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Working Paper for Optimizing Core TEN-T by Including Non-EU Countries

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Working Paper for Optimizing Core TEN-T by Including Non-EU Countries ACCESSIBILITY IMPROVED AT BORDER CROSSING FOR THE INTEGRATION OF SOUTH EAST EUROPE - ACROSSEE WP3 INSTITUTIONAL PLATFORM AND ADMINISTRATIVE COOPERATION Report Action 3.1.7 Working paper for the Optimization of the proposed Comprehensive and Core TEN-T Date: 11.03.2015 Version: [to be set as final by LP] Involved ACROSSEE partners: FEDERAL MINISTRY FOR TRANSPORT INNOVATION AND TECHNOLOGY , AT Author: Dr. Helmut Adelsberger (contractor of bmvit) CENTRAL EUROPEAN INITIATIVE EXECUTIVE SECRETARIAT, IT ARISTOTLE UNIVERSITY OF THESSALONIKI (AUTH) – RESEARCH COMMITTEE – SPECIAL ACCOUNT FOR RESEARCH FUNDS OF AUTH, GR University "POLITEHNICA" of Bucharest, RO Institute of Traffic and Transport Ljubljana, SI VENICE INTERNATIONAL UNIVERSITY, IT 2 The information in this document is provided as is, and no guarantee or warranty is given that the information is fit for any particular purpose. The user thereof uses the information at its own risk and is solely liable for its usage. 3 Table of Contents: 1 EXECUTIVE SUMMARY ........................................................................................................ 5 2 INTRODUCTION: ................................................................................................................... 5 2.1 The Framework of Acrossee .......................................................................................... 5 2.2 Political Framework ........................................................................................................ 6 2.3 Approach of this document ........................................................................................... 6 3 THE PLANNING METHODOLOGY FOR THE TRANS-EUROPEAN TRANSPORT NETWORK (TEN-T) ....................................................................................................................... 8 3.1 The Comprehensive Network ......................................................................................... 8 3.2 The Core Network ........................................................................................................... 9 4 THE IMPLEMENTATION OF INFRASTRUCTURE PROJECTS ........................................... 14 5 EXTENSION OF THE TEN-T INTO THE WESTERN BALKANS .......................................... 15 6 POSSIBLE CONSEQUENCES FOR EU MEMBER STATES AROUND THE WESTERN BALKANS .................................................................................................................................... 25 7 EXTENSION OF THE TEN-T TO MOLDOVA AND WESTERN UKRAINE ........................... 27 8 POSSIBLE CORE NETWORK CORRIDORS ....................................................................... 32 9 TEN-T AND TRANSPORT DEMAND ................................................................................... 35 10 COHERENCE WITH NATIONAL CONSIDERATIONS ......................................................... 37 4 1 EXECUTIVE SUMMARY Action 3.1.7 in the framework of ACROSSEE aims at the identification of a possible future TEN-T Core Network for those parts of the ACROSSEE project area which are located beyond EU external borders in South-Eastern Europe (Western Balkans as well as Moldova and parts of Ukraine) and its cross-border optimization in the entire project area. Applying the planning methodology which had been developed for the TEN-T within the EU territory and which is depicted and explained in the paper, results in a proposal of a possible Core Network. In a consistent planning procedure in line with the methodology, urban core nodes and core ports are identified and connected with each other in the entire project area, using the agreed Comprehensive Networks of SEETO as well as of MD and UA as a base. In a few cases this reveals presumptive gaps in these basic networks, which should be further investigated and discussed for possible future adaptations. New node- node relations may even lead to proposals to investigate and adapt parts of the TEN-T Core Network already identified. As a consequence and in line with previous TEN-T planning within the EU, a proposal is developed also for supplementing the existing set of Core Network Corridors by additional branches and by additional Core Network Corridors. This planning procedure is supplemented by some information on possible EU co-financing, depending on the legal status of the individual countries. Within the limits of accuracy, the outcome of these procedures seem to match quite well with the results of a recent TRANSTOOLS calculation, however special attention should be paid to transport infrastructure in agglomeration areas, where large scale traffic models are usually predestined to fail. Within this framework, there is also a reasonable congruence of the results of this study with national planning and priorities, in particular in the context with the proposed Core Network Corridors. 2 INTRODUCTION: 2.1 The Framework of Acrossee The project “ACROSSEE”, meaning “Accessibility improved at border CROSsing for the integration of South Eastern Europe”, has a focus on border crossing transport along the main arteries of the region. It consists of five working packages: 1. Transnational project and financial management, 2. Communication activities, 3. Institutional platform and administrative cooperation, 4. Transport model, 5. Cross border analysis. It is co-funded by the European Union within the Transnational Cooperation Programme for South-East Europe, the project area that covers Albania, Austria, Bulgaria, Croatia, Greece, Hungary, Italy, Romania, Serbia, Slovenia and Ukraine. Under the leadership of the Central European Initiative (CEI), the project comprises partners, associated institutions and observers from the countries of the project area as well as from supranational level. 5 2.2 Political Framework After the steps of EU enlargement 2004 and 2007, Croatia became an EU Member State in 2013, while currently Serbia and the Former Yugoslav Republic of Macedonia (FYROM) and – beyond the project area – Turkey are candidate countries. At the longer run, one may expect that all or at least most of the countries of so-called “Western Balkans” will be part of the EU, while this is not necessarily the case for Moldova and/or Ukraine; regarding these last two countries, the EU geo-strategically policy objectives are quasi- uncertain, and decision level is at higher level, depending mostly on the EU external conditions. Regardless the current political and legal situation of the individual countries in South-Eastern Europe, in particular in the Danube Region, there is “geographical continuity”: Inland waterways, determined by the most important rivers follow the physical shape of the country. Road and rail transport, cross the borders, as well, but in many cases infrastructure deficiencies (missing links, bottlenecks, poor technical parameters, …), poor services and in particular the borders are serious obstacles to both passenger and freight transport flows. Although it may be an advantage in the sense of environmental impacts of transport that, due to these problems, a great part of transport in the relation Turkey / Middle East – Central and Western Europe has shifted to the maritime detour, there are serious economic disadvantages: Longer transport times entail economic losses in origin and destination regions, interjacent countries are bypassed. With poor accessibility on road and rail, they suffer from low attractiveness as location for economic activities. Transport infrastructure in South-Eastern Europe has many deficiencies as regards configuration, technical parameters and status of maintenance of the network, as well as quality and reliability of operation and services. In general, there is a general tendency in all parts of Europe that countries give priority rather to those border crossing links directed towards more central countries than to more peripheral ones. However, it is evident that wherever delays of border crossing are in the order of one or several hours, improvements of border infrastructure as well as administration and procedures of border control would be the most effective and efficient measures. As, in general, only little investments are needed to achieve high benefits, this should be the short-term solution. Corresponding gains in overall transport times may then be significant enough to be the key to shifting traffic flows, yielding the necessary socio-economic cost-effectiveness of infrastructure investments also in other parts of the network. At the long run, internalising the external costs of transport, combined with tight intermodal connectivity, would be a key factor for modal shift to rail, inland waterways and sea, to boost sustainability in transport. 2.3 Approach of this document This document is based on the work commissioned by the Austrian Federal Ministry of Transport, Innovation and Technology (BMVIT) within ACROSSEE work package 3. It is aiming to show the consequences of applying the rules and tools that have been developed for the TEN-T network in EU-MS to the whole region of the Western Balkan, Ukraine and Moldavia. In a second step the infrastructure needs derived from the considerations according to TEN-T methodology will be compared with the infrastructure needs defined by the capacity analyses of WP4. Finally, there will be given room for the representatives of all countries concerned to express their view on the proposal. The criteria set up in the TEN-T planning methodology shall be applied to analyse the status quo of the rail infrastructure and to identify
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