WP3 & Activity 3.1

GIFT TRANSPORT NETWORK CENSUS (Corridor V – Selected Stretches)

Deliverable 3.1.2

Ministry of Development, Competitiveness, Infrastructure, Transports & Network (GR) – Lead Partner Prometni institut Ljubljana (SLO) – WP3 Leader Project title: Green Intermodal Freight Transport Project acronym: GIFT

Due date of deliverable: 31/08/2012 Actual submission date: 08/03/2013

Responsible and contributing partners

Name Acronym PP number Role Politecnico di Bari (I) POLIBA PP14 Responsible Prometni institut PI PP6 Contributor Ljubljana (SLO) University of the Aegean UoA PP1 Contributor (GR) Chamber of Commerce of VerInn PP7 Contributor Verona (I) IFKA Public Foundation for the Development of IFKA PP8 Contributor the Industry

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Change Record

Rev N Description Author (partner) Review Date

Prof. Michele Ottomanelli 0 Draft POLIBA PP14 8/2/2013 Dr. Leonardo Caggiani

Prof. Michele Ottomanelli 1 Draft POLIBA PP14 25/2/2013 Dr. Leonardo Caggiani

Prof. Michele Ottomanelli 2 Draft POLIBA PP14 28/2/2013 Dr. Leonardo Caggiani

Prometni institut Ljubljana Dr. Primož Kranjec 3 Draft 06/03/2013 (PP6) Mojca Tomšič

Prof. Michele Ottomanelli 4 Final POLIBA PP14 07/03/2013 Dr. Leonardo Caggiani

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Contents

List of figures ...... 4

List of tables ...... 6

1 Introduction ...... 8

1.1 Scope of deliverable ...... 8

1.2 Structure of deliverable and organization of work ...... 10

2 GIFT network expected impact ...... 10

3 Methodology and approach ...... 12

3.1 Definition of corridors ...... 12

3.2 Organisation of data collection ...... 13

3.2.1 Corridor leaders ...... 13

3.2.2 Country representative ...... 14

3.3 Corridor links ...... 14

3.3.1 Strengths/Weaknesses of the approach ...... 19

3.4 Data collection methodology ...... 20

3.5 General description of data ...... 23

3.5.1 Source and availability ...... 23

3.5.2 Formats of the data...... 28

3.5.3 Structure of data list ...... 28

4 Mapping ofthe current status ...... 38

4.1 Italy...... 38

4.1.1 Freight transport in general ...... 39

4.1.2 Demand for Freight Transportation ...... 40

4.1.3 Supply of Freight Transport – Infrastructure ...... 52

GIFT Transport Network Census (Corridor V – Selected Stretches) 2

4.1.4 Private sector role and contribution ...... 62

4.1.5 Consolidation of results on the Italian part of Corridor V ...... 70

4.2 Slovenia ...... 70

4.2.1 Freight transport in general ...... 71

4.2.2 Demand for Freight Transportation ...... 71

4.2.3 Supply of Freight Transport – Infrastructure ...... 81

4.2.4 Private sector role and contribution ...... 86

4.2.5 Consolidation of results on the Slovenian part of Corridor V ...... 92

4.3 Hungary ...... 92

4.3.1 Freight transport in general ...... 92

4.3.2 Demand for Freight Transportation ...... 94

4.3.3 Supply of Freight Transport – Infrastructure ...... 99

4.3.4 Private sector role and contribution ...... 100

4.4 Final conclusions & main inefficiencies observed on the corridor ...... 109

5 Conclusion ...... 113

6 References ...... 114

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LIST OF FIGURES

Figure 3.1 Corridor stretches

Figure 4.1 ERTMS Rail Corridors. Source: Regulation (EU) No 913/2010 of the European Parliament and of the Council of 22 September 2010 concerning a European rail network for competitive freight Text with EEA relevance

Figure 4.2 Trend of the volume of road freight transport – Period 2000-2011 (Million of vehicles-km) – (Source: AISCAT)

Figure 4.3 TEN-T PP n. 6 - Railway axis Lyon-Trieste-Divača/Koper-Divača-Ljubljana-Budapest- Ukrainian border (Source: EU Commission)

Figure 4.4 Possible European Network for North East Area (Source: Veneto Region Transport Plan)

Figure 4.5 Veneto and Friuli Venezia Giulia Region: Road Network Uniontrasporti and Friuli Venezia Giulia Regional Plan of Infrastructure, mobility and Logistics.

Figure 4.6 Veneto and Friuli Venezia Giulia Region: Rail Network (Source RFI)

Figure 4.7 Average Added Value per category - Souce: Confetra on CREVED data

Figure 4.8 Localization of company per Italian Province

Figure 4.9Combined transport major conections - Source: MIT

Figure 4.10: Volume of rail and road freight transport in Slovenia from 2008 to 2011 (Eurostat, 2012)

Figure 4.11 Modal split in Slovenia in 2011 (Eurostat, 2012)

Figure 4.12 Road transport in Slovenia from 2008 to 2011 in tonnes(Eurostat, 2012)

Figure 4.13: Volume of road transport by type of goods NST 2007 in Slovenia from 2008 to 2011 in tonnes (Eurostat, 2012)

Figure 4.14 Road transport flow in Slovenia on corridor V, by section in 2011 (Eurostat, 2012 and national model)

Figure 4.15 Rail transport in Slovenia from 2008 to 2011 in tonnes(Eurostat, 2012)

Figure 4.16 Volume of rail transport by type of goods NST 2007 in Slovenia from 2008 to 2011 in tonnes, (Eurostat, 2012)

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Figure 4.17 Rail transport flow in Slovenia on corridor V, by section in 2011(Eurostat, 2012 and national model)

Figure 4.18 Rail and road transport flow in Slovenia on corridor V, by section in 2011(Eurostat, 2012 and national model)

Figure 4.19 Cargo throughput in Port of Koper between 2008 and 2011 (Eurostat, 2012)

Figure 4.20 Cargo throughput of TEU's in Port of Koper (www.luka-kp.si)

Figure 4.21 Volume of cargo throughput in Port of Koper from 2008 to 2011 by the type of goods in tonnes (www.luka-kp.si)

Figure 4.22 Rail, road and terminal transport network on corridor V in Slovenia (www.dars.si, Prometni institut Ljubljana d.o.o.)

Figure 4.23 Annual turnover of Slovenian stakeholders in 2011 in thousand Euros

Figure 4.24 Market shares of railway operators in Slovenia in 2011

Figure 4.25 Share of international transport on corridor V of Slovenian stakeholders in 2011

Figure 4.26 Number of employees at Slovenian stakeholders in 2011

Figure 4.27 Overall freight transport performance at Country level (Sources: own (RCH) statistics)

Figure 4.28 Volume of road freight transport (Source: own statistics combined with Eurostat and Hungarian Road Service data)

Figure 4.29 Volume of road freight transport by group of goods (Source: own statistics combined with Eurostat data)

Figure 4.30 Volume of rail freight transport (Source: own statistics combined with Eurostat and Hungarian Road Service data)

Figure 4.31 Volume of rail freight transport by group of goods (Source: own statistics combined with Eurostat data)

Figure 4.32 Annual turnover of the Szemerey Transport Plc

Figure 4.33 Rail Cargo Hungaria freight transport overall performances

Figure 4.34 Time series for annual turnoverof railways company in Hungary

Figure 4.35 Comparison of railways companies annual turnover in Hungary (year 2011)

Figure 4.36 Modal split of freight transport: use of rail (% of total inland market). Source (Eurostat)

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Figure 4.37 Freight flows chartby road on the corridor V (x1000tons) –year 2009

Figure 4.38 Freight flow chartby railalong the corridor V (x1000tons)- year 2011

LIST OF TABLES

Table 3.1 Corridor leaders

Table 3.2 CORRIDOR V: Basic description of the links and pertaining contributors.

Table 4.1 Italy, North-East: Population 2010 and forecast 2020-2030 (Source ISTAT and Italian Logistic Plan)

Table 4.2 Total Import and Export from/to North-East by region (in Million Euro)(Source:Italian National Logistic Plan)

Table 4.3 Road freight transport at Country level (in tonns) (quarterly – 2007-2011 – Source: ISTAT)

Table 4.4 Road freight transport in North East Region (Tonnes 2011 – Source: ISTAT)

Table 4.5 - Road freight transport on Italian motorways (Million of vehicles-km) – (Source: AISCAT)

Table 4.6 Road freight transport flows from Trentino Alto Adige Region to other Italian Regions, per group of goods - year 2011(in Tonnes). (Source: ISTAT)

Table 4.7 Road freight transport flows from Veneto Region to other Italian Regions, per group of goods - year 2011(in Tonnes). (Source: ISTAT)

Table 4.8 Road freight transport flows from Friuli Venezia Giulia Region to other Italian Regions, per group of goods - year 2011(in Tonnes). (Source: ISTAT)

Table 4.9 Rail freight transport at Country level (quarterly – 2004-2011 – Source: ISTAT)

Table 4.10 Container traffic in Italian North Adriatic ports (2008-2011) (thousands of TEU) (Source: Venice and Trieste Port Authorities)

Table 4.11 Main infrastructural intervention on road and rail networks and on the main logistic infrastructural nodes in North-East Area and the forecast for their conclusion

Table 4.12 Company categories - Source: Confetra

Table 4.13 Analysis of company categories - Source: Sources: Confetra on CERVED

Table 4.14 The mayor players in Italy for the freight transport on East Italy

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Table 4.15 Volume of road, rail and air transport in Slovenia from 2008 to 2011(Eurostat, 2012)

Table 4.16 Volume of road freight transport on sections of corridor V in Slovenia from 2008 to 2011 in tonnes (Eurostat, 2012 and national model)

Table 4.17 Volume of rail freight transport on sections of corridor V in Slovenia from 2008 to 2011 in tonnes (Eurostat, 2012 and national model)

Table 4.18 Data on rail and road infrastructure network in Slovenia (Statistic Office of Slovenia, 2012)

Table 4.19 External costs - Hungary

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1 INTRODUCTION

A trans-European corridor should be considered as an innovative opportunity of relating to the new territorial reality that emerges from the EU convergence process.

Abolition of the frontiers and the creation of the internal market do not produce directly any physical transformation of space, but they drastically modify the socio-economic framework and trade dynamics that occur in the new common space. In this way, however, they tend to favor those processes that can generate physical and organizational transformations of the territories that have joined the union.

These transformations are directly exposed to market dynamics, on the basis of the competitive factors that each single Member Country as well as their respective local systems manage to apply in order to increase exports of goods and services and to increase, in the same way, foreign direct investments. Community policies enter into this general framework with the aim to guide institutions and markets towards objectives of common and shared interest.

Tuning of the European corridors fits into this strategy perfectly, as it aims at strengthening the trade network in those several cases in which the sole action of spontaneous market trends may not be sufficiently conformed to the principle of cohesion.

1.1 Scope of deliverable

Since the fall of the Berlin Wall - following the adoption of the Maastricht Treaty - was developed in Italy a Community policy for mobility, which has as its aim the integration of transport infrastructure, in particular through the Trans-European Transport Network program (TEN-T).

Thanks to this project, the concept of "Community interest" has become of great importance: for the first time we tried to follow a single European design, inspired by logic and not by purely national interests.

The meeting, technical and political, which is associated with the genesis of the Pan-European Corridors is the Pan-European Conference of Ministers of Transport in Prague (October 1991).

Subsequently, with the conferences of Crete (1994) and Helsinki (1997), it was possible to make progress on two other fronts: the definition of guidelines for a coherent European transport policy, and the identification of priority traffic paths, which are called "corridors", that allow the combined use of different modes of transport (road, rail, sea and air) and the necessary infrastructure.

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The purpose of this document is to map the current status of corridor V, collecting all the data that may be useful to describe it both from the point of the infrastructures both as regards the freight services.

The report therefore raises the objective of providing an overview of the currently available transport infrastructure, going to define the size, problems and potential. For this purpose we have chosen to outline all the data collected with synthetic indicators, better known as Key Performance Indicators (KPIs).

An extensiveliterature review has been carried out and many potential KPIs have been scrutinized before coming up with a selection. The chosen KPIs have been allocated to six main groups, as follows:

Service Efficiency, with KPIs on relative unit costs, transport time and frequency of service. Service Quality, with KPIs on delay risk, cargo loss, cargo damage and reliability. Environmental Sustainability, with KPIs on noise protection, surface water pollution, carbon footprint and polluters . ICT (Information Communication Technology), with KPIs on infrastructure-based ICT and cargo monitoring ICT. Infrastructures with KPIs on existence refueling station, infrastructure charges, number of accidents, bottlenecks, capacity utilization, electrification and corridor land use. Transport Business players, with KPIs on corridor competitiveness and corridor freight market.

It is not excluded in the future, on this basis, to think of a plan of action for strengthening these infrastructures.

In order to assess the values of these performances indicators, it has been necessary to carry on an extensive study to collect data representative of the current status of the freight transportation supply and demand system.

Data collected are relevant to all transportation modes (rail, road, see and inner water ways) infrastructures and facilities as well as the role of stockholders.

To this purpose in this report an overview of the freight transportation system is outlined, at both countries and corridor level.

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1.2 Structure of deliverable and organization of work

This deliverable has been structured according to some basic guidelines.

It was first clarified the meaning of the term "corridor" (here we analyse corridor V). After deciding what were the data to be collected and how to organize them, for each corridor has been named a leader who would organize and coordinate the data collection process of the corridor of its pertinence.

Each country belonging to the corridor was responsible for the retrieval of data relating to the portion of his interest, even with the help of interviews with key stakeholders.

It is then defined a list of KPIs, thanks to which represent as well as possible the performance of the corridor under consideration.

2 GIFT NETWORK EXPECTED IMPACT

The most important image of a European corridor as a kind of pipeline that combines two distant geographic extremities in the most direct and fastest manner appears misleading compared with the reality of a corridor seen as a permeable network at the service of the local systems crossed.

In other words, the idea of the corridor as a transit area should be replaced with the image of the corridor as a means for exchange which can increase linkages among the systems involved, even better postulates their strengthening through specific action undertaken on alocal level. Therefore it is down to local members to interpret the opportunities of an infrastructural European system by identifying the methods of interaction with the infrastructures and, even more, with the flows that pass through it.

Consequently, the issue is the connection between the transport demand locally generated and the supply made up of the capability of the new infrastructures to accommodate inward and outward freight flows.

Beyond mere infrastructures, a large part of the answer can be found in knowing how to organize the intermodality of transport systems through the implementation of intermodal platforms, where two or more networks are connected and can exchange growing flows inconditions of greater efficiency and competitiveness compared with other geographic context.

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The linear infrastructure - the Corridor - is strengthened by all of the punctual infrastructures (such as ports, freight villages and airports) that its course can reach and link, therefore increasing the degree of connectivity of the whole system thanks to the connection of different networks on a small and large scale.

Concluding, intermodality and logistics cooperate on a territorial level, through the nodes of the networks, for enhancing the chain of value related to the production and movement of goods, acting in a competitive way within the market of continental and worldwide transportservices and linking themselves to the capabilities of local systems to accept reorganization underway and to provide accessibility and services to the operators in order to creating employment and income for the local population.

In the long run, the corridors policy affects the dynamics of relations among territories by introducing a new factor that modifies the traditional structure of centre-periphery relationships of national organizational logics, enhancing the geographical "proximity" component, freed from national barriers and strengthened by market dynamics.

Therefore the corridor policy is a starting point for launching new forms of territorial alliances among systems that create new connections thanks to a general improvement in accessibility. However, no benefit is automatically guaranteed, but rather corridor policies offer new opportunities of development favoring the most dynamic, entrepreneurial and farsighted components of the areas directly involved.

The design of Corridor V appears to be quite interesting on this regard since it connects - from the Mediterranean side to the Danube basin and up to the plains to the east of Carpathian Mountains - very distant and historically very different geographic extremities. Obviously, the relations that really count are not so much those between the extremities, but those among the intermediate systems involved, especially where the national barriers coincide with the large orographic barriers of the continent.

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3 METHODOLOGY AND APPROACH

3.1 Definition of corridors

GIFT corridors are composed of selected stretches of Pan European Corridors IV, V and VII. The three corridors the GIFT project will be dealing with need to be defined in detail taking into account the description provided in the project AF.

Each corridor stretch is defined by the nodes on each end and the transport link, connecting the nodes (Figure 3.1).

Transport link

Node 2 Node 1 Node 5 Node 3 Node 4

Country borders

Figure 3.1 Corridor stretches

The adjacent stretches may share one common node (continuous link) or not (corridor gap).

Transport links are defined mode-wise although nodes generally overlap – are the same. When defining the transport links it is mandatory to try to find the same nodes for one corridor regardless of the mode. This way the links are slightly different, having different length, but meet in the node points.

The nodes preferably overlap in terms of modes to get the intermodal hubs. The nodes generally depict hubs on the respective corridor either freight village or intermodal hubs. In the case of railways several stations may lie between the hubs, but they are not considered nodes, they generally only

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serve for train overtaking and crossing points. Nodes may also be put on a transport link to limit the conform data (provided data cannot change along the transport link).

County borders are dummy nodes. We need them in order to limit the transport link since each partner collects data only within one’s country.

3.2 Organisation of data collection

Data have been collected separately per each defined corridor and for the links (passing hubs) between nodes.

The data on the link may not be homogeneous – they vary along the corridor, e.g. the railway link between the two nodes is partly electrified and partly not. The data are collected in order to provide certain aggregation. For the example of electrification only the length of the electrified railway line and traction system is provided, in other cases maximum, minimum or total values is given.

In order to have homogeneous data the transport links are divided to homogeneous sections in terms of electrification system, number of tracks and signalling. Aggregation needed for composition of KPI-s will be post-calculated.

On the basis of the analysis of collected data, the selection and elaboration of KPI-s will be carried out.

3.2.1 Corridor leaders

Each corridor has a Corridor leader that coordinates and organises data collection on a pertaining corridor, seeTable 3.1.

Table 3.1 Corridor leaders

Corridor Corridor leader

CORRIDOR IV PP2: TRAINOSE S.A., Greece (TRAINOSE)

CORRIDOR V PP14: Politecnico di Bari, Italy (POLIBA)

PP5: National Company – The Maritime Danube Ports Administration CORRIDOR VII SA Galati, Romania (CN APDM SA Galati)

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3.2.2 Country representative

Corridor leader should find (appoint in compliance of AF) a country representative to help define all links and nodes of all transport modes on the territory within each country in detail. The provided information should be in line with the corridors depicted in AF. The country leaders will be responsible for submission of the data for the defined links.

Corridor leader together with country representatives assigns contributing partners to each link on the corridor.

3.3 Corridor links

The Corridor leader should provide information on links and pertaining data contributors in the tables provided below. Table cells are marked yellow in case a respective transport link only applies to a specific transport mode.

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Table 3.2 CORRIDOR V: Basic description of the links and pertaining contributors.

Distances Rail Road

Country Contributing Transport links km AGC1 line km Road used represent. partners

PP3, PP7, PP14, I Verona Padua 81,9 E70 76,5 E55/E70 ASP2

PP3, PP7, PP14 I Padua Venice 28,5 E70 59,5 E55/E70 PP7 ASP2, PP3, PP7, PP14, I Venice Triest 169 E70 132 E70 ASP2

I Triest SB2: Sežana PP3, PP7, PP14, 7,4 E70 4 E70/E61

1http://www.unece.org/fileadmin/DAM/trans/conventn/AGC_e.pdf

2 SB = state border

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ASP2

SLO SB: Sežana Divača ASP4, ASP5 12,9 E70 15,5 A3/E61/E70, A1

SLO Koper Divača PP10, ASP4, ASP5 45,5 E69 34,1 A1

SLO Divača Ljubljana ASP4, ASP5 104 E69 77,1 A1 PP6 SLO Ljubljana Maribor ASP4 / / 126 A1/E57

SLO Maribor Pince/Hodoš ASP4 / / 85,8 A5/E653

SLO Ljubljana Pince/Hodoš ASP5 245 E69, E73 / /

H Őriszentpéter/Hodoš Budapest 280,4 E73, E69 PP8 H Budapest SB: Záhony 338 E50

SK Bratislava Žilina 203 E63 201 E75

SK Žilina Košice 242 E40 256 E50

SK Čop UA - Košice-Michalovce SB: Vyšné Nemecké ASP3 / / 91 E50

SB: Čierna nad Tisou, SK Košice 101,8 E40 / / Dobrá/Čop UA

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SB: Gyékényes/ H Budapest 266,8 E71 / / Koprivnica

H Budapest SB: Letenye/Goričan PP8 / / 218,02 E65 E71

SB: Pince/ H SB: Letenye / / 3,429 E653 Tornyiszentmiklós

SB: Murakeresztur/ M 501, R CRO Zagreb 145/151 / / Kotoriba 201

CRO SB: Letenye/Goričan Zagreb 101 E65 E71

CRO Zagreb Rijeka 229 M 202 165 E65/E71/A1/E65/A6

CRO Ploče SB: Metkovič IPA-I-PP2 22 M 304 24 E65/8/E73/9

M 105, M CRO SB: Slavonski Brod Osijek 33/48 89 E70/E73 302

SB: Lapancsa/Beli CRO Osijek 28 M301 / / Manastir

CRO Osijek SB: Udvar/Kneževo / / 47 E73

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SB: Magyarbóly/Beli H Budapest 276,9 E713 / / Manastir

H Budapest Mohács / / 181,5 E73 PP8 H Mohács SB: Udvar/Kneževo / / 11,117 E73

H Budapest Nyíregyháza / / 216 E71 E79

H Nyíregyháza SB: Záhony / / 75,623 E573

3Magyarbóly-Dombóvár: not part of AGC; Dombóvár-Budapest

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3.3.1 Strengths/Weaknesses of the approach

GIFT project aims to promote efficient green intermodal freight corridors. Orientation to the corridors meets well several European initiatives and is obvious solution when speaking of long- distance international transport where we have main arteries and smaller feeding lines.

Corridor approach complies particularly with:

- Pan-European transport corridors were defined at the second Pan-European transport Conference in Crete4, March 1994, as routes in Central and Eastern Europe that required major investment over the next ten to fifteen years. They were further defined in Helsinki5; - The Trans-European Transport Networks (TEN-T) are a planned set of road, rail, air and water transport networks in Europe. The TEN-T networks are part of a wider system of Trans-European Networks (TENs), including a telecommunications network (eTEN) and a proposed energy network (TEN-E or Ten-Energy). The European Commission adopted the first action plans on trans-European networks in 1990 in a decision to adopt them in 19966; - European rail network for competitive freight was stipulated by regulation of European Parliament and Council in September 2010 to establish international rail corridors for a European rail network for competitive freight on which freight trains can run under good conditions and easily pass from one national network to another would allow for improvements in the conditions of use of the infrastructure.

GIFT corridors IV, V and VII encompass stretches of main transport arteries: important hubs and links on roads, railways and inner-water ways. Mapping of these corridors is precondition to get a sound basis for benchmarking and comparison against other corridors of excellence. Although not covered in GIFT project also PEC X shouldn’t be considered irrelevant because it connects NE to the SE of Europe over emerging EU member states from the Balkans. Although the data for this corridor are not part of the data collection process this important axis will be part of general consideration especially in relation to corridor IV and V.

4 Crete declaration, SECOND PAN-EUROPEAN TRANSPORT CONFERENCE. Crete, Greece, 14-16 March 1994 5 Helsinki declaration, 3rd Pan-European Transport Conference, Helsinki, 23-25 June 1997 6 Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network

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It is important to stress that the corridors partly overlap (e.g. V and X). Overlapping is not the case on the observed GIFT corridors (corridors IV, V and VII don’t overlap). In relation to this and for the purpose of the GIFT mapping all transport volume data will be 100% assigned to the observed GIFT corridors.

3.4 Data collection methodology

Data collection methodology is based on identification of data to map the actual performance of the observed GIFT corridors with purpose of further analysis and evaluation through benchmarking and assessment. Corridor performance needs to be mapped in terms of transport supply (infrastructure, hubs, ports), demand (actual freight flows) and service (stakeholders). Data identification was coordinated by the parallel development of KPI-s that need to be calculated (for the benchmarking and assessment activities) by using the collected corridor data.

The data collection methodology followed a 5-step approach:

1. Elaboration of data collection tables listing all required data 2. Collection of general data from publicly available sources per country 3. Elaboration of questionnaires for stakeholders 4. Interviews of stakeholders per country 5. Integration of collected data on a corridor level

Step 1: Data collection table Elaboration of a tentative list of required data (XLS worksheet). The latter included information about current infrastructure (road, rail, IWW, combined transport), ICT, freight flows (demand) and existing freight transport market (i.e. logistics stakeholders). Creation of a list of KPIs: Initially, we have conducted an extended literature review in other EU-funded freight transport and business logistics projects. Furthermore, we have reviewed various KPIs from International Organizations as well as from other social sectors (e.g. environment, health) in order to identify Key Performance Indicators in terms of service quality, service efficiency, ICT, transport business market, and environment. Description of the data needed for KPIs calculation: For each KPI we provided a detailed description, which stated clearly the type of KPI, its

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definition, a mathematical formula, and the data needed for its calculation. Preparation of a set of data that should be collected for the KPIs calculation (data collection sheets): In order to collect the necessary data for the calculation of KPIs a set of excel worksheets (Data collection sheet) has been prepared, which mapped the current status of the 3 Corridors in terms of transport infrastructure (road, rail, sea, IWW, combined transport), ICT, and cargo flows for all modes of transport. Revision of data collection table has been made by all partners in terms of quality of data definition and availability of data sources. Step 2: Collection of general data Distribution of data collection table; This data collection table was distributed to the project partners of each country in compliance with the data collection plan and organisation depicted in chapters Errore. 'origine riferimento non è stata trovata. and Errore. L'origine riferimento non è stata trovata.respectively . For instance, for Corridor IV, the participating countries were: Greece, Bulgaria, Romania, Hungary, and Slovakia. Collection; as All partners tried to collect as much as possible data from publicly available sources, (i.e. at national and EU-level such as Eurostat). Some data were also submitted to further processing (e.g. prorating of aggregated flow data to the corridor link by using a transport model). Data were stored in the data collection table (worksheets). Step 3: Elaboration of questionnaires Creation of questionnaire to collect all those data to complete the list, and then to calculate the KPIs: In order to collect data from the stakeholders, we have prepared a questionnaire that was based on the Data Collection sheet. The latter included questions concerning the transport operations of each company, economic & financial data, as well as infrastructural and ICT information. Translation; questionnaires that were created in English were translated to the partner’s local languages in order to be disseminated to the stakeholders. Translation of the questionnaires was done by country representatives.

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Step 4: Interviews with stakeholders Selection of major stakeholders (Market share): Based on the data collected in the previous phase, we have tried to identify the major logistics stakeholders per country and interviewed them. The selection was based on criteria such as the annual turnover of the transport operator, each market share, as well as the transport volumes to/from the South East Europe area. Initial contact with companies (telephone communication): The initial contact with each company was made via telephone. In this phone conversation we tried to explain to them what were the purpose of this questionnaire as well as the main objective of the GIFT project. Sending questionnaire: After the initial contact, the questionnaire was emailed to the stakeholders together with some further information about the project as well as some necessary explanations for each question. Making of interview with stakeholders: To ensure correct completion of the questionnaire as well as in order to discuss and clarify possible questions that the stakeholders had, we have also organised personal meetings/interviews with the logistics managers of these companies. During the interview, we were able to identify also various bottlenecks and qualitative information that were crucial about the current status of the 3 PECs (i.e. Corridors IV, V and VII). Import data into Excel file ''data collection'': Finally, when we collected all the questionnaires, we imported all the information to the “data collection worksheet” in order to consolidate the data and identify the current status of the 3 Corridors. Step 5: Integration of collected data Corridor leaders, country representatives; Finally, when all general data as well as data from stakeholders have been collected in terms of different modes and topics they were collected by country representatives on each country level and sent to the corridor leader. Each Corridor leader integrated all data in one integrated data collection table to be used for reporting on corridor mapping (Deliverables 3.1) and also for the calculation of the KPIs (Deliverable 3.3).

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3.5 General description of data

Data collection is led by two major objectives:

1. to collect data in order to map the corridor by giving general information of corridor performance and importance in terms of infrastructure (supply), goods’ flows (demand), stakeholders (actual operations); 2. to provide the quantities required for calculation of measurable KPI-s and imponderables.

Data are collected in terms of corridors, divided to transport links and nodes at the ends of them. In terms of transport logistics corridors can be seen as composed of transport constituents:

- supply: transport infrastructure – road, railway, river; transhipment terminals – sea, river, land

- demand: goods flows – road, railway, river, combined transport - operations: stakeholders – shippers, logistics operators, transport operators...

3.5.1 Source and availability

In order to obtain all the necessary data, the countries involved have drawn material from different sources. The main source of statistics in Europe is "EUROSTAT", which is a Directorate-General of the European Commission located in Luxembourg. Its main responsibilities are to provide statistical information to the institutions of the European Union (EU) and to promote the harmonization of statistical methods across its member states.

It is also required data from the infrastructure managers (for example RFI is the manager of Italian railways), and research has been done on several internet sites that could be useful for the intended purposes.

At any rate we have encountered many difficulties related to the finding of the required data, both as regards the waiting times for the retrieval of information, both because of the poor availability of those resources. Not always the requests made to the various agencies have been answered quickly and efficiently.

3.5.1.1 Sources in Italy

Sea-river port:

GIFT Transport Network Census (Corridor V – Selected Stretches) 23

Port of Venice - http://www.port.venice.it/

Port of Triest - http://www.porto.trieste.it/

Road:

EUROSTAT - http://epp.eurostat.ec.europa.eu/portal/page/portal/transport/data/database

RFI (Italian Railways) - FEASIBILITY STUDY - NEW RAIL LINK TRIESTE – DIVAČA

ISTAT (Italian National Institute of Statistics)– Annual Reports

Veneto Region: Regional Transport Master Plan

Region Friuli Venezia Giulia: Regional Transport Master Plan

Italian Ministry of Infrastructures and Transport: Conto nazionale dei Trasporti (Annual Reports)

Italian Ministry of Infrastructures and Transport: National Plan of Logistics (2011-2020)

FEDERTRASPORTO: Annual Statistics http://www.federtrasporto.it/index.php?option=com_content&view=section&layout=blog&id=8&It emid=22

Italian Central Bank (2012): Sampling Survey on International Transports of Italy – Benchmarking 2011

Italian Central Bank: Sampling Survey on International Transports of Italy – Benchmarking 2008-2010 (Final Report)

Rail:

EUROSTAT - http://epp.eurostat.ec.europa.eu/portal/page/portal/transport/data/database

RFI (Italian Railways) - FEASIBILITY STUDY - NEW RAIL LINK TRIESTE – DIVAČA

RFI (Italian Railways), Railway line description Volume n° 52 and n° 63

Veneto Region: Regional Transport Master Plan

Friuli Venezia Giulia Region: Regional Transport Master Plan

GIFT Transport Network Census (Corridor V – Selected Stretches) 24

TRENITALIA Cargo Division–Business Development Cargo. Data provided on our request

Rete Ferroviaria Italiana (RFI) –Network Planning and Pricing . Data provided on our request

Italian Central Bank: Sampling Survey on International Transports of Italy – Benchmarking 2008-2010 (Final Report)

Italian Central Bank: Sampling Survey on International Transports of Italy – Benchmarking 2011 (5 oct 2012)

Stakeholders questionnaire.

Actually, the responses to the questionnaire, even if provided by the main operator in the interested regions, have been much lower than the requested. Most of the requested data were not provided since they were stated as sensitive data. Most of the data on freight demand and reliability in rail services were provided respectively by the Italian Railway Cargo Company (i.e. Trenitalia Cargo Division) and Italian Rail Track Network Company (i.e. Rete Ferroviaria Italiana) by direct request.

Main difficulties were found in the collection of data on combined transport since no official statistics, but EUROSTAT data, are available. So that it was impossible to extract some specific disaggregate information also because the market is very dispersed.

Another issue is the data on freight transport by road. There is statistics on the transported classes of goods on the given links. In this case we use the results from a regional model on freight transport in other to estimate the demand flow on the considered links.

3.5.1.2 Sources in Slovenia 1. EUROSTAT Road transport Slovenia from 2008 to 2011, table road_go_ta_tg(1) 2. EUROSTAT, Rail transport in Slovenia from 2008 to 2011, table rail_go_grpgood(1) 3. http://www.dc.gov.si/si/delovna_podrocja/promet/ (daily traffic) 4. National project: Analysis of opportunities and public railway infrastructure development needs, 2011 5. Kalkulacija stroškov kamionskega tovornega prometa, M. Hočevar, Ekonomska fakulteta Ljubljana, 2008 (Calculations of costs for road freight transport, Ljubljana Faculty of economics, 2008) 6. Odredba o omejitvi prometa na cestah v Republiki Sloveniji (Ur.l. RS 75/2011) - Order on restricting traffic on the roads in the Republic of Slovenia - availability per week. 7. Police - Number of accidents

GIFT Transport Network Census (Corridor V – Selected Stretches) 25

8. Port of Koper: www.luka-kp.si and internal statistics and regulations 9. Slovenian Railways: Network Statement 2012, internal statistics and regulations, other 10. Stakeholder questionnaire from: - Slovenske železnice – Tovorni promet, d.o.o. (Slovenian railways – Freight transport) - Port of Koper - Adria Transport, d.o.o. (rail transport) - Rail Cargo Austria – brunch office in Slovenia (rail transport) - Adria Kombi (national operator in combined transport) 11. www.dars.si (code, length, ICT…) 12. www.geopedia.si (corridor land use, noise barrier) 13. Data Chamber of Commerce and Industry of Slovenia

Due to very dispersed road transport sector in Slovenia (over 7.000 road transport companies) and financial collapse of three big companies we were not able to get responses from appropriate number of companies and to get relevant percentage of market share. Although we sent questionnaires to road transport companies and their associations, made several telephone calls and sent e-mails we did not receive any fulfilled questionnaire from road transport companies in Slovenia. We manage to get some reliable data on damaged and lost cargo by telephone communication.

Data available in EUROSTAT (and national statistics office) is aggregated to the whole country so we had to use national model to attribute transported goods to corridor V or to specific sections of corridor V in the territory of Slovenia.

3.5.1.3 Sources in Hungary • railway:

Network Statement (http://www.vpe.hu/hu/hatalyos-husz), Statistics of the network operator (MÁV Zrt)

Statistics and data of the capacity distributor (VPE Kft)

Nature Conservation Information System (http://geo.kvvm.hu/tir/viewer.htm)

Statistics of Rail Cargo Hungaria Zrt.

• road:

GIFT Transport Network Census (Corridor V – Selected Stretches) 26

Eurostat annual reports: Tables by themes – Transport – Road transport, Transport, volume and modal split (http://epp.eurostat.ec.europa.eu/portal/page/portal/statistics/search_database),

Hungarian Road Public Plc - http://internet.kozut.hu/splash.html

Traffic Development Coordination Centre - http://kkk.gov.hu/pages/index.jsp

National Traffic Authority - http://www.nkh.hu/Lapok/default.aspx

Problems occurred in data collection about road and railway.

We were unable to use the data of the Hungarian Central Statistical Office (KSH) and of the Eurostat, since neither had relevant information broken down to transport corridors.

Neither the statistical agencies, nor the network operators have accurate data about the percentage of the population already protected against noise pollution along our railway lines, or about the exact proportion of our railway lines crossing through nature conservation areas or residential areas.

The network operator does not keep any record of the goods transported on the individual transport corridors broken down to classes of goods.

There is no accurate data collection about the deviation of time on the individual railway lines either, just as there are no accurate data about the capacity utilization of the individual passages and their weekly traffic rates - information pertaining to these was based on observations, estimations and deductions rather than on hard facts.

Data pertaining to freight rates are sensitive information. The effective rates are dependent on a series of factors and are in the domain of trade secrets. The publicly advertised freight rate chart of RCH as an incumbent railway company differ significantly from the real rates the company applies; therefore an interpretation based on those numbers can be misleading. Nevertheless, on the basis of the responsible project member's professional guidance these rates were included in the data collection sheet.

However, the biggest difficulties arose in connection with the collection of stakeholder's data. The problem was multifaceted; at first, many of the contacted corporations voiced their disinterest with the questionnaire referring to the many other questionnaires received on various projects and surveys which they tend not to take seriously. We were faced with another problem after contacting the corporations on the phone or in person for further interviews: the questionnaire forming the backbone of the interviews include numerous questions that pertain to trade secrets. The third problem became evident in reference to questions that did not violate business interests, nevertheless were left unanswered because the corporations did not possess the necessary statistical data division, and could have only been able to produce it with much work. The data pertaining to stakeholders are thus very meagre...

GIFT Transport Network Census (Corridor V – Selected Stretches) 27

At the collection of road data we didn’t find detailed information according the starting forecasts, so we calculated an estimated flow volume based on traffic monitoring.

3.5.2 Formats of the data

The formats of the data were defined according to the starting list of KPIs to be used in the next activities (benchmarking and assessment).

3.5.3 Structure of data list

Data for corridor V was collected and data list is structured in three main groups:

- supply,

- demand and

- interviews with stakeholders .

Within supply data on rail, road, hub and port infrastructure was collected. On demand side data on goods flows on rail, road, hub and port was observed. In third group of data we collected data from stakeholders operating in transport and logistics sector. With the data collected in the third group we tried mainly to get information on quality of the services and market share of biggest players on the transport market.

3.5.3.1 Supply data Road infrastructure

Data was collected on national basis and according to division of transport links to sections. Following data was collected:

1. International code of the section 2. Length in kilometres 3. Length of multilane road in kilometres 4. Speed a. Length below 100 km/k (in kilometres) b. Average speed in km/h 5. Maximal allowed gross weight in tonnes 6. Number of major intersections 7. Length of toll road a. Length in kilometres b. Number of tool stations

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8. Road capacity a. Annual average daily traffic (number of vehicles) b. Road capacity c. Level of services (Road capacity expressed in HCM level of service (A, B, C, D, E, F) - http://en.wikipedia.org/wiki/Level_of_service) 9. Average availability per week in hours (Average availability time to access the road expressed in hours per week. Road use may be limited for heavy vehicles for seasonal works (tunnels…) or weekend congestions…) 10. Number of intermodal hubs (rail, see, river – separately; Number of intermodal hubs on the road way inclusive of the initial and end point of the section) 11. ICT (VMS, Cameras, TA, Lane Control System, Traffic Control Centre, other – availability) a. Total ICT (% of length covered with ICT) b. % of length of a link that is managed with the help of basic ICT 12. Noise barriers (Estimate quality of anti-noise protection. It is important where road runs through the settlements. Rating is 1-5, depicting the share of protected settlements. Try to make an assessment.1- less than 20% protected population along the section, 2 - 20% - 40% protected population along the section, 40% - 60% protected population along the section, 60% - 80% protected population along the section, 5 - more than 80% of protected population along). 13. Corridor land use a. Natural sensitive area (in %) b. Urban area (in %) 14. Conditions and quality (Statistics of floods in corridor floods/year (number of flood days/year) 15. Refuelling station a. Conventional fuels b. Non-conventional fuels c. Refuelling stations per kilometres 16. Toll per kilometre (in EUR/km) 17. Number of transport providers 18. Description of bottlenecks

Rail infrastructure Data was collected on national basis and according to division of transport links to sections. Following data was collected:

GIFT Transport Network Census (Corridor V – Selected Stretches) 29

12. International code of the section 13. Length in kilometres 14. Number of tracks 15. Type of track a. Gauge b. Track gauge in mm c. Axle load – minimum i. Standardised code ii. Length in km d. Characteristics axle load i. Standardised code ii. Length in km 16. Speed in km/h 17. ETCS length in kilometres 18. Remote traffic control in kilometres 19. % of length of a link that is managed with the help of basic ICT 20. % of the ICT availability in the national corridor 21. Electric traction a. System b. Length in kilometres 22. Line capacity a. Number of trains per day b. Exploitation in % 23. Average availability per week in hours (Average availability time to access the infrastructure expressed in hours per week. Infrastructure use may be limited due to planned maintenance works…) 24. Railway station a. Number of railway stations on section b. Usable track length 25. Number of intermodal hubs (road, port, river – separately; Number of intemodal hubs along the line section inclusive of initial and final point of the section) 26. Feasibility of "A" type combined transport 19. Noise barrier Noise barriers (Estimate quality of anti-noise protection. It is important where road runs through the settlements. Rating is 1-5, depicting the share of protected settlements. Try to make an assessment.1- less than 20% protected population along the section, 2 - 20% - 40% protected population along the section,

GIFT Transport Network Census (Corridor V – Selected Stretches) 30

40% - 60% protected population along the section, 60% - 80% protected population along the section, 5 - more than 80% of protected population along). 20. Corridor land use a. Natural sensitive area (in %) b. Urban area (in %) 21. Number of transport providers 22. Infrastructure charge (Railway infrastructure charge for freight trains expressed in €/tkm, irrespective of traction type (electrical, diesel) or additional services. If charge is expressed in €/km - recalculate it in terms of train weight of 1.200 tonnes (without VAT). 23. Description of bottlenecks

Sea/River Port infrastructure Data was collected on national basis and port (ports) was assigned to appropriate transport links to sections. Following data was collected:

1. Type of port (see or river) 2. Water draft (minimal and maximal draft allowed in metres) 3. Pier length in metres 4. Number of vessels in terminal 5. Total port area in m2 6. Storage area a. Total area in m2 b. TEU capacity in m2 c. Roofed warehouse in m2 d. Refrigerated area in m3 e. Dangerous goods in m2 f. Frigo electrical outlets 7. Free zone in m2 8. Type of goods – loaded/unloaded/re-loaded a. Container (TEU) b. Ro-Ro – number of trucks c. Dry/palletized goods in tonnes d. Bulk goods in tonnes e. Liquid goods in tonnes f. Frozen goods in tonnes

GIFT Transport Network Census (Corridor V – Selected Stretches) 31

g. Dangerous goods in tonnes 9. Reloading capacity per year a. Container (TEU) b. Ro-Ro – number of trucks c. Dry/palletized goods in tonnes d. Bulk goods in tonnes e. Liquid goods in tonnes f. Frozen goods in tonnes g. Dangerous goods in tonnes 10.Average load manipulation time a. Time to tranship in hours, tonnes/hours or TEU/hour b. Deviation of time to tranship in hours, tonnes/hours or TEU/hour c. Stay time - Average stay time of a vessel in the port (from arrival to the port area to departure from port area) - can also be expressed in h/tonne (hours per transhipped tonnes) or h/TEU (hours per transhipped TEUs) d. POST PANAMAX deviation time 10. Throughput devices (number of devices) a. Crane b. Portal crane c. Container manipulator d. Forklift e. Rubber tyre crane f. Other 11. Intermodality - Number of intermodal hubs (road, rail, river – separately; Number of intermodal hubs along the line section inclusive of initial and final point of the section) 12. Overall energy consumption a. Electricity in kWh b. Diesel in litres c. Gas in m3 d. Other green sources 13. Cost of transhipment per TEU and tonne in EUR 14. Share of lost cargo in % of all cargo 15. Share of damaged cargo in % of all cargo

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16. Noise level (Noise level: estimate noise level in the ports, during the day and during the night. Rating is 1-5, depicting the share of noise level. Try to make an assessment. Rating scale:1- less than 45 dB in the port area, 2 - 45-55 dB, 3 - 55-60 dB, 4 - 60-70 dB, 5 - over 70 dB a. During the day in dB b. During the night in dB

17. ICT services - Short description of port ICT services for administration and for the customers 18. Additional services – description

Hub infrastructure Data was collected on national basis and hub (hubs) was assigned to appropriate transport links to sections as connection points between links. Following data was collected:

1. Hub name 2. Period of observation (from 2008 to 2011) 3. Total hub area in m2 4. Storage area a. Total area in m2 b. TEU capacity in m2 c. Roofed warehouse in m2 d. Refrigerated area in m3 e. Dangerous goods in m2 f. Frigo electrical outlets 5. Type of goods a. Container TEU – number b. Dangerous goods in tonnes 6. Freight volume according to NST 2007 classification product groups from 1 to 20 in 1000 tonnes and 000 ton kilometres 7. Reloading capacity per year a. Container (TEU) b. Dry/palletized goods in tonnes c. Bulk goods in tonnes d. Liquid goods in tonnes e. Frozen goods in tonnes

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f. Dangerous goods in tonnes 8. Average manipulation time a. Train in minutes b. Train deviation in minutes c. Truck in minutes d. Truck deviation in minutes 9. Transhipment assets – number of assets a. Crane b. Portal crane c. Container manipulator d. Forklift e. Other 10. Intermodality - Number of intermodal hubs (road, rail, river, see – separately; Number of intermodal hubs along the line section inclusive of initial and final point of the section) 11. Overall energy consumption f. Electricity in kWh g. Diesel in litres h. Gas in m3 i. Other green sources 12. Cost of transhipment per TEU and tonne in EUR 13. Share of lost cargo in % of all cargo 14. Share of damaged cargo in % of all cargo 15. ICT services - Short description of hub ICT services for administration and for the customers 16. Additional services to transhipment (fuelling, accommodation, special transport techniques (mobilier…) etc.)

3.5.3.2 Demand data

• Road traffic flows Data was collected on national basis and according to division of transport links to sections. Following data was collected:

1. Period of observation from 2008 to 2011 2. Freight volume by NST 2007 classification product groups 1 – 20 and Total in 1000 tonnes and 000 tkm (Eurostat, 2012 and national model) 3. Frequency of services – Number of regular services per week

GIFT Transport Network Census (Corridor V – Selected Stretches) 34

4. Average number of trucks on the link annually 5. Transport data a. Length in kilometres b. Time in hours c. Deviation of time (in hours and in hours per kilometre) d. Average price of service in EUR/km/t e. Damaged goods in % of all goods f. Lost goods in % of all goods g. Number of accidents per kilometre 6. ICT services description

• Rail traffic flows Data was collected on national basis and according to division of transport links to sections. Following data was collected:

1. Period of observation from 2008 to 2011 2. Freight volume by NST 2007 classification product groups 1 – 20 and Total in 1000 tonnes and 000 tkm (Eurostat, 2012 and national model) 3. Frequency of services – Number of freight trains per week 4. Transport data a. Length in kilometres Time in hours Deviation of time (in hours and in hours per kilometre) Average price of service in EUR/km/t Damaged goods in % of all goods Lost goods in % of all goods Number of accidents i. Eurostat: number of all accidents (table H1) ( Regulation (EC) No 91/2003 of the European Parliament and of the Council of 16 December 2002 on rail transport statistics) ii. Eurostat: number of accidents (table H2) involving the transport of dangerous goods ( Regulation (EC) No 91/2003 of the European Parliament and of the Council of 16 December 2002 on rail transport statistics) 5. ICT services description

GIFT Transport Network Census (Corridor V – Selected Stretches) 35

a. Cargo monitoring b. Wagon tracking

• Combined transport flows Data was collected on national basis and according to division of transport links to sections. Following data was collected:

1. Period of observation from 2008 to 2011 2. Modes of combined transport 3. Freight volume by classification to groups Dry/Paletised, Bulk, Liquid, Frozen, Dangerous Total and Ro-la in tonnes and TEU (for Ro-la number of trucks) 4. Frequency of services – Number of CT hub links per week 5. Transport data a. Length in kilometres b. Time in hours c. Deviation of time (in hours and in hours per kilometre) d. Average price of service in EUR e. Damaged goods in % of all goods f. Lost goods in % of all goods g. Number of accidents 6. ICT services description a. Cargo monitoring b. Other - Wagon tracking

3.5.3.3 Logistic stakeholders Questionnaire sent to stakeholders had following questions:

1. Name of the company 2. Head office address 3. Type of stakeholder in terms of logistics service: transport operator, terminal operator, logistics service provider (3PL, 4PL, forwarder), infrastructure manager... 4. Provided services - type of provided services (transport, storage, reverse logistics… 5. Warehouse space in m2 6. Year of observation from 2008 to 2011 7. Country of stakeholder's head office 8. Geographical scope of activity: CL - city level; N - national level, I - international level 9. GIFT corridors the stakeholder operates on (YES/NO)

GIFT Transport Network Census (Corridor V – Selected Stretches) 36

10. Transport mode - Transport mode the stakeholder operates/uses expressed in tonnes or TEU (or other unit allowing mutual comparison - e.g. turnover in EUR) 11. Number of nodes operated on GIFT corridors (hubs) 12. Annual turnover earned on the corridors IV, V, VII, respectively - EUR + share of annual turnover in international transport (%) 13. Volume of transport per year in terms of type of goods (Container (TEU), Dry/Palletized, Bulk, Liquid, Frozen, Dangerous and Total in tonnes and TEU) 14. Average transport time per transport mode (h/km) (rail, road, Sea, IWW Combined transport) 15. Delay time - Average delay of transport per transport mode (h/km) and share (%) of delayed transport (number of delayed/all shipments) 16. Average transport cost in EUR for each transport mode; calculate price for transport on 100 km distance of several goods weights: 10t, 15t, 20t, 25t (4 different prices) 17. Number of regular services per week per transport mode 18. Total energy consumption for transport/storage per energy source type (electricity - kWh, diesel - l, gas – m3, other green sources) 19. Share of lost operated cargo expressed as portion (number of claims/total number of shipments - %) or (average indemnity (2008 - 2011) paid per yearly for lost cargo - €) 20. Share of damaged operated cargo expressed as portion (number of claims/total number of shipments - %) or (average indemnity (2008 - 2011) paid per yearly for damaged cargo - €) 21. Number of accidents: a. Number of serious incidents - serious incidents involve human fatalities b. Number of non-serious incidents - where no fatalities are involved 22. Short description of stakeholder's ICT services for administration and for the customers - use of own or commercially available 23. Additional services: warehousing, special transport techniques (mobilier…) etc.

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4 MAPPING OFTHE CURRENT STATUS

4.1 Italy

A socio-economic and territorial framework shows an area characterized by a strong role in industrial employment, especially in the provinces crossed by lines of major international routes. However, from the point of view of active enterprises, it shows a different dynamic: the North East has been a substantial reduction of active companies in areas of high industrial vocation, also due to a decreasing accessibility showed in the last years. The system of the North-East is of fundamental importance for the economy of the Country for its geographical position, and because it is a natural link between Italy and Austria, Germany and Slovenia, both by sea (Venice and Trieste are the main ports in the area), rail (Brenner, Tarvisio and Villa Opicina axis mainly) and road (Brenner, Tarvisio and Trieste motorways border crossings). The analyzed area, in fact, is affected by the passage of the actual and future TEN-T axis: the new core network will comprise Corridor n.1 (Baltic-Adriatic), Corridor n.3 (Mediterranean) and Corridor n. 5 (Helsinki-Valletta).

It is extremely important to highlight the definition of the projects for the completion and expansion of European main axis in Italy and in North East particularly. In order to ensure an efficient link between the whole Country and with the most powerful areas in Europe.

It is also necessary to underline the importance of the issue of the nodes, in particular those related to the railway system considered a strategic factor for the future development of an intermodal network able to meet the needs of all stakeholders including transport companies potential users.

This analysis will concentrate on Pan-European Corridor V running from Italy to Ukraine, which is, according to EU Transport Policies, one of the EU-wide freight oriented corridors (see picture below) according to their specific investments on ERTMS system. Due to the fact that the GIFT Project partner “Verona Innovazione” is interested in all the from Verona to the Corridor, the analysis will be enlarged also to Veneto Region and to the section of Euromediterranean Corridor (according to the December 2011 proposal of the Commission on the new TEN-T network.

In order to understand also the future flows of freight transport it is useful to have a framework of the socioeconomic development in this area. Particularly some population projections to 2020, included in the Italian National Logistic Plan (2012) show that some areas of growth are located in some industrial provinces of the Northeast Italian central to the local polarity (Treviso, Pordenone, as well as Verona, Vicenza and Trento). Less important growth projections for other contexts, with weak growth or even decrease located in the most peripheral areas and less accessible (eg Trieste, Belluno, Udine, Rovigo).

GIFT Transport Network Census (Corridor V – Selected Stretches) 38

Figure 4.1 ERTMS Rail Corridors. Source: Regulation (EU) No 913/2010 of the European Parliament and of the Council of 22 September 2010 concerning a European rail network for competitive freight Text with EEA relevance

4.1.1 Freight transport in general

The rapid increase in global trade up to the onset of the financial and economic crisis and the deepening integration of the enlarged EU, with a range of economic practices may explain the relatively fast growth of freight transport within the EU. In contrast, big constrains on transport infrastructure (mainly congestion and delays in services), coupled with constraints over technical standards, interoperability and governance issues may slow down developments within the freight transport sector.

During recent years, freight transport has been experiencing an enormous growth, affecting in particular the road transport, playing a fundamental role in the economy of every Country, as well in Italy. Italy presents a very high share of freight transport by road and consequently the domestic economic competitiveness is nowadays significantly affected by the reliability of truck operations.

GIFT Transport Network Census (Corridor V – Selected Stretches) 39

Furthermore a first analysis of the transport sector in Italy highlights serious weaknesses from the infrastructural, managing and organisational point of view in the whole transport industry (with inefficiency in several offered transport services). In order to achieve the economic and environmental targets set by EU and other International Organisations/agreements, in Italy as well as in most developed countries, this has called for appropriate policies aimed at a modal shift. A notable role in this context could be played by intermodal transport that in this moment is one of the main topics of the agenda of transport policy.

One of the key themes in the Italian rail freight sector over the last year has been the increasing focus on building better intra-European cargo routes, to achieve faster and more efficient connections from Italy to various different parts of the continent. In the last two years some rail alliances developed a number of initiatives aimed to improve rail services and capacity between Italy and a range of European destinations such as Poland, France, Germany, Sweden and Bulgaria.

4.1.2 Demand for Freight Transportation

4.1.2.1 Freight in socio-economic view The ability to move goods safely, quickly and cost-efficiently to markets is important for international trade, national distributive trades, and economic development and, as shown in the previous paragraph, in order to understand the future flows of freight transport it is useful to have a framework of the socioeconomic development in this area.

For these reasons in this paragraph statistics on the socioeconomic situation in the North-East are reported in the tables below, starting from some demographical statistics and ending with data on import and export from this area.

Data on manufacturing exports, between 2005 and 2009 show a situation in the North East region derived by the analysis of the dynamics of industrial added value. Particularly, these regions demonstrate an ability to support at least part of the challenge of internationalization, although we have not to forget that the proximity of the Country borders can induce a "local export" that could not have the typical characteristics of the product “made in Italy”.

In this paragraph, general information about Import and Export in Agriculture and Manufacturing for each province in the North-East for 2005 and 2009 are reported. These data will give a general framework in which the freight flow of this area should have been modified.

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Table 4.1 Italy, North-East: Population 2010 and forecast 2020-2030 (Source ISTAT and Italian Logistic Plan)

Province/Region 2010 2020 2030 Bolzano 507.657 533.095 551.275 Trento 529.457 557.381 586.768 Trentino Alto Adige TAA (Total) 1.037.114 1.090.476 1.138.043 Belluno 213.474 217.898 220.693 Padova 934.216 942.493 956.716 Rovigo 247.884 250.462 251.909 Treviso 888.249 993.952 1.075.176 Venezia 863.133 862.787 868.850 Verona 920.158 990.289 1.053.019 Vicenza 870.740 940.271 994.360 Veneto VEN (Total) 4.937.854 5.198.152 5.420.723 Gorizia 142.407 148.365 150.440 Pordenone 315.323 349.261 374.849 Trieste 236.556 229.264 223.720 Udine 541.522 546.404 547.725 Friuli Venezia Giulia FVG (Total) 1.235.808 1.273.294 1.296.734

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Table 4.2 Total Import and Export from/to North-East by region (in Million Euro)(Source:Italian National Logistic Plan)

2005 2009 2005 2009 IMP-Agr EXP-Agr IMP-Agr EXP-Agr IMP-Manif EXP-Manif IMP-Manif EXP-Manif Bolzano 118,47 307,68 119,78 388,47 2.775,92 2.237,52 3.408,99 2.322,65 Trento 39,48 47,34 43,18 50,39 1.770,55 2.502,38 1.428,49 2.266,95 TAA 157,94 355,02 162,96 438,86 4.546,48 4.739,90 4.837,48 4.589,60 Belluno 10,72 0,40 12,46 0,18 595,48 1.991,79 693,63 2.051,80 Padova 324,23 116,51 241,53 112,35 4.171,67 6.169,12 3.921,44 5.585,99 Rovigo 145,17 67,14 151,21 69,67 585,37 765,41 687,80 821,46 Treviso 171,22 17,45 190,69 22,22 4.537,45 8.691,31 4.690,16 8.884,68 Venezia 292,63 48,11 274,58 53,64 3.729,09 4.150,09 2.725,43 3.186,31 Verona 457,55 286,91 500,08 394,46 9.828,39 6.388,36 9.312,83 6.528,83 Vicenza 108,77 24,42 197,60 30,25 6.257,94 11.527,96 5.309,30 11.072,43 VEN 1.510,29 560,94 1.568,14 682,77 29.705,40 39.684,04 27.340,58 38.131,51 Gorizia 109,98 26,47 145,92 40,22 818,75 1.112,70 1.196,40 2.226,00 Pordenone 26,97 2,29 27,62 1,57 758,39 1.138,79 605,69 1.244,23 Trieste 33,79 23,28 32,24 22,42 1.114,85 3.184,08 1.055,86 2.753,65 Udine 117,51 32,57 118,89 38,71 1.674,13 4.083,44 1.676,07 4.364,84 FVG 288,25 84,60 324,68 102,92 4.366,12 9.519,00 4.534,02 10.588,71

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4.1.2.2 Volume of transport These data are available mainly at national level and only few information are available at regional level.

In the tables below two tables are relevant on Road freight transport data are reported from National Statistical Office information and one from the Association of Motorways managing companies (AISCAT).

The first (

Table 4.3) shows data at Country level and include road transport in tonnes both at national level and with foreign Countries. This table shows the decrease of road transport in 2011 according to the previous years, particularly in the second half of the year. First estimation on 2012 confirm these reduction mainly due to economic congiuntural crisis in all Europe.

Table 4.3 Road freight transport at Country level (in tonns) (quarterly – 2007-2011 – Source: ISTAT)

Trimester 2007 2008 2009 2010 2011

1st 386.057 415.635 335.486 342.474 366.454 2nd 419.018 386.481 396.132 423.103 358.751 3rd 323.164 350.321 358.154 388.116 309.434 4th 368.639 367.978 379.181 374.070 305.310 Total (tonns) 1.498.885 1.522.423 1.470.963 1.529.773 1.341.960

The second table (Table 4.4) is focused on the analysed area and shows traffic data per Origin/Destination at national level and reports the road freight traffic transported from North East to Other Countries in 2011. This table shows the leadership of Veneto Region as Origin of road freight transport as Origin in Italy both for the domestic (internal) traffic and the external.

Particularly referring to the exchange with external Countries, also the provinces of Trento and Bolzano shows considerable data (more than 1.2 million of tonnes).

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Table 4.4 Road freight transport in North East Region (Tonnes 2011 – Source: ISTAT)

ORIGIN Trentino-Alto Friuli-Venezia DESTINATION Prov. Bolzano Prov. Trento Veneto Adige Giulia Piemonte 493.566 180.498 313.068 2.575.034 172.209 Valle d’Aosta - - - 49.239 1.178 Liguria 126.231 24.959 101.273 738.360 265.614 Lombardia 3.264.323 905.743 2.358.580 17.620.603 1.601.149 Trentino-Alto Adige 40.912.972 21.765.614 19.147.358 4.372.409 555.252 Bolzano-Bozen 22.906.317 20.950.622 1.955.696 1.499.541 263.344 Trento 18.006.655 814.992 17.191.662 2.872.868 291.907 Veneto 3.000.165 903.495 2.096.671 117.308.678 8.000.845 Friuli-Venezia Giulia 144.918 40.649 104.269 5.130.801 18.350.173 Emilia-Romagna 1.350.217 289.251 1.060.966 10.969.279 1.148.064 Toscana 244.798 123.715 121.084 2.634.683 303.009 Umbria 31.754 - 31.754 607.590 131.564 Marche 83.271 58.100 25.171 896.413 173.068 Lazio 298.067 173.238 124.829 803.330 156.508 Abruzzo 70.922 9.023 61.899 341.471 133.866 Molise 2.481 - 2.481 111.425 14.028 Campania 137.237 106.806 30.432 537.687 145.026 Puglia 38.932 4.495 34.437 606.478 251.051 Basilicata - - - 70.518 - Calabria - - - 229.819 92.661 Sicilia 6.089 6.089 - 26.643 82.689 Sardegna - - - 45.187 - North Italy 49.292.393 24.110.209 25.182.183 158.764.404 30.094.484 Central Italy 657.890 355.053 302.837 4.942.016 764.149 South Italy 255.661 126.412 129.249 1.969.229 719.322 Italy 50.205.944 24.591.674 25.614.270 165.675.649 31.577.955 Abroad 1.262.675 1.099.480 163.196 1.278.079 355.161 Total 51.468.619 25.691.153 25.777.465 166.953.728 31.933.116

The table (Table 4.5) analyses the Road freight transport on Italian motorways in vehicles-km. It shows a continuous increase in traffic from 2000 to 2007 up to 20.000 million of vehicles-km. Then, in the last years, the traffic decreased and maintains its level around 18.000 million of vehicles-km. This is due to the recent economic crisis that obviously affected the freight transport, more than a modal shift to rail or to other more sustainable modes of transport, as happened for example in

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Switzerland. A slow recovery in road freight transport continued in 2010 but activity remained below the peak level recorded in 2007. Cross trade and cabotage transport continued to grow more rapidly than international transport. The Italian national In calculated also the ratio between road freight transport and population7. In Italy, in 2009, it was 27.8 million Tkm per ten thousand inhabitants, close to the value recorded in 2010 in France (28.1 Tkm), lower than Spain’s (45.6) and Germany’s (38.3) and higher than the United Kingdom’s (22.6 tkm per ten thousand inhabitants).

Table 4.5 - Road freight transport on Italian motorways (Million of vehicles-km) – (Source: AISCAT)

Trimester

Year Ist 2nd 3rd 4th TOTAL

2000 3.959,0 4.384,5 4.269,7 4.167,4 16.780,6 2001 4.100,0 4.547,5 4.322,5 4.271,5 17.241,5 2002 4.214,4 4.660,4 4.499,2 4.463,0 17.837,0 2003 4.321,9 4.785,0 4.622,4 4.630,4 18.359,7 2004 4.485,6 5.011,4 4.780,3 4.779,2 19.056,5 2005 4.432,6 5.096,5 4.859,8 4.792,6 19.181,5 2006 4.676,5 5.190,1 4.949,5 4.947,6 19.763,7 2007 4.881,2 5.305,0 5.078,2 4.963,0 20.227,4 2008 4.874,2 5.289,2 4.975,0 4.663,3 19.801,7 2009 4.260,9 4.846,0 4.734,2 4.519,9 18.361,0 2010 4.243,3 4.918,4 4.874,6 4.711,0 18.747,3 2011 4.434,3 5.006,7 4.813,8 4.496,8 18.751,6

7 NOI Italia 2012 (100 Statistics to understand the country we live in) - http://noi-italia2012en.istat.it/

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Figure 4.2 Trend of the volume of road freight transport – Period 2000-2011 (Million of vehicles-km) – (Source: AISCAT)

The Table 4.6 analyses the volume of road freight transport by group of goods. This table is the same total data of the second of the previous chapter, with a further specification: data are presented per goods category, meaning that there are some categories more suitable for their transfer to more sustainable mode of transport (railways at first). In fact, according to the National Statistical Office, mainly Cat. 2 and Cat.3 could be more efficiently transported by rail (heavy and big cargo) if market rail services will be created by operators.

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Table 4.6 Road freight transport flows from Trentino Alto Adige Region to other Italian Regions, per group of goods - year 2011(in Tonnes). (Source: ISTAT)

ORIGIN DESTINATION Trentino-Alto Adige Cat.1 Cat.2 Cat.3 Cat.4 Cat.5 Cat.6 Cat.7 Piemonte 230.838 0 97.121 2.840 16.241 5.899 131.569 Valle d'Aosta ------Liguria 63.243 0 39.433 0 0 9.551 0 Lombardia 487.092 3.967 1.436.256 189.001 575.720 52.801 377.450 Trentino-Alto Adige 6.229.036 557.925 24.904.401 338.175 1.418.417 1.223.142 5.269.538 Veneto 584.903 4.462 1.196.094 101.745 580.346 64.113 378.215 Friuli-Venezia Giulia 12.642 9.681 10.561 34.336 17.007 0 38.765 Emilia-Romagna 188.629 463 586.619 5.955 351.496 15.995 124.096 Toscana 79.321 0 37.065 27.812 68.427 0 17.738 Umbria 29.208 0 2.545 0 0 0 0 Marche 17.153 0 6.963 0 55.269 0 3.886 Lazio 55.813 0 145.885 9.452 42.687 6.915 0 Abruzzo 17.031 0 53.698 0 0 - 193 Molise - - 2.481 - - - Campania 53.922 0 30.432 6.642 46.241 - - Puglia 31.222 0 7.710 0 0 - - Basilicata ------Calabria ------Sicilia 6.089 ------Sardegna ------North Italy 7.796.383 576.497 28.270.485 672.053 2.959.226 1.371.502 6.319.633 Central Italy 181.495 0 192.458 37.264 166.383 6.915 21.624 South Italy 108.264 0 91.840 9.124 46.241 0 193 Total Italy 8.086.141 576.497 28.554.783 718.441 3.171.850 1.378.416 6.341.450 Abroad 341.077 0 208.308 146.738 317.520 55.573 63.024 Grand Total 8.427.219 576.497 28.763.091 865.179 3.489.370 1.433.990 6.404.474

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Table 4.7 Road freight transport flows from Veneto Region to other Italian Regions, per group of goods - year 2011(in Tonnes). (Source: ISTAT)

ORIGIN DESTINATION Veneto Cat.1 Cat.2 Cat.3 Cat.4 Cat.5 Cat.6 Cat.7 Piemonte 922.421 51.007 782.526 238.180 200.637 3.075 343.755 Valle d'Aosta 547 - - 442 2.733 - 45.518 Liguria 130.578 - 161.990 32.800 95.556 60.297 118.057 Lombardia 2.997.302 512.758 7.855.758 827.485 894.032 221.870 3.636.148 Trentino-Alto Adige 839.510 631.856 1.946.494 32.702 349.821 31.992 355.610 Veneto 14.321.510 5.020.086 61.995.238 1.704.144 6.939.174 2.817.372 21.262.361 Friuli-Venezia Giulia 1.262.045 798.549 1.257.192 192.321 586.178 161.153 641.155 Emilia-Romagna 2.275.520 604.957 4.152.996 785.421 877.919 86.272 1.529.983 Toscana 294.736 78.038 898.102 117.585 507.897 24.640 248.427 Umbria 78.782 0 291.261 44.990 120.698 144 38.875 Marche 221.409 9.027 213.560 119.509 197.474 11.353 70.283 Lazio 184.179 60.640 87.702 115.774 161.021 0 148.566 Abruzzo 92.841 0 77.227 30.373 80.326 2.224 45.188 Molise 42.599 ------Campania 254.680 0 93.195 83.103 52.694 0 54.016 Puglia 235.248 0 81.392 131.045 28.559 0 98.604 Basilicata - - - - 17.948 - 52.570 Calabria 7.704 - 65.579 53.411 42.190 - 59.336 Sicilia 875 0 - - 9.017 - 16.751 Sardegna 4.797 - - - - - 40.390 North Italy 22.749.433 7.619.212 78.152.194 3.813.497 9.946.050 3.382.031 27.932.587 Central Italy 779.106 147.705 1.490.624 397.859 987.090 36.138 506.151 South Italy 638.743 0 317.393 297.932 230.735 2.224 366.855 Total Italy 24.167.282 7.766.917 79.960.210 4.509.287 11.163.875 3.420.394 28.805.593 Abroad 347.867 0 254.702 69.779 196.847 21.141 161.787 Grand Total 24.515.149 7.766.917 80.214.913 4.579.066 11.360.721 3.441.535 28.967.380

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Table 4.8 Road freight transport flows from Friuli Venezia Giulia Region to other Italian Regions, per group of goods - year 2011(in Tonnes). (Source: ISTAT)

ORIGIN DESTINATION Friuli-Venezia Giulia Cat.1 Cat.2 Cat.3 Cat.4 Cat.5 Cat.6 Cat.7 Piemonte - - 70.637 17.738 11.017 - 72.818 Valle d'Aosta ------Liguria 105.168 - 49.598 17.176 38.790 54.881 - Lombardia 230.263 23.646 613.974 - 392.039 8.467 314.863 Trentino-Alto Adige 24.228 - 418.546 35.744 37.313 11.884 22.613 Veneto 1.276.377 76.760 4.169.246 206.537 1.088.175 161.544 828.864 Friuli-Venezia Giulia 1.345.986 954.476 8.799.366 280.274 1.341.042 409.399 4.789.860 Emilia-Romagna 269.729 - 602.209 54.987 60.601 509 132.526 Toscana 33.111 0 52.164 33.409 68.597 74.445 41.283 Umbria 14.254 0 59.346 0 64 0 57.900 Marche 0 18.337 41.754 64.134 38.634 5.794 1.127 Lazio 76.410 0 0 0 19.354 0 60.744 Abruzzo - - 123.645 - 10.222 - - Molise - - - - 12.436 1.592 - Campania - - 41.626 - 29.862 - 73.538 Puglia 177.202 - - - 46.362 27.488 - Basilicata ------Calabria 28.233 - 64.428 - - - - Sicilia ------82.689 Sardegna ------Nort Italy 3.251.752 1.054.883 14.723.576 612.456 2.968.978 646.685 6.161.543 Central Italy 123.775 18.337 153.264 97.543 126.648 80.239 161.055 South Italy 205.435 0 229.699 0 98.882 29.080 156.227 Total Italy 3.580.962 1.073.220 15.106.538 709.999 3.194.508 756.004 6.478.825 Abroad 18.474 0 170.007 0 88.853 7.938 14.250 Grand Total 3.599.436 1.073.220 15.276.545 709.999 3.283.362 763.942 6.493.074

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Legend for Table 4.6, Table 4.7 and Table 4.8:

Cat. 1 - agricultural products of hunting and fishing, food, beverages and tobacco (Classification NST2007).

Cat. 2 - coal, coke, crude oil, refined petroleum products, natural gas (Classification NST2007)

Cat. 3 - ores, other mining, fabricated metal products, building materials (Classification NST2007).

Cat. 4 - chemicals, rubber and plastics; (Classification NRC 2007).

Cat. 5 - products of the textile and clothing leather products, wood and wood products, paper and paper products, furniture and other artefacts (Classification NST2007).

Cat. 6 - machinery and mechanical appliances, electrical machinery and apparatus, appliances. television, communications equipment, means of transport (Classification NST2007)

Cat. 7 - Secondary raw materials, municipal wastes and other wastes, other goods (Classification NST20007).

The Table 4.9 shows the volume of rail freight transport in Italy from 2004 to 2011. Since 2000, several players have started to compete in the Italian market.

Table 4.9 Rail freight transport at Country level (quarterly – 2004-2011 – Source: ISTAT)

Trimester Year Total 1st 2nd 3rd 4th 2004 19.044.333 19.962.155 17.860.511 18.612.201 75.479.200 2005 16.457.600 17.863.600 16.624.300 17.730.026 68.675.526 2006 17.622.600 18.464.000 16.497.400 18.020.400 70.604.400 2007 18.772.200 18.511.200 16.567.500 16.910.200 70.761.100 2008 17.270.900 18.001.700 15.966.300 14.648.700 65.887.600 2009 11.572.800 11.256.600 10.354.400 11.287.600 44.471.400 2010 16.468.611 17.404.771 15.873.798 16.630.257 66.377.437 2011 16.916.413 17.354.796 15.335.813 16.784.567 66.391.589

Currently, many freight transport companies compete in the market with Trenitalia (the incumbent). The new players can be divided into the following three groups.

• operators entirely controlled by companies which already had concessions for regional passenger transport on dedicated networks and exploring new opportunities.

• new companies created in order to enter the railway business.

• foreign companies (active directly or through Italian branches).

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Focusing on the share of international transport, the geographical location of the North East Area regions plays a key role. In these regions there is in fact a higher share of international transport than in other regions of the Country since they are located along key corridors within the European market, mainly towards North (Brenner Corridor) and East (Udine-Villach Corridor and Trieste- Slovenia corridor).

Data shows The fall in rail freight transport performance, that slowed down in 2008 towards the end of 2009. After this date, there was a slight recover of rail freight traffic, but not enough to recover the losses of the two previous years.

Table 4.8 shows information on the volume of maritime freight transport in the considered area. Starting from the National situation, the internal traffic of goods for the year 2000-2011 increased from 33.445 million of tonnes-km to 53.034 million (source: Italian National Transport Account 2011- 2012 by Ministry of Infrastructure).

The two main ports in this area are Venice and Trieste. These two seaports shows increasing traffic data for containers (as shown in the table below), with an increase of 20% in the last four years.

Table 4.10 Container traffic in Italian North Adriatic ports (2008-2011) (thousands of TEU) (Source: Venice and Trieste Port Authorities)

2008 2009 2010 2011 Δ 10/11 Δ 08/11 Venice 379 369 393 458 16,50% 20,10% Trieste 335 276 277 393 41,80% 17,30% Total 714 645 670 851 27,00% 19,10%

This kind of traffic is very suitable for rail transport. At the moment from the port of Trieste there are already combined rail services, mainly to Germany and Austria (operated by Rail Cargo Austria), and forecast for sea traffic are increasing (new service from Evergreen in 2012 with a 5.500 TEU ship), and a part of the traffic could be load on trains.

From the port of Venice the rate of containers actually moved by rail is very low (only one/two trains per week to Milan) but with the new development plan of the port (off-shore terminal and inshore container terminal) rail transport is considered as the first best to move container to final destination. The new catchment area of the improved port of Venice could be Northern Italy (until Milan area), Southern Germany (Bavaria and Baden-Wuerttemberg) and Austria.

Considering trailers the situation is very different between the two ports: while in Trieste ro.ro already use rail services, in Venice they don’t. The trend of traffic is also different: increasing in Trieste (from/to Turkey), decreasing in Venice (from/to Greece), particularly for economic reasons.

In Trieste, both the operators that handle ro-ro from Turkey showed increasing traffic by rail, particularly towards Germany and Austria. Forecasts from the operators shows increasing traffic,

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especially to Germany or North-Western Europe. In Venice there are no rail services for trailers ingoing and outgoing from the port. The main reason is that the final destination (or the origin) is actually less than 100km far from the port and for that reason rail services are not convenient in terms of prices and time of delivery. The new investment will concentrate also on this type of traffic, that could have a strong increase from the Venice port in the future.

4.1.3 Supply of Freight Transport – Infrastructure

4.1.3.1 Main corridor infrastructure Pan European Corridor V is a multi-modal transport link running from South-West in Slovenia towards North-East in the Ukraine. The main line of Corridor V links Venezia (Italy) and Trieste (Italy) via Ljubljana (Slovenia) and Budapest (Hungary) with Lviv (Ukraine). In addition to this line there are three branches to ports on the Adriatic Sea, and one branch to connect Corridor V with Corridor IV in Bratislava. In Italy the Corridor is linked to the ports of Venezia and Trieste, in Slovenia one branch links the Port of Koper with Corridor V in Divaca. In Budapest (Hungary) the Corridor splits into two branches, both of them running southwards to the Adriatic Sea. One branch goes to Rijeka in Croatia, the other branch runs via Sarajevo (Bosnia-Herzegovina) to the Croatian port of Ploce.

PP07 has deepened its analysis also to a section of East-West Axis, the so called Euro-Mediterranean Corridor according to the Legislative proposal for a Regulation on Union guidelines for the development of the trans-European transport network (COM 2011 650 of 19.10.2011. In the light of the challenges for the TEN-T policy, also identified by the White Paper 'Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system ("the White Paper"), these Guidelines will define a long-term strategy for the TEN-T policy up to 2030/2050. According to this Corridor all the main infrastructures of Veneto Region have been included in the report.

The railway axis from Lyon to the Ukrainian border is the main east-west passage south of the Alps, connecting the Iberian peninsula with the eastern part of Europe and beyond. The 1,638 km long railway axis is an important high capacity east-west rail axis crossing the Alps between Lyon and Turin. It touches upon four Member States (France, Italy, Slovenia and Hungary), linking important urban areas. It will also deliver an important increase in transport capacity, thus allowing a modal shift from road to rail to be realised in the sensitive mountainous regions it crosses.

The picture below shows the map of the EU TEN-T priority project n. 6, the railway axis between France and Ukraine, that overlap partially with the Paneuropean corridor n. 5 from Venice to Lviv.

In October 2011 the Commission reviewed the TEN-T priority project, and a “Mediterranean Corridor”, from Spain to Ukraine, has been confirmed, and in this way the financing of infrastructures on this axis could continue until 2030. As concerns Italy, the Mediterranean Corridor crosses along the East-West Axis the Po valley connecting the cities of Turin, Milan, Verona, Padua, Venice and Trieste.

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Figure 4.3 TEN-T PP n. 6 - Railway axis Lyon-Trieste-Divača/Koper-Divača-Ljubljana-Budapest- Ukrainian border (Source: EU Commission)

The following scheme shows the connection possibilities from North East area through these TEN-T Network: the East-West Axis crosses three new core axis, the Corridor Helsinki-Valletta in Verona, the Corridor Rotterdam-Genoa in Novara and the Baltic-Adriatic Corridor through the overlapping railway arch from Venice to Trieste.

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Figure 4.4 Possible European Network for North East Area (Source: Veneto Region Transport Plan)

From the two considered region, Veneto and Friuli Venezia-Giulia, the two following pictures shows the regional road networks.

As for Veneto Region, the regional law n. 11/2001 provides for the identification of a road network of regional interest that includes regional motorways, the highways in the region, not part of the network of motorways and national roads, mainly designed to meet mobility needs within the region. Out of a total of 23.000 km of roads in Veneto, about 2.750 km are classified of national interest (465km of motorways and 2.371km of national roads), while more than 20.000 of regional interest (regional, provincial and local roads).

As for Friuli Venezia Giulia Region, the Primary road network The primary network consists of the motorway network and their connections for long distance transit traffic and for international mobility. The regional road network level 1 (connecting regional / national), has the functions of distribution in the region the traffic from the primary network, to the main cities and to important

GIFT Transport Network Census (Corridor V – Selected Stretches) 54

functional nodes such as ports, freight villages, airports. The regional road network level 2 is the part of the network interesting mainly local traffic.

Figure 4.5 Veneto and Friuli Venezia Giulia Region: Road Network Uniontrasporti and Friuli Venezia Giulia Regional Plan of Infrastructure, mobility and Logistics.

As concerns the rail regional network , Veneto region has a fairly dense network of railway lines, with axes as important as the multimodal corridor Turin-Milan-Venice-(Trieste/Tarvisio) crossing the central North-South corridor Roma-Bologna-Verona-Brenner in Verona and the central-eastern corridor Rome-Cesena-Venice-(Tarvisio) in Padua, by creating regional lines and subsidiary- complementary railway system that covers much of the territory of the region and ensuring good internal links regional, national and with foreign countries.

The regional rail system in Friuli Venezia Giulia is mainly divided into three types with interest primarily supraregional:

1. Cross-connection ovest-nord/est- Venice-Treviso-Pordenone-Sacile-Udine, connecting with north to Tarvisio and continue east to Gorizia-Trieste-Monfalcone;

2. East-west cross-connection Venice Latisana-Cervignano-Monfalcone-Trieste C.le-Villa Opicina-Slovenia (coastline);

3. North-south Venice / Trieste-Udine-Tarvisio-Austria (line Pontebbana).

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Figure 4.6 Veneto and Friuli Venezia Giulia Region: Rail Network (Source RFI)

The table below presents the main infrastructural intervention on road and rail networks and on the main logistic infrastructural nodes in North-East Area and the forecast for their conclusion.

At the moment the main intervention on the rail network is undoubtedly the High Speed line on the East-West Axis, from Verona to Padua and from Venice to Trieste. Once completed the crossing node of Verona Corridor will continue to Trieste through the lot Verona-Padua: this line is approximately 76.5 km alongside the existing rail network and the Autostrada A4. Both links will be made with the old line, with a total length of approximately 5 km, located in Vicenza and Padua entry point to connect with the line "gutter" goods of Venice on the director Castelfranco-Treviso- Udine/Portogruaro. Last information on the first section (Verona-Padua) shows the 2020 horizon for the end of the works, while for the Eastern Section no foreseen date is available at the moment.

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Table 4.11 Main infrastructural intervention on road and rail networks and on the main logistic infrastructural nodes in North-East Area and the forecast for their conclusion

n/a 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 A4 Motorway: Third lane Quarto d'Altino-Villesse x x x A4 Motorway: Link Villesse-Gorizia x A22 Motorway: Upgrading Verona-Modena x x x A15-A22 new link between Parma and Mantova HS Milan-Verona (new section) x x x x x x x x HS Verona-Padua (new section) x x x x x x x x HS Venice-Ronchi Legionari (3rd and 4th track) HS Ronchi Legionari-Trieste (new section) Brenner Axis: upgrading and basis tunnel x x x x x x x x x x x x x Trieste-Udine-Tarvisio: improvement Node of Trieste: upgrading Node of Mestre: upgrading x x Node of Padua: upgrading Node of Verona: upgrading x x x x x x Port of Trieste: multipurpose area x x x x x x Port of Monfalcone: improvement x x x x x x Port of Venice: new offshore terminal x x x x Gorizia Intermodal node x Fernetti Intermodal Node x Trento Intermodal node x

4.1.3.2 Main nodes

VERONA FREIGHT VILLAGE

Verona freight village covers an area of 2,500,000 square meters, with planned expansion to 4.2 million square meters. This infrastructure system, designed and managed by the Consorzio ZAI with a detailed plan approved by the Veneto region, is directly connected with the airport of Verona.

It is the first in Italy for traffic volumes in combined transport, and it was recognized the best inland port in Europe by a German research carried out by GVZ.

The combined transport terminal is managed by the company “Terminali Italia”, owned by Italian Railways.

The actual traffic consists in:

• 14 pairs of combined transport trains a day specialized for the transport of swap bodies, trailers and containers that connect the terminal to the most important industrial areas of Germany, Benelux, Denmark, Sweden, and others, through the Brenner axis;

• 1 pair of daily trains specialists for Southern Italy;

• 1 pair of daily trains specialists for Eastern Europe.

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The German intermodal operator Kombiverkehr has started in 2012 a new rail service linking the Baltic port of Kiel with Verona Quadrante Europa, with 2 departures per week. The new service is coordinated with the ferry service that connects Kiel with Gothenburg and implemented in collaboration with the Swedish shipping company Stena Line and the Italian MTO Cemat.

The terminal handles 260,000 units per year and is supported by a support beam that covers an area of 150,000 square meters with 18 tracks.

Verona freight village is probably the most important freight village in Italy, with more than 110 couples of combined train in 2012. Forecasts from the operators shows increasing traffic, especially to Germany and North-Eastern Europe. New markets that will be exploited will be especially Poland and secondly Slovak Republic.

PADUA FREIGHT VILLAGE

Functionally the area of Interporto Padova covers a total of more than 2 million square meters, 1 million being owned by Interporto Padova Spa, and it includes rail and container terminals, numerous logistics operators, hauliers and couriers who all work together in synergy to make Padua one of the most important logistics centres in Italy.

Various important events have taken place over recent years, but two are particularly significant: the merger by incorporation of Magazzini Generali in Padua, concluded in November 2009, and the inauguration of the extension of the New Grand Container Terminal in October 2010.

The rail and terminal infrastructures occupy approximately 350,000 square meters and include the New Grand Terminal owned by Interporto Padova Spa, the FS Container Terminal owned by the Italian State Railway and the State Railway goods station. There are 16 tracks in the terminals which are linked to the Padova Interporto goods station, which in turn has 21 tracks.

The warehouses for couriers, forwarders and logistics operators occupy a covered area of 270,000 square meters. There is the Distripark Interporto Padova occupying 47,500 square meters, which comprises two buildings, one linked to the rail network, and serves the logistics distribution requirements. There is then the Logistics Citadel, which comprises 67,000 square meters of covered warehouses, 107,000 square meters for yards and internal roads and 2,000 square meters of offices.

Every year the terminal handles around 300,000 TEU. These figures place Interporto Padova at the top of Italian and among the first of European operators. Further to the recent inauguration of the extension of the New Grand Terminal, the overall capacity of Interporto Padova is now 750,000 TEU per year.

There are also more than 5,000 trains that connect the freight village to the main Italian and north European ports every year, thanks to the regular scheduled departures: there are regular rail links to the following destinations: Rotterdam (12), Hams Hall (GB) (1), Ljubljana (4), Genoa Voltri (12), Livorno (12), La Spezia (24), Trieste (8), Koper (2) and Bari (7).

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PORT OF VENICE

The Port of Venice is one of the major European ports for project and general cargo, and one of the main port in the Adriatic for the number of containers handled. In addition, it ranks as the first cruise homeport in the Mediterranean hosting 2 million passengers yearly.

A leader in many traffic segments, it is the only port in Italy to benefit from a river port providing freight transport by barge along the Po river.

The port of Venice offers regular cargo services able to connect Venice with the main ports of the Mediterranean, Alexandria, Haifa, Beirut, Istanbul, Piraeus, Malta, Gioia Tauro and, via transhipment, with other main ports in the world: South Africa, North and South America, East and China, Australia, Oceania. Ferries also depart from the Venetian harbor and regular daily fast ferries (both passenger and cargo) which connect Venice to Greece, Turkey, Croatia, Dalmatia, Istria. Summarising the infrastructural charachteristics of the port with figures:

20,450,000 sqm The area on which the Port of Venice is situated is exploited for the port's logistics activities. Dedicated at receiving and processing both inbound and outbound cargo. 30,000 m of quayside - 163 active berths able to host simultaneously numerous ships of different shapes and sizes. 205 km of internal railroad network (in expansion) to enhance multimodal transport. 26 cargo terminals: 7 commercial terminals and 19 privately-owned terminals. 8 passenger terminals for cruise ships. ferries and fast ships.

A sizeable investment plan has been defined to enhance and boost the Port of Venice. The port's most ambitious projects for the commercial area include the new container, Ro-Ro and offshore terminals, while the tourist port's attractiveness will be augmented by new cruise ship terminal, and a large re-developed area with offices, leisure facilities, and a multi-storey car park.

Of particular importance is the new offshore port project (as a dam + petroleum + jetty pier container), that is positioned off the shores of Venice, at the Malamocco, 17 km from the coast, at depths of 22 m.

The new container terminal and the annexed Distripark, located in the Marghera area, will be completed in the forthcoming years. The terminal will be erected in the site of former industrial facilities in Porto Marghera (formerly Syndial and Montefibre). The Distripark that will rise at the side of the container terminal will receive goods that will be unloaded from containers and processed before being sent on to final destination. With 1,500 metres of quayside and warehouses for 10,000 sqm., the terminal will have a handling capacity of 1,000,000 TEUs. A new terminal that is about to be implemented in Fusina is an answer to the increase in Ro-Ro and Ro-Pax traffic driven by the Motorways of the Sea (MoS) initiative.

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• Future ultra large ships will be able to dock off-shore in the terminal that is planned to be erected off the Malamocco port mouth, where the seabed is over 20 m deep. Access channels to the Port of Venice (now at 11 m) will be dredged to a depth of 12 m to enable access to larger ships. Forecast for sea traffic are increasing, also thanks to all these new projects, and a part of the traffic could be surely load on trains if infrastructure and services will be improved.

CERVIGNANO FREIGHT VILLAGE

Cervignano del Friuli freight village is located in the middle of an area that includes the three most important terminals in the region. The freight village is also close to the marshalling yard, which became operational in the spring of 1997.

The Freight Village, active since 1998, has 6 tracks, divided into three sections each 750 meters long. The siding has a total length of 3.5 km. The managing company handles containers, trailers and general cargo and has a daily handling capacity of about 100 containers. The yard has a storage capacity of 2,000 containers.

The location of the freight village is also important taking into account the regional ports, Porto Nogaro 11 km, Monfalcone 29 km, Trieste 48 km. Cervignano is located in a central position with respect to major regional urban centers: Udine (north) is about 29 km, Trieste (south-east) is about 48 km, Gorizia (north east) is about 29 km, and Pordenone (north-west) is about 62 km.

The motorway A 4 (Torino-Milano-Venezia-Trieste/Udine) is very close to the freight village (9 km) and ensures easy sorting of freight traffic with origin or destination to this infrastructure to all major regional and extra-regional destinations.

The actual managing Company started its operation in February 2011. For this reason traffic data are available only from that date.

From February 2011 76 trains started/arrived, with a total of 1738 wagons to different destination (Belgium, Greece, Croatia). Among these, the most consistent relationship was with Belgium (Genk and Stein) performed by the Belgian operator Ewals, actually interested to get to 4 / 5 trains per week

In the short/middle term the main objectives of the operator is the development of the function of Cervignano as inland terminals (dry port) for the port of Trieste, even it could be hardly feasible due to issue charges. A concrete project is the role of the terminal as support of the local production market, in particular that of the Industrial Development Area of the Aussa-Corno.

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PORT OF TRIESTE

The Port of Trieste lies on the shores of the Gulf of Trieste on the Adriatic Sea in northeast Italy just 4.4 kilometers from the border with Slovenia.

Deep sea-bottoms, excellent accessibility to shipping, outstanding rail and road connections, closeness to end markets, make Trieste an efficient and competitive port. The Harbor Authority of Trieste is responsible for planning, coordinating, controlling, and promoting harbor operations and overseeing the commercial and industrial activities in the port. It maintains the common areas in the harbor area and operates logistics and promotes the port’s intermodal functions.

The main operator located in the port of Trieste for Container transport is TMT (Trieste Marine Terminal). Trieste Marine Terminal is a specialized container terminal in Trieste, providing professional port handlings, storage, CFS activities and intermodal services for containers in the North Adriatic Sea.

In the port of Trieste there are two main operators for semitrailers handling: Francesco Parisi Group and SAMER. The first operator is “Francesco Parisi Group”, who has taken part in the process of privatisation of the Italian ports and is acting as Terminal Operator in the ports of Trieste since 1994. Furthermore a full range of trucking and intermodal services is provided by the Group Companies through selected and qualified sub-contractors. The main Terminal operated is Pier 6 in the Free Port of Trieste, which is a multi-purpose terminal with Ro-Ro ramp. The second operator is the Company SAMER, which operates at the ferry terminal of Riva Traiana in Trieste.

PORT OF MONFALCONE

The Port of Monfalcone is the most northern port of the Adriatic Sea and, consequently, the closest one to central Europe. At this stage of the port development activity, that appears to be in constant growth, over 4.5 million tons of various goods are handled: China clay, coal, cellulose, cement, grains, timber, plant systems, various bulk minerals, stone products, steel products, iron scrap, cars. The port is specialised in general cargo and dry bulk cargo, with a vast experience in specific commodities. The port area can be easily and directly reached thanks to the A4 Torino-Trieste motorway that connects to Slovenia, and the A23 Monfalcone-Udine-Austria connecting to Germany, the Czech and Slovak Republics and Hungary whose tollgate is located at a distance of 1.5 km from the port, and to the trunk roads to and from Venice, Udine, Gorizia and Trieste.

The Trieste-Venezia/Udine-Tarvisio railway, with all its branchlines, is directly connected to the Port of Monfalcone; in fact, a new and modern railway connection to a simple non electrified track assures connections with the freight yard located 2 km away. The special ring structure and feeder line makes it easy to serve the wharfs and the yards, thus allowing companies to make use of complete and integrated transport services.

The Port of Monfalcone is the centre of a multimodal area that encompasses, within a radius of 25 kilometers, the port, the airport of Ronchi dei Legionari at 5 kilometers, the truck and cargo terminal

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and the international border station of Gorizia located on the Italian-Slovenian border of Gorizia- Nova Gorica at 15 kilometers, and the truck and cargo terminal and intermodal terminal of Fernetti- Sezana on the border with Slovenia, at 25 kilometers, from the freight yard and the adjacent freight village “Alpe Adria” of Cervignano del Friuli at 20 kilometers. Transport by sea, air, road and rail is thus guaranteed and more important in a very closed area.

PORT OF NOGARO

Porto Nogaro is a fluvial port with access from the Adriatic Sea through a 3 miles waterway and the Aussa Corno waterway (4 miles). The port is developed in 2 public structures of Porto Vecchio and Porto Margreth and in the private berth of the former Industrie Chimiche Caffaro. The access for this last one is through the Balduzzi artificial canal, which has a lenght of 1.5 miles.

Since April 1st 2009 Friuli Venezia Giulia Region acquired competencies on the issue of state-owned maritime concessions. In the port area also acts as the Consortium for Industrial Development of Zona Aussa – Corno, which is in charge of promotion and infrastructure developing. In this infrastructure there is the Maritime Authority.

Porto Vecchio has 400 linear meters of quay and a draught of 4.5 m, while Porto Margreth has a depth of 7.5 meters and 860 meters of quay. The Porto Nogaro area also comprises 36 ha of yards connected with a railway joint, warehouses and stocking areas. The overall amount of freight (general cargo) handled in this area is about 1.6 million tons per year.

Freight moved vary from steel and metallurgical products to wood, bulk, machinery transport, special vehicles and equipment also exceptionally large.

4.1.4 Private sector role and contribution

In this section a mapping of core activities, competences, competitive advantages, company strengths, is reported. Main companies as logistic forwarders, freight integrators and transport operators are presented.

4.1.4.1 Major players of freight transport industry in Italy In 2009 CONFETRA (General Confederation for Transport and Logistics in Italy) presented its last analysis8 on the transport sector in Italy, based on the analysis of the balance sheet9 of the companies of this industry.

8Centro Studi CONFETRA: “Analisi strutturale delle imprese nel settore dei servizi logistici e di trasporto 2007”, Rome 2009 Fonte Confetra - Via Panama, 62 - 00198 Roma - tel.068559151 - sito internet www.confetra.com" 9The complete list of the analyzed companies has been done according to Italian Chamber of Commerce who collect balance sheets.

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The number of analyzed companies is 817. The 66,2% of them is involved in road transport, the 15,4% are international forwarders, the 8,1% is a logistics operator and the remaining 10,3% is composed by companies involved in other activities. These companies are classified as the following table:

Table 4.12 Company categories - Source: Confetra

Category Code Road Transport AU Couriers CO Express Courier EX Warehouses managemet MG MTO (Multimodal Transport MT Operators) Logistics Operators OL Combined Transport OC Operators Forwarders SP

As to the company model, 212 of the sample are società per azioni, 508 le società a responsabilità limitata e 72 le cooperative. The companies that are operating in Italy and are controlled by Capital from abroad are 46 (5,6% of the total) of whom: 16 German, 6 French, American and Swiss, while the remaining 12 are Japanese, Danish, Norway and Dutch.

These 817 companies in 2007 have been characterized by: a total Turnover of 25.874 million Euro with an average of 31,7 Mil. € (+1,3% on 2005) and an added value of 5.678 Mil. €, the 22% of the Turnover. The average added value per company was 6,9 million Euro, with an increase of 9,5% on 2005 value (it was 6,2 million Euro in 2005). This means a qualitative growth of the industry; a total net Profit of 297 million Euro (1,1% of turnover), with an average of 363.000 € per company; a total value of employees of 105.454, with an average of 129 employees per company and a workforce cost of 36.000 per capita; a total capital invested in the companies of 15,7 billion of Euro, with 3 billion of Euro of own resources.

The table below shows all the data for each category of the analysed companies.

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Table 4.13 Analysis of company categories - Source: Sources: Confetra on CERVED

%

Category Company Employees Turnover (x1000) Added Value Employee per Company Added Value per Company

AU 541 66,2 48.060 7.975.739 2.241.587 89 4.143

CO 27 3,3 1.917 430.114 97.625 71 3.616

EX 6 0,7 7.275 2.418.511 523.710 1.213 87.285

MG 28 3,4 2.268 359.871 128.370 81 4.585

MT 18 2,2 16.524 6.477.236 1.089.449 918 60.525

OC 5 0,6 670 469.758 65.642 134 13.128

OL 66 8,1 18.282 3.489.847 912.860 277 13.831

SP 126 15,4 10.458 4.252.689 618.940 83 4.912

Total 817 100 105.454 25.873.765 5.678.183 129 6.950

Analysing the group of balance sheets, there are many significant differences according to the activities. The Express Courier are in the first position as for added value per Company, followed by MTO and logistics operators. All these categories for their activities need high investment in plants and in human resources.

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Figure 4.7 Average Added Value per category - Souce: Confetra on CREVED data

The main cost for these activities is the cost of labour, with an average incidence of 66,6% on the added value. The average cost per capita is around 39.000 Euro, from 37.000 of road haulage to 44.000 of combined transport employees. The following map shows the localization of these company per Italian Province, showing the higher number in the northern Italy, particularly in Veneto and Emilia-Romagna.

Figure 4.8 Localization of company per Italian Province

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In 2011 the Ministry of Infrastructures and Transport made a structural analysis on combined, air and rail transport.10 There are 26 companies that have the licenses for combined freight transport services issued by the Ministry of Infrastructures and Transports. This licence allows to operate at European level and the list do not include foreign operators providing their services in Italy. The mayor players in Italy for the freight transport are the following described by their handling unit and their technique:

Table 4.14 The mayor players in Italy for the freight transport on East Italy

Operator Handling unit Technique

Cemat Swap Bodies, tanks Combined transport (CT)

Unaccompanied CT

Alpe Adria Container Combined transport (CT)

Unaccompanied CT

Ambrogio Swap Bodies Combined transport (CT)

Unaccompanied CT

Ers railways Swap Bodies, container Combined transport (CT)

Unaccompanied CT

Gmc Combined transport (CT)

Unaccompanied CT

Gts Container, Swap Bodies Combined transport (CT)

Unaccompanied CT

Hangartner ag Swap Bodie, combitrailers, Combined transport (CT) paperline Unaccompanied CT

Hupac Container, Swap Bodies, tanks, Combined transport (CT) semitrailers Unaccompanied CT

10Ministero dei Trasporti e delle Infrastrutture – Consulta generale per l’autotrasporto e la logistica “ Analisi strutturale del trasporto combinato, ferroviario ed aereo e proposte di potenziamento” Roma, 2011.

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Ifb Containers, Swap Bodies, Combined transport (CT) semitrailers Unaccompanied CT

Intercontainer Container, Swap Bodies, Combined transport (CT) semitrailers Unaccompanied CT

Italcontainer Container Combined transport (CT)

Unaccompanied CT

Kombiverkehr Container, Swap Bodies, Combined transport (CT) semitrailers Unaccompanied CT

Logtrainer container Combined transport (CT)

Unaccompanied CT

Nordossola Container, semitrailers Combined transport (CT)

Unaccompanied CT

Novatrans Container, Swap Bodies, Combined transport (CT) semitrailers Unaccompanied CT

Shuttlewise Container, Swap Bodies, Combined transport (CT) semitrailers Unaccompanied CT

Afa Combined transport (CT)

Accompanied

Okombi Combined transport (CT)

Accompanied

Ralpin Combined transport (CT)

Accompanied

The most important directions and connections for combined transport are from Genova over Padova and other hubs in the region of Emilia-Romagna to Trieste. The other principal direction follows the north-south corridor.

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Figure 4.9Combined transport major conections - Source: MIT

4.1.4.2 Synthesis of the findings on the stakeholders The questionnaire has been forwarded to 18 companies, five of them returned the questionnaire partially completed. The companies are based in Verona and are therefore operating on the corridor V stretch analysed by the GIFT project. To select the companies we analysed a list of the 500 companies operation in the logistic sector in Italy, this list is based on the turnover of the companies, for the administration of the questionnaire companies based in the Veneto Region have been selected.

SCHENKER ITALIANA SPA Via F.lli Bandiera 29-20068 Peschiera Borromeo (Mi) Via Sommacampagna 28-37137 Verona Annual turnover 2010: 519.164.000€ Employees: 1.091 Type of service provided: hub/terminal operator/manager, logistics service provider (3PL), freight forwarder

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HANGARTNER TERMINAL Via Sommacampagna, 28 – 37137 Verona S.R.L. Type of service provided: hub/terminal operator/manager, logistics service provider (4PL), logistics, ro-ro services, warehousing and bonded warehousing ADAMI AUTOTRASPORTI Via Valpolicella 74 Arbizzano di Negrar S.P.A. Via Bresciana 55 37139 VERONA Annual Turnover 2010: 22.853.000 € Employees 123 Type of service provided: hub/terminal operator/manager, trasports EUROTRASPORTI S.R.L. via Tione - 37060 Trevenzuolo (VR) Annual Turnover 2010: 33.458.000 € Employees 124 Type of service provided:transports, logistics service provider (3PL - 4PL, temperature controlled transport, animal transport, warehousing and bonded warehousing. AUTOTRASPORTI Via Serenissima n. 50 - 37038 Soave (VR) BOMMARTINI SRL Annual Turnover 2010: 20.230.000 € Employees 169 Type of service provided:transports

The following list shows the companies that have been invited to fill out the questionnaire:

Raulexpress srl

Arcese Trasporti Spa

Aldisped srl

Hangartner terminal srl

Antolini trasporti spedizioni srl

S.T.I. Società Trasporti Industriali Spa

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Schenker Italiana

Adami Autotrasporti spa

Liverani Group SPA

Eurotrasporti

Traconf srl

Prisma SPA Spedizioni e trasporti internazionali

Corsi spa

Autotrasporti Bommartini

Reni Trasporti Celeri

E.d. express delivery

Purple trasporti

Selvatransport srl

4.1.5 Consolidation of results on the Italian part of Corridor V

Results were available though several reports that although consider only the national or regional level. The stretch of corridor V analysed passes through the Veneto Region and the Friuli Venezia Giulia (FVG) Region. This created difficulties in disaggregating and aggregating data sets. However by comparing different sources the data could be obtained. It has to be highlighted that the information concerning local companies collected though questionnaires/interviews were mostly incomplete. The topic of several questions were considered confidential by the stakeholders or they do not collect data in detail. Therefore part of the data are missing and information could be collected only through the analysis of the Confetra Report.

4.2 Slovenia

This part of deliverable presents current status of freight transport operations in Slovenia on Pan- European corridor V section Sežana/Koper – Hodoš/Pince. We overview at the beginning the current status of freight transport sector in Slovenia, in terms of infrastructure, assets and ICT. Following

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with presentation of the results from the research we conducted using targeted questionnaires, among significant local transport operators in Slovenia (stakeholders). Based on these findings, we discuss the major bottlenecks and inefficiencies on the specific stretch of Corridor V. The section concludes with the consolidation of the results for the Slovenian part of Corridor V.

4.2.1 Freight transport in general

Geo strategic position of Slovenia makes a good opportunity for a transport industry to prosper. The second reason is a rapid increase of globalisation and moving of production plants to various parts of Europe and World. It implies transport becoming a very important link between phases of production as well as a link between production and consumption.

In general the transport sector is listed as one of very important sectors in Slovenia. According to the EUROSTAT data in 2011 91.883 thousand tonnes were transported as land transport (road and rail) and 17.051 thousand tonnes as sea transport (throughput in Port of Koper). Volume of air transport in Slovenia is not significant and represents just 0,01% in relation to overall land transport.

According to data provided by National Statistical Office of Slovenia (SURS) from 1991 to 2008 transport market in Slovenia or volume of transported goods was continuously growing. The same was also recorded before that period (although the growth was not so fast) but due to a collapse of Yugoslavia and wars in Balkans area and ensuing revitalisation of political and economic cooperation between new countries the following years transport were not so perspective.

Slovenia has 39.044 km of public roads, where 6.730 km are categorized as the state roads and out of that 768 km (2% of all public roads and 11% of all state roads) are tolled roads. Railway network encompasses 1.209 km of railway tracks, of that 879 km (73%) of single track and 330 km (27%) of double track lines. 41% (500 km) of all railway lines are electrified (3kV DC). System of electrification can be an obstacle for interoperable transport in relation of different electrification system in the neighbouring countries.

Slovenia has one sea port – the Port of Koper and three civil airports (Ljubljana, Maribor and Portorož). The most important one is Ljubljana national Airport called "Jože Pučnik".

Due to geostrategic position of the country, most of the transport is implemented in transit and consequently controlled and operated by foreign road transport companies. On the railways the proportion of transport operated by national companies is still very high.

4.2.2 Demand for Freight Transportation

4.2.2.1 Freight in socio-economic view

National Statistical Office of Slovenia provided data on employment in transport sector, in 2011 there was 8.457 companies in transport and warehouse sector that employed 47.661 persons (SURS, 2012). Number of employees represents 8 % of all employees in Slovenia, but due to economic crisis

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number of employed persons in this sector decreased for 6% form 2009 till 2011. Average decline in the number of employees in Slovenia in all sectors in the period of observation was 3 % (according to SURS data).

Road sector is very dispersed, dispersion started in economy system transition times (23 years ago). According to the Statistics Office of Slovenia in 2011 the road transport sector in Slovenia is divided to:

7.082 transport companies, 28.458 trucks over 3,5 tonnes load capacity and 31.303 professional truck drivers.

Market share of Slovenian companies is relatively low and represents (informal judgement of road transport associations) around 30 %.

In railway sector there are at the moment three companies; the national operator SŽ-Tovorni promet that covers 85% of rail transport market in Slovenia, Rail Cargo Austria brunch office in Ljubljana with around 11% of market and Adria transport with 4% of market share.

Slovenia has one port operator – the Port of Koper.

Transport sector is composed of many companies that operate as freight forwarders, logistic companies and other specialities connected to transport and logistics.

It can be concluded that from the socio-economic perspective the transport sector plays a very important role in Slovenia and has a high impact on national economy.

4.2.2.2 Volume of transport

As stated above the sector of transport and logistics makes a very important economic sector in Slovenia that has been mostly developed on the account of the geographical position of the country and the export-oriented economy. A table and a figure below show volume of rail, road and air freight transport in Slovenia in period from 2008 until 2011. Due to the economic crisis the volume of transport is fluctuating up and down and shows at the moment no specific trend neither in positive or negative direction.

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Table 4.15 Volume of road, rail and air transport in Slovenia from 2008 to 2011(Eurostat, 2012)

Year 2008 2009 2010 2011

Tonnes Tonnes Tonnes Tonnes Mode (x1000) % (x1000) % (x1000) % (x1000) % road 91.239 84,08 75.284 85,18 81.020 83,85 75.615 82,29 railway 17.27 15,92 13.097 14,82 15.600 16,14 16.268 17,70 air 8,180 0,01 5,584 0,01 6,071 0,01 6,877 0,01

Total 108.518 100 88.386 100 96.626 100 91.889 100

Figure 4.10: Volume of rail and road freight transport in Slovenia from 2008 to 2011 (Eurostat, 2012)

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Figure 4.11 Modal split in Slovenia in 2011 (Eurostat, 2012)

A share of road transport in overall surface transport in the observed period swings between 82 % and 85 % and accordingly the share of the rail transport between 15 % and 18 %.

The data on the road transport in the period of observation clearly show variations of the volume up and down; from 91.239 thousand tonnes in 2008 to 75.284 tonnes in 2009 then up to 81.020 tonnes in 2010 and then fall down to 75.615 tonnes in 2011. The main reason for this instability is the economic crisis in Europe and in Slovenia.

Figure 4.12 Road transport in Slovenia from 2008 to 2011 in tonnes(Eurostat, 2012)

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Figure 4.13: Volume of road transport by type of goods NST 2007 in Slovenia from 2008 to 2011 in tonnes (Eurostat, 2012)

Distribution of types of goods transported in road transport is depicted in Figure 4.14. The largest share is represented by a group of goods that includes metal ores and other mining and quarrying products (45 % in 2008 and 34 % in 2011); the second most important group are other non-metallic mineral products (around 12 %) while the third place takes the group of goods including products of agriculture, hunting, and forestry, fish and other fishing products (7 % in 2008 and 10,5 % in 2011). The fourth place is occupied by groups of goods including basic metals; fabricated metal products, except machinery and equipment and food products, beverages and tobacco (around 6 %).

Table 4.16 Volume of road freight transport on sections of corridor V in Slovenia from 2008 to 2011 in tonnes (Eurostat, 2012 and national model)

Sections of road corridor V in 2008 2009 2010 2011 Slovenia

Sežana - Divača 2.920 2.108 2.001 2.064

Koper - Divača 4.379 3.072 3.152 3.297

Divača - Ljubljana 10.401 7.965 8.207 8.401

Ljubljana - Maribor 9.763 7.265 7.648 7.902

Maribor - Pince (Hodoš) 6.204 5.270 5.542 5.800

Due to unavailability of transport data on corridor level we have to use national model to prorate the volume of transported goods to the particular sections of corridor V in Slovenia. The table 4.12

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shows volume of transported goods on consecutive road sections on corridor V with one branch (Koper – Divača). Generally the section volumes shouldn't be accumulated.

Figure 4.14 Road transport flow in Slovenia on corridor V, by section in 2011 (Eurostat, 2012 and national model)

The

Table 4.15 and consequently Figure 4.15 show us that the most important and highly used road transport section on corridor V is the Divača – Ljubljana stretch (over the whole period of observation), the second one in terms of quantities is Ljubljana – Maribor section and the third one is Maribor – Pince section.

According to the Statistics Office of Slovenia in 2011 the road transport sector in Slovenia is divided to:

7.082 transport companies,

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28.458 trucks over 3,5 tonnes load capacity and 31.303 professional truck drivers.

Market share of Slovenian companies is relatively low and represents (informal judgement of road transport associations) around 30 %.

The following Figure shows a decrease in rail transport volume in Slovenia between years 2008 and 2009 and then slight and continuous growth. The actual volume of rail transport in Slovenia moves around 16 million tonnes.

Figure 4.15 Rail transport in Slovenia from 2008 to 2011 in tonnes(Eurostat, 2012)

Figure 4.16 Volume of rail transport by type of goods NST 2007 in Slovenia from 2008 to 2011 in tonnes, (Eurostat, 2012)

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Figure 4.16 shows the largest share of road transport representing group of goods that includes unidentifiable goods: the goods which for some reason cannot be identified and therefore cannot be assigned to groups 01-16. (21 % in 2008 and 25 % in 2011), the second most important group is "Metal ores and other mining and quarrying products; peat; uranium and thorium" (around 18 %); the third place is taken by the group of goods including coke and refined petroleum products (around 10 %) and the fourth place is occupied by the groups of goods including products of agriculture, hunting, and forestry; fish and other fishing products as well as coal and lignite; crude petroleum and natural gas (between 6 % and 9 %). Due to unavailability of transport data on corridor level we have to use national model to attribute volume of transported goods on particular sections of corridor V in Slovenia. The Table 4.17shows volume of transported goods on consecutive rail sections on corridor V with one branch (Koper – Divača). Generally the section volumes shouldn't be accumulated.

Table 4.17 Volume of rail freight transport on sections of corridor V in Slovenia from 2008 to 2011 in tonnes (Eurostat, 2012 and national model)

Sections of rail corridor V in Slovenia 2008 2009 2010 2011

Sežana - Divača 2.813 2.127 2.338 2.434

Koper - Divača 8.910 7.395 9.081 10.233

Ljubljana – Zidani most 7.770 6.201 7.628 8.424

Zidani most - Pragersko 5.777 4.553 5.895 6.813

Pragersko - Hodoš 2.547 1.932 2.504 2.795

Divača - Ljubljana 11.625 9.287 11.018 12.465

In Table 4.17 and Figure 4.17 we can see that Divača – Ljubljana section carries the highest volume of transported goods in rail transport on corridor V,the second most important is Koper – Divača section (single line with capacity utilization over 96 %).

Railway safety certificates in Slovenia were issued to three rail cargo operators in 2011 (Slovenian railroad Cargo company, Rail Cargo Austria branch office Ljubljana and Adria Transport).

Figure 4.18 shows rail and road volume of transported goods by sections on corridor V in Slovenia.

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Figure 4.17 Rail transport flow in Slovenia on corridor V, by section in 2011(Eurostat, 2012 and national model)

Figure 4.18 Rail and road transport flow in Slovenia on corridor V, by section in 2011(Eurostat, 2012 and national model)

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Slovenia only has one sea port – the Port of Koper this is also the company that manage the work inside the port (terminal operator). In the Figure below we can see that economic crisis influenced the scope of work in the Port that results in decrease of volume of throughput (drop in the volume between 2008 and 2009), from the year 2009 onwards the volume continuously rises. Almost the same goes in the throughput of TEU's with the only difference in even steeper rise in number of TEU's from 2009 till 2011 (Figure 4.20).

Figure 4.19 Cargo throughput in Port of Koper between 2008 and 2011 (Eurostat, 2012)

Figure 4.20 Cargo throughput of TEU's in Port of Koper (www.luka-kp.si)

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Figure 4.21 Volume of cargo throughput in Port of Koper from 2008 to 2011 by the type of goods in tonnes (www.luka-kp.si)

According to the data on quantities the most important group of goods in Port of Koper is dry bulk cargo (iron ore, coal…), on the second place are containers and the third is taken by the liquid bulk cargo (mainly petroleum and petroleum products).

Unfortunately classification of goods in maritime transport statistics differs from transport statistics in rail and road transport (NST 2007) which makes direct comparison impossible.

4.2.3 Supply of Freight Transport – Infrastructure

4.2.3.1 Civil infrastructure

The table below shows that Slovenia has 768 kilometres of motorways and expressways, out of that almost 337 kilometres (44 %) of roads on corridor V. Slovenia also has a network of 1.210 kilometres of railways, where 879 kilometres are single track lines and 330 kilometres double tracked. 500 kilometres of railway network are electrified. 34 % or 407 kilometres of railways belong to the corridor V itself. The electrification covers 73 % of rail corridor V in Slovenia.

Slovenia has one sea port – the Port of Koper and three civil airports (Ljubljana, Maribor and Portorož). The most important one is Ljubljana national Airport called "Jože Pučnik". Due to relatively low volume of air freight transport (0,01 % in modal split) it was not subject of this analysis.

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Table 4.18 Data on rail and road infrastructure network in Slovenia (Statistic Office of Slovenia, 2012)

TOTAL length On corridor V Infrastructure in km in % in km in %

Road 768 100 336,9 100

motorways 675 88 328,8 98

expressways 93 12 8,1 2

Railway 1.209,20 100 407,4 100 single track lines 878,8 73 154,5 38

double track lines 330,4 27 252,9 62

electrified 500,4 41 298,4 73

Figure 4.22 Rail, road and terminal transport network on corridor V in Slovenia (www.dars.si, Prometni institut Ljubljana d.o.o.)

Rail and road infrastructure of corridor V in Slovenia are running almost in parallel. One branch of corridor V connects Italy via Sežana border crossing, another branch starts in Koper, the Slovenian

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only sea port. The branches meet in Divača. Due to geographical and geological characteristics of Slovenia there are differences in the course between road and rail layout in the direction to Ljubljana (steep terrain, marsh around Ljubljana….). The differences in course of rail and road layout are larger on the stretch between Ljubljana and Celje (river flows, valleys…) and from Pragersko to Hungarian border. Road network connects Ljubljana and Maribor (the second biggest city in Slovenia) and continues to Hungary while the railway network branches off before Maribor in Pragersko intersection leading to Hungary (border crossing Hodoš) on corridor V.

Corridor V in Slovenia takes up 407 km of railways and 337 km of roads.

Road network in Slovenia, especially network of motorways and expressways is relatively new and in good condition. Most of the road network was built in the last 20 years. Almost the whole course of road network on corridor V is categorised as motorway, except for a small part near Hungary which is categorised as an expressway. The main barriers to overcome are speed limits in tunnels. Bottlenecks may occur during peak hours on working days around urban areas of Ljubljana and Maribor as well as during summer holidays around Koper.

All larger companies commercially provide ICT based services for tracking and tracing of vehicles and cargo Europe-wide and also in Slovenia. GPS and GSM systems are used.The service is not provided by infrastructure by the service operators. Although we did not receive any complete questionnaires from road transport companies we manage to get some reliable data over the phone and e-mail on ICT technologies used. We also contacted the road transport association and their representative confirmed that all their members use tracking services.

Road network lies mostly outside urban areas (in certain sections 23 – 25 % of the line in in urban areas Divača – Ljubljana and Ljubljana – Maribor), while some sections are running through natural sensitive areas in important part of 53 % to 58 % (Koper – Divača and Divača – Ljubljana - carsic areas). Environment is quite good protected against noise pollution with special noise barriers.

Railways were poorly maintained in the last 20 or 25 years. The line from Sežana to Ljubljana and further to Pragersko is a double track line, the branches from Koper to Divača and from Pragersko to Hodoš are single track lines. The section between Pragersko and Hodoš is not electrified, the electrification is under construction and it is planned to be finished in 2015. Direct connection to Hungary between (Murska Sobota) Puconci – Hodoš was re-established after closure and track removal in 1968 by construction in 2001.

Electric traction system is 3 kV (DC), the freight train speed lies between 60 km/h and 85 km/h. The section from Koper to Divača is also very steep compelling heavier trains to be hauled by two or even three locomotives. Track gauge is standard 1435 mm. Remote traffic control is in function on sections Koper – Divača, Divača – Ljubljana and Pragersko – Hodoš which makes together 238 km of 407 km of rail corridor V in Slovenia, representing almost 60 %.

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E-Freight transport web based application is serviced by SZ Cargo. The IS is used for consignments tracking and tracing.

All three rail transport operators dispose of multisystem electric locomotives (Siemens Taurus).

Main bottlenecks emerge in thesingle track line from Koper to Divača which is utilised over 96 % and Pragersko – Hodoš single track, non-electrified line. Some problems pose also the maximum axle load and already stated poor maintenance in the last 20 to 25 years. After the independence of Slovenia the money was invested in road network (motorways and expressways) which results also in poor maintenance of other lower rank state roads.

Most of the corridor lies outside urban areas (in some sections urban areas cover up to one third of the course). A substantial share of railway lines passes through natural sensitive areas (Koper – Divača 72 %, Divača – Ljubljana 62 % (carsic area) and Ljubljana – Zidani most 40 % (river flows)). Noise barriers are installed in urban areas to protect the population.

Slovenia has one sea port in Koper expanding on the total area of 2.800.000 m2 with two piers (596 m and 630 m) and water draft from 11,4 m to 17,2 m. Total storage area takes 1.223.000 m2 of which 270.000 m2 are used for TEU's, 76.000 m2 are roofed warehouse and 27.800 m3 are refrigerated area; the port also provides 340 frigo electrical outlets on customers disposal. The whole Port area (2.800.000 m2) is declared free zone.

The port is equipped with the following transhipment facilities:

- 15 portal cranes: 8 cranes at a container terminal 3 cranes at a bulk terminal and 4 cranes at a general cargo terminal - 9 container manipulators - 120 forklifts and - 7 rubber tyre cranes.

The port is connected to hinterland with rail and road network thus provide also surface intermodality.

Consumption of energy for their operations on the yearly basis amounts to 25.759.533 kWh of electricity and 4.309.378 litres of diesel. At the moment no other energy sources are used. They are putting a lot effort in optimisation of energy use.

Noise level during the day reaches 63 dB and 60 dB during the night. Port of Koper is situated in urban area.

Two ICT services are available in the port TINO (sales and operations) and LUNARIS.

The port is operated by the Port of Koper company.

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Other facilities and services performed in the Port of Koper are:

- CNT: stripping and stuffing of containers (CFS), - disinfection, chemical cleaning and steam cleaning of containers, PTI or pre-trip inspection of containers, - Container repairs and other maintenance service for containers. We also organise a complete service for reefer containers : 24-hour monitoring of reefer container condition, which includes temperature checks three times a day, in addition to container repairs we also offer repair services for reefer containers' electronic devices, assembly / disassembly of gen-sets, maintenance & repair of gen-sets, filling with gas and fuel, PTI or pre-trip inspection of containers and gen-sets, - Spare part supply. - GT -In addition to conventional cargo handling and land transhipment, we provide also stripping and stuffing of containers. Upon customer's request we sort the goods and prepare them for further distribution, as the terminal offers consolidation and distribution services. Other additional services: - Lashing, marking, labelling, bagging, weighing, cleaning, sampling, repackaging, binding, palletizing, wrapping palletized goods and others. - CAR TERMINAL - dewaxing and waxing of vehicles, - PDI zero repair service, additional equipment at customers' needs or requests, mechanical, painting and body repair services, - TIMBER TER - colouring the timber stock pile's sides, wood protection against mould and pests, stripping and stuffing of container - Terminal for Minerals - bagging (bags from 50 to 1,000 kg), crushing, sieving, control and emptying of containers

Another important hub in Slovenia is in Ljubljana (capital city) lying on intersection of corridors V in X. The hub is called Ljubljana Container terminal and is operated by Slovenian Railways Cargo Company. Total area of hub is 99.250 m2; storage area comprises 21.500 m2 and has transhipment capacity of 1.670 TEU's. Also 16 power connections for FRIGO containers are available. Transhipment facilities are old and not in very good condition. They have one portal crane and two container manipulators.

On the yearly basis they consume around 380 kWh of electricity and around 70.000 litres of diesel. They are trying to optimise the energy consumption.

Other facilities and services performed at Ljubljana CT are:

• 15.000 m2 parking area for trucks (for piggy back train), 10.000 m2 parking area for own road transport vehicles (Trucks and trailers) • organization of combined transport in national and international traffic, • transport services of TEUs with road and railway vehicles,

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• transhipment and storage of loaded and empty TEUs, inspections and repairs of TEUs, • consolidation of goods into TEUs (collection, loading, unloading and handling), • storage of frigo containers, • railway transport of companied combined transport in cooperation with transport organizer, • organization of customs clearance of TEU, • preparation of transit declarations, • tasks and duties arising from the local agency Intercontainer (fulfilment of cargo bills and transfer notes (bills), providing information, ect.)

Ljubljana CT is not situated in the city centre and has a good connection to motorway, the level of noise during the day is not problematic – location in industrial zone with similar activities, during the night there are no actions taken on the location of CT.

4.2.4 Private sector role and contribution

Private sector was analysed through distribution of the questionnaires on their operations to all major stakeholders in Slovenia. Actually, the questionnaires were sent to 15 stakeholders. After telephone calls, personal visits and e-mails 5 fulfilled questionnaires were returned (3 rail operators, 1 port operator, 1 combined – national - transport operator) which results in 33 % of success. We manage to get reliable data even though some data provided were not in the desired shape but it was possible to use it for our purpose.

Questionnaire replies cover 100 % of port operations, 100 % of combined transport operations and 100% of rail transport (3 rail operators in Slovenia), although just the largest railway operator also delivered cargo data divided to the type of goods.

Although a lot effort had been put in data collection from road transporters it was not possible to obtain any completed questionnaire from road transport stakeholders. The reasons hide in:

• very diverse and dispersed road transport sector in Slovenia (7.082 transport companies), • the two biggest road transport companies (big market share) financially broke down (other reasons not transport) and • low percentage of goods transported by road by Slovenian companies (around 30%), large number of foreign transporters (from Poland, Slovakia, Bulgaria, Romania, Hungary).

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Fortunately some of road transporters were prepared to give us partial information on ICT services, damaged and lost cargo in road transport where we get some reliable data. We also contacted associations of road transporters and they were able to confirm the general data and issues.

4.2.4.1 Major players of freight transport industry in Slovenia Short presentations of major Slovenian stakeholders that had fulfilled questionnaires can be found below. These are Slovenian railroad cargo transport operator – SŽ- Cargo, d.o.o., Port of Koper, d.d., Adria Kombi, d.o.o. national intermodal operator, RCA – Rail Cargo Austria AG Brunch office Ljubljana and Adria Transport, d.o.o. (rail operators).

4.2.4.1.1 Slovenske železnice – Tovorni promet, d.o.o. (SŽ-Cargo, d.o.o.) Short profile of the company:

- Name: Slovenske železnice - Tovorni promet, d.o.o. (SŽ-Cargo, d.o.o.) - Head office: Kolodvorska ulica 11, 1506 Ljubljana, Slovenia - Type/provided services: Rail cargo operator - Operating revenues (Annual turnover) in 2011: 185.712.000 € - Number of employees in 2011 (average during the year): 1.504 - Market share: 85 % - Number of terminals on corridor V: 4 ( Ljubljana CT, LJ, Moste, Sežana and terminal in Koper operated by Port of Koper) - Share of international transport: 11,4 % on corridor V - Damaged cargo: 0,005 % - Lost cargo: 0,005 % - Accidents: 1 / year - Transport times: 363 km (Sežana – Hodoš m.) 7 hours, 395 km (Koper Luka – Hodoš m.) 7 hours - Number of trains: 194

Company is under reorganization, number of employees is decreasing. Recently they renovated traction fleet with new Siemens Taurus locomotives that use less electric power. Wagon fleet is structurally inadequate, some new wagons series “Ha” were bought recently, the rest of wagon fleet is old, maintenance costs are high…and not completely suitable for today’s structure of transported goods.

Two new rail transport operators have entered the market, now we can speak of competition, new companies have high growth rates and Slovenian Railways are faced with competition in road transport sector in Slovenia and EU that is very powerful and competitive.

The company is owned by the state.

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4.2.4.1.2 Luka Koper, d.d. – Port of Koper - Name: Luka Koper, d.d. – Port of Koper - Head office: Vojkovo nabrežje 38, 6501 Koper, Slovenia - Type/provided services: terminal operator - Operating revenues (Annual turnover) in 2011: 143.633.226 € (17.051.314 € on corridor V) - Number of employees in 2011 (at the end of the year): 1.020 - Market share: 100 % - Number of terminals on corridor V: 2 see terminals (piers) and 1 Terminal - Share of international transport: 70 % on corridor V - Damaged cargo: NA - Lost cargo: NA - Accidents: NA

The major stakeholder is the Republic of Slovenia.

4.2.4.1.3 Adria Kombi, d.o.o. - Name: Adria Kombi, d.o.o. - Head office: Tivolska ulica 50, 1000 Ljubljana, Slovenia - Type/provided services: national combined transport operator - Operating revenues (Annual turnover) in 2011: 39.219.219 € (5.329.250 €on corridor V) - Number of employees in 2011 (at the end of the year): 13 - Market share: 100 % - Number of terminals on corridor V: 1 – Ljubljana CT, (Terminal in Koper is operated by Port of Koper) - Share of international transport: 13 % on corridor V - Damaged cargo: 0,1 % - Lost cargo: 0 - Accidents: 0 - Transport times: corridor V - 500 km, 25 hours and 120 minutes of delay (all trains in combined transport are running late, reasons and causes are different - Number of trains: 3 per week on corridor V.

4.2.4.1.4 Rail Cargo Austria AG, Brunch office Ljubljana

- Name: Rail Cargo Austria AG, Brunch office Ljubljana - Head office: Metelkova ulica 7, 1000 Ljubljana, Slovenia - Type/provided services: rail cargo operator

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- Operating revenues (Annual turnover) in 2011: 6.300.000 € (profit centre) - Number of employees in 2011 (at the end of the year): 32 - Market share: 11 % - Number of terminals on corridor V: 2 terminals operated by others - Share of international transport: 90 % on corridor V - Damaged cargo: 11 consignments in 2011 - Lost cargo: 0 - Accidents: 1 in 2011 - Transport times: 367 km (Villa Opicina – Hodoš) 8,5 hours, 200 minutes of delay - Number of trains: 14 per week.

Brunch office is owned by Rail Cargo Austria and organised like profit centre.

4.2.4.1.5 Adria Transport, d.o.o.

- Name: Adria Transport, d.o.o. - Head office: Vojkovo nabrežje 38, 6000 Koper, Slovenia - Type/provided services: rail cargo operator - Operating revenues (Annual turnover) in 2011: 4.383.660 € (200.000 € on corridor V) - Number of employees in 2011 (at the end of the year): 8 - Market share: 4 % - Number of terminals on corridor V: Terminal in Koper operated by Port of Koper - Share of international transport: 15 % on corridor V - Damaged cargo: 0 - Lost cargo: 0 - Accidents: 1/year - Transport times: 353 km 10 hours (Koper – Graz), 976 km (Koper – Poland) 36 hours - Number of trains:2

Company is 50 % owned by Port of Koper and 50 % by Austrian partner.

4.2.4.2 Synthesis of the findings on the stakeholders In short we can say that transport and logistics capacities of stakeholders in Slovenia are suitable and satisfactory. All observed stakeholders have positive growth rate and they are successful in their business.

Below we present some figures on Slovenian stakeholders that fulfilled questionnaires.

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Figure 4.23 Annual turnover of Slovenian stakeholders in 2011 in thousand Euros

Regarding annual turnover in 2011 the biggest player is Slovenske železnice Tovorni promet (SŽ- Cargo) that also have largest number of employees.

Three companies in Slovenia are operating rail transport , the biggest is SŽ-Cargo.In the Figure 4.25 you can see distribution of market share in the railway sector. Port of Koper and Adria Kombi are the only representative companies of the respective mode (port operator and CT operator) thus they represent 100% of the market share.

Figure 4.24 Market shares of railway operators in Slovenia in 2011

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Corridor V is the most important source of business for Rail Cargo Austria Branch office in Ljubljana and for Port of Koper.

Figure 4.25 Share of international transport on corridor V of Slovenian stakeholders in 2011

Regarding number of employees SŽ-Cargo has the largest number of people. The company still 100% owned by the state. Their business is not just international transport of trains but also transport of single wagons causing the need for larger number of employees to implement this service. Similar situation is found in the Port of Koper – they are not just organisers of transhipment but the actual operator. Adria Kombi is an organiser of combined transport, the other two railway operators are operating only transport of complete trains and they do not need staff all over Slovenia.

Figure 4.26 Number of employees at Slovenian stakeholders in 2011

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The data also show that transport on Corridor V in Slovenia is safe, there is very small number of accidents on railways; especially percentage of lost or damaged cargo is very low. Goods in road transport are generally not damaged, in some cases only packaging suffers.

All stakeholders have their services covered with ICT, although different systems that are not compatible.

The main problems poses railway infrastructure that needs several big investments, the crucial one is a construction of a new double track line from Koper to Divača. In the port of Koper the third pier is needed.

4.2.5 Consolidation of results on the Slovenian part of Corridor V

Demand of transport sector in Slovenia well developed although from early 90-s we observe high growth of number of road transport companies and big fleet of trucks. The Slovenian geostrategic position attracts huge transit transport and consequently transport operators, transporters from outside of Slovenia. Transport in transit is very important and operated by non-Slovenian companies (also in railroad subsector). Road transport operators are very willing to meet customer’s needs and are flexible which is not the case in railway subsector – national operator.

Next important cargo generator in Slovenia is Port of Koper, offering services to the hinterland European countries (Austria, Hungary, Slovakia and Czech Republic). Most of the cargo leaves the port with railways. Port is also very good equipped with transhipment facilities and customers oriented – flexible and prepared to cooperate.

We can say that road network is well spread, new and in good condition that allows smooth transport. On the other hand railway infrastructure is old, poorly maintained in the last years and does not allow traffic of heavy and long (combined transport) trains to carry bigger loads than today. And even if there are three railway transporters in Slovenia (at the moment) growth rate of rail transport is relatively low.

4.3 Hungary

4.3.1 Freight transport in general

Delivery sectors have 19% of shares in export turnover of services; their export rates have been around 20% for years, while their import rates change between 16–18%. Delivery import reached 571 billion HUF in 2010, 15.5% more than in 2009 and delivery export in 2010 was 802 billion HUF, 13.6% more than in the previous year. Delivery is among the few types of services, which has annual assests on a regular basis. In 2010 the assets amounted to 231 billion HUF was 26.3% of the export balance of services. Fleet of road vehicles consisted of 3 million 610 thousand vehicles in 2010, 1%

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less than in 2009. Average life span of the fleet is 11.4 years. Following a worsening tendency observed until 2007, the life span of the fleet is even worse.

Fleet of vans has remained unchanged; within this group number of vans, of which total weight is less than 7.5 ton (D1-D2 categories) stagnated, while of those, which weight is between 7.5-12 ton decreased by 7%, and those of which weight is above 12 ton decreased by 4%. Number of vans, which were put into circulation have been decreased on a continuous basis. In 2010 number of vans amounted to 16 000, which was 2% less than in 2009 and 46% less than in 2008. Out of all of the vans, which were put into circulation for the first time 1867 pieces of vans were produced by Ford, 1717 pieces were produced by Renault, 1642 pieces were in the possessions of Fiat, 1603 pieces were of Mercedes and 1562 pieces of Volkswagen; their overall rate is more than 50%.

Hungary has a public road network of 31 628 km (as of 31th December 2010). In recent years, the Hungarian government diverted significant amounts to the development of motorways. In international practice, the state of development of the national public road network is measured in comparison to the country's total area. In the European Union (EU-27) there are 15 km of motorways to every thousand square kilometres on average. In Hungary, this number was 12 km, as of 2010.

Railway infrastructure development in Hungary has lagged behind public road investment recently. The length of the national normal gauge railway network was 7575 km, as of 2010. In terms of the absolute length of railway lines, and the relative density of the railway network (the length of railway network to every 100 square kilometres) Hungary is in the premiere tierce in Europe. However, the country is in the last tierce in Europe in terms of the quality of its railway lines. The relative length of the electrified railway lines in the EU in comparison to the total length of the network was 52.2 per cent, as of 2010, while in Hungary this ratio was only 37.8 per cent. The relative length of Hungary's railway network with two or more tracks compared to the length of the total network is 18 per cent.

As a result of the liberalization of the railway freight services, the market concentration decreased – at present 28 companies have national goods forwarding permits in Hungary. The market position of the two traditionally present companies (Rail Cargo Hungaria and GYSEV Cargo) is solid; the smaller companies are only active in limited market segments (such as the operation of block-trains). Our main rail transport commercial partners – in regard to the export and import traffic of 2010 – are Austria, Romania, Slovenia, Slovakia, Germany, Italy, and – from among the countries outside the EU – Russia, the Ukraine and Croatia. The main destinations of rail transit carriage crossing the country are Romania, Serbia, Croatia, Slovenia, Greece, and Germany. The countries where the bulk of our transit traffic originates from are Slovakia, Germany and Austria.

The following charts demonstrate the overall freight transport performance of the country:

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Figure 4.27 Overall freight transport performance at Country level (Sources: own (RCH) statistics)

4.3.2 Demand for Freight Transportation

4.3.2.1 Freight in socio-economic view By examining a three-year period in goods transport, we came to the conclusion that in 2010 there was already recovery sensed in the economic recession. In 2008, when the recession broke out, volume increased by 4 % compared to 2009 but in terms of volume of the transported goods there has not been constant increase since 2007. Performance measured in goods-tons-kilometre was nearly the same in 2008 as that of 2009, however in former years increase was beyond 10%. The most severe situation both in volumen and performance could be sensed in 2009. In that year volumen decreased by 12% and the goods-tons-kilometre was less by 6% than in 2008. Volumen of goods transport in 2010 decreased by 8% compared to that of 2009 and performance measured in goods-ton-kilometre increased slightly (0.8%). The two indicators show that less goods were transported for bigger distance.

By examining the different types of transport modes, it is still the road goods transport, which is the most significant mode of goods distribution, formerly rail transport was preferred, however its advantageous position declined in 2010. In 2010 71% of goods volume was transported on the road, rate of its performance measured in tons-kilometre was 67% compared to total performance. Partial rate of rail transport increased in 2010 in terms of both tons and goods-ton-kilometre. It became 17% out of the total performance. Partial rate of inner water transport increased to 5% from 1% and also rate of pipeline transport increased (11%). Rate of air transport is slight in goods transport. Rate of road freight in Hungary is more significant (90% of volumen and 83% of the goods-ton-kilometre) , while international rate of the rail, pipeline inner and air transport is high.

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68% of goods volume was transported in Hungary in 2010. Performance measured in goods-ton- kilometre divided in 27-73% between inland and outland transport. Performance increased by 2% in favor of international transport compared to that of 2009 due to increase in export trade.

In 2010 on the road such goods were transported, of which volume was less by 13% and performance declined by 5%. One of the reasons why it decreased is that the fleet of vehicles contained vehicles of load capacity above 3.5 tons by 5% less in 2010 compared to 2009. (Number of vehicles, of load capacity less than 3.5 tons, of which performance the Central Statistics Office does not collect data remained unchanged.) Within the observed vehicles, of which load capacity is above 3.5 tons the transport of tractors, of bigger load capacity increased, which deliver goods primarily outland. Tractors are used more (82%). Rate of one-way transport declined by 1% compared to the previous year.

In 2010 86% of the goods volume transported on the road was delivered in Hungary, this rate is less by 2% compared to 2009. Rate of inland freight is less in performance measured in goods-ton- kilometre; it is 34%. Increase in international transport can be sensed in also performance measured in goods-ton-kilometre; its rate is bigger by 1% compared to the previous year. In 2010 the average transport distance was 66 km inland and 784 km outland.

Rate of transport done in exchange for freight fee and transport against an invoice is mostly unchanged in terms of both the volumen (71 % and 29%) and performance (81% and 13%) compared to those of 2009.

Volume of inland road goods transport measured in tons decreased by 15%. In 2010 goods, of which volume was heavier by 3% were transported compared to 2009 outland. Despite of its increasing rates, international transport is not significant in terms of volume, only 14% of goods was delivered abroad. Performance of international transport measured in goods-tons-kilometre is less by 3% than in 2009. Transport distances have become shorter as the number of transport done to the neighboring countries increased. In terms of export, major partners of Hungary are Germany, Austria, Italy, Romania and Slovakia.

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4.3.2.2 Volume of transport

Road freight transport - Hungary - Corridor V

7 000 000

6 000 000

5 000 000

4 000 000 in 000 tkm 3 000 000

2 000 000

1 000 000

0 2008 2009 2010 2011

Figure 4.28 Volume of road freight transport (Source: own statistics combined with Eurostat and Hungarian Road Service data)

Road freight transport by group of goods - Hungary - Corridor V - in 000 tkm 1 200 000 GT1 GT2 GT3 1 000 000 GT4 GT5 GT6 800 000 GT7 GT8 GT9 600 000 GT10 GT11 GT12 GT13 400 000 GT14 GT15 GT16 200 000 GT17 GT18 GT19 0 GT20 2008 2009 2010 2011

Figure 4.29 Volume of road freight transport by group of goods (Source: own statistics combined with Eurostat data)

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GT1 - Products of agriculture, hunting, and forestry; fish and other fishing products GT2 - Coal and lignite; crude petroleum and natural gas GT3 - Metal ores and other mining and quarrying products; peat; uranium and thorium GT4 - Food products, beverages and tobacco GT5 - Textiles and textile products; leather and leather products GT6 - Wood and products of wood and cork (except furniture); articles of straw and plaiting materials; pulp, paper and paper products; printed matter GT7 – Coke and refined petroleum products GT8 - Chemicals, chemical products, and man-made fibers; rubber and plastic products; nuclear fuel GT9 – Other non-metallic mineral products GT10 -Basic metals; fabricated metal products, except machinery and equipment GT11 - Machinery and equipment n.e.c.; office machinery and computers; electrical machinery and apparatus n.e.c.; radio, television and communication equipments GT12 - Transport equipment GT13 - Furniture; other manufactured goods n.e.c. GT14 - Secondary raw materials; municipal wastes and other wastes GT15 - Mail, parcels GT16 - Equipment and material utilized in the transport of goods GT17 - Goods moved in the course of household and office removals; baggage and articles accompanying travellers; motor vehicles being moved for repair GT18 - Grouped goods: a mixture of types of goods which are transported together GT19 - Unidentifiable goods: goods which for any reason cannot be identified and therefore cannot be assigned to groups 01-16. GT20 - Other goods n.e.c.

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Rail freight transport - Hungary - Corridor V

3 000 000

2 500 000

2 000 000

1 500 000 in 1000 tkm

1 000 000

500 000

0 2008 2009 2010 2011

Figure 4.30 Volume of rail freight transport (Source: own statistics combined with Eurostat and Hungarian Road Service data)

Rail freight transport by group of goods -

Hungary - Corridor V - in 000 tkm GT 1 GT 2 GT 3 800 000 GT 4 700 000 GT 5 GT 6 600 000 GT 7

500 000 GT 8 GT 9 400 000 GT 10 GT 11 300 000 GT 12 200 000 GT 13 GT 14 100 000 GT 16 0 GT 18 2008 2009 2010 2011 GT 19

Figure 4.31 Volume of rail freight transport by group of goods (Source: own statistics combined with Eurostat data)

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4.3.3 Supply of Freight Transport – Infrastructure

4.3.3.1 Civil infrastructure

- ICT a. infrastructure elements at road freight transport – typical parameters in the usage:

general characteristics: Modular structure (system design according to demand); User friendly, ergonomic environment; Full compatibility (MsOffice, Acrobat Reader); Online, transaction based data processing; Communication with other enterprise management systems (SAP, Oracle); Up-to-date database solutions (Interbase, Oracle); Full logging, data protection; Automation (sending reports, data processing); Change control (version control); Automatic archival; Fast data recovery; Remote management; Real time operation; Multilingual interface and reports; WEB access; Transport Management Software: International and domestic FTL order management; International and domestic distributive order management, collective transport; Service and maintenance module; Fleet management; Order and resource based profit and loss account and cost allocation; Communication with GPS systems (Web-eye); Preliminary and re-calculation; Flexible tour organization; Measurement of resource performance and utilization; Artificial Intelligence Solutions: Resource optimization, Pathway optimization, Context sensitive learning

- Environmental impact

In the developed industrialized countries external costs arisen from transport is estimated to reach 7-10% in general. In accordance with transport modes, the most significant damages are caused in road transport, which amounts to 83.7 % of external costs. It is followed by air transport (14%), rail transport (1.9%) and water transport (0.4%), which are considered environment-friendly alternatives. Rail transport has unfavorable impact, most of all, on climate change, quality of air and noise level. 2/3 of costs is arisen from passenger transport while that of 1/3 is arisen from goods transport.

This chart indicates general external costs of each transport mode (EUR/1000tkm), as follows:

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Table 4.19 External costs - Hungary

Environmental impact Goods transport on road Goods transport by rail

Accidents 4.80 EUR 0.00 EUR

Noise 4.90 EUR 3.20 EUR

Air pollution 38.20 EUR 8.30 EUR

Climate change 12.80 EUR 3.20 EUR

Nature/landscape 2.00 EUR 0.30 EUR

Production process 7.40 EUR 2.40 EUR

Impacts in cities 1.10 EUR 0.50 EUR

Prices as of 2000 71.20 EUR 17.90 EUR

Prices as of 2011 89.29 EUR 22.45 EUR

Changes occurred in transport modality have beneficiary impacts on external costs, as follows:

Road- railway 66.84 EUR

4.3.4 Private sector role and contribution

4.3.4.1 Major players of freight transport industry in Hungary

4.3.4.1.1 Waberer’s Logistics Waberer’s Logistics is a logistics service provider with the following typical roles: transport operator (carriers), logistics service provider (3PL), logistics service provider (4PL)

Short profile of the company

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Name Headoffice Provided services Annual turnover (EUR)

Forwarding, 1239 Budapest, transportation, domestic Waberer's Logistics Európa street 6., distribution, warehousing, 19 533 096 Hungary value adedd services (co- packing)

4.3.4.1.2 Horváth Rudolf Intertransport Ltd

Transportation is the base activity of the company since its establishment in 1995. Its target markets include the whole territory of the European Union and in Switzerland. The fleet: 0,7 t VW Caddy, 3,2 t Mercedes Atego, 1,5 t VW LT express van, 7.5 t small truck, 40 t Normal trucks, 22 t temperature controlled Frigo trucks, 24 t Mega trailers, 20 t Road Trains, 20 t Box trailers.The average age of the vehicles is 2,08 years. All of the trucks are equipped with GPS to constantly monitor the exact location of your goods.

Short profile of the company

Annual turnover Name Headoffice Provided services (EUR)

H-3000 Hatvan, Freight-forwarding, Horváth Rudolf Intertransport Kölcsey Logistics, Warehousing, 10 224 000 Ltd Ferencutca 57, Customs Clearance, Hungary AdBlue

4.3.4.1.3 Szemerey Transport Plc Transportation is the base activity of the company since its establishment in 1990. Its philosophy is local presence, regional conformity, and global solutions. The annual turnover of firm is depicted in the following Figure 4.32:

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Figure 4.32 Annual turnover of the Szemerey Transport Plc

Short profile of the company

Annual turnover Name Headoffice Provided services (EUR)

Domestic frigo transport, 3527. Miskolc, Domestic food transport, Szemerey Transport Plc Fonoda u. 1., 10 350 000 International transport, Hungary Warehousing,

4.3.4.1.4 GEODIS Calberson Hungaria Ltd

Geodis Calberson Hungaria Ltd is a logistics service provider with the following typical roles: transport operator (carrier), hub/terminal operator/manager,

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logistics service provider (3PL), logistics service provider (4PL), freight forwarder Short profile of the company

Annual turnover Name Headoffice Provided services (EUR)

Overland and overseas transport, warehousing, GEODIS Paris HQ. Local offices: domestic distribution, Calberson Budapest, Budaörs, Gyál, Üllő, 40.000.000 customs services, reverse Hungaria Kft. Vác, Tiszaújváros, Tuzsér logistics, track&trace services

4.3.4.1.5 MÁV Plc

The Hungarian state-owned MÁV Zrt. operates a rail line network of 7262 km. The company outsourced its passenger transport services, fleet maintenance and traction department and its transhipment capacities at Záhony to independent subsidiaries.

Annual turnover Name Headoffice Provided services (EUR)

MÁV Zrt 1087 Budapest, Könyves railway infrastructure 55.600.000 Kálmán krt. 54-60. manager

4.3.4.1.6 Rail Cargo Hungaria Plc

MÁV Zrt. outsourced its freight transport services to an independent company (MÁV Cargo) in 2006, which was in turn realized in a privatization process. Rail Cargo Austria became the owner of the company in 2008, changing the name of MÁV Cargo to Rail Cargo Hungaria (abbreviated as RCH). RCH is Hungary's market leading railway operator.

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Name Headoffice Provided services Annual turnover

Rail Cargo Hungaria Zrt 1133 Budapest, Váci út 92. railway transport 234.7 million EUR

RCH governs a fleet of 10 500 rail wagons and 20 locomotives of its own. The company lends part of its traction capacity from the subsidiary of MÁV Zrt. (MÁV Trakció). As opposed to private railway companies, RCH handles not only block trains, but also the significantly more sumptuous single wagon traffic. The company's activity covers the whole territory of Hungary.

The following charts (Figure 4.33) show the overall performance of the company:

Figure 4.33 Rail Cargo Hungaria freight transport overall performances

Rail Cargo Hungaria Zrt. operates an online customer service system (E-Freight), which allows of the information supply of its clients throughout the transportation process: general information services, freight rate quotations, wagon order service, consignment note handling, wagon and train information services during the transport, electronic invoice data service, invoice complaint handling, current account data service. E-Freight allows RCH's customers to dispatch their consignments based on an electronic consignment note instead of a paper-based note.

The operative transaction of the freight is supported by numerous systems: wagon disposition system, wagon lock registry program, wagon usage fee settlement system, track and traction service order, train and wagon track-and-follow system, transport chain organizer system, locomotive operation system, track and traction services management system, shunting services management system, wagon technical master database management system, electronic wagon note.

These systems are supplemented by the general corporate governance systems, the pre and post calculation systems, and the statistical systems of the company.

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4.3.4.1.7 CER Hungary Plc

CER Hungary Zrt was established with a seat in Budapest in 2004 for the purpose of railway freight forwarding and started operations on April 15. 2005.

CER Hungary Zrt is engaged in railway freight forwarding in closed train system, in inland, export-, import- and transit traffic.

Name Headoffice Provided services Annual turnover

CER Hungary Zrt 1097 Budapest, Könyves railway transport 6.5 million EUR Kálmán krt. 16.

4.3.4.1.8 MMV Plc

The MMV (standing for Hungarian Private Railway) Ltd was founded on the 1st of December 2003 and started its competition with the road competitors, and the Cargo Branch of MAV in 2004.

Name Headoffice Provided services Annual turnover

MMV Zrt 1035 Budapest, Kerék u.80 railway transport 12.7 million EUR

4.3.4.1.9 Train Hungary Ltd

Train Hungary Kft. was founded by private individuals in October 2005; thereafter, a Romanian strategic investor, Grampet bought the company in 2007-2008. The company launched its first lines in March 2006. Train Hungary Kft. performs block train services for bulk goods measuring up to at least 1000 tons, and also organizes container block trains in transit relations.

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Name Headoffice Provided services Annual turnover

Train Hungary Kft 1097 Budapest, Könyves railway transport 6.6 million EUR Kálmán krt. 12-14.

4.3.4.1.10 Floyd Plc

The Hungarian rail transport company FLOYD with headquarter in Budapest is focusing on rail traction activities for trans-europe rail transport among Hungary, Austria and Germany. The company offers freight railway services in block trains a large volume of the goods transported being represented by containers, oil products and grain.

Name Headoffice Provided services Annual turnover

Floyd Zrt 1138 Budapest, Madarász railway transport 8.9 million EUR Viktor u. 47-49.

4.3.4.1.11 BILK Kombiterminál Plc

BILK (Budapest Intermodal Logistics Center) Kombiterminál situated in the heart of Central- Eastern Europe, where the Trans European Lines (TEN) crosses each others. BILK Kombiterminál is located at a 100-hectare area between the 5. main road, the Budapest-Kelebia electrified railway line, and the M0 highway. On 10% of the total area of BILK there is Soroksár-Terminal railway station which is the marshalling-yard of the logistic centre. On 20% there's the BILK Kombterminál Co. Plc which can provide complex services for combined traffic, and on the remaining 70% the BILK Logistics Plc. can offer real estate rental services.

BILK Kombiterminál Zrt is owned 85,48% by Rail Cargo Hungaria. As Hungary's leading novelty, the intermodal terminal has since 2003 successfully been fulfilling non-accompanied (container, swap- body, semi-trailer) cargo needs, managing the intermodal freight transport units and operating as a cross-road for East-West intermodal freight forwarding in the CEE region.

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Name Headoffice Provided services Annual turnover

BILK Kombiterminál Zrt 1239 Budapest, Európa u. logistic service 5.2 million EUR 4.

BILK Kombiterminál Zrt is, due to the up-to-date equipment, able to handle the handle and store the following amount of container traffic:

• annual handling capacity: Container = 220.000 TEU/year

• storage capacity: 2.900 TEU loaded, 4.000 TEU empty containers.

BILK Kombiterminál Zrt realizes year to year growing container traffic. In 2004 this traffic was roughly 86.000 TEUs, while the traffic in 2008 was roughly 146.000 TEUs. This means that the terminal doubled its turnover in 5 years. Due to the financial crisis started on September 2008, the traffic decreased on BILK by 20% in 2009. In 2010 the container traffic on the terminal went back on the track, therefore the terminal exceeded the traffic of 2007 and approached the traffic of 2008. In 2011 the traffic was 140.000 TEU (89.542 containers, about 40 blocktrains per week), 80 % overseas traffic, 20 % intra-European traffic.

Equipment of BILK Kombiterminál Zrt:

• 7 x 750 m rail sidings

• 1 x 50 m havaria rail track

• 2 x gantry cranes (700 m; 45 m; 42 t)

• 4 x reachstackers (KALMAR, 45 t)

• 1 x terminal tractor (KALMAR)

• 16 pcs electric plugs

• 122 parking places for trucks

• repair yard

• 2.500 m2 office building

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4.3.4.2 Synthesis of the findings on the stakeholders Capabilities of the Hungarian stakeholders, such as storage and delivery capacities and logistics services are adequate on the current level. Currently there is 15-20% of capacity surplus.

In accordance with preliminary expectations, this capacity surplus is expected to be run out towards the end of the crisis and the investors are waiting for the best time when they can expand their capacities and launch new investments. The section located in Hungary of the Corridor V bears of great importance in the goods flow between East and West.

Both the rail capacities and the road capacities and capabilities are adequate and competitive in terms of technology, features of services and prices and the services are safe. The ICT integration and the scope of activities are highly- developed and majority of service providers apply them.

The Hungarian logistics capacities are able to provide both the delivery and storage of bulk of products and the sensitively-transported goods.

Bottleneck of high-speed line sections is considered a problem in rail delivery.

Figure 4.34 Time series for annual turnoverof railways company in Hungary

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Figure 4.35 Comparison of railways companies annual turnover in Hungary (year 2011)

4.4 Final conclusions & main inefficiencies observed on the corridor

The main element to highlight is the low share of the use of rail in freight transport that after the peak observed in 2006 has reported a constant drop in all the Countries crossed by Corridor V.

Such a problem is evident in Italy where the market share of rail in freight transport is around 10%, that is below the average value of EU. This can be related to the relative high travel times with respect to road in the connections between Italy and Slovenia and then toward the Eastern part of the corridor V.

Inefficiencies are present to railways network. In particular, in Slovenia infrastructure is old, poorly maintained in last years and does not allow traffic of trains that are heavy and long. There are on- going project for interoperability of the rail track on the corridor but mainly on the Italian and Slovenian part of the network with operative protocols. These projects are aimed at the interoperability and in particular to signalling.

This last issue do not favour the combined transport and justifies the increasing transport by road that suffers from inefficient links between main railway lines and intermodal nodes.

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Figure 4.36 Modal split of freight transport: use of rail (% of total inland market). Source (Eurostat)

The Slovenian and Italian road networks are quite spread even if there are bottlenecks, in particular during the summer because of touristic and leisure heavy traffic and the level of service drops.

Bottlenecks are also present on Italian Railways network in the area of the state border with Slovenia where, on the Italian side, it is noticed the low freight flow on the railway links (Figure 4.38). In fact, the railways link between Trieste and Villa Opicina (SB) is single track and without electrificationsupply. So that, trains have to travel back toward Venice and change the route in the node of Arisina.

On the contrary most of the freight flows on the Slovenian rail network ends to Koper where is located the port.Most of the cargo leave port with railways. Port is also very good equipped with transhipment facilities and customers oriented – flexible and prepared to cooperate.

Normally, on the motorway network the HCM level of service is no less than C with lowest value on some road links belonging to the Hungarian road network where the highest level of freight flow by rail is registered along the corridor. This is very interesting if we consider that the railways systems is not in good condition.

On the contrary, according to the modal split data, Italy shows the highest freight flows by road (see Figure 4.37)with main destinations to port of Venice and Trieste.This is a huge inefficiency of the corridor that can be also related to main investments on road network and to the layout of the railway network that do not allow a fast and direct link between Trieste and the Slovenian railways gate. Another issue is the rail link between the main inland intermodal nodes and the ports.

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Inefficiency is also present in Hungary rail services where we have recorded with delays and safety problem.

Figure 4.37 Freight flows chartby road on the corridor V (x1000tons) –year 2009

Figure 4.38 Freight flow chartby railalong the corridor V (x1000tons)- year 2011

Other inefficiencies are relevant to the Railway systemmanagement model in Italy and Hungary where the monopolistic systems is still strong and do not allow, at the moment a realcommercial rivalry.

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The lack of a system of monitoring of the freight transportmarket is another issue. There was experienced a lack of information about freight flow in particular for road transport where there is no official statistics link based. As well as a scarce inclination to collaborate and sharing information. Just aggregate data were available in most of the cases.

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5 CONCLUSION

In this report a picture of the main track of the corridor has been provided. The focus was on the continuous route linking Hungary and Italy crossing the Slovenia.

An additional focus should be the study of the other branches of the corridor V in particular considering with emphasisalso the role of the Croatia, Bosnia and Slovakia. In particular, great interests have to be addressed to the branch linking the ports system on the Adriatic Sea and then the socalled Motorways of the See that is a suitable solution in order to reduce environmental impacts and to realize a green link to the Mediterranean Seefreight traffic and markets.

Another issue to stress is the lack of a detailed information system with respect to the road freight traffic. From this point of view this problem should be faced also to define a web based market of freight transport supply that could allow an optimization of the trips on the different modes of transport.

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6 REFERENCES

1. Eurostat Road transport Slovenia from 2008 to 2011, table road_go_ta_tg(1) 2. Eurostat, Rail transport in Slovenia from 2008 to 2011, table rail_go_grpgood(1) 3. http://www.dc.gov.si/si/delovna_podrocja/promet/ (daily traffic) 4. National project: Analysis of opportunities and public railway infrastructure development needs, 2011 5. Kalkulacija stroškov kamionskega tovornega prometa, M. Hočevar, Ekonomska fakulteta Ljubljana, 2008 (Calculations of costs for road freight transport, Ljubljana Faculty of economics, 2008) 6. Odredba o omejitvi prometa na cestah v Republiki Sloveniji (Ur.l. RS 75/2011) - availability per week. 7. Police - Number of accidents 8. Port of Koper: www.luka-kp.si and internal statistics and regulations 9. Slovenian Railways: Network Statement 2012, internal statistics and regulations, other 10. Stakeholder questionnaire from: - Slovenske železnice – Tovorni promet, d.o.o. (Slovenian railways – Freight transport) - Port of Koper - Adria Transport, d.o.o. (rail transport) - Rail Cargo Austria – brunch office in Slovenia (rail transport) - Adria Kombi (national operator in combined transport) 11. www.dars.si (code, length, ICT…) 12. www.geopedia.si (corridor land use, noise barrier) 13. Data Chamber of Commerce and Industry of Slovenia 14. RFI (Italian Railways) - FEASIBILITY STUDY - NEW RAIL LINK TRIESTE – DIVAČA 15. ISTAT (Italian National Institute of Statistics) – Annual Reports 16. Veneto Region: Regional Transport Master Plan 17. Region Friuli Venezia Giulia: Regional Transport Master Plan 18. Italian Ministry of Infrastructures and Transport: Conto nazionale dei Trasporti (Annual Reports) 19. Italian Ministry of Infrastructures and Transport: National Plan of Logistics (2011- 2020) 20. FEDERTRASPORTO: Annual Statistics at http://www.federtrasporto.it/ 21. Italian Central Bank (2012): Sampling Survey on International Transports of Italy – Benchmarking 2011

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22. Italian Central Bank: Sampling Survey on International Transports of Italy – Benchmarking 2008-2010 (Final Report) 23. Network Statement (http://www.vpe.hu/hu/hatalyos-husz), Statistics of the network operator (MÁV Zrt) 24. Statistics and data of the capacity distributor (VPE Kft) 25. Nature Conservation Information System (http://geo.kvvm.hu/tir/viewer.htm) 26. Statistics of Rail Cargo Hungaria Zrt. 27. Eurostat annual reports: Tables by themes – Transport – Road transport, Transport, volume and modal split (http://epp.eurostat.ec.europa.eu/portal/page/portal/statistics/search_database), 28. Hungarian Road Public Plc - http://internet.kozut.hu/splash.html 29. Traffic Development Coordination Centre - http://kkk.gov.hu/pages/index.jsp 30. National Traffic Authority - http://www.nkh.hu/Lapok/default.aspx

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