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1 INTRODUCTION
The subject of the paper which refers to selected
issues which need to be examined in ongoing and
upcoming research projects carrying out in the EU,
e.g. Horizon 2020, focuses on initial assessing the
developmentofthecorenetworkcorridorsoftheEU
trans‐Europeantransportnetworks‐TEN‐T(Brander
etal.2012).Theyareperceivedinthecontextoftheir
multi‐level impact on the economic environment,
comprising mainly the tra
nsport and commodity
systemsandmarketsoftheEUMemberStates–inthe
internal and external relations (Fermi et al. 2011,
Celbisetal.2013).Thesaidcorridors,charact
erized–
in accordance with the assumptions regarding their
development – by the promotion of multimodality
and interoperability on the European level and
eliminationofobstaclesingoodsandpassengercross‐
bordertransport,shouldestablish:
1 qualitativelynewdimension of economicspace –
mainlythetransportandlogisticsspaceoftheEU
and it
s Member States, leading tothe integration
ofstillsignificantlyfragmentedtransportmarkets,
and consequently to the establishment of Single
European Transport Area (SETA) based on the
principlesofsustainablemobility,
2 fundaments for building spatial and territorial
coherence of the EU, which in turn should
facilitate the implementation of the tra
nsport
policy and coherence policyobjectives, providing
at the same time framework for streamlining the
planning and spatial development within the EU
with the use of transport infrastructure, as a
componentofnetworkindustries,
3 the European value added, as a final result of
creatingthenewsystemoftra
nsportinfrastructure
network which is going to affect strongly the
increaseinthecompetitivenessoftheEUMember
Statesontheglobalmarkets–bothtra nsportand
commodity ones, by strengthening the rate of
European Added Value of the TEN-T Corridors. Basic
Research Needs and Challenges
A.S.Grzelakowski
GdyniaMaritimeUniversity,Gdynia,Poland
ABSTRACT:Themainobjectiveofthepaperistostimulatetheresearchprocessesfocusingonthemeasureof
Europeanaddedvalue(EAV).Byrelyingonpresentresearchresults,theauthorindicatesthatthereisaneedto
examinethemechanismofcreatinganddistributingEAVgeneratedwithinEUcorenetworkcorridors.Ithas
beenpointed out tha
t the coreresearch activity should be oriented towards analyzing the market processes
determiningthedistributionofthevalueacrossthelogisticsvaluechains.Thedistributionprocessshouldbe
viewedwithinthethreebasicdimensions:1/spatial,2/network,3/functional.Ithasbeenstressedtha
tthereare
no possibilities to adapt such macro‐ and micro‐economic models like: CBA, ENPV, RAEM, Trans‐Tools or
NEACtomeasureEAV.Asaresult,withinthefurtherresearchonlythededicatedeconomicandstatistical
analysisaswellmethodsformeasuringthequalityandva
lueoflogisticsprocessesmaybeefficientlyused.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 11
Number 2
June 2017
DOI:10.12716/1001.11.02.14
310
growthandthelevelofinnovationdevelopmentof
the said organization within network industries
until2030.
Theessenceofthepresentedproblemwhichneeds
tobeundertakeninformofcomprehensiveresearch,
shouldinvolvemainly(Grzelakowski2014):
identificationoftheresearchproblem,i.e.defining
accuratelythe category of European
added value
which, so far, has not been clearly defined, and
characterizingitseconomicessence,
defining the economic, technical and
organizational and legal conditions, and factors
affectingthesaidcategoryandformingitinshort‐,
medium‐,andlong‐termperspective,
proposing a form which would enable
the
quantification of European added value –
presentingmethodsforitsmeasurement,
analysing processes of establishing added value
through the European TEN‐T transport corridors
which will become integral components of the
transport and logistics infrastructure network
existingintheEUMemberStates,
defining forms and manners for transfer
and
distribution of European added value: within
single corridor in relations between: network
owners and managers – its users – final clients
(purchasersoftransportservices),b/andbetween
TEN‐T core corridors, e.g. Baltic – Adriatic
corridor and North Sea‐Baltic Corridor (on the
example of Poland), c/ and
also between core
networkcorridorandother,includedinthelower
category of transport infrastructure network
components, e.g. components of comprehensive,
regional and local network; the problems will be
presentedfrommulti‐level perspective, takinginto
accountnotonly functional and network aspects,
butalsostronglyemphasizedspatialones,
assessing
theeconomicresultsoftheconstruction
and development of the EU core network
corridors,perceived in the aspect of creating and
distributing added value which the corridors
should generate on the European level; the said
assessment should be performed not only to
determine the final beneficiary of the value, but
also to indicate possibilities to take it over, to a
defined degree, by Member States through
effective market mechanism and methods and
instruments from the transport and tax policy
(Cowie2010,Mallard&Glaister2008).
The processes of creating and distributing the
European added value and also its transfer – in
particular between certain intersecting TEN‐T core
corridors,shouldbeanalysedwithinthevaluechain,
i.e. added value generated by particular elements of
the logistics chains and supply networks using the
selectedelementsofcorridorinfrastructure(Cartieret
al.2011,Daughtey2008,Grzelakowski2014).
Themajorityofattentionisfocused
onthesystem
ofcorenetworktransportnodes, in particular urban
and port nodes which, as a result of numerous
functions and implemented logistics tasks, generate
the highest added value (Construction.. 2009,
Transport…2008).Theyalsoconstitutecriticalpoints,
the so‐called last mile nodes, by determining the
effectiveness and efficiency
– mainly from the
logisticsperspectiveregardingthecorridoroperation,
ofthesaidhighestleveloftheEU network category
(Grzelakowski2014,Cole2009).
Taking into account all above presented general
characteristicsoftheselectedproblems,thescientific
objectiveoftheresearchthatneedstobeperformed,is
to examine the mechanism of creating and
distributing the European added value generated
within TEN‐T corridors and to analyse the market
processeswhichdetermineeachofthesestages.
2 RESEARCHORIENTEDTOWARDSCREATING
ANDDISTRIBUTINGOFEAV
DevelopmentofthecorenetworkcorridorsoftheEU
trans‐Europeantransportnetworks.shouldestablish:
1 qualitativelynewdimension of economic space –
mainlythetransportandlogisticsspaceoftheEU
and its Member States, leading to the integration
ofstillsignificantlyfragmentedtransportmarkets,
and consequently to the establishment of Single
European Transport Area (SETA) based on the
principles of sustainable mobility (Mallard,
Glaister2008),
2 fundaments for building spatial and territorial
coherence of the EU, which in turn should
facilitate the implementation of the transport
policy and coherence policy objectives, providing
at the same time the increase in innovation and
competitiveness of the EU on a global scale, and
stable grounds for its
sustainable economic
development,
3 framework for streamlining the planning and
spatialdevelopmentwithintheEUwiththeuseof
transport infrastructure, as a component of its
networkindustries(Themanagement…2007).
ThelackofcleardefinitionoftheconceptofEAV
and methods for its measuring, i.e. calculation
mechanismsand
criteriaforassessingthevalue, can
significantly hamper effective development of EU
core network corridors. What is more, it may affect
efficient implementation of investment processes co‐
fundedbytheEU(e.g.CEFinstrument–Connecting
Europe Facility). At present, the EU program
documentation indicates only elements defining the
criteria for
assessing the European added value in
investment processes related to transport
infrastructure,suchas:
significantimprovementoftransportconnections,
increase in the efficiency, sustainability,
competitiveness and cohesion of the European
transport.
Atthesametime,onecanfindreferencetoissues
asfollows:
1 increaseintheattractiveness
oftransportforother
sourcesoffunding(private),
2 speeding up the works regarding the investment
projectswithintransportinfrastructure,
3 reduction in the banking system interest rates
thankstothereductioninthelevelofrisk,
4 improvementinqualitystandardsandincreasein
thestabilityofthesocialand
economicsystemona
nationallevel.
Insuchsituation,iftheprinciplesandmethodsfor
assessing the EAV generated under the
311
implementationofinfrastructuralinvestmentswithin
thetransportcorridorsarenotclearlydefined,thereis
a significant risk concerning the freedom of
interpretation, which will significantly limit the
possibilities of taking objective decisions regarding
theco‐funding of competitiveprojects. This, inturn,
mayleadtodistortingtheprocessoftheir
evaluation
by the use of CBA or ENPV methodology and
creating a series of negative results arising from
incorrect allocation of public resources, and
generatingdistortionsinthesystemofinfrastructure
service markets between the EU Member States.
Therefore, the research conducted within the
Europeanprojects,whichwillresultin
definingclear
criteria for measuring and evaluating the European
addedva lueaswellasforassessingitsimpactonthe
transport and logistics systems of each of the EU
MemberStates,shouldcontributetotheoptimization
in the investment decisions on the European level.
Taking into account the theoretical nature of
such
research, it will be possible to use the worked out
methodologyalsoonotherlevelsofplanning,i.e.the
national, regional or urban related level (Brander et
al.2012,Wegener2008,Ivanova&Kancs2010).Such
studieswillmakeitpossibletodeveloptheprinciple
defining the possibility of
optimal (maximizing the
addedvalue inthesustainablesystemofcriteria)use
of limited financial resources remaining at the
disposal of the managers of infras tructure, for the
purposeofitsdevelopmentandmodernization.
Comprehensivedeeperresearchinthisfieldcould
inspire to better understanding the possibilities for
assessing the impact of
complex infrastructural
international investments on the economic
development of the country, its regions and
metropolitan centers by improving their
competitiveness, supporting entrepreneurship and
innovation, and improving the qualityof life thanks
to the implementation of new, higher mobility
standards.Thesaidissueofimportanttheoreticalbut
also practical aspects should
base on the results of
analyses comprising various identified forms of the
European corridors impact, of qualitatively new
operational parameters of transport infrastructure
networks–bothtechnicalandoperational,aswellas
logistics and functional, on the markets of transport
and logistics services and also prior to them,
commoditymarkets(Bruinsma,
Rietveld1999).
Moreover,averyimportantandinnovativeresult
of the research and later on made projects’
implementationshouldinvolvelearning thecharacter
of relations between the network service transport
markets, i.e. markets of products offered by the
componentsoftechnicalinfrastructureandmarketsof
transportservices.Inthesaid
context,thereisalsoa
possibilityto examine the rate of change in the said
relations, including factors affecting the change and
forms of their impact on how both of these markets
operate. So far, the specialist literature dedicated to
the development of transport and other types (sub‐
systems) of network
industries has been dominated
by typically subject‐based approach – technical and
factual one, related to the very perception and
examinationofprocessesconcerningthedevelopment
of infrastructure networks, i.e. quite narrow
approach.
The networks of transport infrastructure and its
particularcomponentsareusuallytreatedastangible
resourcesofthe
transportsystemormorewidely,the
logistics system, namely, in relation to the typically
material aspect, without considering or without due
(substantially speaking) consideration of market
effectsarisingfromitsdevelopment.Thesaideffects
can be seen not only on the transport and logistics
marketsbutalsooncommodityandlabour
markets‐
increaseinmobilityoflabourresources.
The importance of the research in this area is
expressed in the promotion and support (on the
theoretical plane) for the strategy of sustainable
developmentoftheEuropeancorenetworktransport
corridors,i.e.transportinfrastructureofhighquality
standards, the so‐called intelligent
networks which
becomepartofmodernchallengesforthecivilization.
The said networks, efficiently built and effectively
managed, are able to generate high added value
reflected in the increase in social mobility and
consequently,improvementinthequalityoflifeand
level of social welfare. The fundamental part of
research,which
hasalreadybeenindicated,comprises
issuesrelatedtocreatingtheEuropeanvaluethrough
establishingcohesionareasbetweenthedevelopment
oftransport infrastructureof priority importancefor
the development of other components of network
industries. Only within the said principle, the
transportnetworkservicesofferedonthebasisofthe
European
corridor infrastructure components,
includedintheservicesofbasiceconomicimportance
for the economy and society (services of general
economic interest), can generate the highest added
valuereflectedeventuallyintheEuropeanvalue.
3 OUTLINEOFTHEINITIALRESEARCHPLAN
Theconceptof the promotedresearchonEAVinits
fundamental
formdeterminesbasicstagesinresearch
processleadingtotheimplementationofthedefined
its main objective and the verification of formulated
hypotheses. As a result, the research plan needs to
include the following basic stages of the research
process with the related research tasks to be
successivelyimplemented:
1
Analysisof the process related to creating values
inthesocialandeconomicsystem(welfare,GDP),
includingtheidentificationandanalysisoffactors
affectingitsgrowthandreasonsforitsdistribution
on the sector‐based and spatial basis, taking into
account, in particular, the specificity of
implementing the said process on
the EU level
(Kieletal.2013),
2 Definingtheroleandimportanceofthetransport
andlogisticssectorasanareaofeconomicactivity
generating added value and analysis of factors
affecting its growth, in particular those boosting
the creation of values in the social and economic
system,
3
Buildingthenetworkmodelforgeneratingadded
value in transport, taking into account relations
between the markets of transport infrastructure
(network services) and markets of transport
servicesalongwiththeirlogisticaldimensions,
4 Building the value chain model for generating
added value in transport formulated in the
312
logistics supply chain system as a result of the
increase in the quality features of the logistics
infrastructure network, and consequently in the
quality of offered transport services by the
transportinfrastructure,
5 Defining the mechanism of the distribution of
added value (including the European value)
generated by transport corridors
including the
specification of instruments for creating the
transferofthesaidvalueonthesubject‐basedand
spatial basis (methods for optimization of value
distributionbasedonthemulti‐criterionsystem),
6 Analysis of complementarity and substitutability
of the existing and scheduled infrastructure
networksystemsandtheirproductsincluding
the
assessment of the network results of transport
infrastructure development on the European and
nationallevel,
7 Analysis of the investment needs related to
establishing the TEN‐T core transport network
(under the results of particular corridors
evaluation)andtheassessmentoftheresultsofthe
network development in the aspect
of transport
policyobjectivesandthepolicy of coherenceand
competitiveness.
8 Presentation of the results of research teams and
conclusionsaswellasrecommendationsimportant
bothfortheeconomictheoryandpractice.
The first stage of the implementation of research
process should involve critical analysis of the
previous scientific
achievements related to creating
and assessing (measures and their types) the added
valueinthesocialandeconomicsystem.Insuchcase,
itwillbeextremelyimportanttoidentifytherelations
betweentheconceptofaddedvalueandtheconcepts
of economic growth and development and social
welfare(Branderetal.
2912,Kieletal.2013).Making
use of the selected methods of analysis, e.g. from
modellingtheprocessesofvaluecreation,theauthors
oftheupcomingresearchprojectsneedtopreparethe
addedvalueclassificationsystem(AVCS)takinginto
account the spatial scale of analysis where unique
placewillbe
reservedfortheEuropeanUnionlevel.
Thesecondstage of researchshouldfocusonthe
analysis of operations of the transport and logistics
sector perceived in relation to the creation of added
valueandidentificationandanalysisofbasicfactors
of its growth in the TFL (Transport‐Forwarding‐
Logistics) sector, with
special attention to those
factors which stimulate the most the processes of
creatingthevalueinthesocialandeconomicsystem
(assessment of the strength of impact regarding
particularfactors).
The two subsequent stages of research process
should aim at creating two complementary models
forgeneratingaddedvalueintransport
whichshould
reflectthemechanismforitsgeneration.Theirlogical
structurearetobebasedonthesamemethodological
grounds defined in the main objective of the paper,
i.e.shouldtake intoaccount the necessary, from the
perspective of subsequent stage of research, multi‐
dimensional character of the value distribution
(spatial,
networkandfunctional).
Thefirstofthemodelsneedtoincludemainlythe
type and character of relations existing between the
network service and transport service markets by
presenting the process of generating the value from
typically transport‐based perspective. However, the
second model referring to the logistics aspect of
the
saidprocessesshouldbase on the structureof value
generationinthesupplychainsystem,i.e.intheform
typicalofthe(value)supplychain. The main source
of data for supplying the analytical model ought to
includetheresultsofstudiesconductedforparticular
core network corridors between 2013
and 2016
(Studies on the TEN‐T Core Corridor Network
Corridors) in which the current state of particular
corridors was analyzed, indicating indispensable
investmentseliminatingbottlenecksandgapsinTEN‐
TnetworkBranderetal.2012,Ivanova&Kancs 2012,
Kieletal.2013).
Thestructureofmodelsforcreating
addedvalue
generated by core network transport corridors
provides methodological grounds so that in the
subsequent stage of research it is possible to
determine the mecha nism of value distribution, and
defineasetofinstrumentswiththeuseofwhichthe
transportpolicyentitiesonthenationalandEuropean
level,through
thesystemoftransportmarkets,could
form the processes of value transfer on the subject‐
based and spatial basis. Therefore, they can provide
divisionbetweenbenefitsandcosts.Theoptimization
will follow through transport and logistics market
mechanism and the mechanism of public regulation
system.
Undertheresultsobtainedfrom
thecompletionof
previous stages of research, only in two subsequent
stagesoftheresearchprocess,complexanalysisofthe
followingissuescanbeconducted:
complementarity and substitutability of the
existing and developed transport infrastructure
network systems, including the assessment of
network results created on the European and
nationallevel
aswellas,
investment needs related to creating the core
transportnetworkoftheEuropeanTEN‐Tsystem
withtheassessmentofdevelopmenteffectsinthis
categoryofinfrastructurenetwork.
Thefinalstageofresearchprocessshouldinvolve
presentingthe obtained results of research and their
interpretationwith
conclusionsandrecommendations
preparedthereunder.They are crucialforthetheory
(field of economic science related to analyzing the
mechanism of transport market operations) and for
economic practice (growth in the effectiveness
regardingthedevelopmentoftransportandlogistics
sectors).Themeasurableeffectofthefinalstageand
also the entire
research process should involve
practical indications concerning an application of
already known methodology of external costs
internalizationbased on social marginal cost pricing
model(SMCP).
The particular, above‐mentioned stages of
necessary research and the related scope of the
research tasks of various complexity already
presented,cangivethechance,
inaccordancewiththe
defined logic of research process, to implement
entirely not only the main scientific objective of the
project,butalsoallspecifiedpartialobjectives,theso‐
called detailed objectives which condition the
implementation of the main objective and the
verification of the defined working hypotheses (The
313
management… 2007). The group of so defined
detailed objectives of the necessary research shall
includetheneedto:
1 defineandclearlyspecifytheEAVasaneconomic
category,anddetermineitsrelationstowardsother
categories of similar character existing within
economicsciences,
2 developmethodformeasuringtheEAV,
andwith
theuseofva luechainrecognizethemechanismof
valuegenerationanditstransfer inthesystemof
particularcomponentsoftheTEN‐Tcorenetwork
transportcorridors,
3 defineformsandmannersoftakingEAVoverby
the participants of the logistics supply chains
locatedwithinthe
corenetworksystem,
4 assess mechanisms of the EU transport market
operationsinbothnetworkandtransportservices
andtheselectedinstrumentsoftransportpolicyin
the context of evaluating micro‐ and
macroeconomic effects which they are able to
generate after establishing the European core
networkcorridors.
4 CONCLUSIONS
The results
of preliminary studies conducted
previously by the author of the presented paper
indicatethat:
1 the processes of economic integration are
conductedintheEUonsuchascaletheycreatea
specific value for the whole Community (the
European value) which, in turn, translates, to
variousdegrees,intoall
MemberStatesandtheir
citizens,
2 The European added value (EAV) is difficult to
measure and has not been precisely specified or
evendefinedinthetheoryofeconomy.However,
boththeoryandpracticeusethesamecategoryby
intuition,
3 Inthetimesofcrisisexperiencedthesedaysbythe
EuropeanUnionandasaresultoftheneedtore‐
definethecriteriaforresourceallocation,there is
an urgent need to solve the problem since it
constitutesanimportantdecision‐makingelement.
Itrefersinparticulartotheallocationofresources
in capital‐consuming undertakings such as
infrastructural
investments in the core network
transportsystems.Itgivesrisetobeginstudiesof
such nature, i.e. basic – theoretical (defining the
category and its relations with other economic
categories,learningthemechanismofcreatingand
distributing the category), and consequently,
practical – useful for the purpose of economic
policy as
well as technical inf rastructure
developmentpolicy,
4 The European core network transport corridors,
thanks to their spatial dimension, mode of
constructionandoperationalparameters,character
and functions (multimodal) are able to generate
high added value which can be perceived in
variousdimensions,includingtheEuropeanvalue
categories,
5 The highest
value in the European transport
corridorsystemisgeneratedintheirnodes,i.e.the
keyelementsofthetransportchaincreated bythe
corridor, such as: municipal nodes, seaports,
logistics and intermodal terminals, cross‐border
nodes,etc.Particularlyimportantarethosewhich
constitute the junction point of two or more
corridors
ofsuchtype;inmanycasestheyarealso
critical links which determine the corridors
operationalefficiency,
6 The construction of the new, trans‐European
network system boosts the flow of value on the
Europeanlevelwhichwillbetransferredthrough
market mechanisms to other links in the supply
chain
using the said network system, which
providesnewchallengesforthelogisticsoperators
and transport markets regulators related to
creatingoptimaldistributionofthevaluewiththe
useofeffectivepricemechanism,
7 The European transport corridors provide
opportunity for significant reduction of external
costs and rationalization of transport tasks
division (co‐modality of transport) based on the
criteria of sustainable transport development,
whichprovidesgroundsfortheconstructionofa
newmodelfor costpricingintransportbased on
social marginal costs pricing (SMC) and
consequentlystreamliningthemechanismoftheir
operation, and as a result, the mechanism of
transferring the va lue generated by TEN‐T
corridors.
By referring to the above, one can claim that the
basic lines of research and defined hypotheses are
reflected in the previously conducted preliminary
research regarding widely understood development
of transport infrastructure of the EU Member States
and value created by the transport
system. The
previousachievements, however, makeitimpossible
toformulatecomprehensiveconclusionsandpresent
fullymaturesolutionsandproviderecommendations,
andasaresult,failtoverifythestudiedhypotheses.
Therefore,itisadvisabletocontinuetheresearch,in
particularwithinthecomprehensiveandconsistently
conductedresearchcarriedouton
theEuropeanlevel.
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