DOCSLIB.ORG

1St Mos Detailed Implementation Plan 2020

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
1St Mos Detailed Implementation Plan 2020 Shaping the future policy of the European Maritime Space Motorways of the Sea Detailed Implementation Plan of the European Coordinator Kurt Bodewig JUNE 2020 Mobility and Transport June 2020 This report represents the opinion of the European Coordinator and does not prejudice the official position of the European Commission. The European Commission does not guarantee the accuracy of the data included in this report. Neither the Commission nor any person acting on the Commission’s behalf may be held responsible for any potential use which may be made of the information contained herein. Reference source of analysis: 2019-2021 Motorways of the Sea Study by the Consortium of Circle, ISL and ADS insight. Content LIST OF FIGURES AND TABLES ............................................................................... 4 ACRONYMS AND ABBREVIATIONS ........................................................................... 5 FOREWORD BY THE EUROPEAN COORDINATOR ......................................................... 6 EXECUTIVE SUMMARY ............................................................................................ 9 1 TOWARDS AN UPDATED MOTORWAYS OF THE SEA DETAILED IMPLEMENTATION PLAN............................................................................. 12 2 CHARACTERISTICS OF MOTORWAYS OF THE SEA ......................................... 15 2.1 MOTORWAYS OF THE SEA – THE MARITIME DIMENSION OF THE TRANS-EUROPEAN TRANSPORT NETWORK ..................................................................................................15 2.2 STRUCTURE OF MARITIME TRAFFIC IN EUROPEAN SEA BASINS .......................................16 2.2.1 Baltic Sea ......................................................................................19 2.2.2 North Sea ......................................................................................22 2.2.3 Atlantic Sea ...................................................................................24 2.2.4 Western Mediterranean Sea .............................................................27 2.2.5 Eastern Mediterranean and Black Sea ................................................29 2.2.6 Outermost Regions .........................................................................31 3 LEGISLATIVE DRIVERS AND EMERGING TRENDS AFFECTING MOTORWAYS OF THE SEA ............................................................................................. 32 3.1 LEGISLATIVE DRIVERS .....................................................................................32 A. Decarbonisation, Greenhouse Gas (GHG) Emissions, Alternative Fuels .........................................................................32 B. Air pollution ...............................................................................34 C. Infrastructure and Marine Environment ..........................................34 D. Digital Single Market ...................................................................35 3.2 EMERGING TRENDS ........................................................................................37 3.2.1 Population growth and demographics ................................................37 3.2.2 Sustainability and climate change .....................................................38 A. Decarbonisation ..........................................................................38 B. Air emissions ..............................................................................39 C. Water quality & waste management ..............................................40 3.2.3 Technology, Information and Communication revolution ......................41 A. Connectivity of peripheral & outermost regions ...............................41 B. Digital technologies .....................................................................41 3.2.4 Economic growth in developing countries ...........................................43 A. Cooperation with neighbouring countries & access to overseas markets .......................................................................43 3.2.5 Increased expectations for safety ......................................................44 A. Navigational safety .....................................................................44 B. Connection to hinterland & interoperability with other modes ...........45 C. Automation ................................................................................46 D. Human capital and jobs in the maritime sector ...............................47 2 4 TOWARDS SUSTAINABLE, SEAMLESS AND SMART SHORT SEA SHIPPING ............................................................................... 48 4.1 SHORT SEA SHIPPING UNTIL 2030: DEFINING THE ADEQUATE STATE .............................48 4.1.1 Environmental stakes ......................................................................48 4.1.2 Integration of maritime transport in the logistics chain ........................51 4.1.3 Streamlining and digitalising procedures ............................................52 4.2 CURRENT GAPS IN THE EUROPEAN SEA BASINS .......................................................52 4.2.1 Baltic Sea ......................................................................................53 4.2.2 North Sea ......................................................................................54 4.2.3 Atlantic Sea ...................................................................................56 4.2.4 Western Mediterranean Sea .............................................................57 4.2.5 Eastern Mediterranean and Black Sea ................................................58 4.2.6 Pan-European gaps .........................................................................59 5 INVESTMENT NEEDS ................................................................................. 60 5.1 PORT INVESTMENT NEEDS INCLUDING SEA-SIDE AND LAND-SIDE INFRASTRUCTURE AND SUPERSTRUCTURE .........................................................................................60 5.2 INVESTMENT NEEDS CONCERNING THE EUROPEAN SHORT SEA FLEET ...............................62 5.3 INVESTMENT NEEDS CONCERNING DIGITAL INFRASTRUCTURE AND SERVICES ......................63 5.4 UPGRADE OF PORTS FOR RESILIENCE AND DUAL USE ..................................................63 5.5 SUMMARY ON INVESTMENT NEEDS .......................................................................64 6 FUNDING AND FINANCING INSTRUMENTS ................................................... 65 6.1 TEN-T AND CEF I FUNDING ALLOCATED TO MOS SO FAR ...........................................65 6.2 USE OF AN INTELLIGENT MIX OF FUNDING AND FINANCING INSTRUMENTS TO SUPPORT MOS ...66 7 RECOMMENDATIONS AND OUTLOOK BY THE EUROPEAN COORDINATOR ......... 71 7.1 INVESTMENT PRIORITIES AND NEEDS FOR THE FUTURE ...............................................72 7.2 OUTLOOK ON THE FUTURE OF MOS IN VIEW OF THE TEN-T REVISION .............................74 7.3 OUTLOOK ON COVID-19 CRISIS .......................................................................75 8 CONTACT ................................................................................................. 76 ANNEX I - LEGISLATIVE DRIVERS ........................................................................... 77 EU Regulations and Directives ........................................................................77 IMO Conventions and instruments ..................................................................80 Proposals and ongoing discussions .................................................................82 3 List of figures and tables Figures Figure 1 European Core Network Corridors and ro-ro shipping routes ........................ 16 Figure 2 Average annual growth of CNC ports by sea basins ..................................... 18 Figure 3 Cargo traffic of major European seaports by cargo type ............................... 18 Figure 4 CNC ports and regular ro-ro services in the Baltic Sea basin........................ 20 Figure 5 Core Network Corridor ports and regular ro-ro services in the North Sea basin……………… ....................................................................................... 23 Figure 6 Core Network Corridor ports and regular ro-ro services of EU ports in the Atlantic basin ......................................................................................... 25 Figure 7 Core Network Corridor ports and regular ro-ro services in the Western Mediterranean........................................................................................ 27 Figure 8 Core Network Corridor ports and regular ro-ro services in the North Sea basin .................................................................................................... 29 Figure 9 Timeline of Legislative Drivers .................................................................. 36 Tables Table 1 Maritime cargo traffic by major sea basins, 2018 ........................................17 Table 2 Maritime cargo traffic of CNC ports in the Baltic Sea by cargo type, 2018 ......21 Table 3 Maritime cargo traffic of CNC ports in the North Sea by cargo type, 2018 ......24 Table 4 Maritime cargo traffic of CNC ports on the Atlantic Coast by cargo type, 2018 ................................................................................26 Table 5 Maritime cargo traffic of CNC ports in the Western Mediterranean by cargo type, 2018 ................................................................................28 Table 6 Maritime cargo traffic of CNC ports in the Eastern Mediterranean
Load more

Recommended publications
  • Shrimp Fishing in Mexico
    235 Shrimp fishing in Mexico Based on the work of D. Aguilar and J. Grande-Vidal AN OVERVIEW Mexico has coastlines of 8 475 km along the Pacific and 3 294 km along the Atlantic Oceans. Shrimp fishing in Mexico takes place in the Pacific, Gulf of Mexico and Caribbean, both by artisanal and industrial fleets. A large number of small fishing vessels use many types of gear to catch shrimp. The larger offshore shrimp vessels, numbering about 2 212, trawl using either two nets (Pacific side) or four nets (Atlantic). In 2003, shrimp production in Mexico of 123 905 tonnes came from three sources: 21.26 percent from artisanal fisheries, 28.41 percent from industrial fisheries and 50.33 percent from aquaculture activities. Shrimp is the most important fishery commodity produced in Mexico in terms of value, exports and employment. Catches of Mexican Pacific shrimp appear to have reached their maximum. There is general recognition that overcapacity is a problem in the various shrimp fleets. DEVELOPMENT AND STRUCTURE Although trawling for shrimp started in the late 1920s, shrimp has been captured in inshore areas since pre-Columbian times. Magallón-Barajas (1987) describes the lagoon shrimp fishery, developed in the pre-Hispanic era by natives of the southeastern Gulf of California, which used barriers built with mangrove sticks across the channels and mouths of estuaries and lagoons. The National Fisheries Institute (INP, 2000) and Magallón-Barajas (1987) reviewed the history of shrimp fishing on the Pacific coast of Mexico. It began in 1921 at Guaymas with two United States boats.
    [Show full text]
  • Tren-2003-01588-07-00-En-Tra
    COMMISSION OF THE EUROPEAN COMMUNITIES Brussels, 1 October 2003 COM (2003) 564 final Amended proposal for a DECISION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending the amended proposal for a DECISION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Decision No 1692/96/EC on Community guidelines for the development of the trans-European transport network presented by the Commission pursuant to Article 250(2) of the EC Treaty EN EN EXPLANATORY MEMORANDUM 1. Introduction and summary ........................................................................................... 3 2. Priority projects for an enlarged Union........................................................................ 4 2.1. A selective methodology.............................................................................................. 5 2.2. A limited number of new projects................................................................................ 5 2.3 Declaration of European interest.................................................................................. 6 3. The mechanism for supporting motorways of the sea ................................................. 7 4. Increased coordination between Member States.......................................................... 9 4.1. European coordinators for individual projects or groups of projects......................... 10 4.2. Coordinated procedures prior to the authorisation of projects................................... 11 5. Components of impact assessment ...........................................................................
    [Show full text]
  • Motorways of the Sea – from Concept to Implementation Within the Baltic Sea Area
    Informationen zur Raumentwicklung Heft 7/8.2012 381 Motorways of the sea – from concept Maciej Matczak to implementation within the Baltic Sea area 1 The concept of Motorways van Miert Report) in 2003. The Report con- of the Sea sidered the concept as one of the eighteen new infrastructure projects in the European A free movement of commodities, citizens Union. The fact that the Report defines four and financial resources are pillars of the main areas of concept implementation is European Union. For that reason, an ef- also of great significance. The four main ar- ficient and effective transport system is a eas are as follows (High Level Group TEN-T necessary element for the functioning and 2003): development of the EU. A variety of geogra- (1) Motorway of the Baltic Sea phical and special structures of cargo flows as well as environmental concerns require (2) Motorways of the Sea of Western Europe modern and friendly transport and logistics (leading from the Iberian peninsula via the solutions for Europe. The Motorways of the Atlantic Arc to the North Sea and the Irish Sea (MoS) concept aims at introducing new Sea) intermodal maritime-based logistics chains (3) Motorways of the Sea of South-East Eu- in the EU. These chains should be more rope (connecting the Adriatic Sea with the sustainable and more efficient in commer- Ionian Sea and the Eastern Mediterranean cial terms than road transport. including Cyprus) The qualification “motorways of the sea” (4) Motorways of the Sea of South-West Eu- was for the first time defined in the White rope (Western Mediterranean) connecting Paper “European transport policy for 2010: Spain, France, Italy including Malta and time to decide” (European Commission linking the Motorways of the Sea to South- 2001).
    [Show full text]
  • EIB Financing of the Trans-European Networks
    Sectoral brochure European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank EIB financing of the Trans-European Networks European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank • European Investment Bank EIB support for TENs The need to provide freedom of movement of goods, persons, energy and information underpins the fundamental developmental and integra- tion aims of the European Union (EU). At the heart of European policy, the expansion of the Trans-European Transport and Energy Networks (TENs) remains a key objective for the European Investment Bank (EIB), alongside other lending priorities, such as reinforcing economic and social cohesion in the EU, supporting EU energy objectives, forging links with EU partner countries and protecting the environment. European transport networks European policy aims to build an inte- grated network of basic transport infra- structure, transforming the networks built under national considerations into an efficient and sustainable Europe-wide infrastructure system. This network of motorways, railways, waterways, ports and airports is intended to link the 27 Member States to one another and with the countries of the European Neigh- bourhood. Capacity problems and consequent con- gestion along long-distance routes in the EU are restraining factors for both trade and mobility. Better use of existing infra- structure is paramount in order to reduce Transport Networks (TEN-T) is the need to area that will be supported by EU exter- mounting costs and contain the environ- integrate the poorly endowed transport nal policy, the EU has identified 30 pri- mental impact of transport.
    [Show full text]
  • Physical Geography Research Project
    Name Date Physical Geography Research Project Your small group will be assigned one of the following examples. Use the provided websites to conduct research and answer the questions for your assigned example. Example 1: The North Sea Humans have divided land into governed territories for centuries. But what happens when a body of water needs to be divided up because of a natural resource? That is what happened in the North Sea after oil was discovered in the 1960s. The countries that surround the North Sea include the United Kingdom, France, Belgium, the Netherlands, Germany, Denmark, and Norway. Research how the countries that border the North Sea have divided up the claim. If possible, find information on the United Nations Law of the Sea Treaty and exclusive economic zones (EEZ). 1. Do you think the way the North Sea was split was fair to all countries involved? Why or why not? ____________________________________________________________________________________ ____________________________________________________________________________________ ____________________________________________________________________________________ 2. How do you think dividing up a claim like this affects the relationships between the countries involved? Support your opinion with evidence. __________________________________________ ____________________________________________________________________________________ ____________________________________________________________________________________ 3. Are there other areas of Europe where natural resources
    [Show full text]
  • 6 North Sea 6.1 Ecosystem Overview 6.1.1 Ecosystem Components
    6 North Sea 6.1 Ecosystem overview 6.1.1 Ecosystem components Seabed topography and substrates The topography of the North Sea can be broadly described as having a shallow (<50 m) southeastern part, which is sharply separated by the Dogger Bank from a much deeper (50–100 m) central part that runs north along the British coast. The central northern part of the shelf gradually slopes down to 200 m before reaching the shelf edge. Another main feature is the Norwegian Trench running east along the Norwegian coast into the Skagerrak with depths up to 500 m. Further to the east, the Norwegian Trench ends abruptly, and the Kattegat is of depths similar to the main part of the North Sea (Figure 6.1.1). The substrates are dominated by sands in the southern and coastal regions and fine muds in deeper and more central parts (Figure 6.1.2). Sands become generally coarser to the east and west, with patches of gravel and stones existing as well. In the shallow southern part, concentrations of boulders may be found locally, originating from transport by glaciers during the ice ages. This specific hard-bottom habitat has become scarcer, because boulders caught in beam trawls are often brought ashore. The area around, and to the west of the Orkney/Shetland archipelago is dominated by coarse sand and gravel. The deep areas of the Norwegian Trench are covered with extensive layers of fine muds, while some of the slopes have rocky bottoms. Several underwater canyons extend further towards the coasts of Norway and Sweden.
    [Show full text]
  • Bathymetry and Active Geological Structures in the Upper Gulf of California Luis G
    BOLETÍN DE LA SOCIEDAD GEOLÓ G ICA MEXICANA VOLU M EN 61, NÚ M . 1, 2009 P. 129-141 Bathymetry and active geological structures in the Upper Gulf of California Luis G. Alvarez1*, Francisco Suárez-Vidal2, Ramón Mendoza-Borunda2, Mario González-Escobar3 1 Departamento de Oceanografía Física, División de Oceanología. 2 Departamento de Geología, División de Ciencias de la Tierra. 3 Departamento de Geofísica Aplicada, División de Ciencias de la Tierra. Centro de Investigación Científica y de Educación Superior de Ensenada, B.C. Km 107 carretera Tijuana-Ensenada, Ensenada, Baja California, México, 22860. * Corresponding author: E-mail: [email protected] Abstract Bathymetric surveys made between 1994 and 1998 in the Upper Gulf of California revealed that the bottom relief is dominated by narrow, up to 50 km long, tidal ridges and intervening troughs. These sedimentary linear features are oriented NW-SE, and run across the shallow shelf to the edge of Wagner Basin. Shallow tidal ridges near the Colorado River mouth are proposed to be active, while segments in deeper water are considered as either moribund or in burial stage. Superposition of seismic swarm epicenters and a seismic reflection section on bathymetric features indicate that two major ridge-troughs structures may be related to tectonic activity in the region. Off the Sonora coast the alignment and gradient of the isobaths matches the extension of the Cerro Prieto Fault into the Gulf. A similar gradient can be seen over the west margin of the Wagner Basin, where in 1970 a seismic swarm took place (Thatcher and Brune, 1971) overlapping with a prominent ridge-trough structure in the middle of the Upper Gulf.
    [Show full text]
  • 1. Towards the North Sea-Baltic Corridor Work Plan
    1. Towards the North Sea-Baltic Corridor work plan Background Transport is a vital element of European integration and smooth and effective cross border transport is a key element in the effectiveness of the Single Market and the creation of jobs and growth. Moreover, the construction of new transport infrastructure can provide many of those jobs. Similar to the environment, transport is a policy that is easily understood and can find support among the citizens of Europe at a time when the concept of European integration is under heavier criticism than ever before. Transport clearly requires cooperation between Member States on policies created by the Union to facilitate the smooth transit of goods, services and people throughout the European Union (EU) for the benefit of all its citizens. In 1994 the EU initiated the trans-European transport network policy. In the first years, the policy concentrated on supporting 30 priority projects across the EU. With the reform of the TEN-T guidelines in the years before 2014 the concept of a dual layer structure was introduced, consisting of a comprehensive network and a core network based on a common and transparent methodology. Regulation No 1315/2013 of 11 December 2013 established the core network through nine core network corridors involving all the member states and covering the whole of the enlarged EU. The core network corridors enable the Member States to achieve a coordinated and synchronised approach with regard to investment in infrastructure, so as to manage capacities in the most efficient way. It should be multimodal; that is to say it should include all transport modes and their connections as well as relevant traffic and information management systems.
    [Show full text]
  • Individual Project Contribution to the Common European Transport Space
    Individual project contribution to the Common european transport space Papadimitriou, Stratos Chlomoudis, Costas Koliousis, Ioannis Department of Maritime Studies University of Piraeus Today’s agenda .Introduction –the general context .A single European Transport Area .The Connecting Europe Facility .The Corridors: Introduction and how these contribute to the general concept .Q+A Introduction . The transport industry is globalized (in terms of functional, business and regulatory terms) . But also has local issues to address (administrative procedures, customs, taxation, immigration, safety and security, waste, health protection,…) . EU has a vision to automate, improve and upgrade the industry A single European transport area 1. A true internal market for rail services 2. Completion of the single European sky 3. Capacity and quality of airports 4. A framework for inland navigation 5. Road freight issues 6. Multimodal transport of goods: e‐Freight Create the appropriate framework to allow for tracing goods in real time, ensure intermodal liability and promote clean freight transport Promoting a European maritime transport area without barriers • Unlike road transport, which has been reaping the benefits of the internal market since 1993, shipments of goods by sea between the ports of the European Union are treated in the same way as shipments to third countries. • Maritime transport between Member States red tape (many documentary checks and physical inspections by the customs, health, veterinary, plant health and immigration control,
    [Show full text]
  • CEF Support to Scandinavian - Mediterranean Corridor May 2020
    CEF support to Scandinavian - Mediterranean Corridor May 2020 Innovation and Networks Executive Agency Table of Contents 1. Introduction .............................................................................................................................................. 3 2. Action portfolio: State of play .................................................................................................................. 4 2.1. Operational implementation ........................................................................................................... 4 2.1.1. Maritime........................................................................................................................................ 5 2.1.2. Air .................................................................................................................................................. 6 2.1.3. Rail ................................................................................................................................................. 6 2.1.4. Road............................................................................................................................................... 9 2.2. Financial Progress ...........................................................................................................................12 3. Challenges affecting the implementation of Actions ............................................................................13 4. Conclusion and Outlook .........................................................................................................................14
    [Show full text]
  • Econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible
    A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Scholl, Bernd Book Part Introduction Provided in Cooperation with: ARL – Akademie für Raumentwicklung in der Leibniz-Gemeinschaft Suggested Citation: Scholl, Bernd (2019) : Introduction, In: Scholl, Bernd Perić, Ana Niedermaier, Mathias (Ed.): Spatial and transport infrastructure development in Europe: Example of the Orient/East-Med Corridor, ISBN 978-3-88838-095-2, Verlag der ARL - Akademie für Raumforschung und Landesplanung, Hannover, pp. 5-13, http://nbn-resolving.de/urn:nbn:de:0156-0952007 This Version is available at: http://hdl.handle.net/10419/213371 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich purposes, to exhibit the documents publicly, to make them machen, vertreiben oder anderweitig nutzen. publicly available on the internet, or to distribute or otherwise use the documents in public. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, If the documents have been made available under an Open gelten abweichend von diesen
    [Show full text]
  • SESSION I : Geographical Names and Sea Names
    The 14th International Seminar on Sea Names Geography, Sea Names, and Undersea Feature Names Types of the International Standardization of Sea Names: Some Clues for the Name East Sea* Sungjae Choo (Associate Professor, Department of Geography, Kyung-Hee University Seoul 130-701, KOREA E-mail: [email protected]) Abstract : This study aims to categorize and analyze internationally standardized sea names based on their origins. Especially noting the cases of sea names using country names and dual naming of seas, it draws some implications for complementing logics for the name East Sea. Of the 110 names for 98 bodies of water listed in the book titled Limits of Oceans and Seas, the most prevalent cases are named after adjacent geographical features; followed by commemorative names after persons, directions, and characteristics of seas. These international practices of naming seas are contrary to Japan's argument for the principle of using the name of archipelago or peninsula. There are several cases of using a single name of country in naming a sea bordering more than two countries, with no serious disputes. This implies that a specific focus should be given to peculiar situation that the name East Sea contains, rather than the negative side of using single country name. In order to strengthen the logic for justifying dual naming, it is suggested, an appropriate reference should be made to the three newly adopted cases of dual names, in the respects of the history of the surrounding region and the names, people's perception, power structure of the relevant countries, and the process of the standardization of dual names.
    [Show full text]