78 KWARTALNIK NAUK O PRZEDSIĘBIORSTWIE — 2017 / 2 Bartosz Zakrzewski Infrastructural company in the development of the

Local and regional issues of compre- tives of the business practice have shown hensive shaping of the logistical centre here great flexibility and ability to adapt in Małaszewicze in Southern Podlasie, to the changing political realities. If the the need to overcome infrastructural freight movement in the corridor, in re- peripheral character of the areas of the cent years, has increased, then some of the eastern borderlands, specific issues of proposals announcing the replacement of the spatial infrastructural “blockade”, motorways with the roads with alternat- which is Warsaw agglomeration for the ing lanes of traffic cannot stand up to the development of the Euroregion Bug; criticism. My argument is that without all this have found a common denomi- proper technical transport infrastructure nator in terms of transport capacity in the Eastern , especially in the of this Euroregion [Brdulak, 1995]. Euroregion Bug, soon the international The modern technical infrastructure interest in prime logistical locations in the transport ends today in Warsaw and border zone will expire, especially in the its absence will significantly affect the areas of the large, border railway stations limited transport accessibility of Euro- [Brdulak, Zakrzewski, 2013]. Added to region Bug, whose Polish part is the this is an important aspect of manage- province, with all the socio- ment, so characteristic in the matters of economic impact of increasing devel- organization and operation of transport opmental disparities. infrastructure [Banak, et al., 2014]. The aim of this article is to character- Another issue is the internationaliza- ize the transport potential of the Euro- tion of the Pan-European transport Cor- region Bug. Being a cross-border region ridor No. II, whose route leads through through which many loads of cargo are the northern part of the Euroregion Bug transported, it does not use its full trans- [Brdulak, Zakrzewski, 2013, Zakrzewski, port capacity, which, well-targeted, could 2016]. Further delay of the motorways ensure this border region rapid economic investments leads to the creation, east of development. The fact that the Eurore- Warsaw, of the motorway “void”, while gion Bug is a transit region seems to be an the Polish Eastern neighbours have, in advantage, because not every geographi- the analyzed corridor, the motorways or cal land is a place of so many important the roads close to the standards of main transport routes, major streams of cargo, highways. One should not assume that goods and people [Brdulak, Zakrzewski, the difficulties in international trade in 2015]. Transit is therefore an opportunity, Central Europe will last forever, espe- but there is also the risk that its potential cially that the entrepreneurial representa- opportunities may not be properly ex- Raporty, badania, dobre praktyki 79 ploited. The article’s aim will be achieved lic of Poland were established as follows based on the analysis of public written [Banak, et al., 2014, Brdulak, Zakrzews- sources. ki, 2013]: The basic research method here is to • Corridor No. I: Helsinki-Tallinn-Riga- analyses and assessment as well as the Kaunas-Warsaw; Branch IA Riga- review of the literature. The material for Kaliningrad-Gdansk; scientific inquiry are here both: books, • Corridor No. II: Berlin-Warsaw- articles, internal documents and internet Minsk-Moscow-Nizhny Novgorod; sources. The material consists of three in- • Corridor No. III: Berlin-Wroclaw- terconnected paragraphs. The talk here is Katowice-Lviv-Kiev; Branch IIIA: of: pan-European transport corridors on Dresden-Wroclaw; the Polish territory, Pan-European Trans- • Corridor No. VI: Gdansk-Grudziadz port Corridor No. II as an element of Eu- (in the road) – Warsaw-Katowice-Zi- roregion Bug transport infrastructure, and lina (with a branch from Katowice via at last of the Euroregion Bug and its cross- Ostrava to corridor IV); Branch VIA: border transport opportunities and dan- Torun-Poznan. gers. The article recognizes in this respect • Corridor No. I connecting Poland the essential elements of the transport with the Baltic countries: Finland, Es- potential of the Euroregion Bug, and is tonia, Latvia and Lithuania. Its route worth studying by both, the local author- in Poland is not long (it is the shortest ities, logistical entities from the studied of all the corridors, about 300 km) – area and potential investors. Therefore, it running from the border with Lithu- is original, creative and touches important ania to Warsaw and the second branch local solutions to be implemented. from Kaliningrad to Gdansk.

International transport corridors The road section Swiecko-Terespol, in the Polish territory part of the pan-European Corridor No. The international transport corridors II running through Germany, Poland, serve to complement the European base and Russia, also runs through and complementary TEN-T network. the Euroregion Bug. In Poland, the cor- Between 1991 (Prague), 1994 (Crete) and ridor Swiecko-Terespol includes the A-2 1997 (Helsinki), there were three con- motorway (named the Motorway of Free- ferences of the European Union trans- dom – 626 km) which ultimately will port ministers (with the participation of connect the UK overland, through the ministers of the countries associated with Netherlands and Germany, with Belarus the EU, including Poland), determin- and Russia. Today, it reaches Warsaw, and ing the routes of the European transport its eastern section from Warsaw to the corridors. During the meeting in Crete, border with Belarus is completed only in the routes of ten core corridors were de- fragments. The Polish section follows the termined, and as a result of the meeting route Swiecko-Poznan-Lodz-Warsaw-Ku- in Helsinki, other corridors were added. kuryki. At the border crossing in Swiecko These corridors are supposed to integrate, it links with the German motorway A12 by 2020, the infrastructure of Central and in Kukuryki with the Belarussian M1 and Eastern Europe with the countries of main road. In the Strykow hub, it crosses the European Union. Four of these corri- the A1 motorway; the Corridor II and the dors run through Poland, linking the dif- Corridor VI are therefore crossed. ferent parts of Europe. The routes of the The Polish section of Zgorzelec-Medy- corridors which pass through the Repub- ka is part of pan-European Corridor No. 80 KWARTALNIK NAUK O PRZEDSIĘBIORSTWIE — 2017 / 2

III from Berlin to Kiev, running through fortunately still peripherals (examples are, three countries: Germany, Poland and among others, the planning criteria ad- . The road route includes the A4 opted in the strategic documents of the motorway, which is a Polish extension EU). Further, in the territories of Belarus of the German motorway running from and the Moscow region, we are dealing Dresden. On Polish territory it runs from with a concentration of socio-economic the border crossing with Germany in activity of well established, important Jędrzychowice-Ludwigsdorf n. Zgorzelec Russian economies [Zakrzewski, 2016]. by Legnica, Wroclaw, Opole, Gliwice, The adoption by the European Com- Ruda Slaska, Katowice, Krakow, Tar- mission in the Fifth Cohesion Report now, Rzeszow to the border crossing with [EC, 2010] of units of the third level Ukraine in Korczowa. The total length of Nomenclature of territorial units for sta- the motorway in Poland is approx. 670 tistics, the so-called NUTS-3 allows the km [Brdulak, Pawlak, Krysiuk, 2012]. analysis to determine the specific features Another important transport corri- of individual regions based on geographi- dor running through Poland is the pan- cal or communication location, the de- European Corridor No. VI from Gdansk mographic situation and the scope of to Warsaw by Grudziadz, or to Katowice their functions. This is confirmed by the and further to Zilina in Slovakia. Its VIA diversity of the regions through which the branch runs from Torun to Poznan. The transport Corridor No. II runs. Western A1 motorway delimited as part of this Polish regions are in this case near the ma- corridor was designed as a toll road with- jor agglomeration of Berlin and are partly in the international road E75. It is also located in its zone of impact (cross-border called the Amber Motorway. In Poland, trade, tourism, communication links in it will connect Tricity with metropolitan aviation). Berlin has the NUTS-3 status areas of Torun, Lodz and Upper Silesia. of a dominant urban unit and the spatial In the Strykow I hub, north of Lodz, it rank of this agglomeration is still grow- crosses the A2 motorway, while in the ing. The areas between Poznan and the Sosnica hub, near Gliwice, the already ac- duopoly of Warsaw-Lodz are known as tive A4 motorway. In the future, the mo- the conglomerate of so-called “indirectly torway A1 (with a total length in Poland urban” units near the cities and dominant of 597 km) will eventually link the Pol- rural units near the cities. In the case of ish ports of Tricity by the Baltic Sea with maintenance in the coming years of eco- ports in the Aegean Sea by an overland nomic growth in Poland, the proportions route through Slovakia, Ukraine, Hun- of these areas will change in favour of cit- gary, Romania, Bulgaria, and Greece to ies. This can already be seen, for example, Istanbul in Turkey. as a result of foreign direct investment in the agglomeration of Poznan in Wrzesnia, Corridor No. II in Poland Konin in the agglomeration of Lodz, or in The spatial uniqueness of the Cen- the Pruszkow-Grodzisk band of the War- tral European section of the latitudinal saw Metropolitan Area (WOM). It should transport Corridor No. II in Poland re- be noted that Warsaw is the capital city lies heavily on the diversity of regions in region and thus its features place the city its scope of influence. On the one side, it among the first order metropolitan areas. runs through the core areas of Europe, East of Warsaw, the transport Corridor mainly in Germany and north-western No. II soon reaches rural areas, and in the Europe, however in the Polish territory South Podlasie region in turns into the in enters areas which for the EU are un- so-called “dominant rural, remote” areas. Infrastructural company in the development of the Euroregion Bug 81

According to EU pragmatics, only a few example of this is the fear of the intro- of such NUTS-3 areas have been deter- duction between Poland and Belarus of a mined in Poland. They include in addi- border movement of persons, which can, tion the Bieszczady Mountains and some according to the Belarusian side, multi- small wooded areas in the Opole region ply the outflow of foreign exchange from [Brdulak, et al., 2014]. that country. Another is trade embargoes This raises the specific observation involving imports to Russia from the Eu- that the nature and durability of the Pol- ropean Union and thus from Poland, in ish eastern border with non-EU countries connection with the deterioration of the has become historically a major barrier to political situation in Ukraine, which also activation of economic development, first result in the severe conditionality of cross- with the former Soviet Union, and now border cooperation in the communica- with Russia and to a certain part with tion corridor analysed. Here, however, Belarus. If it was otherwise, the Southern the closed transit routes through Ukraine Podlasie region would never be given EU paradoxically increased the intensity of planning status comparable to the Biesz- use of A2. czady Mountains, especially since the frontier city of Brest on the Bug is an im- Cross-border opportunities portant Belarusian centre. It is a town with and threats a population of over 300 000 residents, The Lublin region participates in ini- having a rich history and tradition – be- tiatives to build a structure for coopera- fore World War II it served as a metropoli- tion between border regions of Poland, tan centre for central and eastern Poland. Ukraine and Belarus. They include the Although the pan-European transport Euroregion Bug. The first Euroregion Corridor No. II forces cross-border coop- initiative was established in 1958 on the eration in transport and infrastructure, its border between Germany and the Ne- results have been significantly lacking for therlands under the name Euregio [Miszcz- many years [Brdulak, Zakrzewski, 2013]. uk, 2013]. The Euroregion Bug was cre- In 2004, the region of Southern Pod- ated on September 29, 1995 although the lasie (northern Lublin region) became a first steps had already been taken at the border area, not only for Poland, but also beginning of 1992. Its range covered the for the EU, and as such participates in border areas in Poland (the former pro- the programs of cross-border cooperation. vince of Lublin, Chelm, Tarnobrzeg and These programs include intra-EU projects Zamosc) and in Ukraine (the province of and those related to the external borders Volyn), although the intention was also of the EU (e.g. the modernization and to have the Brest province in Belarus in- strengthening of border crossings and cluded. The application in this case was modernization of border and customs in- received in June 1997. Nowadays Belarus frastructure). They have not so far brought is part of the Euroregion, with such big a breakthrough in the management of the cities as Brest, Pinsk and Baranovichi. The cross-border movement of people, of in- head office on the Polish side is based in ternational trade or in the creation of eco- Chelm, the Ukrainian one in , and nomic cooperation between the countries the Belarusian one in Brest. The aim of situated in the zone of influence of trans- the Euroregion is mainly the development port Corridor No. II [Brdulak, Zakrze- of economic and scientific-cultural coo- wski, 2016]. It should be noted that these peration. phenomena are shaped primarily by the The creation of the Euroregion Bug in policies of neighbouring countries. One the nineties of the last century fits into the 82 KWARTALNIK NAUK O PRZEDSIĘBIORSTWIE — 2017 / 2

overall integration trends within the Eu- AEBR reports projects for EU pro- ropean Union. In 1971, on the initiative grams within its jurisdiction. It is also of 10 , a distributed institu- developing a network of cooperation of tionalized territorial network was estab- border regions. lished: Association of European Border Creating and using the existing in- Regions (AEBR), which currently brings stitutional framework of cooperation together 95 members from 27 countries and cross-border integration in the east- of UE. The absence of Belarus indicates ern border of the EU, including Poland, potential institutional difficulties in the should support the use of the potential development on the eastern border of the of such regional processes. The function- EU the conditions conducive to integra- ing of the transport Corridor No. II is a tion and cross-border cooperation. unique infrastructure development op- Experts suggest that the Association of portunity for all regions and sub-regions European Border Regions performs func- located in the zone of impact of the corri- tions important from the point of view of dor. The improvement of its functioning, regions and sub-regions (local areas) [Za- the supplement of services offered in the krzewski, 2016]: TSL (Transport-Shipping-Logistics) sec- • It is generally representative of the tor [Kuśmińska-Fijałkowska, Łukasik, interests of border and cross-border 2011], and modernization of parts of the regions on the European and national transport system in the border areas can level. become impulses for development, despite • It identifies the problems of border the difficult political conditions occurring areas and also provides ways of solving periodically. Opportunities for develop- them. ment, the overcome of remoteness and • It takes an active part in cooperation the internationalization of the socio-eco- with the European institutions such as nomic activity of the Euroregion Bug are the European Parliament, the Europe- inextricably linked with the development an Commission (Commissioners and of the technical infrastructure of this in- DGs), the Committee of the Regions ternational transport corridor. The use of of the European Economic and Social its development potential will depend on Committee of the EU, the Parlia- the place of the Southern Podlasie and the mentary Assembly of the Council of whole Lublin region in the typology of Europe, the Congress of Local and regions according to the criteria of deve- Regional Authorities of the Council of lopment paradigm, developed by G. Go- Europe, the Committee of Experts of rzelak [2003]. the Council of Europe. According to it, the regions are divid- • It cooperates with European regional ed into: organizations, i.e. the Council of Strong regions (“leaders”): which European Municipalities and Regions, maintain their position despite the change the Assembly of European Regions, in development paradigm, define location the European Conference of Peripheral criteria and are attractive to the influx of Maritime Regions, the Nordic Council domestic and foreign capital; also asso- of Ministers. ciated with technologically advanced, in- novative products. The association is an institutional ad- Regions of traditional industry visor in the field of cross-border coopera- (“losers”): those who lost their competi- tion between regions belonging and not tiveness as a result of change in develop- belonging to the European Union. ment paradigm, including localization, Infrastructural company in the development of the Euroregion Bug 83 while trying to restructure in order to quality and number of operators, freight mitigate the effects of change. forwarders, freight handlers, transpor- Underdeveloped regions (“lagging tation, linear infrastructure, focal and behind”): low competitiveness is keep- technical infrastructure as well as freight, ing them in a state of stagnation, which is warehouse and technical facilities. Thus, due to too low endogenous potential, too with proper cooperation with regional weak external developmental impulses or authorities, planning and supply can be delays in restructuring. controlled and can have a large impact on Regions of success (“winners”): the shape and harmonious development which have managed to overcome the of the transport system in eastern Poland negative feedback between their charac- [Brdulak, Zakrzewski, 2013], in the im- teristics and location criteria thanks to the pact zone of the Pan-European transport skilful use of external impulses. Corridor No. II. According to the issue, the problem In the case of the eastern section of the remains to determine whether the eastern Polish portion of communication channel Poland transport Corridor No. II impact No. II, seeking development opportuni- zone has a chance to develop comprehen- ties will determine whether the eastern re- sive logistics centre in the near future. gions of Mazovia and Southern Podlasie The considerations omit prolonged ad- [Miszczuk, 2013] will remain “lagging verse conditions or outright political di- behind” or become “winners” after hav- saster. The assumption of their further, ing used the external impulses associated long-term occurrence undermines all with the proper shaping of the technical prerequisites for international economic infrastructure of transport with trans-re- cooperation in Europe. With this it poses gional, international importance. the thesis that this process is possible and economically purposeful. The location of logistics centres The nearest establishment of an ex- Due to its favourable geographical lo- tended logistics centre of international cation, in the II Pan-European Transport importance is the border zone between the Corridor’s belt of interaction, the greatest town of Biala Podlaska and Małaszewicze/ transport potential of the Euroregion Bug Terespol. In a large part, this is a great, rests in the localization, in this region, of “dry” port station area of Małaszewicze the modern computerized multi-modal where wide railway tracks “run” for 30 logistical centres. A logistics centres, by kilometers into the territory of the coun- definition, is established in regions that try, allowing the transshipment of goods generate large flows of freight cargo, in- from / to the European rolling stock fleet. cluding coordinating the work of vari- Despite the commercial difficulties of a ous modes of transport. This means the political nature of reloading at the border inclusion of activities in the transport of railway station, it has achieved 7 million all resources that are necessary to ensure tons of cargo annually. The excellent geo- its success, i.e. satisfying the needs of graphical location of Małaszewicze has transport. In addition, in its activities, a unfortunately reinforced limited inter- logistics centres controls transportation national transport with Ukraine through processes through proper organization the Żurawica-Medyka station in the and coordination affecting the develop- transport Corridor No. IV impact zone, ment of the transport industry and the which currently results in the increased types of transport in the region [Krysiuk, interest in large logistics companies in Zakrzewski, 2013]. It affects the shape, the infrastructure of the border area. A 84 KWARTALNIK NAUK O PRZEDSIĘBIORSTWIE — 2017 / 2

terminal capable of handling 100 thou- zone has been operating in Małaszewicze sand containers (TEU) per year belong- for many years, which also does not fully ing to a Czech operator has been created. utilize its high potential. PKP Cargo has bought a plot of 30 ha China’s interest in the railway line in the free customs zone (Pol:WOC) of through Terespol is not accidental. This Małaszewicze-Terespol in order to create project is interesting in terms of logistics a comprehensive infrastructure that sup- and transport and it is not only on a Euro- ports transportation in relations with the pean scale. A letter of intent was signed on Far East [Brdulak, Zakrzewski, 2013]. 16 June 2015 in Warsaw between the PKP Talks with Chinese partners allow for Cargo group and the Zhengzhou Interna- hope that Małaszewicze becomes an im- tional Hub company of the Chinese pro- portant part of the New Silk Road – stra- vince of Henan. The intention was to cre- tegic Eurasian project supported by the ate a company which would deal with rail Chinese authorities. Since the nineties, container transport between China and the existence of WOC allows for indus- Europe. The plan is to expand the “dry” trial plants to be located in Małaszewicze- port station in Małaszewicze belonging to Terespol, bottling of LPG, or the recently PKP Cargo. By using the existing infra- expanded facilities in imports of cars and structure, it will be possible to adapt the goods vehicles to Belarus and Russia [Za- “port” for handling the increased number krzewski, 2015, 2016 b]. of containers from China and to provide In recent times, the opening of the additional logistics services such as ware- Polish economy can be seen, including housing and packaging. Thanks to this, the transport sector, on the eastern mar- Małaszewicze will become a major hub ket: Belarus, Russia, Kazakhstan and for the transshipment of containers car- China. The Chinese have become inter- ried by rail between China and Western ested in the Southern Podlasie region due Europe. The number of trains from Chi- to a well-developed transport infrastruc- na is expected to grow to 25 per month. ture in the region, with a “wide” railway Therefore, there is a chance to create a line adjusted to the dry port railway in real centre of redistribution of loads for Małaszewicze or the unused post-military the whole of Western Europe in Southern airport in Biala Podlaska (e.g. in view of Podlasie. the airport cargo). The currently function- It should be noted, however, that the ing Małaszewicze PKP Cargo SA logistics currently discussed border region does centre can handle all rail traffic from the not meet the multifaceted criteria for the Far East. The Polish part can reload 340 coordinated activities of different compa- containers a day in Małaszewicze and nies, some of which have “logistics centre” terminal storage capacity is 1900 units in their name. Each of the entities run after undergoing thorough moderniza- their own business and are not looking for tion of the container terminal which was synergy effects in cooperation with other carried out in 2010. Meanwhile, back in partners in the region. The duty free zone the summer of 2015, only 30-40% re- is of international importance but is man- loading capacity of the dry port railway in aged by the weak border municipality of Małaszewicze was used. In addition, at the Terespol, which effectively precludes the same time Małaszewicze can reload three use the potential of this prime location. pairs of trains and carry out the loading In the further assumption, a logistics of goods vehicles, and a plot of approx. 40 centre in Małaszewicze could consist of hectares is prepared for investment. An- several elements because of the possibil- other advantage is the fact that a duty free ity of coordination of several modes of Infrastructural company in the development of the Euroregion Bug 85 transport (road, rail, air cargo, pipelines), vice of the specific supply chain. It may remote from the management centre, by a be of the individual, local nature and, few to several kilometers away: ramps and therefore the so called, logistical centres the “dry port” railway infrastructure in will spring out in hundreds of places in Małaszewicze (approx. 6 000 ha), WOC Poland, which in fact are warehouse of Małaszewicze-Terespol (166 ha), the road the specific distribution, trade or trans- network with access roads to the planned port company. In this case we are deal- A2 motorway and post-military airports ing with the logistical centre of interna- in Biała Podlaska (605 ha) [Brdulak, Za- tional importance, consisting of extensive krzewski, 2013]. rail, road infrastructure, former military The southern part of the łosicki dis- airport in Biała Podlaska and duty free trict along with the town itself and the zone in a separate area in Małaszewicze. eastern part of Siedlce is another promis- If we add to this customs and border in- ing area in creating a logistics centre due frastructure, we will get a picture of the to the proximity of the A2 and S19 inter- complex potential organism, which must section of the transport Corridor No. II. be efficiently managed by the appointed A road-rail centre should be created in the to this end entity. Convincing the region- region of Siedlce, which would strengthen al decision-makers, also from state institu- the centre in relation to the strong influ- tions, that such an undertaking managing ence of the Warsaw agglomeration. At the logistical centre should be created, en- the same time, it is necessary to strive counters resistance, mistrust, fear of cost, for greater supra-regional integration and lack of understanding of the authorities, strengthen the functional connections, accusations of “shady deals” the creation including logistics in the mentioned area of “sinecures” for friends and so on. This of Lublin, part of Podlasie. This will help leads to the situation, in which a foreign to optimize the use of its potential, as well investor building a large container termi- as the economic revival of districts, which nal in Małaszewicze took care of all the includes the peripheral problem in relation matters in Warsaw, and the local com- to major regional centres and weaknesses munity became aware of the investment, of their relationships (e.g. Biala Podlaska when the container gantry cranes were in relation to Lublin, and Siedlce to a less- erected within a fenced off area. Chinese er extent) [Zakrzewski, 2016 b]. investors, building a New Silk Road with the approval of their government, had to Management problems talk to the mayor of the rural commune of in the creation of infrastructural Terespol, who for years has been manag- businesses ing the Duty Free Zone in Małaszewicze The creation of a large, universal lo- with poor results. The result of these talks gistical centre at the eastern end of the were not concrete arrangements for coop- Polish section of the No. II Pan-Europe- eration, but only a culture shock for the an Transport Corridor in Małaszewicze- community board. The railwaymen of Terespol is facing serious management the PKP LK infrastructure company have problems, which generally characterize for years been unable to make a decision the economic practice of Podlasie South to extend, by several hundred meters, a (the northern Lublin region) and thus the shunting hump in Kobylany, which al- entire Euroregion Bug. ready threatens with the transfer of the The operation of the logistical centre eastern neighbours’ modernized trains is the management multithreaded coordi- handling from Małaszewicze to Brest. If nation, of the complicated logistical ser- this scenario comes true, hundreds of Po- 86 KWARTALNIK NAUK O PRZEDSIĘBIORSTWIE — 2017 / 2

lish workers of the Małaszewicze-Terespol the direction of the eastern border of the “dry port” will lose their job. One of the country and the European Union, and to largest airports in Poland, which was of strengthen the existing border logistics interest to Lufthansa as a cargo terminal, infrastructure [EC, 2010]. It seems appro- is currently used only recreationally by the priate to enrich these considerations with aero club. There are many such examples. the results of research on the development potential of the Euroregion Bug, crossed Overcoming the above situation is by the second pan-European transport possible only through coordination and corridor, which is also important from the proper organization of the work of all the point of view of European transport poli- entities, with their approval and the par- cy [Banak, et al., 2014, Brdulak, Pawlak, ticipation. One should not, in this case, Krysiuk, 2012]]. The analysis of materials fear that the competition will discover given in reference literature and data pre- trade secrets or hinder the business. On sented in the article shows that: the contrary, the cooperation of logisti- • The Pan-European Corridor No. II is cal companies in the case of appointing considered the most important Euro- the infrastructural coordinator in this pean transport route on the east-west region will bring positive synergy effects axis. This is a route particularly impor- for each of them. The scale of operation tant to heavy transport vehicles which is then also likely to exceed the visibil- drive loads from Western Europe to ity threshold for the large, multinational Russia and Belarus and vice versa. companies, for example from China, Ger- • The potential of the Corridor No. II many, Japan, Russia. It also seems that the is currently not properly used in the establishment of an international logisti- framework of the functioning Eurore- cal centre on the eastern border of the gion Bug. country requires a causal impulse on the part of the relevant institutions at the gov- The Euroregion Bug is located on the ernmental level. Some local management border of the EU, which creates certain concerns must sometimes be overcome opportunities, amongst others a chance to arbitrarily in the trans-regional or inter- organize handling, packaging and label- national interests. Otherwise a problem ling of goods coming into Western Eu- border regions in eastern Poland will lose rope from Belarus, Russia and Ukraine, their capital development opportunities. and perhaps even China, and vice-versa.

Conclusions The development of the Euroregion The research presented in the article Bug will be accelerated by the commis- were conducted in cooperation with sioning of the A-2 motorway section Collegium of Business Administration from Warsaw to Terespol. Currently, on Warsaw School of Economics. Issues of the Polish side, no completed highway or qualitative transformation of the trans- expressway runs through the Euroregion port infrastructure in the pan-European Bug, which is a barrier to cross-border de- communication Corridor No. II in its velopment. Polish section have been analysed in Motor Transport Institute [Zakrzewski, The next establishment of an expand- 2012] recent years in the macro-spatial ed logistics centre of international im- context, as well as on a regional scale of portance is the border zone between the the Southern Podlasie in connection with town of Biala Podlaska and Małaszewicze the need to extend the A-2 motorway in /Terespol. Infrastructural company in the development of the Euroregion Bug 87

The lack of A2 motorway section from In the meantime, the logistical po- Warsaw to Terespol is a barrier to the de- tential of eastern Poland is being wasted velopment of logistics infrastructure in for there is increasing competition on our eastern Poland in the transport Corridor eastern border – modern logistics centres No. II belt. In reality, the section from have been established on the Belarusian Warsaw to Terespol will be opened in ap- side and are ready to receive cargo han- prox. 2027. dling from Russia and China.

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Dr Bartosz Zakrzewski, Instytut Transportu Samochodowego w Warszawie.