National Transport Development Programme 2014-2022
The National Transport Development Programme 2014-2022 has been developed taking into account the multifaceted benefits provided by the transport sector to the state, society and the economy of the country. The program is necessary for the sustainable development of the Lithuanian communication system, efficient management of state resources and the use of structural funds of the European Union, to increase the competitiveness of the transport sector.
Guldborgsund Municipal Plan 2017 – 2029 (Kommuneplan 2017-29)
The Municipal Plan 2017-29 outlines the overall planning guidelines for the municipality’s physical development. It is the first digital municipal plan in Guldborgsund Municipality. This policy was approved by the Guldborgsund City Council in 2017 and is valid until 2029. However, every fourth year a new plan is produced; always covering a time horizon of 12 years. It is addressed to citizens, businesses and other public institutions and authorities in the Guldborgsund Municipality.
The Mobility Plan Future or “MOPZ”, i.e. “Mobilitätsplan Zukunft” is the succession plan of the traffic concept document from 1998: “Integrierte Gesamtverkehrskonzept der Hansestadt Rostock (IGVK 1998)”. The MOPZ as a planning tool represents an informal framework plan for the development planning of the Hanseatic City of Rostock. Unlike the Urban Development Guidelines “Rostock 2025” (see policy above) the MOPZ is solely focussed on mobility. In fact, fundamental goals of traffic development in Rostock were already defined with the “Rostock 2025” guidelines from 2012. But in the process of preparing the MOPZ, these goals were again checked for their completeness (regarding traffic planning requirements), discussed, modified and finally communicated to the citizens in 2017 by the city in collaboration with IVAS, an engineering company for traffic systems and systems. Its time horizon extends to about 10 to 15 years and it is aimed at informing the city’s inhabitants as well as stakeholders involved in city planning (primarily the Department of City Planning).
According to § 7 of MWP’s transport law (see the corresponding paragraph on this law), Middle Mecklenburg and, respectively, the rural district Rostock and the Hanseatic city of Rostock are the responsible authorities for public transport within its borders. The city and its surrounding districts are therefore obliged to create the Regional Transport Plan for its geographical area of responsibility (Middle Mecklenburg and Rostock) in order to provide a framework for the public transport’s further development for itself, public authorities and public transport service operators.
According to § 6 of MWP’s transport law (see the policy above), the federal state is the responsible authority for rail transport and state-wide coordinated public transport. MWP is therefore obliged to create the integrated federal-state transport plan for its area of responsibility in order to provide a framework for the public transport’s further development for itself, public authorities and public transport operators in MWP. The current document has been published 16th February 2016 and its time horizon extends into the year 2030.
Coalition agreement between the ruling parties CDU, CSU and SPD (Koalitionsvertrag)
The elections for the German Bundestag in 2017 did not lead to an absolute majority of a single party so that a coalition was necessary to ensure the capacity to act of the future government. Therefore, and to have a national strategy, the CDU/CSU defined a coalition agreement together with the SPD in order to have a guideline for action for the government itself and to inform the population as well as public authorities. The document was finalised in February 2018 for the coming period of governance of Germany until 2021.
The Metropolitan Area’s Transport and Mobility Strategy sets goals and the priority of actions into perspective with a time horizon until 2030, taking into account local, regional, national and EU strategic documents on transport policy and socio-economic and spatial development as an important dimension conducting interventions in the field of cohesion policy.
Polish National Transport Development Strategy until 2020
The main goals of the Transport Development Strategy apply to the creation of an integrated transport system through investments in infrastructure (strategic objective 1), as well as favourable conditions for the efficient functioning of transport markets and development of effective transport systems (strategic goal 2). The implementation of the main transport goal in the perspective of 2020 and beyond is associated with five specific objectives referring to different modes of transport:
Infrastructure is an important part of planning public transportation and will influence how people will travel. Other dimensions, such as urban-rural linkages and renewable energy are two areas that are also affected. The Blekinge County Transport Infrastructure Plan for 2014-2025 includes investments in the regional road network consisting of all roads except the E22. In addition to investments in the road network, Blekinge has signed an agreement with the Swedish Transport Administration on cofinancing capacity-enhancing measures on the Blekinge coastal railway.
The proposal for a national plan for the transport system 2018-2029 includes measures that represent an important step towards a modern and sustainable transport system. On August 31, 2017, the Swedish Transport Administration reported the draft national plan for the transport system for the period 2018-2029 to the government. The plan contains proposals for measures in the state infrastructure on roads, railways, sea and aviation.
The Baltic Sea is an inland sea connected to the Atlantic Ocean via the North Sea spanning over 377,500 km² forming “the world’s largest brackish-water body” (Björck 1995: 20) between Denmark in the South-West and Finland in the North East surrounded also by the other bordering countries of Sweden, Russia, Estonia, Latvia, Lithuania, Poland and Germany (EC 2009: 2). The BSR is named a macro-region by the EC since 8 of these 9 states are EU members (all but Russia) that share common challenges and opportunities. The EC has thus decided to implement a single strategic approach represented by a strategy specifically for the Baltic Sea Region (BSR) – the EUSBSR. As the EC stated, EU membership provides several new opportunities that have “not yet been taken and the challenges facing the region have not yet been adequately addressed” (EC 2009: 2). In fact, the BSR is characterised by cultural, environmental and economic heterogeneity while the countries are shaped by interdependence and shared common resources. Because of that, the BSR is seen as being predestined to serve as a test-bed for “regional co-operation where new ideas and approaches can be tested and developed over time as best practice examples” (EC 2009: 2).
The White Paper on Transport’s third part outlines the strategy of what needs to be done in order to implement the vision. The strategy is composed of 4 parts: 1. A Single European Transport Area 2. Innovating for the future – technology and behaviour 3. Modern infrastructure, smart pricing and funding 4. The external dimension
The White Paper’s second part outlines the vision on a competitive and sustainable transport sector. It is divided into 5 parts:
1. “Growing Transport and supporting mobility while reaching the 60% emission reduction target” (EC 2011: 5) Since around 5% of the EU’s GDP and 10 million direct employments are accounted to the transport system, policy action has to be planned carefully taking into account market based mechanisms and coherence across the EU member states. A vision is to end the transport sector’s oil dependence by using energy more efficiently and from clean sources without restricting mobility. Applying information technology for traffic information and management will also help to make transport easier, more efficient and reliable. Action has to be undertaken quickly since Infrastructure planning, building and equipment, e.g. with vehicles, takes a lot of time - today’s decision shape the transport system in 2050. The EC describes that technological solutions are different per each of the three following segments: - Urban transport - Medium distance transport - Long distances transport
The White Paper on transport (EC 2011) “Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system” is currently one of the most important documents representing European policy on the future of transport with a time horizon until the year 2050. This document is divided into three parts: - Preparing The European Transport Area for the Future - A vision for a competitive and sustainable transport system - The Strategy – what needs to be done The White Paper’s first part outlines the current background of transport highlighting its importance.
Transport was one of the first common policy areas of the European Economic Community and has its roots in the Treaty of Rome 1957 since competitive transport systems are vital for Europe’s ability to compete in the world, for economic growth, job creation and for people’s everyday quality of life. Transport connections represent a main pillar of the EU’s economy by e.g. enabling supply chains and a European integration with an internal market. In 2014 the EU’s transport industry employed around 10 million people, accounting for 4.5 % of total employment creating about the same percentage of gross domestic product (GDP) (EC 2014 b).
