WG IMP Midterm Report August 2010

Mariehamn, 30th August 2010Draft (state: 12th July 2010)Interim Report of the Working Group on Integrated Maritime Policy,especially infrastructure and logistics, of the Baltic Sea ParliamentaryConference (BSPC)Introduction:Approximately 100 million people live in the Baltic Sea region. The Baltic region produces aGDP of 1,200 billion Euros which totals about 11% of the cumulative GDP of the 27 EU memberstates. A significant portion of the economic services of the region are associated with activitieson and in the sea as well as on the coastal areas. In the past decades competing utilisationclaims as well as one-sided sectoral approaches have led to negative consequences in theenvironment of the Baltic Sea region. Many policies, e.g. in the fields of maritime economics,transport, energy generation, fisheries and tourism, have been developed separately from eachother for too long so that the Baltic Sea has, in turn, suffered from the intensive utilisation byand for these sectors.Given this background, the European Commission issued an announcement for a IntegratedMaritime Policy including an action plan, otherwise a so-called bluebook, which aims forstrengthened cooperation and an effective multi-sectoral coordination scheme for all maritimemeasures on all decision-making levels. By the end of 2009 the KOM submitted a progressreport that evaluated the previous measures of the new IMP on a content-basis and proposedfurther suggestions for future maritime measures. As a result, the IMP forms the superstructurefor other diverse maritime strategies on the European, national, regional as well as sub-regionallevel, whereas the European Marine Strategy Directive functions as a so-called pillar for theenvironment. From the perspective of the European Commission, the EU Baltic Sea Strategyrepresents an implementation concept for the IMP in the region, while HELCOM-Baltic SeaAction Plan serves as the region’s environmental pillar.The European Council emphasised in its conclusions from June, 2010 that maritime sectors arean elementary factor for intelligent, sustainable and integrated growth in regards to the efficientuse of resources, economic competitive ability, and climate protection. In this context, maritimetransport, infrastructure, ports and logistics centres, as well as their respective inter-modalconnections with the greater European transport network, in addition to climate protection inthese fields, are also elementary factors for intelligent, sustainable and integrated growth. Inreference to the transferability of these measures, the Baltic Sea region is a model for other seaareas.1Mandate:With their consent to the final declaration on the 1st September, 2009 in Nyborg, Denmark, theparticipants of the 18th Baltic Sea Parliamentary Conference (BSPC) resolved underSubparagraph 38 to establish a Working Group on ‘Integrated Maritime Policy,’ which shallfocus on infrastructure and logistics, reports concerning the 20th Baltic Sea ParliamentaryConference, as well as political recommendations.Procedure:Under the auspices of the Standing Committee of the BSPC, the Working Group was introducedon the 13th November, 2009 with the representative Jochen Schulte from the Land Parliament ofMecklenburg-Western Pomerania, Germany, as chairman.The Rules of Procedure of the BSPC form the basis for decision-making in the Working Group.A system of unanimity rule is utilized. The working language is English, with simultaneoustranslation into Russian as needed. The funding of necessary tasks for the implementation ofWorking Group meetings is withdrawn from the collective budget of the secretariat of the BSPCin Copenhagen. The participants of the Working Group meetings are held responsible for theirtravel and associated miscellaneous costs. Eligible participants include members and/or theirrepresentatives of listed parliaments in accordance with Annex 1 of the Rules of Procedure,parliamentary associations, as well as observers and advisors; experts may be invited.On the 21st January, 2010, the Working Group first assembled during the inaugural meeting inRostock-Warnemünde, Germany, and agreed upon a working plan, which will last until the 19thBSPC. Main topics of the working plan should include the objectives and main topics of theWorking Group, the scope of its mandate, the employed working group methods, as well as timeframes, scheduling, and additional matters. The meeting agreed to handle the subject areas oftransport, environment and nature protection, maritime spatial planning, infrastructure, andhinterland-connections in order to stabilize the BSR and its competitiveness. Further on themeeting decided to consult national and international experts, as well as parliamentarians in theframework of hearings on different political levels and additionally to co-operate with relevantexpert-groups from the CBSS, HELCOM and other institutions/organisations for the elaborationof political recommendations.The 2nd Session was held in Brussels in the premises of the European Parliament and theCommittee of the Regions on 15th and 16th April 2010. Ms Lisbeth Grönfeldt Bergman (MP,Sweden) from the Nordic Council was appointed Vice-Chair. The meeting decided that theChairman could give an interim report of the working group at the 19th BSPC in Mariehamn.It was also decided that the next session would be held in Copenhagen and that the WorkingGroup should have to prepare first political recommendations for the 19th BSPC from 29th to 31stAugust 2010 in Mariehamn, Åland, based on the expert hearings, consultations, and politicaldebates. Regarding the report and draft recommendations for the resolution, it was decided thatthe secretariat should have to prepare first draft recommendations for the Expanded StandingCommittee on 3rd June in Vilnius, which should be circulated by email and considered at theCopenhagen session in detail. It was further decided that questions of competitiveness amongregions and ports in the Baltic should be discussed in the second half of 2010.2The 3rd Session of the Working Group was held in Copenhagen under the chairmanship of MsLisbeth Grönfeldt Bergmann (Nordic Council, Sweden) in the premises of the Danish Folketingon 15th June 2010. The meeting focused on expert presentations and discussions on draftpolitical recommendations and other internal matters, like the interim report as well the workingplan for the next year by the 20th BSPC.In the first segment of the session representatives from the Council of the Baltic Sea States, theworld’s largest shipping company: A.P. Møller Mærsk Group, the Danish ShipownersAssociation, the European Environment Agency as well as the Danish Maritime SafetyAdministration informed the participants about co-operation to improve maritime safety andsecurity, the effects of the designation of the Baltic as an Emission Control Area (ECA) withregard to strategies of shipping enterprises, measures for the improvement and extension ofShort Sea Shipping, economic demands on environmentally friendly ports and Green Shipping,environmental aspects of shipping in the Baltic as well as the EfficienSea Project which aims atthe improvement of the Baltic with a focus on the environment and the safety of navigation.3Course and Results of the Working Group Sessions:1st Session in Rostock-Warnemünde, 21st/22nd January 2010The inaugural meeting of the Working Group was held in the premises of the Federal maritimeand Hydrographic Agency in Rostock, Germany on 21st and 22nd January 2010. 32 participants,experts, representatives of parliaments and parliamentary assemblies, as well as administratorsattended the meeting.The main topics of the agenda had been the objectives of the working group, the scope of itsmandate, the working group methods employed as well as time frames, scheduling, andadditional matters. The initial thematic introduction was presented by experts, who informedparticipants about the important aspects of a range of issues, which the working group will needto address in the future.Ms Monika Breuch-Moritz (Federal Maritime and Hydrographic Agency – BSH) welcomed theparticipants and introduced them to the responsibilities of the federal agency, which include:navigational and maritime security, nautical and hydrographic information services,oceanographic information and services, environmental protection and maritime transport,general services for ship transport, maritime spatial planning (MSP), as well as authorisations ofoffshore facilities. She explained that the main task of the agency’s research vessels was tomonitor chemical, physical and biological water quality for oceanographic surveys. On the topicof maritime environmental protection, Ms Breuch-Moritz explained the agency’s implementationof national and international agreements and cooperation with HELCOM. From the perspectiveof MSP, she stated that the introduction of future wind farms could present new challenges.Priority areas for wind farms and restricted zones must be incorporated into future development.Mr Helmut von Nicolai (Ministry of Traffic, Building and Regional Development ofMecklenburg-Western Pomerania) emphasized the necessity of preparing a joint maritimespatial plan for the Baltic Sea. He explained that the Baltic Sea Region was ideal for research,given the many countries which are connected by the inland sea. However, as a consequenceof the various economic and environmental concerns involved in the Baltic, a maritime spatialplanning programme was necessary to avoid problems and conflicts as well as to solve themquickly if any arise. Mr von Nicolai subsequently referred to the two zones of the Baltic Sea,including national territorial waters and exclusive economic zones, which would play animportant role in MSP. He concluded with the recommendation that administrative proceduresassociated with MSP should be legally binding.Mr Christer Pursiainen (Secretariat of the Council of the Baltic Sea States – CBSS, ExpertGroup on Maritime Policy – EGMP) illustrated the activities of the CBSS Expert Group onMaritime Policy for permitting the use of synergies and strengthening the co-operation betweenthe BSPC and the CBSS in accordance with the corresponding intentions of the BSPC. Hediscussed the goal of the Expert Group, which seeks to improve the internationalcompetitiveness of the Baltic Sea Region. Mr Pursiainen commented that the Baltic Sea Regionalready possesses a comparative advantage, given its high degree of integration. The groupalso attempted to increase public awareness of maritime projects, products, and interests. MrPursiainen concluded that events should also be organized to attract the attention of youngpeople to maritime job opportunities.Mr Dr. Ulrich Bauermeister (Harbour-Development-Company Rostock – HERO) briefed theparticipants on the port at Rostock and discussed issues which apply to all Baltic Sea ports. Hebegan with the classification of Baltic Sea ports into three categories: landlord ports, tool ports,4and service ports. He explained that key components of a successful port include not onlygeographic location, but also hinterland-connections. Dr. Bauermeister further explained thateconomic changes, such as the shift from large volumes of transport goods to smaller volumeswith higher value, were playing a crucial role in the development of trade. He additionallyaddressed the classification of the Baltic as a sulphur emission control area (SECA) andpredicted that this change would cause a shift from sea to land transport. Regulating shippingemissions and maintaining the attractiveness of sea shipping must be considered together.Ms Sylvia Westland (Network for Maritime Applications at the Rostock Research Port)addressed the complex uses of the Rostock port and the impact of the maritime economy. Shestated that economic concerns depend on an efficient and safe infrastructure, as well as themodernization of technical applications for the improvement of maritime safety and security. Themain goal of the Network is to create a highly developed Global Navigation Satellite System(GNSS), which would automate intermodal freight transport, as well as reduce time andexpenses. Ms Westland concluded that binational and multinational support for the initial phaseof research and development projects were necessary.Mr Knud Benedict (Wismar University, Department of Maritime Studies) provided informationabout maritime training opportunities, as well as the connections between maritime training andother relevant areas. Students trained by the program will hopefully promote the transfer ofknowledge to the industrial sector, including traffic systems and the operation of ships. Hediscussed that research was a key objective for the Maritime Studies Department and MaritimeSimulation Centre Warnemünde (MSCW), which is a branch office of the University of Wismar.One of the primary goals of the research is to develop and apply technologies which ensureincreased safety and effectiveness of shipping. Furthermore, Mr Benedict explained a new task,which focuses on inland waterway navigation and which would be particularly beneficial toPolish partners.The meeting agreed upon to handle with the subject areas of transport, environment and natureprotection, maritime spatial planning, infrastructure and hinterland-connections in order tostabilize the BSR and its competitiveness. Further on the meeting decided to consult nationaland international experts and parliamentarians as well in the framework of hearings on differentpolitical levels and to co-operate with relevant expert-groups from the CBSS, HELCOM andother institutions/organisations for the elaboration of political recommendations. On Friday, 22ndJanuary 2010 the participants visited the Maritime Simulation Center Warnemünde (MSCW) inorder to inform oneself to the basic and follow-on training of seafaring personnel with the aid ofthe Vessel traffic Service Simulator, the Ship Handling Simulator and the Ship Engine Simulator.2nd Session in Brussels, 15th/16th April 2010The second meeting of the Working Group was held in Brussels in the premises of theEuropean Parliament and the Committee of the Regions on the 15th and 16th April 2010.27 representatives of 13 parliaments and parliamentary assemblies attended the meeting. Theworking group was extended by MPs from the Russian Federation, the Finnish Parliament andfrom the State Parliament Schleswig-Holstein. Ms Lisbeth Grönfeldt Bergman (MP, Sweden)from the Nordic Council was appointed Vice-Chair. Members of the European Parliament,representatives of the European Commission and the Committee of the Regions as well asrepresentatives from the European Ports Organisation and the European Ship-OwnersAssociation informed the participants about the issues surrounding the EU Integrated MaritimePolicy, Trans-European Networks, maritime transport, environmental aspects, Short SeaShipping, and the co-operation between the EU and Russia on these fields.5Mr Nikolay Lvov (Moscow) explained the work and co-operation of the Russian Parliament’sCommission on Maritime Policy, which was set up in 2006 and is currently a standing body ofthe upper house of the parliament. The Commission reviews legislation, the utilisation of marineresources, maritime traffic and safety, as well as environmental issues. This work includes thefunctioning of sea and river transport, movement and repair of ships, and natural resourceextraction. The Commission invites numerous experts from other ministries and departmentswithin the Russian Federation to help with research and decision-making. Mr Lvov expressedhis belief that his Commission could positively contribute to the work of the BSPC working groupon maritime policy and repeated his interest in the work done by the BSPC.Mr Werner Kuhn (MEP, Mecklenburg-Western Pomerania) gave an introduction of the focalpoints and the development of the European Transport Policy from the European Parliament’sperspective. He described the fundamental importance of the Trans-European-Networks (TEN-T) and Motorways of the Sea (MoS), and the Harbour-Infrastructure to the larger Baltic Searegion. Mr Kuhn presented four main challenges to European transport policy which include:economic law, safety of traffic, protection of the environment, and transport routes. The conceptof ‘Smart Mobility’ was introduced as a method to reduce energy inefficiency and improvetransport axes. The Galileo satellite, funded by the EU and projected for completion by 2013,should provide the key to future transportation in the larger Baltic Sea Region and at the sametime decouple the European GPS system from the U.S. In an additional reference to the EUBaltic Sea Strategy, Mr Kuhn repeated the environmental, economic, aesthetic and securitygoals of the program. Correspondingly Mr Kuhn emphasized spatial planning, environmentalprotection and economic development, which includes tourism.Mr Knut Fleckenstein (MEP, Hamburg; EP Transport Committee; EU-Russia parliamentarycooperation committee) illustrated the relationship between the EU and Russia. He stated thatEU and Russian relations were based upon three factors: negotiations for a new cooperationagreement, the effects of the economic and financial crisis, and modernisation. He stressed theneed for legally binding and comprehensive agreements. Two levels of cooperation with Russiaexist; one on a bilateral level, which focuses on trade, justice, security and research and thenanother on the level of Northern Dimension policy. While on the first level transport falls underthe category of trade, transport also exists in the Northern Dimension, where it can becomemore controversial. By referring to current other Northern Dimension partnerships, MrFleckenstein expressed his expectation of ‘fruitful cooperation’.Mr Patrick Norroy (EC, DG Move) gave an insight into the topic ‘Measures to promote ShortSea Shipping’ on the basis of the Commission’s Transport Strategy up to 2018. He highlightedthree challenges: the reduction of pollutant emissions, the effects of the economic crisis and fuelprises, as well as the improvement of transport systems and the elimination of technical andinfrastructural bottlenecks. Mr Norroy proposed a variety of methods to promote shipping in theshort term, from the simplification of customs formalities to a second administrative language inaddition to national languages. He additionally discussed the EU e-Maritime concept, whichwould permit the exchange of not only safety information between national authorities, but alsocustoms data. In regards to infrastructure, Mr Norroy highlighted the development of ports andhinterland connections of ports as the main goals. On an environmental level, he stated thatsulphur emissions were the biggest challenge to reducing maritime pollution.Mr Pawel Stelmaszczyk (EC, DG Move) briefed the participants on the revision of the TEN-T,Motorways of the Sea (MoS), and the Marco-Polo-Project. Among MoS projects, funding can beobtained from the TEN-T, Marco Polo or state aid. In regards to the Marco-Polo-Project, 2009brought unprecedented success. For the first time Marco Polo received more projects thanfunds available. Additionally, Mr Stelmaszczyk reflected on the possibility to expand Marco Poloto include passenger traffic. The current main action types of the Marco-Polo-Project include6modal shift, traffic avoidance, common learning, and catalyst actions. Beneficiaries canadditionally receive funding for beginning new transport services. For 2010 the Marco-Polo-Project had € 63-67 million in funding, with 10% reserved for inland waterways and 20% forMoS projects.Mr Patrick Verhoeven (European Sea Ports Organisation – ESPO) illustrated the theme ‘Portinfrastructure and the effects of environmental legislation’ and societal integration. The 1,200ports in Europe are very diverse in size, ownership, organisation, sustainability, and geographiclocation. He stated that the awareness of port managers on environmental issues is growing allover the world as a result of legislation and the need to save costs. Furthermore, Mr Verhoevenstated that Maritime Spatial Planning would be an important instrument in order to clear conflictsof interest. Further on he commented that the EU legislation did not work effectively.Correspondingly he demanded a better dialogue between industry, NGOs, EU member statesand the EU-COM. He also referred to the ‘World Ports Climate Initiative’ for strengthening theefforts of combating hazardous emissions of ships in ports. Regarding the revision of the TEN-T,he demanded the identification of priorities.Mr Alfons Gunier (European Community Ship-Owners Association – ECSA) focused hispresentation on the sulphur content in bunker fuels, the promotion of Short Sea Shipping, andthe European maritime transport space without barriers. He stated that European ship-ownerscontrolled 41% of the global merchant fleet, which meant that Europe was a leader in shipping.Regarding the emissions he underlined that shipping was an environmentally friendly way oftransport. With a share of 90% of global trade, shipping is responsible for only 2-4% of globalCO -emissions. With reference to the sulphur emissions in bunker fuels, ECSA welcomed the2decisions of the IMO to reduce the content to 0.1% up to 2015 in SECA, but he saw the risk of amodal shift (up to 50%) from sea to land. A change from 1.5% to 0.5% would mean an increasein bunker fuel costs of 20-30%, a reduction to 0.1% – up to 60% increase in costs. According tostudies, with 0.1% sulphur content in bunker fuels and a modal shift of only 20%, the reductionof external costs would completely disappear. Correspondingly, a 0.5% sulphur-fuel would be apreferred option. Additionally Mr Gunier urged for more efficient taxation and customs clearance.Ms Izolda Bulvianaite (EC, DG Mare) focused on the implementation, situation and prospectsof the IMP. She illustrated that the DG Mare had been reorganised with special regard to theIMP and the characteristics of the sea basins in Europe. The main goal of the IMP was thatdifferent demands and interests to the sea had to be weighed carefully in a cross-sectorapproach for guaranteeing sustainable development. She defined the integration of MaritimeSurveillance Systems, Maritime Spatial Planning (MSP), and Maritime Data as the importantfoundations for the IMP. Furthermore, the exchange of data between sectors had to bestrengthened for the purposes of efficiency. She informed that the European Council and theRegions had called for the implementation of the IMP on a regional basis with consideration togeographical characteristics, socio-economic situation, and environmental challenges. Inter aliakey actions of the IMP include: the development of good maritime structures, theimplementation of the MSP, the realisation of the EU Marine Strategy Framework Directive andthe HELCOM Baltic Sea Action Plan.Mr Giovanni Mendola (EC, DG Move) explained the Communication on the EU-Strategy formaritime transport up to 2019 and the revision of the European ports policy. He outlined somestrategic goals to stabilise the role of Europe as a key player on the global market: Europeanshipping in globalised markets, human resources, seamanship and maritime know-how, co-operation on the international level, use of the full range of Short Sea Shipping and TransportServices, investments in research and innovation, maritime safety, as well as technologies forgreen shipping. With regard to the port policies he focused on state aid, environmentalguidelines, and social dialogue as well. Mr Mendola stated that financial support and7investments were essential to raise the importance of ports for the economy. Also ports had tobe adapted to environmental legislation and regulation. A set of guidelines would probably beadopted in 2010. Mr Mendola concluded that consultation between port stakeholders and publicauthorities should go hand-in-hand with social partners.Mr Aleksey Zinoviev (MP Kaliningrad) presented the Kaliningrad region port infrastructure andthe main transport connections. He expressed his concern that the Kaliningrad region was notalways present in the projects presented by the EU. He was interested in looking for additionalcontacts, business, and participation in EU projects. Mr Zinoviev stated that the importantstrategic position of the Kaliningrad ports in the Baltic Sea and their connection with the mainEuropean transport routes. The ports had been under reconstruction recently to comply withstate-of-the-art technology and infrastructure. A new deepwater port was also underconstruction.3rd Session in Copenhagen, 15th June 2010The 3rd Meeting of the Working Group on “Integrated Maritime Policy, especially infrastructureand logistics” was held in Copenhagen under the chairmanship of Ms Lisbeth GrönfeldtBergmann (Nordic Council, Sweden) in the premises of the Danish Folketing on 15th June 2010.34 representatives from 13 parliaments and parliamentary assemblies in addition to 5 expertsattended the meeting.In the first segment of the session representatives from the Council of the Baltic Sea States, theworld’s largest shipping company: A.P. Møller Mærsk Group, the Danish Shipowners’Association, the European Environment Agency as well as the Danish Maritime SafetyAdministration informed the participants about co-operation to improve maritime safety andsecurity, the effects of the designation of the Baltic as an Emission Control Area (ECA) withregard to strategies of shipping enterprises, measures for the improvement and extension ofShort Sea Shipping, economic demands on environmentally friendly ports and Green Shipping,environmental aspects of shipping in the Baltic as well as the EfficienSea Project which aims atthe improvement of the Baltic with a focus on the environment and the safety of navigation.Ms Raimonda Liutkeviciene (Council of the Baltic Sea States) explained the work and co-operation of the CBSS Expert Group on Maritime Policy with other institutions involved in thesepolitical fields. She underlined that she was very pleased with the systematic exchange ofinformation between the relevant working groups of CBSS and BSPC. She remarked that theworking group was constituted in 2009 with a mandate for three years. The chairmanshiprotated on an annual basis; this year it would pass on from Lithuania to Germany and in the nextto Norway. According to Ms Liutkeviciene the working group defines itself as a platform for theexchange of information in the Baltic Sea region, for the purposes of initiating maritime clusters,bringing together science, research and support projects, as well as identifying gaps in strategicprojects (e. g. SubMariner, BaltSeaPlan, EfficienSea and Clean Baltic Shipping). In the long runit was also intended to raise public awareness of maritime affairs and promote a “common Balticidentity“. One key result had been the Baltic Sea Action Summit held in Helsinki at the beginningof 2010, under Lithuanian leadership. Finally Ms Liutkeviciene suggested presenting thecollaboration results obtained jointly with the BSPC Working Group on Integrated MaritimePolicy during the European Maritime Day on 20th May 2011 in Gdansk.Mr Niels Bjørn Mortensen (A.P. Møller Mærsk Group, Mærsk Maritime Technology) cited theBaltic Sea as an example for an Emission Control Area and explained how the A.P. MøllerMærsk Group met its international obligations relating to the protection of the environment inmaritime transport. He explained that the group which was the largest container shippingcompany worldwide had more than 250 large vessels. In addition to that, the same number of8vessels was chartered. In this context the company felt obliged to prevent environmental andclimatic damage caused by ship operation. The focus was put on the gradual transition fromsulphur-containing heavy fuel oils to low-sulphur distillate fuels – as requested by the IMO – andthe application of flue gas desulphurisation technologies. He continued that a reduction ofsulphur content to 0.1 % in marine fuels from 2015 was feasible for larger companies since thedifference in price between fuel of 0.5 % and 0.1 % sulphur content was presently only 10 USD/t.In addition, the oil industry increasingly managed to find cost-effective ways to produce low-sulphur distillates. In regards to the possibility of prescribing low-sulphur fuels for the Baltic Searegion at an earlier date than proposed by the IMO, Mr Mortensen stated that, in a globalcontext, this had been already applied off the coasts of the United States and Canada. So farthere was evidence of neither distortions of competition nor a short supply of low sulphur-content marine fuels. The line shipping sector had adapted to these conditions on a voluntarybasis. He attested that neither bio fuels nor nuclear fuels the potential to replace mineral fuels inmaritime transport. Considering both costs and technical complications, this could only workwith LNG. But first a sufficient technical infrastructure needed to be established in ports.Furthermore, the transport capacity was reduced by the larger LNG fuel tanks. In contrast,onshore power supply (cold ironing) for vessels in ports could only lead a “niche existence“ dueto technical obstacles and the considerable effort involved. He rejected subsidies for maritimeshipping, arguing that the maritime sector had to practise sustainable management policies.Mr Jan Fritz Hansen (Danish Shipowners’ Association) illustrated that his associationrepresented 100 shipping companies, which transported approximately 10 % of the world’stransport tonnage. He stated that shipping companies working mainly in the Baltic Sea regionwere much more affected by the designation of the Baltic as a SECA than companies workingon an intercontinental basis. Nevertheless, a notable shift from sea to road transport had not yetbeen observed since sea transport offered substantial economic and ecological advantagesunder the existing general conditions. Considering the fact that shipping traffic will furtherincrease, he continued, emissions of sulphur dioxide had to be reduced. But the gradualreduction of sulphur by more than 90 % as agreed via the IMO marked a significant technicaland economic challenge for the companies affected. This is why there was a close cooperationwith research and development institutes in this field. The purpose was to reduce the CO2emissions by 30 % and the SO - and NO emissions by 90 % each in the near future. Thex xmeasures for the realisation of these goals shall be managed in Denmark or across Scandinaviarespectively by a so-called “industrial group“. With respect to the expected costs, however, thecompanies also discussed whether a reduction of the sulphur content in marine fuels to 0.5 %was not more cost-effective than the application of new technologies. Therefore in 2018 a studyon the global consequences of the designation of ECAs would be submitted. This might possiblylead to a revision of Annex VI of the MARPOL Convention. He continued to point out that it wasthe aim of the Danish Shipowners’ Association to gain more flexibility for the companies duringthe current transition period. Only the use of LNG as marine fuel on a broader scale allowed aquick reduction of the pollutant emissions. But this would fail, predominantly due to the lack ofthe required infrastructure. He also pleaded for the reduction of subsidies for the shipping sectorwhich in his opinion constituted a distortion of competition. He requested that the criteria formeasures in the framework of TEN-T and for the development of Motorways of the Sea bemodified in such a way that European funds could be used for the establishment of an LNGinfrastructure across the Baltic Sea.Ms Jaqueline McGlade (European Environment Agency) started her presentation with anoverview of the goals and the organisational setup of EEA. She explained the agency followed aholistic approach for the analysis of the state of the environment and for the assessment of theanthropogenic influences on the environment. Special attention was given to how thespecifications made by the European environmental legislation were implemented in therespective fields of politics. In addition, emission inventories and analyses among otheraccounts were conducted with respect to the impact of landside transport corridors, whileintermodal transport and the optimisation of transport chains were also evaluated. She criticised9that the respective member states often delayed turning in their data to the EEA. As a particularenvironmental problem in the field of maritime shipping she pointed out the introduction ofinvasive species into the seas through ballast water. Due to the changing conditions (e. g.climate change, nutrient and pollutant emissions), more and more invasive species inhabitedthe Baltic Sea, thus competing with and threatening local species. Ms McGlade pointed out thatthere was no single cause, but rather a combination of many causes which led or had led to adrastic negative change of the Baltic Sea biotopes. In regards to environmental monitoring, sheunderlined that the instruments of air and satellite surveillance constituted great progresstowards the localisation of pollution discharges, which in turn had led to a significant decrease inthe illegal discharges from ships. She attested that the European shipping companies had ahigh level of cooperation when it came to providing information on the quantification ofemissions relevant to the climate. As for the negative effects of maritime shipping, sheexplained that the resulting pollutant emissions (especially sulphuric oxides, nitrogen oxides,airborne particles and volatile organic compounds) deteriorated the air quality particularly innorthern Europe, increasing the mortality rate. She stated that the reduction of the sulphurcontent especially in marine fuels would lead to a considerable reduction of air pollution. Sheconsidered the financial effort associated with the use of low-sulphur marine fuels as being cost-effective, since the expenses for the countering of negative effects on the environment and onthe population were considerably higher than the investments to be made. This position hadpublic support. Closing her presentation, Ms McGlade welcomed the political recommendationsproposed by the working group for the 19th BSPC.Mr Francis Zacharie (Danish Maritime Safety Administration) informed the working group aboutthe EfficienSea Project which had 16 partners from the Baltic Sea region. The three-year project(2009-2011) was financed by 18 million € through European funds (INTERREG IVB) aimedespecially at improving maritime safety by using e-navigation. In his opinion, ensuring maritimesafety and security was the basis of human activities at sea. DMSA focused on the maritimetraffic through the Danish straits with approximately 70,000 movements per year. Furtherservices provided by DMSA were the operation and maintenance of lighthouses/navigationallights and conventional support including traffic control (water-level reports, nautical charts,weather forecasts, other information services, etc.) and coastal rescue with the help of 21emergency units. He pointed out that in the framework of prevention measures the improvementof maritime training and the quality of shipmasters were by far the most important factors inpreventing maritime accidents. On the basis of the IMO definition of e-navigation, he explainedhow the shipmasters received information that was only relevant for the trip, which would beprocessed by means of an integrated system. Presently a prototype of a model was beingdeveloped in order to facilitate the steering of the ship from departure in a port until the landingin another port. The system included for example the ship’s papers, course calculations,positioning and further relevant data. Presently the Øresund served as a testing area and wasmonitored jointly with Sweden through the Vessel Traffic Service Center in Malmö. Cooperationpartners include ferry lines, pilots, tug boats and tankers. Mr Zacharie continued that thedesignation of further test areas such as the Gulf of Finland and the Gulf of Gdansk were beingconsidered, in order to evaluate the transferability of this system to other marine areas. In thatcase, the project would need to be prolonged by three more years, which he did not exclude atthe present time. Concluding, he invited further partners to join the EfficienSea Project andproposed that the working group should place greater emphasis on the improvement ofmaritime safety in their political recommendations.In the second segment of the session the meeting decided on first political recommendations forthe 19th BSPC resolution in Mariehamn on 29th to 31st August 2010 and agreed with thestructure and thematic content of the Chairman’s draft interim report, which was based on theexpert hearings, consultations and political debates. Regarding the draft recommendations, themeeting decided that the discussed and the proclaimed modifications and supplements had tobe submitted by 23rd June 2010 to the secretariat in Schwerin.10Furthermore the meeting agreed on the working plan for the next year by the 20th BSPC. Thenext session should be held in one of the Baltic States as a two days’ meeting during the 47thcalendar week of 2010 (22nd-26th November). The 5th session is planned for the 12th calendarweek of 2011 (21st-25th March) in Sweden as a two days’ meeting as well. The final session willbe held in Schwerin, Germany, on 20th and 21st June 2011.The meeting agreed on the development of a directory of all working group members, which willinclude a short CV (personal details, professional and political development) and a photo as well.The relevant documents should be sent to the secretariat by 15th July 2010.Political Recommendations:Regarding the Integrated Maritime Policy, especially infrastructure and logistics, the WorkingGroup presents the following proposals, which call the governments in the Baltic Sea Region,the CBSS, and the EU, to:1) promote the measures listed below in the competent bodies of the International MaritimeOrganization (IMO) in view of the reduction of harmful emissions from shipping in theBaltic Sea Region:- the designation of additional European Sulphur Emission Control Areas (SECAs),- a more flexible start of the gradual worldwide reduction of the sulphur content of shipfuels from the current level of 4.5 per cent to 0.5 per cent, which was originally slated tostart in 2020,2) investigate how and to what extent the reduction of the sulphur content of ship fuels to 0.1per cent in the Baltic Sea Region, which is scheduled be effective from 2015, may benefitthe environment of the Baltic Sea region while simultaneously producing unacceptablecompetitive disadvantages to the economy, and furthermore to draft proposals on how toavoid or compensate for such disadvantages,3) render more active support than heretofore to short sea shipping as an eco-friendlyalternative to inland transport, in particular by conducting additional pilot projects onshore-side electricity at berth and infrastructure development for the use of alternativefuels,4) support the implementation of improved security and fire prevention measures regardingvessels, terminals, ports, sea and shore-line constructions as well as the use ofenvironmentally friendly substances to alleviate damages caused by accidents5) look into the extent to which Short Sea Shipping will be able to dispense with the use ofpilots if proof is supplied that the masters and officers have been adequately trained forthe routes and ports operated,6) initiate measures which 1) pave the way for and promote the use of a single language ininternational transport operations at sea and on land, and 2) standardize and facilitate theimplementation of joint customs and taxation procedures,117) promote a transport policy that is in principle governed by the idea that transportoperations should be carried out in an eco-friendly way with a minimum use of resourcesby concentrating freight flows and interconnecting infrastructure,8) make sure that 1) the priority TEN-T network is made up of multimodal axes that arelinked to the Motorways of the Sea (MoS) by important interconnection points (sea portsand inland ports) in order to facilitate high-frequency multimodal transport services, and 2)efficient links are created both between corridors and high-density traffic spots as well asthe Russian Transport Network,9) attach particular importance to the strategic development of the seaports with associatedlogistics centres and rail terminals in order to create regional, national and Europeannetworks. In this context, gaps in the priority TEN projects should be filled, and theprojects should be linked and consolidated into a core network,10) support initiatives for improving safety and environmental risk reduction in the Baltic Seaand addressing the human factor, as well as to reach a common agreement aiming atefficient and compatible surveillance, monitoring and routing systems, i.e. the creation of aship reporting system for the whole Baltic Sea, by harmonizing and elaborating theexisting ship reporting systems (SRS) and vessel traffic services (VTS) in the Baltic Sea,11) strengthen the joint regional as well as national preparedness and capacity to tackle majoroil spills, for instance by sub-regional preparations, co-ordination and exercises, aspursued in the HELCOM BRISK-Project, and by procuring sufficient supplies of oil spillrecovery equipment,Conclusion:In accordance with its mandate, the working group for Integrated Maritime Policy of the BalticSea Parliamentary Conference focused its work on the fields of port infrastructure and logisticsduring the meetings of the first year. It became clear that maritime safety and security as well asclimate protection were substantial political topics related to the discussions on infrastructureand logistics and were also closely related to the economic competitive ability of the Baltic Searegion. The detrimental effects of emissions from maritime activities as well as the designationof the Baltic Sea as an Emission Control Area (ECA) were of particular prominence during themeeting in Copenhagen.The working group’s further topics for consideration in the second year have been left fairlyopen, and include the possibilities of utilising new maritime operating technologies, in particularfor the reduction of greenhouse gas consumption and the reduction of emissions, theimprovement of the competitive abilities of ports among each other, as well as the use ofMaritime Spatial Planning as a binding planning instrument for construction and the networkingof infrastructural facilities. Clean Baltic Shipping should also be given greater attention,especially in reference to environmental questions, as it could represent important competitiveand location-based advantages for the Baltic Sea region.In regards to the latter, the most recent activities of the COM have cited that new TEN-Tprojects including Motorways of the Sea (MoS) and integrated environmentally-friendly transportsystems will be supported with more than seven billion Euros. Through these measures the EUis aiming for greater environmental capacities in all means of transport, an improvement oflogistics, as well as the implementation of more intelligent transport systems.12Working Group Members:1. Jochen Schulte MP, ChairmanState Parliament Mecklenburg-Western Pomerania, Germany2. Lisbeth Grönfeldt Bergman MP, Vice ChairNordic Council, Parliament of Sweden3. Torsten Staffeldt MP, Deutscher Bundestag3. Martin Günthner MP, City-State Parliament of the Free and Hanseatic City ofBremen, Germany (up to 31st March 2010)4. Frank Schildt MP, City-State Parliament of the Free and Hanseatic City ofBremen, Germany (from 1st April 2010)5. Roland Heintze MP, City-State Parliament of the Free and Hanseatic City ofHamburg, Germany6. Kirstin Funke MP, State Parliament Schleswig-Holstein, Germany7. Ines Strehlau MP, State Parliament Schleswig-Holstein, Germany8. Dr. Henning von Storch MP, State Parliament Mecklenburg-Western Pomerania,Germany9. Zbigniew Kozak MP, Parliament of Poland10. Alexey Zinoviev MP, Parliament of the Kaliningrad Region, Russia11. Bronius Pauza MP, Baltic Assembly, Parliament of Lithuania12. Janis Reirs MP, Baltic Assembly, Parliament of Latvia13. Mart Jüssi MP, Baltic Assembly, Parliament of Estonia14. Nikolay Lvov MP, Federal Assembly of the Russian Federation15. Susanna Huovinen MP, Parliament of Finland16. Roger Jansson MP, Regional Parliament of Åland, Finland17. Börje Vestlund MP, Parliament of Sweden18. Ingebjørg A. Godskesen MP, Parliament of Norway19. Jeppe Kofod MP, Parliament of Denmark20. Niels Sindal MP, Parliament of Denmark13Staff Members:1. Bodo Bahr State Parliament Mecklenburg-Western Pomerania, Germany2. Gerald Gutzeit State Parliament Mecklenburg-Western Pomerania, Germany3. Katharina Köhler City-State Parliament of the Free and Hanseatic City ofBremen, Germany4. Jutta Schmidt-Holländer State Parliament Schleswig-Holstein, Germany5. Skirmaitas Strimaitis Baltic Assembly, Parliament of Lithuania6. Ingrida Putina Baltic Assembly, Parliament of Latvia7. Ene Rongelep Baltic Assembly, Parliament of Estonia8. Silga Lejasmeiere Baltic Assembly9. Alexander Sokolov Federal Assembly of the Russian Federation10. Andrey Shchegolikhin Federal Assembly of the Russian Federation11. Jaakko Hissa Parliament of Finland12. Patrick Zilliacus Nordic Council, Parliament of Finland13. Eva Smekal Parliament of Sweden14. Björn Andreassen Parliament of Norway15. Peder Pedersen Parliament of Denmark16. Jan Widberg Nordic Council, BSPC-Secretariat14Working Group Point of ContactGerald GutzeitLandtag Mecklenburg-VorpommernReferat Internationalen Angelegenheiten/OstseekooperationLennéstraße 119053 SchwerinGERMANYphone: +49 385 525.2760telefax: +49 385 525.2759email: intaff@landtag-mv.deweb: www.landtag-mv.deMr Jan WidbergHead of BSPC-Secretariatc/o Nordic CouncilStore Strandstraede 18DK-1255 København KDenmarkphone: +45 24 699 446telefax +45 33 11 1870email: jw@norden.orgweb: www.bspc.net15