IMOD-X Project on 09 March 2006 at the Faculty of Transport and Traffic Engineering in Belgrade, Serbia

IMOD-X Intermodal Solutions for Competitive Transport in Serbia

WORKSHOP II -Summary Report-

REPUBLIC OF SERBIA MINISTRY OF CAPITAL INVESTMENTS BELGRADE, SERBIA & MONTENEGRO

FACULTY OF TRANSPORT AND TRAFFIC ENGINEERING

SINTEF TECHNOLOGY AND SOCIETY DEPARTMENT OF LOGISTICS TRONDHEIM, NORWAY BELGRADE, SERBIA & MONTENEGRO

May, 2006 Status: Final

Project Partners:

Serbian Ministry of Capital Investments Address: Nemanjina 22-26 11000 Belgrade, Serbia & Montenegro

Contact: Mr. Miodrag Poledica Head of Department for Railway and Intermodal Transport Phone: (+381) 11 361 66 13 E-mail: [email protected] Web: http://www.mki.sr.gov.yu/

SINTEF Technology and Society Address: S.P. Andersens vei 5 NO-7465 Trondheim, Norway

Contact: Mr. Tor Nicolaisen, Project Manager Research Scientist Phone: (+47) 73 59 46 70 E-mail: [email protected] Web: www.sintef.no

Faculty of Transport and Traffic Engineering, University of Belgrade Department of Logistics Address: Vojvode Stepe 305 11000 Belgrade, Serbia & Montenegro

Contact: Assc. Prof. Slobodan Zecevic, PhD Chairman of Department Phone: (+381) 11 309 12 02 E-mail: [email protected] Web: http://www.sf.bg.ac.yu/

This report is a joint property of the project partners. Use of information from this report in any form requires reference to the source.

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Contents:

1 Introduction...... 4 2 Workshop Sessions...... 5 2.1 Presentation Session ...... 5 2.2 Discussion Session ...... 10 3 Summary and Conclusions...... 15 4 Closing Cocktail Ceremony ...... 15 5 Organisers’ Remarks...... 16

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1 Introduction

The workshop II was organised as a part of the IMOD-X project on 09 March 2006 at the Faculty of Transport and Traffic Engineering in Belgrade, Serbia. The workshop was jointly organised by the Faculty of Transport and Traffic Engineering (FTTE), Ministry of Capital Investments (MoCI) in Serbia, and SINTEF, Trondheim, Norway. The main goal of workshop was to bring together important actors from the transport sector and enable discussion on the possibilities and potential for organisation of the intermodal transport (IT) in Serbia.

Intermodal Solutions for Competitive Transport in Serbia (IMOD-X) project is a 1-year project and will evaluate possibilities for organisation of the competitive intermodal transport services in Serbia. The IMOD-X project will develop both economic and technical concepts that are necessary for successful organisation of the competitive intermodal transport services. The project is a part of the bilateral assistance programme between Norway and Serbia and is fully financed by the Norwegian Government.

Workshop II gathered 70 participants in total. Out of this number, 10 were representatives from governmental bodies, 19 were representatives from research institutions, 35 were representatives from transport companies and forwarding agencies, 4 were from industry, 1 was from international organisations, and 1 was from European Union (EU) bodies and agencies.

The workshop consisted of four parts: 1) Presentation Session 2) Discussion Session, 3) Summary and Conclusions, and 4) Closing Cocktail Ceremony.

Prof. Momcilo Miljus, Dean, FTTE, welcomed participants and opened the workshop. Thereafter, Mr. Miodrag Jocic, Deputy Minister, MoCI, addressed participants and wished them successful work.

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2 Workshop Sessions

2.1 Presentation Session

In this section, the short overview and main points of each presentation are given. For more details on possibilities and potential for organisation of the intermodal transport in Serbia, please refer to the presentations themselves (available at the project website: http://www.sintef.no/imod-x).

Intermodal Terminal Network and Its Effects on the Transport Flows presentation by prof. Slobodan Zecevic and prof. Milorad Vidovic, FTTE, consisted of two main parts. In the first part, prof. Zecevic presented potential locations for the IT terminals in Serbia, SWOT analysis for these potential locations, and three scenarios for development of the terminals and transport flows in Serbia. The list of potential locations takes into account studies, projects, and research done earlier in Serbia within the IT field, Development Strategy of Serbia and available development plans of the industrial sectors, and relevant research studies from Europe. The selection of locations for intermodal terminals assumes selecting of both macro and micro locations.

The macro location selection takes account of the important industrial sites (cities) in Serbia. The potential macro locations for the IT terminals in Serbia are: Subotica, Senta, Sombor - Apatin, Zrenjanin, Novi Sad, Sremska Mitrovica, Beograd, Sabac, Smederevo, Pancevo, Prahovo, Jagodina, Uzice, Cacak, Kragujevac, Kraljevo, Nis, Dimitrovgrad, Presevo, and Pristina. The final list of potential locations will be made based on the SWOT analysis of each location and the results of scenarios. The presentation showed SWOT analysis for the potential location of Belgrade. Thereafter, the presentation listed three scenarios that are going to be done in the IMOD-X project:

• Scenario 1, 2, 3- this scenario assumes up to three bi-modal or three-modal terminals along the Corridors VII and X at the strong industrial sites (Belgrade, Novi Sad, and Nis). This scenario will also allow for development of a hub terminal with the Balkan character. Within the scenario, the decentralised micro location system of multiple terminals for specific intermodal transport technologies will be considered. In this context, Belgrade area can be looked upon as a metropolitan area. • Corridors scenario- this scenario assumes 3 to 6 terminals along the Corridors X and VII at the following cities: Subotica, Novi Sad, Smederevo, Belgrade, Nis, etc. • Network scenario- it assumes 12 to 16 terminals at the following cities as potential locations: Subotica, Novi Sad, Smederevo, Belgrade, Nis, Sabac, Cacak, Dimitrovgrad, etc.

The selection of micro location will be done after macro location is determined and it must take into account all micro locations available at the site as well as all relevant criteria: spatial, technical, technological, organisational, economic, and legislative. In this way, it will be possible to avoid improvised and short-sighted solutions that have been seen in the past.

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In the process of macro and micro location selection, the scenarios of economic development will be considered. The scenarios of economic development will take into account increase of GDP in Serbia and increase of GDP by the economic sectors in Serbia. The economic sectors with dominant contribution to the increase of GDP in Serbia are agriculture, metal industry, chemical and electronic industry.

In the second part, Prof Vidovic presented methodology for quantitative analysis of the transport flows and model for quantification of the effects of future intermodal terminals network. The quantitative analysis of transport flows and model for quantification of the effects represent integral part of the potential location selection process. The quantitative analysis of transport flows assumes following:

• Analysis of goods suitable for the intermodal transport and their statistics, • Evaluation of average volume of goods in the intermodal transport units (ITU) (20” container, trailer) per statistical group, • Analysis of transit and export/import flows per statistical group for different scenarios, and • Analysis of internal transport flows in Serbia.

Due to unreliability of statistical data in Serbia, the quantitative analysis of transport flows will involve expert estimates, estimates from the Development Strategy of Serbia, experiences from relevant European countries, and analysis of relevant economics data. In this way, according to the author, it is only possible to conduct meaningful analysis and quantify transport flows and generate reliable results.

The model for quantifying effects of the intermodal terminals network for each of the three scenarios will measure three key performances:

• Delivery time, • Costs, and • Environmental impact (e.g. emission of carbon-dioxide).

The above performances will be measured for each pair of the origin and destination nodes, transport flow and scenario. These performances will be also measured for different transport solutions such as road transport, rail transport and IT between the two nodes and scenarios. In this way, we will be able to form a basis for informed decision making regarding the use and development of IT in Serbia.

Marshalling Yards as Potential Locations for Terminals in Serbia presentation by Mr. Branislav Boskovic, FTTE, and Mr. Andrija Ristovic, Serbian Railways, gave an overview of the reserves in traffic capacity on the railways in Serbia on the Corridor X and the current state and potential of three marshalling yards (Novi Sad, Belgrade, and Nis) for development of the rail-road terminals in the future. The overview of traffic capacity reserves revealed that there are significant reserves on all railway sections on the Corridor X and its branches except on the sections Subotica-Novi Sad and Novi Sad-Stara Pazova where

6 Status: Final reserves are 4 and 12 new trains, respectively. The traffic capacity reserves are computed using the UIC method, which enables balancing of the traffic in case of the traffic disruption.

In general, the marshalling yards have significant reserves in terms of rail tracks and most likely they will never again reach their designed level of utilisation. Thus, by using of these capacities, it is possible to decrease investments necessary for building of the intermodal terminals. It is worth noting that transport process in the IT is not completed when an ITU is lifted onto railway carriage. The goal is to accelerate dispatching of new wagons because time represents an important element in the service quality. The marshalling yards are just allowing for this by including new wagons in the trains that are travelling through the marshalling yard. Existence of the customs and wagons and locomotives maintenance shop in vicinity of the marshalling yards represents an advantage for future terminal.

The overview of current state and potential of three marshalling yards revealed their main strengths and weaknesses. These strengths and weaknesses are given in the following table:

Characteristics: Novi Sad Belgrade Nis Location Favourable Favourable Favourable

Rail tracks Underutilised Underutilised Underutilised

Road connections Yes Yes No

Facilities Yes Yes Insufficient Customs and Customs on 1,5 km Additional services shipping agent No customs distance offices Yes (location and Parking place No No capacity problems) Expansion Yes Yes No possibilities Handling equipment No No No Bad shape of Depending on the Bad shape of Limitations facilities and rail location inside the facilities and rail tracks yard tracks

Important Actors and Their Benefits in Intermodal Transport presentation by Miss Tereza Petrovic, FTTE, Miss Ana Mihajlovic, MoCI, and Mr. Tor Nicolaisen, SINTEF, gave an overview of important actors and their benefits in the IT in Serbia. In the first part, the main cargo owners and logistics providers in Serbia were presented. There are many domestic and international service providers Serbia. They are currently upgrading their service offer to include 3PL. It is also emphasized that if we want to develop intermodal

7 Status: Final solutions in Serbia, it is necessary to take into account all specific demands of relevant, potential users.

The second part of presentation described public authorities providing external prerequisites relevant for development of the IT such as regulations, strategies, and plans. The main prerequisites are: Transport Policy and Strategy of the Republic of Serbia, Regulation on Combined Transport, Planning and Construction Law, Spatial Plan of Republic of Serbia, Master Plan of Belgrade to 2010, etc.

The third part of presentation listed main benefits and challenges for all intermodal transport actors and they are given in the following table:

Actor Benefits Challenges Logistics efficiency and robustness, value chains Outsourcing of logistic service Cargo owner strengthening, reduced transport elements costs To establish viable relations with Freight Increased flexibility, diversified cargo owners and develop integrator, service, robustness of operation intermodal solutions according to shipping agent demand As a part of logistic/value chain, to To restructure, focus on Transport develop viable long term opportunities (distribution, provider (road) competitive solutions (both for the collection, from/to), develop users and their own business) advantages, etc. To develop freight integration in Transport Increased demand/turnover and cooperation with shipping agents. provider (rail) development of profits (margins) To provide capacity, regularity, and punctuality. To develop freight integration in Transport Increased demand/turnover and cooperation with shipping agents. provider (IWT) development of profits (margins) To provide capacity, regularity, and punctuality. Contribute to goals/objectives of To develop, implement and efficiency in freight transport, maintain transport and IT MoCI, Dept. of regional development and strategies and policies. Co- Railw. & IT distribution, fair pricing and ordination of intermodal solutions regulation on a regional and local level Increased attractiveness for To develop regional trades and Region localization and start-up of businesses (and their logistic businesses and trade ventures chains) in a competitive market To allocate and develop sufficient Reduced environmental problems, space for logistic services. To Municipality increased traffic safety, increased collaborate in the development of attractiveness infrastructure for logistic services

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Policy and Instruments for the Intermodal Transport Development in Serbia presentation by Mr. Miodrag Poledica, MoCI, gave an overview of the main instruments for development of the IT in Serbia. These instruments are: 1) Transport policy and strategy of the Republic of Serbia, 2) Bilateral agreements, cooperation and legislation, and 3) Institutional capacity building. The transport policy and strategy defines the framework for development of the transport sector in general and IT in particular in Serbia. The selected goals from the transport policy and strategy are:

• Grounds of strategy of the intermodal transport o Progressive development of the intermodal and combined transport in compliance with the principle of sustainable development o Optimization of the transport network by use of all available natural and infrastructural resources on the principle of intermodality o Extended use of new information technologies in the transport o Improvement of intermodal transport for 20% • Institutional framework o Unique regulator of the intermodal and combined transport with unified functions of planning, management and financing with expert-profiled administrative staff o Commercial operators on free market • Legal framework o To reach until 2010 EU countries average regulatory practice from 2005 o Legislative framework for competitiveness of operators in various transport modes • Infrastructure o Combining and upgrading of the existing infrastructure content of all transport modes in an integrated intermodal network o Setting of new information technologies and facilities for transport and flows management o Development of terminals in accordance with the results of relevant feasibility studies • Management o Competitive operators on the market o Modern management, which is introducing the opportunities for significant intermodal transport increase

The selected bilateral agreements: • Serbia & Montenegro and Bulgaria (ratified 2003) • Serbia & Montenegro and Croatia (signed 2005) • Serbia & Montenegro and Hungary (finalised 2005) • Serbia & Montenegro and Slovakia (initialised 2005) • European Agreement on Important International Combined (Intermodal) Transport Lines and Related Installations (AGTC) (ratified in 2005) • Memorandum of understanding on intermodal transport with Austria (finalised 2005)

The selected institutional capacity building achievements:

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• Established department of railway and intermodal transport at MoCI in January 2004 • Started IMOD-X project under auspices of MoCI in June 2005 • Established department of combined transport at Serbian Railways January 2006

The presentation also showed main functions of the future national kombi- association (Serbia Kombi) such as: 1) Development of combined transport in Serbia and 2) Economic viability. The work group working on development of Serbia Kombi consists of: MoCI, Serbian Chamber of Commerce, and Serbian Railways. The presentation concluded that choice of instruments will depend on justifiability of further investments and available resources, on one hand, and readiness of the state to get involved in the modern transport trends, on the other hand.

2.2 Discussion Session

In the discussion session, the participants pointed out important obstacles necessary to overcome in order to open possibilities for organisation of the IT in Serbia. They also gave suggestions for overcoming of these problems. The following participants took part in the discussion: Mr. Slavoljub Jevtic, Mrs. Slavica Filipovic, Mr. Miroslav Alempic, Mrs. Emina Djurdjevic, Mrs. Zorica Katanic Rosaj, Mr. Dejan Jovanov, Mr. Milan Vucinic, Mr. Miodrag Poledica, Mr. Stojan Petkovic, Mr. Andrija Ristovic, Prof. Milorad Vidovic, Prof. Slobodan Zecevic, Prof. Milorad Kilibarda, Miss Brankica Adic, and Mr. Aleksandar Sekulic. After analysis of pointed obstacles and suggestions, the organisers grouped them into the five main groups. These groups represent areas with the possibilities and potential for organisation of the IT in Serbia.

It is worth noting that opinions below represent personal opinions of the participants in discussion and not opinions of the project partners.

1. Transport flows and potential locations o Types of goods of interest for the IT in Serbia and their statistics The statistical data are needed to understand transport flows (to, from, and inside) in Serbia. However, the statistical data on transportation in Serbia are not reliable and often not up-to-date. Therefore, it is suggested to use expert estimates and suggestions from the industry to improve data reliability. The current legislation regarding collection of the transit and export/import data in Serbia is inadequate. It is particularly highlighted problem of lack of data on ITUs. These data are needed for various analyses, studies, and estimates as well as support to the domestic transport companies in the negotiation process with their international counterparts. In this context, it is suggested that the customs takes more active role in the data collection process by introducing the system of encoding of transportation means in the transit and export/import flows.

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In the recent years, Serbia has increased import of consumer goods. As a result, many private trucking companies have emerged for transportation of these goods. These transport flows represent potential for organisation of the container transport. It is suggested to collect data on equipment of the domestic companies involved in the transportation of goods. These data together with the transport flow data would be very useful for development of the IT policy and relevant regulations. In 2005, approximately 5000 containers with dangerous goods were transported by road in Serbia. Hence, the transportation of these containers represents potential for organisation of IT in Serbia. o Potential locations The potential locations for intermodal terminals in Serbia should be along the Corridor X. They should be selected according to the existing demand and not according to the individual wishes and initiatives. Some developmental plans of cities/towns in Serbia already suggest locations of the future intermodal terminals. However, the private sector is interested to have possibility to choose location according to its own need. Thus, it is suggested that all developmental plans (master plans) of regional centres (cities and bigger towns) in Serbia allocate an area of land for building of these terminals in order to prepare the city/town for future private initiatives. Strengths and weaknesses of some locations in Serbia as potential locations for the intermodal terminals: • Novi Sad Marshalling Yard: It is favourable from the aspect of location, road connections, and existing infrastructure. Smaller improvements of the concrete base, however, are needed. • Zemun TPS (Technical Station): It is favourable from the aspect of location, road connections, and existing infrastructure. • Makis Marshalling Yard (Belgrade): Many studies have been done for this location and even construction of container terminal has been planned. However, this location is situated within the protected area of Belgrade water wells and sources. Thus, it will be very difficult to get necessary licences for building of the terminals on this location. • Nis Marshalling Yard: Infrastructural improvements are needed on the road connection and the yard itself. o In addition to Nis Marshalling Yards, there is a location of 6 hectares, nearby Nis, owned by Serbian Railways, with good road and railway connections. It, however, has no required infrastructural facilities. Thus, the nearby railway station of Zitkovac can be used for manipulation and handling of the containers. This will in turn require investments in the infrastructure and equipment on this railway station.

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• Dobanovci (area within the municipality of Belgrade): This location is suggested as a location for future terminals by the Belgrade Master Plan. Zemun TPS is nearby this location and a railway line connecting these two locations is planned. • Smederevo: It is a potential location for intermodal terminal since there is an intensive freight flow directed to/from US Steel Company (located in the municipality of Smederevo). The inland waterways and related ports should be more taken into account when selecting potential locations for the future intermodal terminals in Serbia. There is container transport line between Belgrade and Constance (Romania), which started operating in May 2005. The locations of future terminals should be nearby industrial zones and possibly within the industrial parks. The types of logistics centres and their number will then affect their final locations. The important issue to consider in this process is whether there is needed infrastructure and facilities on a particular location or not. In the process of locations selection, it is necessary to take into account existing transport flows and statistics. The decision on potential locations for the intermodal terminals needs to take account of their effects- time and cost savings and environmental impact- on the transportation of goods in Serbia. Therefore, it will be interesting to quantify these effects. The quantified effects will also be helpful to MoCI in the process of further regulation development. • The time, cost, and environmental effects will have differing weights for the different intermodal transport stakeholders. The national kombi- association should be involved in the selection of potential locations. 2. Logistic centres and organisation o The ownership structure of future intermodal terminals should involve all interested parties such as state, local community, industry, transport companies, shipping agents, trade unions, etc. o It is necessary to establish partnership between public authorities and private sector in the process of building logistic centres. However, no party should be major shareholder in the logistic centre. o For successful organisation of the IT in Serbia, it is important to inform top management of Serbian Railways about the results and conclusions of IMOD- X project. Then, it is important to organise meetings in the cities/towns of potential locations with the local government and define list of partners for creation and building of the logistic centres/terminals. The key actors in this process should be MoCI, FTTE, Serbian Railways, and local government. On these meetings, Serbian Chamber of Commerce should be present, as well. o The national kombi- association should in cooperation with MoCI, FTTE, and other relevant transport and research organisation develop detailed plans for development of future intermodal terminals. 3. Intermodal transport service

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o In the recent years, the structures of customers and transport flows have changed in Serbia. Thus, it is necessary to conduct research in this area in order to map new customers and their requirements. o It is not possible to govern the transport sector (and transport flows) only with the use of regulations. The other key ingredients are service offer and market, because customers are interested in the system with the best service offer. o The Railway Business Plan (2003-2007) and Railway Annual Plan for 2006 do not address development of IT. However, the long-term development plan envisages development of the combined container terminals at the locations of Belgrade, Nis and Novi Sad. o According to the European trends in transport, dangerous goods should be transported mostly by rail and water. o The container shuttle trains should be established between Serbia and the ports and terminals in Europe that are having the most intensive container transport flows. 4. Important stakeholders o National kombi-association does not exist in Serbia. This creates confusion in terms of the responsibility for development of the IT at the state level. Thus, it is necessary to crate national kombi-association as soon as possible. It should be a key actor in the development of IT in Serbia and open possibilities for domestic companies to take active participation in this process. o It was suggested that the ownership structure of the national kombi- association should be: 30% - railways, 30% - terminal operator, 30% - transport companies, and 10% - state. The role of government (ministry) will be to direct development of the IT. o Serbian Railways should be represented in the national kombi-association for at least three reasons: Goods aspect- to acquire certain volume of goods for transportation. Taxation aspect- to define adequate taxes for transportation of IT units in order to make IT competitive and viable. Organisational aspect- to organise trains for ITUs transportation between the IT terminals. o It was mentioned that the freight forwarders should be included in the process of creation of national kombi-association. o The creation of national kombi-association should take into account good European practices and experience. Serbia needs to follow European trends in the area of IT and develop solutions accordingly. o The development of IT in Serbia will introduce new private terminals and terminal operators. The role of state and local authorities regarding development of the IT is to determine locations and create favourable conditions for the potential investors for building of these terminals. The investors are, for instance, forwarding companies, shipping agents, and other private companies. o As a good example of public – private cooperation, the development of Zrenjanin free trade zone was mentioned. o According to the European practice (where intermodal terminals are in the ownership of railway company, kombi-association, and/or private companies),

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it was suggested that Serbian Railways should initiate development of an intermodal terminal in Belgrade. This terminal will cover city demand in the near future until bigger private initiatives start arriving. EUR 1 mil is more then enough for establishing of a modern container terminal on a location with some existing infrastructure (e.g. Zemun TPS). Another suggestion was to start one pilot terminal project in Novi Sad. This has to be done very fast because further delays can cause losing of favourable micro locations. o The training of employees in the customs and railway sector regarding the IT is very important for the development of IT in Serbia. 5. Legislation o Improvement and harmonisation of the regulations with the European regulations is an important prerequisite for successful development of the IT in Serbia. In the container transport, some customs regulations are discriminative for this transport mode in relation to the other transport modes. The containers imported from Asia (China), for instance, are considered as potential smuggling chains by the Customs Administration and Ministry of Finance. In this sense, certain procedures and regulations have been introduced affecting negatively container transport provider and final user. When containers are imported to Serbia, the customs defines exact place for customs clearance of these containers. Often, the selection of place for clearance does not take into consideration the existing transport flows and needs of final user. The customs clearance of containers from China, for instance, transported by Danube, is only possible to carry out in the Port of Belgrade. When importing, the container striping is required by the regulations in Serbia. This causes many users to choose ports of Koper or Thessalonica for conducting of these operations, since they have better conditions for stripping and storage of goods. In the export of containers from Serbia, the customs clearance is done in the nearest customs terminal. In this way, the customs regulations are imposing starting point of the transport chain making it more expensive. In general, complicated and discriminative customs procedures for the container transport in Serbia are causing that some potential container flows are ending outside or bypassing Serbia. The three terminals within the Belgrade node (Batajnica, Ovca, and Ostruznica) for handling with the dangerous goods are not certified for all types of dangerous goods. The certifying procedure involves several ministries and is very complex.

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3 Summary and Conclusions

The workshop II was an important step in the process of determination of potential locations for the intermodal terminals in Serbia and implementation of the IMOD-X project. In the presentation and discussion session, some potential locations were mentioned along with their strengths and weaknesses. In the case of lack of data, the project partners will take direct contact with the relevant participants and transport actors in order to gain all necessary information about the particular potential location.

The discussion session revealed areas with the possibilities and potential for organisation of IT in Serbia. The problems and suggestions within each of these areas represent practical recommendations for the development of IT in Serbia. These problems and suggestions are summarised into the following conclusions:

1. The macro location selection will be based on the three scenarios- Scenario 1, 2, 3, Corridors scenario, and Network scenario. These scenarios will be analysed for various scenarios of economic development of Serbia. 2. The micro location selection needs to take account of all micro locations available at the site as well as all relevant criteria such as spatial, technical, technological, organisational, economic, and legislative. 3. In the micro location selection process, the marshalling yards will be taken into account. In this context, the master and developmental plans of cities/towns (macro location) in their vicinity need to be consulted. 4. The reliable data are a key prerequisite for successful analysis. Due to lack of reliable data in Serbia, it is necessary to introduce new system for collection of data relevant for the IT. 5. The development of intermodal solutions in Serbia needs to take account of needs of customers (quality, efficiency, and environmental friendliness). 6. In the development of IT, the public authorities such as local and customs need to take more active part. Their role will be to create favourable conditions for development of IT. 7. The creation of national kombi-association should be accelerated. 8. The current trend of signing of bilateral and multilateral agreements relevant for IT should be continued and even stepped up.

In addition, all suggestions expressed in the discussion session will be considered in the development of IT in Serbia and implementation of the IMOD-X project.

4 Closing Cocktail Ceremony

In addition to the refreshment, the participants used cocktail to further clarify topics and points from the discussion session and establish contacts with the key actors in development of the IT. Many of the participants used cocktail to reassure and deepen old contacts and network.

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5 Organisers’ Remarks

The workshop organisers are satisfied with the number of participants and number and quality of suggestions for development of the IT in Serbia. The dynamic and vibrant discussion enabled exchange of opinions and suggestions on many aspects important for development of the IT. They will be all taken into account in the process of determination of potential terminal locations and development of IT in Serbia.

In the meantime, the organisers will prepare material and presentations for the next workshop (workshop III).