N orwe­ gian firm Stabburet is keen to invest 75 million in fruit and vegetable 1 Despite the substantial output growth in 1995 the country's inflation annual rate was about 23% which according official statements will achieve in 1996 a level about 17% per year. 8 M. Krzyianowski trading facilities, and a US-Canadian consortium wants to invest 300 million dollars in grain-handling facilities in Gdansk. In the nearest future the logistic transportation centres will be located in this region. 2. The main land transport routes development The mentioned growing demands of trade and passenger traffic should give high priority to maintenance and upgrading of existing roads which are interconnecting national networks. Among national projects an important instrument for the imple­ mentation of the Agreement of Main International Traffic Arteries in Central, Eastern and South-eastern Europe is the Trans-European Motorway Project (fEM/. This project is being co-ordinated by the United Nations Economic Commission for Europe as executing agen­ cy and constitutes a modern network of high-capacity highway linking north with South-eastern Europe. The countries participating in this project are: Albania, Austria, Bulgaria, the Czech Republic, Greece, Hungary, Italy, Poland, Rumania, Slovakia, Turkey and Yugoslavia. The idea of extending to the TEM transportation corridor linking Baltic Sea with the Mediterranean ports of Greece and Turkey has been proposed by the Scandinavian countries. According the regional initiative taken by the Baltic Institute in Karlskrona a project TEM-Scandinavia was established. The project TEM-Scandinavia was realised by a sub-group with members from Sweden, Norway, Lithuania, Poland and Russia (Kali­ ningrad). It is evident that the demand for transit transportation of goods and passengers from Scandinavia via Karlskrona-Gdynia to Southern Eu­ rope makes this project very necessary and important. TEM named also (E 77, E 75 or A-1) is the key element in meeting of this demands. It might be emphasised that the TEM project has been included in the list of project under negotiations between European Bank for 2=J '•, ' JsWEDEN OSLO; .i 0 STOCK ~ ~ ~ Q. ~ 0 "0 8 ~ ....0 ;. ~ '"tl !2. o;· :r i» =Q. BERLIN - :. ~--~~·"_ -o-- ---~~', -·--·-:-::-:-..,.,__ .,._;.-·~· --------JKIEV- >---0 ·, Pozna!\ , "'"'nA, .. ,,... - International road "VIA BALTICA" - Motor-way "VIA HANS~TICA" 'l Baltic Sea Corridor ' ' High Speed Railways BR~XELLES St;j:)etersburg - Moscow ' Multi-modal transport junctions BALTIC MULTIMODAL TRANSPORT CORRIDOR DEVELOPMENT IC 10 M. KrzyZanowski Reconstruction and Development and Polish government (Ministry of Transport and Maritime Economy). The project for the cities of Gdynia and Gdansk concerning the "Kwiatkowski Route" linking the city and ports with the A-1 Motorway is the further substantial help leading to the realisation of the whole project. The TEM project with related transport connections was already presented at the Conference on Trans European Motorway and Other Contemporary Transport Project organized by cities of Karlskrona, Gdansk and Gdynia in co-operation with the Union of the Baltic Cities- June, 8, 1993 and 27-28, April, 1995 in Gdansk. The total extended TEM network has length of 20 160 km. Appro­ ximately 5000 km of the motorway is already in operation and 2000 km under construction. The extension to Oslo of the TEM-Scandinavia will provide a trans­ port corridor that will be of great importance to Swedish and Norwe­ gian industry for trade with countries in Central Eastern and Southern Europe as well as with Middle East. The trade exchange between Scandinavia (Sweden) and the former Eastern Block is at present rather insignificant, but rapidly growing. The growth is expected to be especially pronounced in the case of Poland with an economic growth in the last years of about 5% GDP. For the Baltic countries like: Bielorussia, Russia, Ukraine and other Visegrad countries growth is expected for some years to come. A rather cautious forecast for the future growth of Poland's econo­ my and of commercial exchange between Poland and Sweden implies a substantial growth of traffic on TEM in both Poland and Sweden. Passing through the Polish territory, parallel to Vistula River and railway line, the TEM is creating, together with other modes of trans­ port a corridor of multimodal system. The idea of building the TEM motorway has been a subject of nume­ rous location studies and other projects prepared by Transprojekt Gdansk, concerning 334 km section from Gdansk to L6dz at present under construction.
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