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As defined by the European Commission, the Orient/East-Med Corridor is one of the most significant European transport axes. However, it runs through states with low economic performance and poor infrastructural networks; it coincides with the Western Balkan and eastern Mediterranean migration routes; finally, administrative bottlenecks along the corridor are common practice. Despite such a status, it is one of the key areas for international investments in transport hubs and lines. Therefore, in order to find proper solutions for complex problems along the corridor, an overview of the main conditions that influence the corridor development as well as local requirements is given as follows. First, in order to clarify the strategic position of Europe against transcontinental relations, the main trade, economic and demographic statistical indicators are presented. Second, a brief overview of transport and technical conditions relevant for the countries along the corridor are indicated. Finally, a close interaction between transport and spatial development in the cities along the corridor is briefly presented. Such a multi-scalar perspective gives a hint of the dynamics of transnational cooperation, as well as the cooperation process among many stakeholders from various domains, mainly transport and spatial planning.

The Orient/East-Med Corridor is a key north-south transport corridor for Europe. Over its length of more than 2,500 km, it connects the seaports of northern Germany with the Danube ports and Greek seaports. Seven capitals of EU member states are directly interlinked by the Corridor. At present however, it has genuine shortcomings in several aspects. The international working group "Spatial and Transport Development in European Corridors: Example Corridor 22, Hamburg-Athens" (2015-2018) trace the conditions for large scale, corridor oriented spatial and transport development in Europe and in particular along the Orient/East-Med Corridor. The contributions in the anthology also focus on the importance of transnational initiatives in Europe and on territorial effects of transport policies. These topics are illustrated by analyses of current transport initiatives and urban developments at the most important nodes along the Corridor, so called Hot-Spots. During the work process, the authors asked themselves, if and how a strategy for the Corridor can take effect for an integrated spatial and transport development between Hamburg and Athens. The common answer is clear: A strategy for the Orient/East-Med Corridor allows the organization of a more balanced flow of goods throughout Europe in the long run. In the southeast section, enormous land reserves in the close vicinity of railway stations can be activated for urban development. Strengthening the Corridor's infrastructure thus has a huge potential to trigger spatial development and ultimately contribute to territorial and social cohesion throughout Europe. ; Der Orient/East-Med Corridor ist ein für Europa wichtiger Nord-Süd-Verkehrskorridor. Auf einer Länge von mehr als 2.500 km verbindet er die norddeutschen Überseehäfen mit den Häfen der Donau und der griechischen Küstenstädte. Sieben Hauptstädte der EU-Mitgliedstaaten sind durch den Orient/East-Med Corridor direkt miteinander verbunden. Derzeit steht die Infrastrukturentwicklung des Corridors jedoch vor erheblichen Herausforderungen. Der internationale Arbeitskreis "Spatial and Transport Development in European Corridors: Example Corridor 22, Hamburg-Athens" (2015-2018) zeigt die Bedingungen auf, die für eine korridororientierte Raum- und Verkehrsentwicklung in Europa und insbesondere am Orient/East-Med Corridor bestehen. Ein besonderer Fokus wird auf die Funktionsweise grenzüberschreitender Zusammenarbeit sowie auf die räumliche Wirkung von Verkehrspolitik gelegt. Durch Analyse der aktuellen Ansätze aus der Verkehrsplanung und Stadtentwicklung werden diese Themen an den bedeutendsten Knotenpunkten des Corridors anschaulich untersucht. Während des Arbeitsprozesses stellten sich die Autoren die Frage, ob und wie eine Strategie für den Korridor langfristig hin zu einer abgestimmten Entwicklung von Raum und Verkehr führen kann. Die gemeinsame Antwort ist: Eine Strategie für den Orient/East-Med Corridor ermöglicht eine ausgewogenere Verteilung der Güterströme durch Europa. Im Südosten Europas können bspw. umfangreiche Flächenreserven in unmittelbarer Nähe von Bahnhöfen für die Stadtentwicklung genutzt werden. Eine Stärkung der Infrastruktur des europäischen Corridors hat somit ein enormes Potenzial, die Raumentwicklung anzuregen und letztendlich zum territorialen und sozialen Zusammenhalt in ganz Europa beizutragen.

The Orient/East-Med Corridor is a key north-south transport corridor for Europe. Over its length of more than 2,500 km, it connects the seaports of northern Germany with the Danube ports and Greek seaports. Seven capitals of EU member states are directly interlinked by the Corridor. At present however, it has genuine shortcomings in several aspects. The international working group "Spatial and Transport Development in European Corridors: Example Corridor 22, Hamburg-Athens" (2015-2018) trace the conditions for large scale, corridor oriented spatial and transport development in Europe and in particular along the Orient/East-Med Corridor. The contributions in the anthology also focus on the importance of transnational initiatives in Europe and on territorial effects of transport policies. These topics are illustrated by analyses of current transport initiatives and urban developments at the most important nodes along the Corridor, so called Hot-Spots. During the work process, the authors asked themselves, if and how a strategy for the Corridor can take effect for an integrated spatial and transport development between Hamburg and Athens. The common answer is clear: A strategy for the Orient/East-Med Corridor allows the organization of a more balanced flow of goods throughout Europe in the long run. In the southeast section, enormous land reserves in the close vicinity of railway stations can be activated for urban development. Strengthening the Corridor's infrastructure thus has a huge potential to trigger spatial development and ultimately contribute to territorial and social cohesion throughout Europe.

As rail represents an efficient and sustainable transport system, the Trans-European railway network has become subject to special attention from European transport policy. The political objectives are to shift 30% of freight to rail by 2030, 50% by 2050, and to reduce passenger trips on road and in the air. These make it necessary to develop the defined TEN-T core network rail corridors as a priority, which means eliminating bottlenecks along the corridors and increasing capacities and operation quality. This concerns the Orient/East-Med (OEM) Core Network Corridor as well. Considerable parts of the infrastructure of the railway network along the OEM Corridor is not compliant with some of the technical thresholds set out by EU-Regulation 1315/2013. In the meanwhile the EU and the affected states have established activities for extending the core network corridors to the Western Balkans states. In 2015, the European Commission adopted a Joint Statement of the Prime Ministers of six Western Balkans states (WB6), which contains a list of specified Core Network links and Priority Projects for the extension of the TEN-T network to the Western Balkans. During additional common summits of the EU and the WB6, an indicative extension network has been more and more concretized. To date the process has led to the establishment of a common EU-Western Balkans Transport Community signed in 2017, which aims to help WB6 countries integrate into the EU by creating closer transport ties or connections. A continuing aspect is the importance of the OEM Corridor for the Chinese Belt and Road Initiative as a hinterland connection between the sea port of Piraeus (GR) and the central and eastern European countries.

Two corridors leading from northwestern to southeastern Europe - the Orient/East- Med and Rhine-Danube Corridors - are key areas for European spatial development. Moreover, sections of them are of special importance for central and southeast Europe. These sections include: 1) the primary axis of the Orient/East-Med Corridor leading from Vienna/Bratislava across Budapest and Sofia to Thessaloniki, 2) the Orient/ East-Med branch from Vienna/Bratislava across Budapest, Novi Sad, Belgrade and Skopje to Thessaloniki, and 3) the Danube river, from its source in Germany to the Black Sea. The area where these sections overlap includes the metropolitan areas of Vienna, Bratislava, Budapest and Belgrade and serves as a backbone for integrated infrastructure and spatial development along the Orient/East-Med Corridor, with many and varied connections to northern and southern Europe. Metropolitan nodes and infrastructural links along this backbone need to be further developed in a coordinated and strategic way. Current and future aspects of spatial development in the above-mentioned metropolitan cores - with a specific focus on Vienna - are briefly discussed in this contribution.

In order to strengthen the Orient/East-Med (OEM) Corridor by the means of railway transport, certain measures are necessary. Considering the insights gained from planning and developing the concept of transalpine railway transport in Switzerland, the future capacity of the corridor and plans for the required expansions in time are proposed. This primarily requires the definition of the assumed services and thereafter a determination of the capacities of the sectors in order to define the required expansions. The project should function as a continuous railway network spanning across many country borders so that not much time is lost at border-crossings.

The paper initially elucidates the so-called 'problems-first' planning approach, whereby planners are supposed to start any activity based on a precise definition of the problems that need to be solved. As a result, they become more relevant actors to both citizens and politicians, all of whom are considered important parties in solving complex problems. Following a brief introduction, the 'key seven', i. e. the seven key aspects of problem-oriented planning, are described. Briefly, these are the various elements of a planning task that, when altered, have a disproportionate effect on the range of possible solutions and thus thoroughly affect the outcome of a planning situation. These include: (1) defining the 'socially constructed' problems to be worked on, (2) modifying the (usually provisional) definition of the problem by shifting it back and forth, (3) testing the empirical adequacy of the assumed relationship at the base of how a problem is defined, (4) elucidating the causes of a problem, (5) generating measures designed to solve the problem from these causes, (6) defining key concepts (terms), as well as (7) incorporating various basic approaches to planning. The second part of the paper illustrates the main problems observed along the Orient/East- Med Corridor, including not only infrastructural bottlenecks, but also complex geo-political challenges. Accordingly, the conclusion summarizes the main recommendations for the development of a strategy for the Orient/East-Med Corridor including both the 'planning world' and 'life world' realms.

As rail represents an efficient and sustainable transport system, the Trans-European railway network has become subject to special attention from European transport policy. The political objectives are to shift 30 % of freight to rail by 2030, 50 % by 2050, and to reduce passenger trips on road and in the air. These make it necessary to develop the defined TEN-T core network rail corridors as a priority, which means eliminating bottlenecks along the corridors and increasing capacities and operation quality. This concerns the Orient/East-Med (OEM) Core Network Corridor as well. Considerable parts of the infrastructure of the railway network along the OEM Corridor is not compliant with some of the technical thresholds set out by EU-Regulation 1315/2013. In the meanwhile the EU and the affected states have established activities for extending the core network corridors to the Western Balkans states. In 2015, the European Commission adopted a Joint Statement of the Prime Ministers of six Western Balkans states (WB6), which contains a list of specified Core Network links and Priority Projects for the extension of the TEN-T network to the Western Balkans. During additional common summits of the EU and the WB6, an indicative extension network has been more and more concretized. To date the process has led to the establishment of a common EU-Western Balkans Transport Community signed in 2017, which aims to help WB6 countries integrate into the EU by creating closer transport ties or connections. A continuing aspect is the importance of the OEM Corridor for the Chinese Belt and Road Initiative as a hinterland connection between the sea port of Piraeus (GR) and the central and eastern European countries. ; Als effizienter und nachhaltiger Verkehrsträger hat die Schiene auch in der europäischen Verkehrspolitik und somit auch im transeuropäischen Eisenbahnnetz besondere Aufmerksamkeit bekommen. So sind als verkehrspolitische Ziele die Verlagerung von 30 % des Güterverkehrs auf die Schiene bis 2030, von 50 % bis 2050 und die Reduzierung des Personentransportes auf der Straße und in der Luft formuliert. Diese Ziele erfordern die vorrangige Entwicklung definierter TEN-V-Kernnetz-Eisenbahnkorridore. Dies umfasst die Beseitigung von Engpässen entlang der Korridore, sowie die Steigerung von Kapazitäten und Betriebsqualitäten. Dies betrifft auch den Orient/ East-Med (OEM) Core Network Corridor. Große Teile der Infrastruktur des Eisenbahnnetzes entlang des OEM Corridors entsprechen nicht den technischen Standards der EU-Verordnung 1315/2013. Mittlerweile haben die EU und die betroffenen Staaten Maßnahmen zur Ausweitung der Kernnetzkorridore auf die Westbalkanstaaten eingeleitet. Im Jahr 2015 verabschiedete die Europäische Kommission eine Gemeinsame Erklärung der Premierminister von sechs Westbalkanstaaten (WB6), die eine Liste spezifischer Kernnetzwerkverbindungen und prioritärer Projekte für die Ausdehnung des TEN-V-Netzes auf den Westbalkan beinhaltet. Bei weiteren gemeinsamen Gipfeltreffen der EU und der WB6 wurde ein indikatives Erweiterungsnetz zunehmend konkreter. Dieser Prozess hat bisher zur Gründung einer gemeinsamen Verkehrsgemeinschaft EU-Westbalkan geführt, die 2017 unterzeichnet wurde und darauf abzielt, die Integration der WB6-Länder in die EU durch engere Verkehrsbeziehungen oder -verbindungen zu unterstützen. Ein weiterer Aspekt ist die Bedeutung des OEM Corridors für die Chinese Belt and Road Initiative als Hinterlandverbindung zwischen dem Seehafen Piräus (GR) und den mittel- und osteuropäischen Ländern.

The Orient/East-Med Corridor, connecting central and southeastern Europe, provides important business potential for European rail freight. However, freight transport by rail faces a number of challenges in terms of quality, cost competitiveness, service features and political/societal acceptance and support. A particular challenge is the slow implementation of a truly Single European Rail Area, leading to high costs and time losses at borders. As a response to this, so-called EU Rail Freight Corridors (RFCs) have been set up, one of them being the Orient/East-Med RFC No. 7, established in November 2013 and aiming at better cross-border coordination and cooperation in the field of infrastructure and traffic management and improved customer orientation and involvement of corridor users. Key features of the Rail Freight Corridors are strong governance structures with clearly defined tasks. Among the early positive effects are the elaboration and testing of new solutions for cross-border processes, better coordination in timetable planning and the setting up of cross-border working groups, bringing relevant actors together to address specific issues. At the same time there is room for further improvement both conceptually and in terms of the corridor geography. The establishment of two further Rail Freight Corridors in the region, the Alpine-Western Balkan RFC No. 10 and the Amber RFC No. 11 closes some remaining gaps in the network of corridors.

The initiatives related to the Pan-European, later TEN-T, and, finally, Core Network Corridors, are considered the first instrument for territorial cohesion in Europe - even before spatial development policies. Therefore, their significance in connecting various territories across Europe is indisputable. However, putting aside the material benefits, true European integration is not possible without efficient cooperation and coordination. This is particularly true for territories with various past histories, identities and planning cultures: the Orient/East-Med Corridor is a distinctive example of such differences. After presenting the two main principles of territorial integration in Europe - supranationalism and intergovernmentalism, as well as their limitations, the concept of multi-level governance is elucidated. Multi-level governance, i.e. a simultaneous activation of both governmental and non-governmental actors at various jurisdictional levels, comprises two ideal types of institutions: general-purpose political institutions and single-purpose functional jurisdictions. Transnational territories are certainly affected by both types and thus the main question relates to the dynamics and mobilization of institutional and non-institutional actors, rather than revolving solely around strong hierarchy (e.g. between the administrative levels of nation states) or overlapping sectoral/functional entities (in certain domains at the transnational level). However, various types of cooperation are suitable for various administrative and territorial levels. Therefore, the central part of this paper shows forms of intersectoral and interdisciplinary cooperation, particularly elucidating the role of the following levels: transnational, cross-border and local. This is done by clarifying the main principles of multi-level governance relevant for different levels, illustrated with examples of vari ous cooperation forms perceived along the Orient/East-Med Corridor. The paper concludes that only a more intensive interaction among various disciplines and sectors can contribute to the sustainability of transport practices, enhancing territorial cohesion at the same time.

The Orient/East-Med Corridor is a key north-south transport corridor for Europe. Over its length of more than 2,500 km, it connects the seaports of northern Germany with the Danube ports and Greek seaports. Seven capitals of EU member states are directly interlinked by the Corridor. At present however, it has genuine shortcomings in several aspects. The international working group "Spatial and Transport Development in European Corridors: Example Corridor 22, Hamburg-Athens" (2015-2018) trace the conditions for large scale, corridor oriented spatial and transport development in Europe and in particular along the Orient/East-Med Corridor. The contributions in the anthology also focus on the importance of transnational initiatives in Europe and on territorial effects of transport policies. These topics are illustrated by analyses of current transport initiatives and urban developments at the most important nodes along the Corridor, so called Hot-Spots. During the work process, the authors asked themselves, if and how a strategy for the Corridor can take effect for an integrated spatial and transport development between Hamburg and Athens. The common answer is clear: A strategy for the Orient/East-Med Corridor allows the organization of a more balanced flow of goods throughout Europe in the long run. In the southeast section, enormous land reserves in the close vicinity of railway stations can be activated for urban development. Strengthening the Corridor's infrastructure thus has a huge potential to trigger spatial development and ultimately contribute to territorial and social cohesion throughout Europe.

The paper initially elucidates the so-called 'problems-first' planning approach, whereby planners are supposed to start any activity based on a precise definition of the problems that need to be solved. As a result, they become more relevant actors to both citizens and politicians, all of whom are considered important parties in solving complex problems. Following a brief introduction, the 'key seven', i. e. the seven key aspects of problem-oriented planning, are described. Briefly, these are the various elements of a planning task that, when altered, have a disproportionate effect on the range of possible solutions and thus thoroughly affect the outcome of a planning situation. These include: (1) defining the 'socially constructed' problems to be worked on, (2) modifying the (usually provisional) definition of the problem by shifting it back and forth, (3) testing the empirical adequacy of the assumed relationship at the base of how a problem is defined, (4) elucidating the causes of a problem, (5) generating measures designed to solve the problem from these causes, (6) defining key concepts (terms), as well as (7) incorporating various basic approaches to planning. The second part of the paper illustrates the main problems observed along the Orient/East- Med Corridor, including not only infrastructural bottlenecks, but also complex geo-political challenges. Accordingly, the conclusion summarizes the main recommendations for the development of a strategy for the Orient/East-Med Corridor including both the 'planning world' and 'life world' realms. ; Der Beitrag befasst sich mit dem sog. "problems-first"-Planungsansatz, bei dem jeder Planungsschritt auf Grundlage detaillierter Definition und Kenntnis der zu lösenden Herausforderungen bzw. Probleme erfolgen soll. So werden auch Planungsakteure für Bürger bzw. Politiker sichtbarer und werden als wichtige Parteien bei der Lösung komplexer Probleme gesehen. Der Beitrag nennt nach einer kurzen Einführung die "key seven", d. h. die sieben Schwerpunkte der problemorientierten Planung. Dies sind die unterschiedlichen Planungsaspekte, die sich bei Änderungen maßgeblich auf das Spektrum an Lösungsmöglichkeiten auswirken und damit das Ergebnis von Planung nachhaltig beeinflussen. Dies umfasst: (1) die Definition der zu behandelnden "sozial konstruierten" Probleme, (2) eine der Situation eher angemessene Änderung der (in der Regel vorläufigen) Problemdefinition, (3) Prüfung der empirischen Validität der Grundlagen und Voraussetzungen des Problems, (4) Klärung der Ursachen des Problems, (5) vor diesem Hintergrund Erarbeitung von Maßnahmen zur Lösung des Problems, (6) Definition von Schlüsselstrategien (Begriffen) sowie (7) Einbeziehung verschiedener Planungsansätze. Der zweite Teil des Beitrags verdeutlicht die wichtigsten Probleme entlang des Orient/East-Med Corridors; hierzu zählen nicht nur infrastrukturelle Engpässe, sondern auch komplexe geopolitische Herausforderungen. Hierauf aufbauend fassen die Schlussfolgerungen die wichtigsten Empfehlungen für die Entwicklung einer Strategie für den Orient/East-Med Corridor zusammen, die die "Planungswelt" und die "Lebenswelt" umfassen.