Introduction to the project Green STRING Corridor
The project Green STRING Corridor is aiming at investigating the potential in developing innovative transport and logistics solutions to promote a green corridor between the Oresund Region and Hamburg. Region Zealand is the project leader in the Interreg-project Green STRING corridor (www.stringcorridor.org). The project was launched in December 2011, and is scheduled to run for three years. It is financed by the Interreg IVA Öresund Program and brings together 12 partners from the Öresund region.
As part of this project there is a need to learn about the potential effects for society and businesses in the corridor following a further greening of the corridor. Region Zealand is the task leader for the work package entitled ‘Development of a Green STRING Transport Corridor’ (WP1) and is responsible for the activity ‘Social and business-related effects’. Since this study also will have use for the work package on ’Business travel and accessibility’ (WP3) the task leader in Region Scania is also involved in this activity.
Defining a GREEN STRING corridor
The aim is to look at the effects caused by the full implementation of a green STRING corridor between Öresund and Hamburg via Femahrn Belt. To be able to do this the understanding and content of what constitutes a green corridor in this context is a basic element.
The framework conditions for defining the goals and targets for a Green Transport Corridor is the European Commission’s objectives regarding CO₂ emission reductions and modals shifts.
These targets are set in the EU White Paper from 2011. The white paper outlines 40 initiatives for the future transport sector in Europe. These initiatives are aimed to achieve a set of goals .
By 2050, key goals in relation to the objective outlined here will include:
›No more conventionally-fuelled cars in cities.
›40% use of sustainable low carbon fuels in aviation; at least 40% cut in shipping emissions.
›A 50% shift of medium distance intercity passenger and freight journeys from road to rail and waterborne transport.
›All of which will contribute to a 60% cut in transport emissions by the middle of the century.
A target is to shift 30% of long distance (above 300 km) road freight to rail and sea transport before 2030.
The overall CO₂ reductions are in the White Paper set at 50 % until 2050. For this project a time horizon until 2030 is chosen and hence an intermediate target is set at a 30 % reduction in 2030.
EU targets in the STRING corridor
The first part of the analyses will provide the basis for understanding the challenge in order to achieve these given CO₂ objectives for the STRING corridor. Hence, the study must translate the EU objectives as specified in section 2 into objectives in the STRING corridor Öresund-Hamburg.
This implies calculating what a 30% shift (by 2030) of long distance road freight transport to rail and sea transport shares imply for the freight volumes in the STRING corridor; what does the change imply for the medium distance passenger journeys in the corridor, and how does a 30% reduction in CO₂ emissions (as the intermediate target in 2030) translate into total changes in the corridor.
To address this, two scenarios to frame the further analyses must be set up:
1If the already planned changes in the infrastructure and regulation in the corridor is applied together with known changes to vehicle compositions etc. are implemented; how close will the corridor be at the EU targets (for 2030)?
2If the full targets for 2030 are to be achieved, what does this require for the individual modes and the quality/capacity of the transport corridor? The shift towards more rail and freight transport still leaves significant quantities for road freight traffic.
The description should in gross terms show the quantities (freight) and numbers (passengers) carried using the different modes and the CO₂ emissions derived from this. The difference between the two scenarios must be discussed to highlight the extent to which current policies and decisions in the corridor contribute to achieving the overall goals of developing a green transport corridor. The description also has to take into consideration the already published report by Oxford Research on crucial elements needed for realising more environmentally sustainable transport and logistics in the STRING transport corridor .
The analysis of the objective of shifting 30% long distance road freight transport to ship and rail transport, should also in overall terms address:
›How much of the future freight transport that can be carried on the planned rail infrastructure; given the objective, can be shifted to rail and ship transport and what is the remaining part left for road transport. Obviously the potential of shifting freight transport to rail and sea transport is dependent on the specific types of goods and end points of the transport. However, for communicative reasons, the aim of this study is not to analyse at this level of detail.
›Given the objective, what challenges does this in overall terms present for the rail and sea transport infrastructure.
The scenarios can use the mapping of the traffic flows prepared for the Green String Corridor project by Poul Hansen , the Intereg-project “Infrastruktur og Byudvikling i Øresundsregionen” (IBU, 2010) and other relevant studies. Forecasts for 2030 can be based on three forecasts related to the STRING corridor:
›”Trafikale konsekvensberegninger af Trængselskommissionens strategi” (Tetraplan, september 2013).
›”Trafikudviklingen i Region Hovedstaden 2010-30” (Tetraplan for Region Hovedstaden, 3. juli 2013).
›”Vurdering af trafikstrømme og CO2-udslip år 2030” (COWI for Region Hovedstaden, 12. juni 2013).
The aim is not to calculate new forecasts, but to outline the developments, based on existing studies.
The study will thus provide input to the subsequent task in the Green String corridor project, where initiatives will be identified to cope with the potential gap between the two scenarios on CO2 and modal shift targets.
Impacts of a green corridor
The second part of the analyses will focus on what the potential effects and consequences (positive and negative) for companies in different sectors of the fulfilment of a green STRING corridor are. The main focus in this second part is on goods transport in the transport logistics sector and in the sectors demanding goods transport. The aim is not a market analysis for the rail and sea transport sectors, but a general analysis of the impacts in different economic sectors.
The basis for the analyses is basically the assumption that a Green STRING corridor is implemented given the above calculated traffic and CO₂ emissions.
Since a significant gap between the two scenarios must be expected, a pallet of initiatives must be developed to close the gap. The intention of the study is not to analyse each individual initiative, but rather the aim of the study is to illustrate the firms’ possibilities to exploit the opened options created by the green corridor. An overview of possible initiatives therefore serves as a basis for this analysis. So an outline of initiatives and actions must be prepared.
Nevertheless the specific path transforming the corridor from scenario 1 to scenario 2 may be important for the effects and consequences. There may be differences in the possibilities if the transition is derived from changes in oil prices, legislation, pricing instruments. Also the framework conditions regarding available capacity in different infrastructures can be a significant driver. These aspects should generally be considered neutral for the analyses unless they have a significant importance for the firms’ choices and possibilities, in which case they must be part of the analyses.
The study should analyse:
›What are the impacts on the main economic sectors in the corridor? These sectors are outlined in Jacobsen and Wewstäsdt (2012) for the BELTTRADE region, which is overlapping the STRING corridor. Other classifications of the main economic sectors can e.g. be found in the TransBaltic analyses.
›Given that regulation ensures that the green corridor is achieved. What are the main benefits accruing to these sectors? How does it influence the costs of firms in these clusters?
›Do the firms have any special ways of exploiting the changes towards a green corridor and what contributions can such firms give to the implementation of the green STRING corridor objectives regarding CO₂ and modal split.
›The aim is not to analyse impacts of CO₂ reducing initiatives, but good examples of reactions by different sectors can be included. An example is IKEA. IKEA has an objective of reducing its overall CO₂ emissions by 20% before 2016. IKEA has undertaken many initiatives to obtain this. Examples are change of the pallets used to paper pallets that with less weight and leading to less return loads, all produced units should be storable within certain sizes to increase utilisation of vehicles. Reductions achieved until today are 7.3%
›A specific analysis of the transport and logistics sector is important. The sector is the one having to implement the changes. The study should outline how the firms in this sector in the STRING corridor can benefit and react to the increased pressure from the objectives of green changes. It is expected that a shift towards more CO2-efficient transport modalities could cause significant changes in the logistics of some transport providers and transport buying companies.
›Thus, it is an aim of the study to clarify the likely impact on the overall logistics of transport providing and transport buying companies in the region. In particular an illustration of the impacts of a changed use of transport modes will have on the terminal structure should be provided, including e.g. possible relocation of terminals and warehouse, the probable impact on the terminal size, distribution patterns etc.
›What types of activities can different transport and logistics firms undertake to improve the CO₂ performance. The requirements from the transport buyers are a low price on transport. Hence, how can the firms achieve both goals? Size seems to be one answer – e.g. DSV has been able to reduce costs, reduce CO₂ emissions and at the same time increase its profits – however, what can small firms do to meet the requirements?
›The study should demonstrate effects through examples from the sector, but the objective is on the overall effects on the sector and should be based on existing findings and examples.
›In the report Environmental effects of a Green STRING corridor , six case studies of transport/logistic firms and major transport buyers from the corridor are used to show effects that support both the firms’ economic results as well as contribute to a greening of the corridor. Other examples can be used an included as examples that can be set for other firms to follow.
Overall the focus is specifically on the firms’ challenges in addressing the calculated green objectives and to illustrate possibilities and actions that can be taken. The derived effects of such actions should only be included if it has a significant impact on the achievement of the overall objective of the green STRING corridor.
The study does not have to prove that the effects will happen nor does it have to quantify the effects. The study will mainly have to exemplify effects and illustrate the effects in concrete examples and should aim at finding supporting arguments for the illustrated effects.
The aim of the study is also not to analyse the effects of initiatives aiming the achieving the overall objective of the green STRING corridor. Moreover, it is not an ambition to present a market analysis of the rail and maritime sectors in the corridor. However, indications of initiatives based on the examples used in the study may be presented.
Outcomes and output
To summarise the study should
›Show what a translation of the EU white paper objectives will imply for the STRING corridor and compare with a baseline for the corridor. This must also be presented using maps, tables and central figures.
›Outline the challenges for the transport- and logistics sector in achieving the objectives for the corridor.
›Outline the main challenges for the main economic sectors in the corridor using examples of what the sectors may do to accommodate and exploit the changes derived from the achievement of the objectives.
The results must be presented in
›A brief 30-page report in English representing the main findings and results.
›A summary version of the report in Danish and English representing two scenarios and challenges.
A PowerPoint presentation in English - including maps, tables and figures - to present the main conclusions.
It is expected that the overall study will be coordinated with the WP leader and project partners in WP 1. The task is completed, when Region Zealand has approved the final report.