ROAD MAP IMPROVING COORDINATION FOR PRIMARY AND SECONDARY INFRASTRUCTURE
Dissemination level:
WP: 3 “INSTITUTIONAL PLATFORM AND ADMINISTRATIVE COOPERATION”
Author (s): A.U.TH.
Status (F: final, D: draft): D
Date: DECEMBER 2014
File name: ACROSSEE_3.1.9_final
ROAD MAP IMPROVING COORDINATION FOR ACROSSEE PRIMARY AND SECONDARY INFRASTRUCTURE
DISCLAIMER
This document is property of the ACROSSEE project and its partners. In any case if you are interested to extract some pages from this Publication you have to mention the source: SEE/D/0093/3.3/X_ACROSSEE project, Transnational Cooperation Programme South East Europe. The publication/document reflects the author’s views and the Managing Authority is not liable for any use that may be made of the information contained therein. Without derogation from the generality of the information of this document, the Managing Authority, the project partners, their officers, employees, agents and contractors shall not be liable for any direct or indirect or consequential loss or damage caused by or arising from any information or inaccuracy or omission herein and shall be not liable for any use of the information contained in this document.
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Table of Contents
1 Executive summary ...... 5
2 Scope of Action ...... 6
3 Methodology...... 8
3.1 Considerations on methodology definition ...... 8
3.2 Followed approach ...... 9
4 Obstacles for better performance of secondary/ regional networks ...... 13
4.1 Results of ACROSSEE relevant outputs ...... 13
4.2 Inputs from Project Partners ...... 17
4.3 Potentials for improvement of regional/international accessibility and mobility ...... 26
5 Conclusions ...... 35
References ...... 37
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List of Figures
Δεν βρέθηκαν καταχωρήσεις πίνακα εικόνων.
List of Tables
TABLE 1. ACROSSEE PARTNERS INPUT PROVISION FOR THE CURRENT REPORT ...... 11
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1 Executive summary
The present report “Road Map for improving coordination for primary and secondary infrastructure” has been elaborated according to the description of the activities of Work Package (WP) 3 in the approved Application Form (AF) and Implementation Plan of the ACROSSE project. Specifically, it constitutes a specific output defined in the AF, corresponding to one of the Deliverables foreseen for Action 3.1 and specifically Output 3.1.9.
The purpose of this Activity according to the AF is to improve coordination in promoting, planning and operation for primary and secondary infrastructure with the overall aim to promote accessibility in South East Europe (SEE).
The main objective of the report is to present the existing situation regarding secondary networks condition and performance and investigate means of their promotion towards better accessibility. It is based on relevant results of the analysis of other technical WPs of the project (WP 4 and 5), the outcomes of WP3 Actions (WP3.1.4-7), information provided from the ACROSSEE Project Partners (PPs) and results of other projects.
The structure of the report was agreed through several project and Core Group of PPs meetings. After the current introductory chapter, in the second chapter of the report is presented the scope of the Action and basic considerations regarding “accessibility”. In the third chapter are presented the methodology followed and the activities undertaken and in the fourth chapter the obstacles identified in the region for better coordination and performance of secondary/ regional transport networks, on the basis of the opinions provided by the project partners, per country. Then in the fifth chapter are identified the potentials for improvement of the regional/international accessibility and mobility, i.e. the basis for the formulation of the conclusions of chapter 6, as a Road Map for coordinated development and performance of secondary infrastructure.
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2 Scope of Action
SEE Transnational Cooperation Programme Priority 3 is dedicated to the Improvement of Accessibility. ACROSSEE project contributes to this aim through analysing the existing situation of transport links and nodes in the SEE region and various future scenarios of development, focusing on the border crossings improvement and coordination of projects and investments.
The development of the Trans-European Networks and the major trans-national corridors in the region, Core Network Corridors and former Pan-European Corridors and Routes in the Western Balkans SEETO Comprehensive Networks, in combination with the need of many and major projects, the great volume of investment requirements, in contrast with the scarcity of funds, normally create the conditions for the national governments to focus on primary networks development and endangers the neglecting short term rehabilitation and maintenance requirements on the secondary network.
As correctly expressed in a draft position paper of the European Union Road Federation contributing to the report of the extension of TEN-T for Networks for Peace and Development (EC, 2005), investment schemes should be balanced and should “take into account the socio-economic aspirations of citizens of the Region in addition to long-term European integration objectives” (ERF-CCBLSEE, 2006).
The EU Territorial Agenda 2020 under the chapter 5 of the territorial priorities for EU development “Improving territorial connectivity for individuals, communities and enterprises” declares that “further development of Trans-European networks (TEN-T) linking the main European centres, such as capitals, metropolitan regions and TEN-nodes and improving linkages between primary and secondary systems should be an essential component of the integrated network. Development of secondary networks is important, especially at regional and local level” (EU, 2011).
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This has been a renewed aim further to the EU Territorial Agenda of 2007 which stressed the importance of efficient secondary networks linking with respective hinterland areas (EU, 2007).
Action 3.1.9 in the framework of ACROSSEE focuses on the improvement of coordination in planning and operation of primary and secondary infrastructure to improve accessibility. These improvements include, inter alia, better planning for upgrade of infrastructure and services of feeder lines, ensuring efficient connections of ports to the railway network, the definition, hierarchy and integration of intermodal nodes and hubs in WB/ SEE, given the fact that TEN-T indicative maps for Western Balkans do not provide such information.
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3 Methodology
The methodology followed for the elaboration of the current report has been defined by the overall methodology developed by the Core Group of ACROSSEE partners for the elaboration of WP3. This chapter presents the methodology for the elaboration of Action 3.1.9. It briefly describes the approach developed on the basis of the scope of the Action, as described in the previous chapter.
3.1 Considerations on methodology definition
On the basis of several meetings and the proposal of the responsible partner for Action 3.1.9 (A.U.Th), several issues were defined to be addressed in the framework of this action.
The most important issues were reflected in the questions, which deemed to have answers coming from the results of the other project activities, i.e. the transport model (WP4) and the cross borders analysis (WP5):
Which are the obstacles for better regional accessibility and mobility?
Which are the missing links, in terms of infrastructure and offered services?
Which are the main feeder lines of the Core Network in the region?
Which are the multimodal nodal points/ hubs of national and regional importance?
Which are the bottlenecks?
Furthermore, with relation to the above and the other actions of WP3, several other questions were formulated, in terms of providing their relevant outcomes in relation to: a) what’s expected in the various scenarios examined in WP4 (in terms of infrastructure improvements and forecasted demand) for the scope of Actions 3.1.4 and 3.1.5; b) which and how the projects recommended within Action 3.1.6 would contribute to the improvement of regional accessibility and mobility in terms
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of better interconnection of secondary and primary infrastructures; and c) which are the relevant measures recommended for network performance “optimization” within Action 3.1.7.
On the basis of the aforementioned questions, it was envisaged to request the input of the PPs and other project’s associated partners and observers (operators/ stakeholders/ European associations) to provide information in the form of position papers that would contain their perspective feeder/ regional lines improvements, nodes/ hubs integration and potential measures for the integrated performance of the transport system in the region and the advancement of seamless regional/ international freight transport and passengers mobility, on the basis of the findings of ACROSSEE project itself, but also on the basis of the national Master Plans of each country, the results of other projects and supporting documents.
3.2 Followed approach
In brief, the agreed approach included the following sequential steps:
a. Review of the projects outputs (WP3, WP4 and WP5)
b. Partners input – position papers
c. Review of relevant projects/ studies
d. Synthesis – Road map
e. Conclusions
This way, it was foreseen to develop the deliverable of the Action in two stages: The first stage would have been the preliminary investigation of available relevant sources and projects’ results (e.g. terminals/ hubs definition, missing links/ connections to Ports, important feeder lines) and outputs of other ACROSSEE Actions (upon their completion, e.g. evaluation of the existing and future situation of the SEE network).
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Upon completion of the first stage, a document with identification of problems in the coordination between primary and secondary infrastructure in SEE would have been drafted on the basis of this research at the same time the PPs were supposed to provide comments on the draft and their input – position papers, according to their profile and capacities (Ministries of Transport/ Operators/ stakeholders/ European associations/ Regions). The synthesis of all the information would lead to the formulation of the ACROSSEE Road Map with considerations and measures for the improvement the secondary infrastructure and operation and its coordination with the primary infrastructure, and consequently contribute to the Ministerial Recommendations towards improvement of regional accessibility.
The general methodology is summarised in the following flow chart of activities:
Figure 1. Flowchart of activities for 3.1.9 Report elaboration
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Nevertheless, delays in the elaboration of the most significant outputs of the project, i.e. description of the existing situation and future scenarios led to unforeseen delays in several others technical outcomes of WP3, that as it has been explained in the previous paragraphs were the cornerstone of this Action. Therefore the elaboration of the present report was performed in one stage, without a second round of contribution from the PPs. Their contributions for the scope of the current report, based on specific questions defined in a dedicated questionnaire for all the activities of WP3, are summarized in Table 1:
Table 1. ACROSSEE partners input provision for the current report ACROSSEE Partner Provided input/ data sources/ reports Country Austria Federal Ministry http://www.oebb.at/infrastruktur/de/5_0_fuer_Generationen/5_4_Wir_bauen_f for Transport uer_Generationen/5_4_1_Schieneninfrastruktur/Zukunftbahn_Zielnetz_2025/__D Innovation and ms_Dateien/_Downloads_Zukunftbahn.jsp Technology – http://www.oebb.at/infrastruktur/de/5_0_fuer_Generationen/5_4_Wir_bauen_f Austriatech uer_Generationen/5_4_1_Schieneninfrastruktur/Konjunkturpaket_der_Bundesreg ierung/index.jsp http://www.bmvit.gv.at/verkehr/eisenbahn/anschlussbahnen.html http://www.verkehrsauskunft.at/ Bulgaria Regional Operational Programme "Transport and transport infrastructure" for the period Administration 2014-2020 Smolyan Priorities for the construction of road infrastructure in the Republic of Bulgaria by 2020. Roads with EU and national importance " Strategy for sustainable and balanced development of transport links in the border region of Smolyan-Xanthi http://www.project-connection.eu/en/activities/22#4 http://www.optransport.bg/upload/docs/Bulgarian_Transport_Sector_Priorities_ 2014_2020_eng.ppt Croatia Ministry of Opinion. Maritime Affairs, Transport and Infrastructure
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Table 1 (cont.). ACROSSEE partners input provision for the current report ACROSSEE Partner Provided input/ data sources/ reports Country Greece TRAINOSE http://www.aegeanmotorway.gr/en/project_financing.html http://www.terna.gr/index.php?option=com_content&view=article&id=188&Item id=219&lang=el http://www.ypodomes.com/index.php/autokinitodromoi/uperastikoi/egnadia- odos/item/24050-κάθετος-εγνατίας-θεσσαλονίκη-προμαχώνας-υπογράφηκε-και- ξεκινά-το-έργο-ολοκλήρωσης-του-άξονα http://www.terna.gr/index.php?option=com_content&view=article&layout=news &id=479&Itemid=219&lang=el http://www.terna.gr/index.php?option=com_content&view=article&layout=news &id=560&Itemid=219&lang=el http://www.moreas.com.gr http://www.egnatia.eu/page/default.asp?id=3248&la=1 http://ec.europa.eu/contracts_grants/pa/partnership-agreement-greece_el.pdf http://ec.europa.eu/contracts_grants/pa/partnership-agreement-greece_el.pdf http://ec.europa.eu/regional_policy/what/future/pdf/partnership/gr_position_pa per.pdf National Strategy Plan (NSP) Hungary IFKA non-profit Ltd Research (J. Mondovics and partners) Italy Ministry of Opinion. Transport and Reference to Core Network Corridors Progress Reports. Infrastructure Montenegro Ministry of Transport development strategy of Montenegro 2008-2018. Transport and Action Plan for 2014 for the Implementation of the Strategy for Road Safety Maritime Affairs Improvement Montenegro (2010-2019). Transport development strategy of Montenegro 2008-2018. Romania University Research on the studies for the Regional Development Strategy preparation. Politehnika of Bucharest Serbia Belgrade Chamber http://www.putevi-srbije.rs/pdf/regulativa/zakon_o_prostornom_planu_RS- of Commerce cir.pdf www.evropa.gov.rs Slovenia Institute of Traffic National program for development of transport and transport infrastructure in RS and Transport up to 2020 with a vision to 2030. Document status: proposal for the adoption of Ljubljana LLC the Resolution on the NPDTTI, RS 2020+2030, prepared upon: • New system solutions + Par 42 of the Law on roads (UL RS 109/2010) • Par 6 of the Law on Highway association of the RS (ZDARS-1, UL RS 97/2010), • Par 13 of the Law on railway transport (UL RS 11/2011), • Par 6 of the Law on aviation (UL RS 81/2010), • Par 33 of the Maritime Code (UL RS 120/06, 88/10, 59/11) http://www.ef.uni-lj.si/media/document_files/dokumenti/Resolucija-final_1b.pdf: (unofficial expert study, not accepted by national transport authorities) resolution on development of Slovenian logistics and transport infrastructure, prepared by EF Ljubljana, dr Jože Damijan, dr Aleš Groznik in collaboration with DARS, Luka Koper and Slovenske železnice
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4 Obstacles for better performance of secondary/ regional networks
In this chapter is presented the synthesis of the outputs of the previously elaborated ACROSSEE activities (3.1.4, 3.1.5, 3.1.6, 3.1.7, WP4, WP5), using also input from PPs regarding their view on these outputs, and with focus on the deficiencies of the network in terms of providing access to remote regions, efficient intermodal logistic solutions, seamless intermodal passengers transport, etc.
The main focus of the aforementioned activities and generally of the project has been the backbone transport network in SEE and from this point of view the realization of the strategic core network in the region (Core Network Corridors and Core TEN-T) would enhance accessibility in the region.
4.1 Results of ACROSSEE relevant outputs
Output 3.1.4, “Report on the impact of proposed TEN-T revision”, aimed at assessing the impact of the implementation of the provisions of the new TEN-T guidelines in the region covered by the project.
The main impact and challenges identified by the report are the following:
- The work continuity and completion of the already established Core Network Corridors need to have the highest priority among all other initiatives; completion of the TI projects at the BCPs which are located on CNCs are included inside this priority. The cooperation between neighborhood countries for common BCP project may assure successful implementation. At the end, the indivisibility (in all its components: completion of missing links, bottlenecks elimination, harmonized technical parameters, operational harmonization) along entire corridors will be
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assured, and further, all the economic, social and environmental advantages might be fully gained.
- In case of the additional competitive corridors, apart from those nine multimodal TEN-T CNCs, irrespective with their location (inside EU or outside EU), the decision making process need to be undeniably substantiated. However, the discussions on those additional competitive corridors, have to not impede the completion of the already selected CNCs. This approach will denote the perseverance and commitment, and strengthen the entire EU strategy.
- The replication of the TEN-T methodology for the selection of nodes and links may be useful for different lower layers, for NUT2 or NUT3, etc. (accordingly adapted), in order to help decision makers at regional or local level to decide on the priority of TI projects inside a network and a good regional coverage in territory
- Identification of the new financial schemes in order to enable the financial flowing and constant rhythm of the works.
- Researches on the best management cases for the large projects in TI and harmonization (standardization?) of the management structure. The know- how transfer from the most successful countries (Spain case!?) to the all others in terms of managerial structure and operation for the TI projects is a good start for a harmonization process. Special high education programs, for the performant management in case of the “mega-project”, shall assure the proper basic condition for an efficient implementation.
- Harmonization of the policy regulatory framework, using similar fiscal measures penalizing the use of more contaminating modes of transportation, as the “ecotax”; the introduction of limits to the use of high sulphur bunker in the maritime transportation; measures promoting the use of multimodal transport services, as the “ecobonus” in Italy or the “coup de page 14 of 37
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pince” subventions in France. The policy makers have the responsibility to ensure the long term adequacy between the demand, in terms of trade volumes, and the offer, in terms of characteristics of the infrastructures and the logistics services delivery along the corridor.
Output 3.1.5, “Report on the consequences of the EU enlargement in the Western Balkans”, aimed at the assessment of the impact of the EU enlargement in the Western Balkans. Croatia’s EU accession is a reality, and the rest of the Balkan countries shares the same orientation. Serbia, the former Yugoslav Republic of Macedonia and Montenegro are candidates and Albania, Bosnia and Herzegovina and Kosovo under the UNSCR 1244 (1999) Resolution are potential candidates for accession. The enlargement process since 1957 has shown a dual impact:
- increase of economic growth and prosperity, economic convergence among the EU countries, internal stability and higher external standing;
- on the other side, the “distance” between new MSs and their neighbouring countries not belonging to the EU has deepened – this can be easily noted in the accession of Croatia in the EU, determining a new EU external border, leaving other Western Balkan countries “outside”.
Output 3.1.6, “Elaboration of recommendations for the EU financial perspective 2014-2020”, aimed at the formulation financial recommendations for the period 2014-2020 to the member states in SEE, in relation with the improvement actions at BCPs (including both hard and soft investment, as well as ICT solutions). The available funds and the regulatory financial framework for the EU and WB countries on one side, and the revealed needs for the investigated BCPs, currently but in future, too, on the other side, was the main base of the core partners’ investigations.
The main findings of output 3.1.6 can summarised as follows:
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- There are a rather large variety of programs, funds, financing instruments for different types of actions around EU, especially for transport infrastructure investment;
- For EU member states, irrespective their Schengen status, there is a specific concern regarding rail cross-border completion (but not only that) of the transport infrastructure hard long term investments; Regulation EU Reg. 1315/2013 and EU Reg. 1316/2013 contain almost exhaustive list of projects on TEN-T core network corridors having as a main task internal EU cross- border missing links completion. Moreover, in the same regulations comprise other TEN-T core network sections, especially related to the cross border with external countries around EU;
- Besides the transport infrastructure at certain BCPs (i.e with Eastern countries UA and MD because of different rail track gauge) there still exist irregularities and difficulties in BCP facilities, communication instruments and procedures, administrations and organizations; for these, there are different EU financial supports to be addressed as a complementarity actions to the pure transport infrastructure interventions;
- In case of non-EU countries, for which several BCPs were surveyed, especially in relation with connection of Serbian territory to the entire WB area, the report suggested for interested stakeholders to address the IPA II programme or other private funds available from donors.
Output 3.1.7, “Working paper for the optimisation of the proposed Comprehensive and TEN-T network”, aimed at the identification of a possible future TEN-T Core Network for those parts of the ACROSSEE project area which are located beyond EU external borders in South-Eastern Europe (Western Balkans as well as Moldova and parts of Ukraine) and its cross-border optimization in the entire project area. This was done by applying the planning methodology developed for the TEN-T.
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The study showed that, given the demand trends, even much easier and faster border crossing procedures, which will boost international traffic flows, will very likely not result in major large-scale capacity problems in the Western Balkans, in particular if all planned projects are implemented. This may however be different, if long-distance transit traffic increases more than proportionally, in particular along PETC X. However, congestion on both road and rail may be expected in urban agglomerations, such as Belgrade, Skopje, Sarajevo, Tirana, etc.
4.2 Inputs from Project Partners
Project partners contributed to this document by sending their feedback to a specific question regarding existing and future crucial connections/nodal points in each country. As it can be easily noted from the answers below, the replies were diverse, depending on the level of density of rail infrastructure, countries with dense railway networks needing infrastructure interventions on last mile connectivity and the optimization of the existing lines, whereas countries with weaker connections needing deeper interventions, such as construction of double tracks, electrifications, construction of new inland terminal and improvement of the lines to/from ports.
For instance, in AUSTRIA the strategic infrastructure concept for the Austrian (ÖBB) railway network (Zielnetz 2025+) also provides decisions concerning the secondary and regional railway network. Due to the fact that Austria has a rather dense secondary railway network the key question is not to build new regional lines but to decide, which of the existing lines can be kept operational. In this case the lines are to be modernised to ensure efficient transport. Part of the regional lines are given in the responsibilities of regions, part of the lines have to be closed down.
Concerning intermodal solution the “Zielnetz” includes the development of intermodal platforms, such as the Terminal Vienna Inzersdorf, being under construction now.
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In BULGARIA the transport model developed as a part of the General Transport Master Plan defines directions in the road and rail network with the greatest expected increase in traffic horizon 2020 and 2030, where the estimated demand is close to or exceeds existing capacity. Highest average volume of the daily traffic per year by road to 2020 is expected on segments Sofia-Burgas, Sofia - Kulata, Sofia-Ruse, Sofia, Varna, Bourgas, Varna and Rousse-Nova Zagora. In terms of the network traffic is concentrated in the directions-Burgas Dragoman, Karnobat- Sindel, Dragoman Svilengrad, Ruse, Varna, Vidin-Kulata, Sofia-Varna, Ruse, Stara Zagora.
EU funds play a relevant role, since resources from EU funds under the Operational Programme "Transport and transport infrastructure" for the period 2014-2020 (ERDF and CF) will be allocated to achieve the thematic objective 4 "Supporting the shift towards a low carbon economy in all sectors" (21.2%) and thematic objective 7 "Promoting sustainable transport and elimination of bottlenecks "in key network infrastructures" (76.3%) by implementing the relevant investment priorities, and technical assistance (2.5%) .
Moreover, rail transport is a key element of the national transport system and its development, in line with European transport policy is essential for the overall development of the economy in Bulgaria.
In this regard, 50% of CF are provided for investment in rail infrastructure under Priority Axis 1 "Development of railway infrastructure along the “basic” and “extended” TEN-T - investment priority "Providing support for multimodal common European Transport Area through investments in trans-European transport network "and investment priority". Construction and rehabilitation of comprehensive, high quality and interoperable rail systems and promoting measures to reduce noise is also foreseen. "In addition to the investments under the Operational Programme, with funding from the Connecting Europe ("Connecting Europe Facility") , is provided to perform the modernization of the railway line "Vidin - Medkovets"
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(section of direction "Vidin-Sofia") and modernization of railway line "Sofia – Dragoman."
The remaining 50% of CF are allocated under priority axis 2 of the program "Development of road infrastructure along the main TEN-T - investment priority "Providing support for multimodal common European Transport Area, through investments in trans-European transport network" for investment in the road network of the country.
77.3% of ERDF funds are to be allocated under Priority Axis 3 "Improvement of intermodality for passengers and cargo, and the development of sustainable urban transport", in order to invest in improving the infrastructure for intermodal transport and quality of service for passengers and cargo, in the investment priority "Providing support for multimodal common European Transport Area, through investments in trans-European transport network" and investment priority "Promoting strategies for low-carbon development in all kinds of areas, particularly urban areas, including the promotion of sustainable multimodal urban mobility and measures for mitigation and adaptation related to climate change.
The remaining 22.7% of ERDF funds are distributed among the priority axis 4 "Innovations in management and services - implementation of modernized infrastructure for traffic management, improve the safety and security of transport", and Priority Axis 5 "Technical Assistance" program, 14% and 8.7% respectively. Funds under priority axis 4 are distributed among the following investment priorities: investment priority "Development and improvement of environmentally friendly, including low noise emissions and low-carbon transport systems, including inland waterways and maritime transport, ports, multimodal connections and airport infrastructure, in order to promote sustainable regional and local mobility" 9% ; and investment priority “Construction and rehabilitation of comprehensive, high quality and interoperable rail systems and promoting measures to reduce noise " - 5%.
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The Seaports have an important role as logistics centres and require effective links (road and rail) with the hinterland. Of utmost importance is the development of intermodal transport. With regard to inland waterways (Danube) should be used and expand their potential.
To improve navigation conditions in the common Bulgarian-Romanian section of the Danube are required cooperative actions by Bulgarian and Romanian side. Romanian technical assistance project ISPA 2005/RO/16/P/PA/002.01 "Technical assistance to improve navigation conditions in the common Bulgarian-Romanian section of the Danube and related studies" , performed preliminary preparation of future interventions. To be done prioritization of critical areas , where the measures to ensure the conditions for normal shipping will take place in the programming period 2014-2020 with funds from the Connecting Europe ("Connecting Europe Facility").
The necessary investments for the development of ports and airports are to be provided through a public-private partnership.
Additional projects of national importance comprise the improvement of cross- border connectivity as well as the modernization of the road "Asenovgrad - Smolyan - Roudozem", along National Road II-86
Additionally, the modernization of the track, combined with the completion of the high-speed road "Plovdiv-Asenovgrad" should significantly enhance the connectivity between the main center of development in the South-central region Plovdiv and mountainous regions in Central and Eastern Rhodopes.
Smolyan is the only district town falling outside the national rail network, thus optimizing road section is the only option to improve its transport connectivity to the national transport network and inland. The relationship is very important for increasing the population's access to services and the deployment of the high
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tourism potential of the region. Much of the tourist flow use this direction. Winter maintenance is difficult, especially in the mountainous area Asenovgrad-Smolyan road route, which is set in complex mountainous terrain and its reconstruction and construction of high-speed road would require significant financial resources. With the optimization of the connection to the Republic of Greece should improve cross-border connectivity and cooperation.
It is envisaged the following optimization of road sections:
• Reconstruction of Road II-86 in the area of "Asenovgrad - Smolyan"
Reconstruction should provide for the construction of additional lanes for heavy trucks or partial construction of a third lane, consistent with the terrain features. This will ease traffic congestion, caused mainly by heavy traffic. In recent years there have made some improvements on the track, but they are not sufficient to meet the requirements of modern traffic. A contribution to the intermodal transport, into account the linkage with the Plovdiv airport, which is used to serve mainly the tourist flows during the winter season to the resorts Pamporovo and Chepelare. It is expected the road to attract a large additional international traffic after the completion of the connection Roudozem - Xanthi and opening of border crossing, under an agreement.
• Rehabilitation and reconstruction of road II-86 in the section "Smolyan - Roudozem " it is envisaged rehabilitation and reconstruction of the track. The reconstruction should include mainly the construction of bypass of the city Roudozem. The direction is important for cross-border connectivity with the Republic of Greece and the potential of the adjacent mountain areas.
The issue of the economic development of transport links from Plovdiv to Roudozem was taken into account during the fifth meeting of the Working Group for the development of partnership agreement between the Republic of Bulgaria for the programming period 2014-2020
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Finally, all priority areas in the TEN-T network affecting the territory of Bulgaria, as well as the comprehensive network, including five new roads, were specified in October 2011. One of these new directions is exactly the Plovdiv-Smolyan Rhudozem-border-Xanthi, which is illustrated in the picture below
As far as CROATIA, an advance in the development of the for Pragersko (SLO) – Čakovec – Kotoriba – Murakeresztur (HU) railway line was deemed to be needed, in order to improve the country’s cross-border connectivity.
On top of that, the construction of new intermodal platforms is considered to be a priority, especially in Zagreb, Varaždin, Slavonski Brod and Split.
As regards GREECE the scheduled rail upgrades regard the upgrade of the main corridor of Greece, which is part of the Orient-East Mediterranean TEN-T corridor, including the construction of double lines in certain sections of the corridor, upgrades of existing single lines and upgrades of single to double lines, construction of infrastructure to ensure connective and high quality railway service and installation of signalling and telecommunication systems in certain sections. With regards to the road projects, the majority involve the upgrade and construction of sections of the main road corridor (PATHE/P). Additionally there are a few projects planned for the connection of central Greece with the main
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corridor (Kalambaka – Lamia highway) and upgrade and construction of sections of the Northern Road Corridor of Crete for the improvement of the connectivity of the island of Crete. With regards to projects in progress, the rail corridors again regard the main corridor (TEN-T) and a large portion of the road infrastructure development projects the same. Other road projects include the completion of sections of motorway connecting more remote areas with the main corridor (PATHE/P).
Projects are scheduled in the Operational Programme for the 2014-2020 period for the connection of the major corridors with cargo centres in the main hubs (Thessaloniki and Athens) for the development of intermodal transport in Greece. Additionally, these will involve the major ports along the corridor (Patras, Piraeus and Thessaloniki).
Not only large projects, but also the implementation of short-term measures may contribute to the advancement of seamless mobility and regional accessibility.
For instance, for HUNGARY, the development of two hubs is viewed as important:
- Eastern Hub of Hungary (EU): Miskolc-Debrecen-Záhony triangle
- Southern Hub of Hungary (EU): Szeged, Röszke-Tompa
In ITALY, bottlenecks and missing links related to last-mile connections have to be definitively solved to make effective the network through the connections with the major strategic nodes (ports, cities, terminals, airports…).
In MONTENEGRO, the most important project is the motorway linking Bar and Boljare, and the projects of rehabilitation and reconstruction of the main and regional roads, as well as repairs of slopes, bridges, tunnels, will be continued in the next period in order to improve their condition and to achieve a higher level of safety and security on roads.
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As far as ROMANIA is concerned, it can be assessed through the analysis on five main regions:
1. The North-East region of Romania which is situated to the extreme East of the country has an important development and socio-cultural pole (Iasi). Iasi city is connected to the capital Bucharest by the rail line, but the road to Iasi has not a good connectivity and priority investments are needed for this purpose.
2. The Western part of Romania (composed by the three counties Arad, Bihor, Satu Mare) has a good rail connection (with more density than the country average). However, the synergies between these territory and Hungarian neighbourhood territory needs a road development for the route Arad- Oradea-Satu Mare, as a North to South corridor in the Western part of Romania;
3. The Northern part of Romania, from the North-West to North-East, has a low accessibility, even if there is a very accelerated real estate development for rural touristic purposes, in very rare and ancient cultural areal of the North Moldavia region. A good highway connection, passing the Carphatian Mountains will be support for a seamless passengers transport and for an increased accessibility in a remote and excellent touristic region;
4. There are two coastal zone on the Black Sea side, Constanta and Tulcea counties. Both counties have a lower density for rail network, comparing to the national average. Tulcea city which is the capital of Tulcea county is again in a worst position (containing large Danube Delta/Mouth), in terms of road connections. For these two regions, the construction of the second track and the electrification of the Constanta- Mangalia rail section would support the freight transfer potential of Constanta Port and the near smaller ports (including passenger ports). For Tulcea area, due to the environment
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specificities and unique habitat, the special studies for river and air transport solutions are needed;
5. Rehabilitation of a small railway connection (less than 40km), which will allow the easiest (in term of maximum inclination) passing the Carpathian Mountains, between Ramnicu Valcea and Valcele. The new developed and continuum itinerary will assure less energy consumption, a shorter route from the West rail border (Curtici) to the Black Sea (Contanta Port) and the increasing reliability of the rail TEN-T corridor Rhein-Danube on Romanian territory.
SERBIA’s identified main obstacle is the absence of a modern Intermodal terminal.
Previously planned network of terminals and strategic intermodal transport development plans have not been realized yet. Moreover, existing terminals show significant restrictions caused by the current location, outdated equipment and available investments.
Intermodal transport in Serbia is mainly confined to imports of maritime containers and return of empty containers in seaports. Reloading of containers in Serbia is carried out in the port of Belgrade and in ZIT terminal.
In order to solve some problems in the development of intermodal transport it is necessary to institutionally strengthen intermodal transport operators, to determine the new location of the terminal "ZIT" Belgrade, adopt and ratify the Convention and other international agreements, implement import restriction measures by categories of road motor vehicles in a certain time period and environmentally sensitive sections, to stimulate road operators to perform initial and final operations in the intermodal transport chain, provide appropriate technical conditions, to introduce competitive fares, provide adequate support to civil authorities in the field of legislation, etc.
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As far as SLOVENIA, as it was presented in the 3.1.4, the priority projects are the following:
- New line DivaČa-Koper; - Zidani Most – Celje main line: upgrading of the existing double-track line and stations: axle load, stations tracks length, platform access); - Maribor-Šentilj-border: upgrading of signle track line (axle load, stations track length) and construction of II. track; - Pragersko station: upgrading Pragersko hub in accordance with Ten-T interoperability standards (axle load, tracks length, platform access); - Aditional track connection between lines Ljubljana-DivaČa and Ljubljana- Jesenice in Ljubljana Railway Hub (Tivoli arc); - Assure railway infrastructure interoperability along EU corridors. Moreover, the following sections of highways and express ways are under construction: express way Izola-Jagodje, Jagodje –Lucija highway Šentvid – Koseze, 3rd phase highway Drazenci – MMP Gruškovje highway connection Šmarje-Sap
4.3 Potentials for improvement of regional/international accessibility and mobility
Potentials for improvement of regional / international accessibility and mobility are represented in a summarized way, including responses, provided by all participating project partner countries or based on the Core Network Corridors Progress report of the European coordinators (transport), to the question: “Which are the short-term measures, implementation of which could contribute to advancement of a seamless mobility and regional accessibility”.
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In AUSTRIA implementation of a huge investment program in railway stations is currently on its way. Railway stations will be developed to modern and attractive intermodal nodes. Intermodal solution “the Zielnetz” includes development of intermodal platforms – one of them being Terminal Vienna Inzersdorf, which is already under construction. The next potential is seen in park and ryde facilities, developed in cooperation, co-financed by ÖBB, the regions and the communities. Investments into improvements of feeder lines, which are privately owned, can get 50% grant from the state. This is an important contribution, which can ensure sufficient feeder lines. Potential is seen as well in IT information system, ensuring multimodal, real time based door to door information services, run within the project “Verkehrsauskunft Österreich”.
In BULGARIA the potentials for improvement are identified within the Operational Programme "Transport and Transport Infrastructure" 2014-2020 d., Priority Axis "Development of railway infrastructure along the" basic "and" extended "TEN" and within the Priority Axis "Development of road infrastructure along the" main "TEN".
Development of railway infrastructure will be enabled by realization of investment priorities: "Providing support for multimodal common European Transport Area, through investments in trans-European transport network" – this will be achieved by construction, modernization, rehabilitation, electrification and integration of signaling and telecommunications of certain railway sections along the "basic" and "extended" TEN; by modernization and renewal of infrastructure systems and introducing speed trains from Sofia to Burgas. In the programming period 2014- 2020 railway line Plovdiv – Burgas should be modernized; fiber optic cable should be layed on the line Plovdiv - Burgas; interlocking in section near – Burgas should be introduced; railway junction Burgas should be developed; railway node Plovdiv page 27 of 37
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development should be initiated; Plovdiv rehabilitation of a section – Orizovo should be done; as well modernization of sections Orizovo - Mihaylovo Yambol - Zimnitza should be started. The project for the modernization of the railway line Plovdiv - Burgas is a priority according to the General Transport master plan.
In terms of modernizing the railway line Sofia – Plovdiv it is necessary to provide the construction of section Sofia - September. Along with the modernization of the railway line Plovdiv – Burgas, a speed route to improve reliability and increased capacity in the area between the capital and the Black Sea, should be launched. Railway junction Sofia, which is located at the intersection of three major corridors through the country, and is compatible with major infrastructure projects under implementation and training, has an extremely high socio-economic impact. The projects are priority under the General Transport Master Plan.
Modernization of railway line Karnobat - Sindel is necessary. The line is part of Corridor VIII in the Republic of Bulgaria (from the border with the Republic of Macedonia in Sofia - Plovdiv - Burgas / Varna. The designed speed at this railway section is 130 km/h. The design parameters of the railway line Ruse to Varna (respectively the Danube and the Black Sea) should be improved. Railway is electrified and consists of two sections - Rousse Kaspichan and Kaspichan - Varna. The design speed of 110/130 km / h is foreseen. The project is also important in view of the planned construction of an intermodal terminal Ruse.
Road infrastructure on the "basic" TEN should be improved / built. The main axis North - South between Western Romania and Greece crosses the territory of Bulgaria. The corridor begins in the North at Vidin, crosses the Danube Valley and the Balkan Mountains before arriving to Sofia. South of Sofia the corridor passes through the western part of the mountain and then follows the valley of the Struma River to the Greek border at Kulata. Important road links follow the route, which provides a land connection between North-Western Bulgaria, Sofia and Greece on the one hand, and between Sofia and Bourgas, on the other. With the opening
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of the bridge Vidin - Calafat a direct link is provided across the Danube to Romania by the corridor.
Construction of speed road "Vidin-Botevgrad" should be continued; sections "Vidin- Dimovo" (the Adjoining infrastructure of Danube Bridge II to Dimovo) "Dimovo Bella-Ruzhentsi","Ruzhentsi to detour of Montana" and "Montana-Vratsa" should be constructed. Construction of the section between Mezdra and Botevgrad, including bypasses of the settlements should be continued.
Priority should be given to the completion of the "Struma". The General Transport Master Plan proposes the completion of the motorway to the Greek border. The project is identified as a priority as it enables direct connection with the Greek South road network to Thessaloniki and Athens. As well it is necessary to construct the "Kalotina - Sofia" (Kalotina SOP) - the direction of the trans-European transport corridor № 10, connecting Belgrade and Sofia, two of the biggest economic, administrative and cultural centres in the area.
Modernization of the Road "Asenovgrad - Smolyan - Roudozem" to a speed road should be started, it is included in the expanded TEN-T network and lobbying for its implementation.
In CROATIA the potential in a short-term is seen in establishment of small logistic centres on existing railway stations (Varaždin, Koprivnica, Osijek, Slavonski Brod…), besides the ones in bigger cities like Zagreb and Split. As well, new projects of establishing TA for integrated passenger transport in Croatian regions should be launched.
In GREECE the transport system should be improved by the following scheduled measures:
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The main infrastructure should be developed to establish connection of the main railway corridor of Greece with the two cargo centres (Thessaloniki and Thriasio/Athens), and also the main ports of Greece along this corridor (Patras, Piraeus, Thessaloniki) for the improvement of the intermodal transport in Greece and SEE. These will be the main intermodal nodes for Greece in the WB/SEE region.
In terms of technological solutions (ICT solutions) for the improvement of passenger and cargo planning, there are numerous solutions being developed at port and railway level. For railway travel planning TRAINOSE has developed a number of ICT solutions such as the Porta-Porta (door-to-door) service, the Traino-Taxi (Train-Taxi) services, as well as the FUTUREMED project platform, which aims to improve the efficiency and visibility of intermodal seaport-hinterland maritime transport chains and to minimize cargoes’ idle time. This will be reached by developing new interoperability solutions, focusing on the maritime – rail – inland port interface. TRAINOSE has also developed a new Freight Traffic Monitoring (FTM) system for Integrated Border Management (IBM), which allows all trains and wagons to be added to the system and be viewed on-line. This new system contains and allows the printing of all necessary documents for the entry and exit of a train from the country, helping reduce the time required for checks at cross border stations.
The cohesion programme position paper indicates that the road and rail connections of Greece with its neighbouring countries are important.
HUNGARY has not provided relevant information.
ITALY is a member state of the Baltic Adriatic Corridor, Mediterranean Corridor, Scandinavian – Mediterranean Corridor and Rhine Alpine Corridor. Referring to the draft Progress Reports for the Core Network Corridors we can identify the following potentials for improvement of regional/ international accessibility and mobility:
Due to the use of a different power system (DC 3KV) it has to be invested into elimination of the obstacle for interoperability on all corridors lines.
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By 2018 a complete deployment of ERTMS is expected.
In different ports the quality of “last mile” access (intermodal terminals) needs to be improved or insufficient handling capacity problems solved.
Port of Trieste is insufficiently connected to the rail, as well port of Genoa.
Investment is needed into “last mile” rail connections in most of the IWW ports.
Adaption of rail capacity for passenger transport (Milano area) is needed.
Building infrastructure for transshipment from sea ports to IWW vessels (Ravenna, Trieste, Levante ports).
Further e-maritime services have to be developed accordingly (no UTS information in some of the Italian ports) and reporting formalities should be harmonized with SSN and e-customs services.
Investments into elimination of bottlenecks at the railway lines Venice –Trieste (levels crossings and Bivio S. Paolo) and Udine-Cervignano (to be doubled) and into Mestre and Udine nodes have to be implemented.
The main missing railway link is Trieste – Divača.
Investment into railway nodes Torino, Milano, Treviglio, Verona, Venice, Trieste will eliminate existing bottlenecks.
Investment into elimination of the capacity problems due to double track on the rail line Treviglio-Brescia through enlargement to four tracks.
On the rail line Fortezza-Verona it is necessary to complete in time the southern access to the Brenner Base Tunnel; and to apply different standards with regard to train length in general and below standard parameters on the line Brenner until Verona and south of Bologna.
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Accordingly to the Regulation, the airports of Rome, Milano (Malpense and Linate) have to be connected to the rail network.
MONTENEGRO has identified the following potentials for improvement of regional/ international accessibility and mobility: on a short-term effective, interlinked “logistics system” of ports at the national/ regional programming level should be created; and intermodal infrastructural improvements should be identified.
ROMANIA has exposed the importance of establishment of a legal framework for the secondary rail stations (as technical assistance) which are going to be transferred to the regional/ local authorities. The local public authorities have to be obliged to actively support the rail stations operations, in order to avoid the rail stations closure and changing the purpose of the station buildings (e.g. changing into hypermarket buildings or other type of real estate).
Regarding investments the potential is seen in investments into secondary lines (concessions valid for a certain time period) to assure accessibility for passengers with low income and to support “single wagon” technology; the national budget should provide needed funds. The potential lays in investments into restoration of the connections of Danube ports to inland rail network: Drobeta TSV, Calafat, Giurgiu, Cernavoda and respectively Moldova Veche, Oltenita, Calarasi, Medgidia, Braila, Tulcea, Sulina being the core and comprehensive ports. Another potential is identified in Investments into restoration of rail/ road terminals in comprehensive network (Brasov, Cluj-Napoca, Suceava, Turda), taking the advantages of their already existing locations within the railway network.
SERBIA has identified its potentials for improvement of regional/ international accessibility and mobility in construction of logistics centres of international/
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regional value, which would be located in Belgrade, Novi Sad and Niš. These investments are proposed by the Law on Spatial Planning 2010-2020. The logistics platform, built in Belgrade, covering the area of Belgrade-Pančevo-Kovin and Smederevo, using three intermodal terminals and the airport "Nikola Tesla", links corridors X and VII, thus being a regional leader in SEE.
Construction of intermodal terminal in Belgrade was already foreseen within the project “Facilitating intermodal transport in Serbia” 2008/020-406 feasibility study, cost benefit analysis and Environmental Impact Assessment Study. Location of the future intermodal terminal is foreseen in Batajnica (Belgrade). The investment will be implemented in two phases – the first one in value of 20 mio EUR, investment into construction of a terminal for transhipment of goods; It will be a point, where containers arriving by rail from the Adriatic ports will be re-loaded, stored in a logistic centre and redistributed by road; the investment will enable an estimated turnover of 50,000 containers per year, which would increase the annual intensity of rail transport for about 1,500 trains. In the second investment phase, the plan is to expand the intermodal terminal capacities and to construct four tracks for loading and unloading, with an annual capacity of 80,000 containers. The logistics centre will be developed through public-private partnerships, and the goal is to attract private companies and locate them around the terminal. This model of development of intermodal centres is taken from the European practice, because today all the big companies direct their products to customers across the intermodal transport and logistics centres for cost-effective operations.
The potential is seen in connectivity of Novi Sad by road, rail and Danube (Corridor X / b and VII). In Niš the potential lays in railway connections with the road (Corridor XX / c) and with the airport "Constantine the Great".
SLOVENIA has identified the potentials for improvement of regional/ international accessibility and mobility in the railway sector in finalization of the already
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launched investments into modernisation of existing railway line Divača-Koper; reconstruction, electrification and upgrading of the railway line Pragersko – Hodoš for the speed of 160 km/h, phase I and phase II - modernisation of level crossings and construction of underpasses at train stations; implementation of digital radio system (GSM-R) on Slovenian Railway network and implementation of ETCS in corridor Italian border-Sežana/Koper-Hodoš-Hungarian border.
In the Slovenian program for the Next financial perspective 2014–2020 the projects of upgrading the double-track line Zidani Most –Celje; upgrading Pragersko railway hub; construction of new line Divača-Koper, Maribor-Šentilj and additional connection track in Ljubljana railway hub are contributing to improvement of regional/ international accessibility and mobility. If the focus should be given only to specific rail investements projects, currently, Slovenian railway infrastructure development is prioritised to eliminate bottlenecks on the main single track railway lines with construction of II. track: Divača-Koper, Ljubljana-Jesenice, Maribor-Šentilj- border. Upgrading of Ljubljana railway hub and double tracks railway lines: Ljubljana-Sežana and Dobova-Ljubljana. Main corridor lines will be implemented by ETCS interoperability system. The potential for future development is seen in investment into new railway border connections between Slovenia and Austria as they are already been mentioned: construction of II. track Maribor-Šentilj-Graz and new railwaytunnel between Jesenice and Rosenbach in cooperation with Austrian side.
In the roads sector the potential for improvements is in finalization of the following sections of highways and express ways, which are already under construction: express way Izola-Jagodje, Jagodje –Lucija, highway Šentvid – Koseze, 3rd phase, highway Draženci – MMP Gruškovje (tender opened) and highway connection Šmarje-Sap. As well investments into the roads connections to Croatia: Draženci- Gruškovje (highway), Koper-Dragonja (express way) and Postojna-Divača-Jelšane (highway) are all in the plan and seen as an important potential. page 34 of 37
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5 Conclusions
The current report presented the situation in South East Europe regarding the secondary networks and the considerations of the ACROSSEE partners regarding the existing obstacles for better performance of regional networks and the potentials for the improvement of regional accessibility.
Secondary networks are important for the operation of the transport system and the maximization of the benefits from the development of major projects on primary infrastructures and the proper operation of the Trans-European Networks. Furthermore, their importance is vital for regional development, the improvement of accessibility of the remote, less-developed and, the so-called, less-favoured regions of South East Europe and ultimately for cohesion, economic, social and territorial.
The improvement of secondary infrastructure should ensure improved access to main infrastructures and interconnection points and services are required to be established and enhanced, in a multimodal perspective and towards a systemic operation of the network.
First of all, secondary networks should be developed in a coherent manner. Roads and railway links should be rehabilitated and retained in a good maintenance level. Especially on road networks, city bypasses would contribute to travel time reductions and at the same time to the improvement of environment and road safety in settlements. Railway stations should be renovated and modernised and should gain improved road accessibility and interconnectivity, as ports and airports. Stations along secondary networks can be developed in coordination with regional/ local authorities in order to avoid closure.
Secondly, infrastructural improvements should indispensably be accompanied by improvement in services, such as integrated scheduling and harmonized timetables of train and bus services at regional, national and international level, in
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order to better exploit the potentials of mass passenger transportation of the railways. This requires an integrated planning and coordination among stakeholders so that main hubs of South East Europe have efficient interconnection with regional poles of generation and attraction, for both passengers and freight transport and better spatial planning for the development of adequate intermodal-logistics terminals and distribution centers at local, regional and, not only national level.
Secondary/ regional railway lines should be kept operational, enjoying public financial support, if possible, or using other financial schemes, including private sector participation. These lines can be enhanced with single wagon load services.
Regarding regional networks, special attention should be put on stabilization of slopes and repairs of bridges and tunnels to ensure safety, respecting at the same time the environmental specificities of regions and the need to provide efficient networks for tourism all the year round.
Regarding urban networks interconnections with TEN-T, this should be enhanced also with advanced ICT tools for integrated ticketing, real time information for door to door services, park and ride facilities etc., for better synergy of transport modes, taking into account the target of low-carbon goals, and preferably in the framework of sustainable urban mobility plans.
The development of secondary infrastructure, the improvement of intermodal nodes, the promotion of regional accessibility and mobility, the interconnection of TEN-T with urban nodes and the overall development of sustainable transport systems, are reflected in Commission’s policy for TEN-T, the Urban Mobility Package, as well as the EU macro-regional strategies. In this direction, this development should be subject of more thorough research and planning in the framework of the new Territorial Cooperation Programmes established for South East Europe.
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References
European Union, "Territorial Agenda of the Eurpopean Union towards a more competitive and sustainable Europe of Diverse Regions” agreed at the Informal Ministerial Meeting on Urban Development and Territorial Cohesion in Liepzig on 24th - 25th May 2007. European Union, "Territorial Agenda of the Eurpopean Union 2020 towards an inclusive, smart and sustainable Europe of Divers Regions", agreed at the Informal Ministerial Meeting of Ministers responsible for Spatial Planning and Territorial Development in Gödöllő on 19th May 2011. European Union of Road Federation and Chamber of Commerce Belgium – Luxemburg South Eastern Europe, "Extension of the Trans-European Network – What perspectives for South Eastern Europe", Draft paper contribution to the EC report “Networks for Peace and Development”, 2006.
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