dedicated infrastructure projects. One is the Liefkenshoek Tunnel and the other is the
Iron Rhine rail road. Rail tunnel is set to promote rail freight over all, the other is a
very old project between freight railway connecting the port of Antwerp (Belgium)
and Mönchengladbach (Germany). It was reopened in 2015 but there have been
difficulties with it as the Netherlands have launched arguments against it. Hamburg
has a rather large number of projects going on mainly to handle congestion. The
geographical position of Hamburg, especially during the Cold War period, with the
East German border being close to the city resulted in all roads through the German
Bundes Republic running from the south to the Baltic coast line more or less going
through the city. One of these projects is the Port Road Management Centre, used as
a tool and based on technology which supports drivers to be able to switch to
alternative routes in time to make more efficient traffic flows on the existing road
network. The project has been going on since 2011 and is aimed at port authorities
and port users.
7 Analysis of Findings
Viewed in terms of an international and regional outlook, and compared with the
project on Environmental differentiated port dues, there are some differences. First,
all ports in Europe are more closely connected to hinterland terminals through
waterborne traffic on barges or coastal vessels, a phenomenon that is not present
in Sweden. Secondly, the rail road system in Europe is also more extended than in
Sweden. The common denominator is the road system linking cities together which
is about the same and there are the same problems with emissions from trucks and
road congestion. It leads to the conclusion that the projects already operational in
Europe could have a bearing on solutions to problems in Swedish ports which have
road management on their agendas. One of the aforementioned projects on Port
Road Management Centre could be an option. The different projects outside Europe
has a freer attitude towards subsidies than is possible under the EU umbrella.
In European ports like Hamburg, Rotterdam and Antwerp, the sheer size makes it
possible to have more than one operator in the terminals. Rotterdam could in a
simplified manner be said to have three major ports, Maasvlakte, Emmhaven and
Waalhaven. There is enough room in these three ports for more than one operator but
still the space is not unlimited. The Maasvlakte port has four major container
operators. If this is to be compared with Gothenburg and Stockholm, there is room
for only one operator. In the same manner, tugboats and pilots are not under any
competition, a situation that is accepted under the rules in EU Regulation 2017/352.
In the same manner, the different fees that are allocated for incoming and outgoing
vessels are all under the acceptance of the EU regulation; and as such, is the discount
that is provided if the vessel meets the environmental emission limits rules for the
ESI or the CSI, so long as these discounts are transparent and go for all other fees,
even if they are merged together.
Environmental Challenge in Port Development: The Legal Perspective in. . .
453
Iron Rhine rail road. Rail tunnel is set to promote rail freight over all, the other is a
very old project between freight railway connecting the port of Antwerp (Belgium)
and Mönchengladbach (Germany). It was reopened in 2015 but there have been
difficulties with it as the Netherlands have launched arguments against it. Hamburg
has a rather large number of projects going on mainly to handle congestion. The
geographical position of Hamburg, especially during the Cold War period, with the
East German border being close to the city resulted in all roads through the German
Bundes Republic running from the south to the Baltic coast line more or less going
through the city. One of these projects is the Port Road Management Centre, used as
a tool and based on technology which supports drivers to be able to switch to
alternative routes in time to make more efficient traffic flows on the existing road
network. The project has been going on since 2011 and is aimed at port authorities
and port users.
7 Analysis of Findings
Viewed in terms of an international and regional outlook, and compared with the
project on Environmental differentiated port dues, there are some differences. First,
all ports in Europe are more closely connected to hinterland terminals through
waterborne traffic on barges or coastal vessels, a phenomenon that is not present
in Sweden. Secondly, the rail road system in Europe is also more extended than in
Sweden. The common denominator is the road system linking cities together which
is about the same and there are the same problems with emissions from trucks and
road congestion. It leads to the conclusion that the projects already operational in
Europe could have a bearing on solutions to problems in Swedish ports which have
road management on their agendas. One of the aforementioned projects on Port
Road Management Centre could be an option. The different projects outside Europe
has a freer attitude towards subsidies than is possible under the EU umbrella.
In European ports like Hamburg, Rotterdam and Antwerp, the sheer size makes it
possible to have more than one operator in the terminals. Rotterdam could in a
simplified manner be said to have three major ports, Maasvlakte, Emmhaven and
Waalhaven. There is enough room in these three ports for more than one operator but
still the space is not unlimited. The Maasvlakte port has four major container
operators. If this is to be compared with Gothenburg and Stockholm, there is room
for only one operator. In the same manner, tugboats and pilots are not under any
competition, a situation that is accepted under the rules in EU Regulation 2017/352.
In the same manner, the different fees that are allocated for incoming and outgoing
vessels are all under the acceptance of the EU regulation; and as such, is the discount
that is provided if the vessel meets the environmental emission limits rules for the
ESI or the CSI, so long as these discounts are transparent and go for all other fees,
even if they are merged together.
Environmental Challenge in Port Development: The Legal Perspective in. . .
453