Changes in the geographical structure of TEN-T should be guided by the principle of parity of individual corridors to a greater extent than at present, without favouring one of the corridors at the expense of others. In the current situation, corridors located in central Europe have priority with better access to various remote markets than those located on the outskirts. For example, Orient/East-Med. and Scandinavian-Mediterranean Corridors connect the distant markets of the Adriatic and Scandinavia, as well as the Black and Aegean Seas and are much longer than the Baltic-Adriatic Corridor, which breaks off at Polish ports.
Therefore, we propose to take into account the concept of extending the Baltic-Adriatic Transport Corridor across the Baltic to Scandinavia. It is very much in accordance with the agreement concluded on June 11th 2018 in Gdynia between the Polish and Swedish parties regarding the extension based on the Gdynia-Karlskrona Motorway of the Sea. Additionally, this agreement was achieved in the presence of EU BAC and MoS Coordinators. It is also essential to consider leading side branches from the BAC Corridor towards the Black Sea (Ukraine, Romania) due to the importance of the Black Sea basin for the European market.
Moreover, in analysing the potential of TEN-T corridors, we would like to emphasise the so-called "software" infrastructure and not only "hardware" one. We mean by that the role of modern innovative systems (Intelligent Transport System), value added services and transport chain management systems both in the area of the city or region (last mile delivery) as well as entire transport corridors. Currently, there is often a situation in which corridors, despite the construction of infrastructure, do not fulfill their transport function. Therefore, in relation to TEN-T components, it is proposed to take into account statistics on logistics centres along with the size of storage areas as well as statistics on the ownership structure of the centres (public, private, national or local), IT tools at the disposal of the above logistics centres for the integration of transport chains.
Regarding the implementation of the TEN-T network, it is crucial to bring up the more significant role of self-government institutions in managing transport corridors, including the postulates of increasing ownership shares of local government institutions (local or regional) in sea and river ports, intermodal terminals and logistics centres. Unfortunately, the role of central government is bit overestimated due to the responsibilities for huge transport investments which belongs to the national authorities. Self-governmental organisations consisting of regions or municipalities play extremely important role in providing incentives for the economic development of corridors. Local and regional levels of administrations create bottom – up initiatives dedicated to private sector including shippers and logistics service providers. This approach strengthen maritime and transport labour markets as such.
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