PILOT PROJECT A STUDY OF CARGO FLOWS & THE LOGISTICS DEMAND FOR A FREIGHT CENTRE IN THESPROTIA

GREEK PROJECT TEAM

LEADER OF THE GREEK TEAM

PREFECTURE OF THESPROTIA

CHAMBER OF COMMERCE OF THESPROTIA

SUB-CONTRACTORS

IMPETUS ENGINEERING S.A. 3-5 DIMITSANIS STR., 183 46 MOSCHATO TEL.: +30 210 4838938 FAX: +30 210 4836807 e-mail: [email protected]

Dec. 2005

I-LOG - PILOT PROJECT A IN THESPROTIA STUDY OF CARGO FLOWS AND THE LOGISTICS DEMAND FOR A FREIGHT CENTRE IN THESPROTIA

Table of Contents

1. Introduction ...... 3 1.1. The necessity of creating a freight centre in Thesprotia ...... 3 1.2. Development of Container Traffic in the Mediterranean Markets ...... 3 1.2.1. General development considerations ...... 3 1.2.2. Structure of shipping within the Mediterranean ...... 4 1.2.3. Forecast of container shipping in the Mediterranean Sea...... 6 1.2.4. Trade Flows ...... 8 1.2.5. Commodity specific analysis ...... 10 1.2.6. Container traffic - market potential and prospects ...... 12 1.3. Freight Centre plans ...... 14 1.4. Description of the Freight centre in Prefecture of Thesprotia ...... 15 2. Adjacent linking infrastructure for the Freight Centre in Prefecture of Thesprotia ...... 19 2.1. The port of Igoumenitsa ...... 19 2.1.1. General information ...... 19 2.1.2. Traffic volumes ...... 20 2.2. “Egnatia Odos” motorway ...... 21 2.2.1. The “Egnatia Odos” motorway project ...... 21 2.2.2. A major modern motorway ...... 21 2.2.3. Importance of the project ...... 22 2.2.4. Progress to date ...... 23 2.2.4.1. Vertical Axes & Other Projects ...... 24 2.2.4.2. Already Open ...... 28 2.2.4.3. Under construction ...... 30 2.2.5. Environmental Policy and the "Egnatia Odos” motorway ...... 30 2.2.5.1. “Egnatia Odos” Motorway and history ...... 31 2.2.5.2. The protection of cultural heritage ...... 31 2.2.5.3. Tools for the protection of the environment ...... 31 2.2.5.4. Special environmental protection issues ...... 32 2.2.5.4.1. Measures for the protection of the ecosystem – Preservation of ecological balance ...... 32 2.2.5.4.2. Measures for the protection of Fauna ...... 32 2.2.6. Permits for overweight / oversize vehicles and project machinery ...... 33 2.2.7. Maintenance and operation guidelines for the “Egnatia Odos” motorway ...... 35 2.2.8. Traffic Counts ...... 35 2.2.9. Special Features ...... 42 2.2.9.1. Tunnels ...... 42 2.2.9.2. Bridges ...... 43 2.3. Rail Connection ...... 46 2.3.1. Model of train operation...... 46 2.3.2. Internal tasks needed for train handling ...... 46 2.3.3. Basic system decisions ...... 47 2.3.3.1. Rail-to-road transhipment of wagons for combined transport ...... 47 2.3.3.2. Rail-to-rail transhipment of wagons for combined transport ...... 48 2.3.3.3. Rail-to-rail transhipment of conventional freight wagons ...... 49 2.3.4. Concept and dimensioning of components ...... 50 2.3.4.1. Necessary facility components ...... 50 2.3.4.2. Shunt yard...... 51 2.3.4.3. Sorting sidings ...... 51 2.3.5. Combined transport gate area ...... 53 2.3.6. Container Service Centre (CSC) ...... 53 2.3.7. Customs facilities ...... 53 2.3.8. Transhipment facility for wagonloads ...... 54 2.3.9. General cargo transport ...... 54 2.3.10. Car loading ...... 54 2.3.11. Liquid goods transhipment area...... 55 2.3.12. Wagon workshop, short-term wagon repair and washing pit ...... 55 2.3.13. Empty wagon depot ...... 55 2.3.14. Buildings ...... 56 3. Other important cargo managing links...... 57 Major Port activities in Piraeus, Thessalonica and Gioia Tauro ...... 57 3.1. The port of Piraeus ...... 57

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3.1.1. Cargo managing ...... 57 3.1.2. Development of Strategic Directions for the Port of Piraeus ...... 60 3.1.3. Container Handling ...... 61 3.2. The port of Thessalonica ...... 62 3.3. The port of Gioia Tauro ...... 66 4. Study Conclusions ...... 69

Annex A – General and Detailed Maps of the Area Annex B – Traffic Volumes & Cargo (Trucks) Flows

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1. Introduction

1.1. The necessity of creating a freight centre in Thesprotia The creation of a Freight centre in this area, available to all enterprises, has become a matter of great interest throughout the recent years. This interest emanates from both public and private institutions, the Chamber of Commerce of Thesprotia, various transport companies and also commercial, craft-based and industrial enterprises. The idea of a Freight centre was produced after examining arguments in the areas of land- planning, transports and private economy. Having in mind the organizing of transports, private economy expresses and also justifies the demand for a Freight centre. In the aspect of offering such enormous land use spaces, land-planning and transports coordination must blend in with the private economy status of the enterprises, in order to operate and evolve at the highest possible level, according and acting in respect to the protection of the environment. The Freight centre provides the possibility/opportunity to group and coordinate transports now beginning from this node, so that traffic congestion between lorries in the road network of the urban district is avoided. Relevant criteria are also taken under consideration when planning transports, in both regional and national scale. The creation of a Freight centre with an open character in some way attempts to form the distribution network of Greece, which till this day appears to be tangled. The creation of nodes in freight flows simplifies the movements, clarifying globally the form of network. Due to this, the axles of transportation are ranked depending of their use and importance. The analysis of the movements allows the determination of the specific function and role of the Freight centre in the operations within the network. One of the most important operations of this Freight centre is to change the means of transport, increasing the possibilities of reallocating the movements, extending the significance of interoperability in more than one network. In the recent years many projects were activated in the wider Epirus region, with main goal to centralize industrial production in parks, therefore have a positive effect on the environment, and general costs. Motivation for moving activities in industrial parks, such is Grika - Psaka (Paramithia) and the creation of infrastructure of logistics and transportation, such as the Freight Village in Thesprotia, are combined with the development of the Igoumenitsa port and the Egnatia Odos motorway, to create the opportunities for further development. The realization of the importance of logistics in the modern business environment has lead universities and educational organizations to set up, courses and complementary activities, with the participation of companies and new professionals towards the direction of raising the theoretical standards.

1.2. Development of Container Traffic in the Mediterranean Markets 1.2.1. General development considerations The past few years have witnessed a complete transformation in the outlook for the containerisation industry in the Mediterranean markets. This region is now recording some of the most rapid demand increases in the world and there is a clear scope for significant and sustained inward investments. Several major factors have come together to generate this situation:

- The reform of port operations in many ports of the region.

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- The restructuring of the eastern countries and their integration into the container trade system.

- The increased utilization of transhipment for regional distribution.

- The continuing size-based revolution in deep sea containerization.

- Improved and extended intermodal connections.

- Greater sophistication in feeder and intra-regional shipping.

- Inward investment in port development.

Whilst the overall outlook is highly positive, there are clear areas of great potential in the regional market, and also sectors where oversupply may threaten short term profitability. The modernization of port operating systems and management have seen considerable improvements in productivity and cost structures. At the same time, competitive pressures between the major terminals have developed very rapidly with intermodalism extending the effective hinterlands of these ports. In addition, transhipment has developed very fast – initially at Algeciras and more recently, in other regional ports (Gioai Tauro, Marsaxlokk). Despite very rapid demand increases in this sector the overall port supply/demand balance is causing some concern. The increase in port productivity and increased utilization of transhipment has radically reformed this container market in the last years, and this process is still going on. The integration of transhipment hubs with major feeder terminals and the development of shipping capacity to provide the required degree of linkages has been a major trend. Considerable new opportunities have been identified in the Adriatic markets to serve the east European hinterland. This sector – depending on continued intermodal and transhipment investment – will significantly create regional port demand. Despite the very strong growth, the balance in the regional ports is somewhat uncertain. The degree to which further investment can be justified and the ideal configuration of these projects must be considered. Considering the East Mediterranean and Black Sea markets, containerisation is still generally limited in several of these markets, and economic growth expected to increase rapidly there is clear scope for very strong demand growth in that regions. In order not to constrain development significant inward infrastructural investment is indicated. The Black Sea markets represent an additional sector. As the region’s economies move towards sustainable economic expansion significant trade volumes can be expected. The integration of new regional port capacity with Mediterranean transhipment hubs will be the key method to ease this expansion. As far as shipping is concerned, the Mediterranean container trades have historically developed as separate services linking the region to the major world trade regions. As efficiencies have improved, and the shift towards larger vessel sizes accelerates, there is a clear scope to restructure this position and integrate these trades into the major arterial flows.

1.2.2. Structure of shipping within the Mediterranean The shipping structure within the Mediterranean can be divided into several services:

- Direct shipping services: These are services which offer direct connections between trade areas especially between Asia/North-America/North-Europe and the Mediterranean

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countries. They are also called end-to-end services i.e. the vessels will call at several ports in the Mediterranean Sea. Formerly the main ports of the countries concerned have been served but due to growing ship sizes also in these services the ports of call have been decreased.

- Way-port services: These are services which are passing through the Mediterranean serving the trade between Asia/Middle East – North Europe. As the shipping lines accept on these trades also cargo for the Mediterranean countries they will only call at some ports which are located optimal on their route through the Mediterranean and from those ports the container are then transhipped to the different ports. For the eastern Mediterranean region at present Egyptian ports have gained importance as hub-ports and for the central and western region of the Mediterranean Sea Marsaxlokk and Gioia Tauro are the main hub-ports. Algeciras has become the way-port for Mediterranean cargo shipped on vessels serving the trades between the Americas and North-Europe. Due to this development and competition especially the importance of direct shipping services between North-European ports and Mediterranean ports has decreased.

- Intra-regional services: These are services which have been established to serve the trades between the Mediterranean countries. They either cover only a region like western, central and eastern Mediterranean and/or the whole Mediterranean area. Nowadays these services participate also in the transport of transhipment cargo.

- Feeder services: These services are concentrating on the distribution of containers from/to the hub-ports to/from the other ports located in the Mediterranean and Black Sea. They are operated either as common feeder services or as feeder lines controlled and operated by a main container shipping line. Based on this pattern of shipping services in the Mediterranean a strong competition between the ports exists to become one of the major hub-ports or at least gain a portion of the transhipment business. At present only one of the main shipping lines is using the Port of Piraeus as transhipment port, namely Mediterranean Shipping Line (MSC). The reason for calling at Piraeus is based mainly on a strong position in the import/export market of Greece, on sufficient capacity offered by the port and on a relative good location of the port with regard to the Black Sea and Adriatic region.

The following table shows the throughput of the major shipping lines acting in Greece, for the example of the port in Piraeus:

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Throughput of Major Shipping Lines (in TEU)

Shipping Line Import/Export Transhipment Total There of empty

MSC 84.931 257.384 342.315 63.121

Medcargo 13.932 90.813 104.745 15.238

Sealand 86.798 3.552 90.350 32.866

Sarlis 58.499 6.017 64.516 19.372

ZIM 39.492 3.734 43.226 8.212

Maersk1 39.928 16.354

P&ON 29.485 8.098 37.583 10.094

Borchard Line 21.493 9.193 30.686 4.707

Bulcon1 21.254 5.855

Tarros1 16.694 4.592

Lloyd Triestino 7.408 8.603 16.011 3.166

Source: Ocean Shipping Consultants: Mediterranean Containerisation, Growth prospects to 2010. (1 = no detailed figures available but for Maersk it can be stated that most containers are import/export container)

The 1/3 of the total throughputs is transhipment containers controlled by one shipping line. If MSC decides to move their transhipment basis to another countries’ port due to new developments in the shipping scene like joining a new alliance with a strong partner who uses another port as hub-port, new developed container facilities in other ports which utilization is still low and the owner tries to convince the lines by offering very competitive handling rates and higher productivity, and ports which sufficient capacity but a better location, i.e. the total transport costs for transhipment of containers can be minimized in comparison to our national ports. The other lines - especially Sealand and Maersk – have gained a strong position in serving the Greek market and therefore should be treated quite carefully if considering future expansion based on transhipment potential with regard to the Black Sea market.

1.2.3. Forecast of container shipping in the Mediterranean Sea A very well known commercial shipping consulting company (Ocean Shipping Consultants) concentrating on studies about the development of shipping in general and of specific regions has forecasted the Mediterranean container port demand up to the year 2010. In the following some figures of these studies dealing with the Eastern part of the Mediterranean are shown.

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Forecast Mediterranean container port demand (in 1,000 TEU)

Region 1997 1998 1999 2000 2010

Imp/Exp

West Med 2.555,8 2.748,0 2.995,5 3.211,0 4.951,1

Central Med 3.644,1 3.819,6 4.055,9 4.316,7 7.233,1

East Med/B.S 4.329,5 4.996,5 5.492,8 6.010,6 9.807,6

Total 10.531,6 11.564,1 12.544,2 13.538,3 21.981,9

Transhipment

West Med 1.734,2 1.950,9 2.155,7 2.382,1 4.485,4

Central Med 2.040,2 2.468,6 2.789,5 3.068,5 5.626,0

East Med/B.S 1.455,0 1.574,3 1.747,5 1.887,3 3.300,9

Total 5.229,4 5.993,8 6.692,7 7.337,9 13.612,3

Source: Ocean Shipping Consultants: Mediterranean Containerisation, Growth prospects to 2010.

The forecast predicts that the port throughput will increase by high growth rates between 1998 and 2010. In 2010 the throughput will be doubled in comparison to 1998. Also the future port capacity has been forecasted based on information of the ports which plan or already constructing new container facilities. In Table 3 these capacity figures are stated.

Forecast East Mediterranean / Black Sea container port capacity ( in 1,000 TEU)

1998 1999 2000 2001 2002 2003

Total 8.190 8.820 9.460 10.370 10.895 10.895

Transhipment1 2.600 2.600 2.820 2.820 3.060 3.060

Source: Ocean Shipping Consultants

(1 = indicated transhipment capacity) The comparison shows that there will be a certain over-capacity at the ports concerned in the region investigated. Total traffic handled throughout this region has grown at a relatively healthy rate in recent years, aided by a steady rise in the volumes of transhipment handled. Short sea traffic volumes have similarly climbed, as various intra-regional services have been established between the ports in the eastern Mediterranean and Black sea areas.

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Much of the recent expansion in volumes handled can be attributed to developments in Greece, Turkey and Egypt. The latter massively increased its throughput in 1995, following the opening of dedicated facilities at Alexandria and Port Said, although growth has since slowed as these ports have consolidated their position. Consolidation can also be stated for Limassol which lost traffic in 1997. Over two thirds of Egyptian traffic is now transhipped, with the latter business comprising virtually all moves to/from Cyprus. Transhipment makes up a less important element of Greek traffic, with much of this business still centred on Piraeus. But there are some chances that Greece can participate in additional transhipment business if the Black Sea market develops positively. Turkey has to be highlighted as the biggest contributor of the growth in 1997, with heavy traffic increases at Mersin and the various terminals now operating around Istanbul. The traffic development in Turkey contrasts sharply with the relatively flat performance of former Comecon (Communist economy) countries like Bulgaria, Romania and the Ukraine. None of these have achieved much gain in throughput in recent years. However, their potential for growth remains real including the other countries located at the Black Sea. With the expected recovery of them and of the Russian economy, a significant increase of the throughput can be expected. Also the ports in Israel are participating in the transhipment trade that will be established as transhipment till the end of 2005.

1.2.4. Trade Flows The following analysis includes trade flows between Greece and Italy, Greece and the Balkan Countries as well as Greece and the Black Sea Countries.

Exports and Imports of Greece with Italy by Commodity Groups (in 1,000 tons)

NSTR-1 Exports Imports Total

Agricultural Products and 476,6 274,1 750,7 Live Animals

Foodstuffs and Animal Fodder 314,7 210,9 525,6

Solid Mineral Fuels 0,1 26,7 26,8

Petroleum Products 242,2 392,2 634,4

Metal Products, Ores and Metal 56,2 0,6 56,8 Waste

Metal Products 209,9 910,8 1.120,7

Crude and Manufactured Minerals, Buildg. Materials 1.004,4 358,4 1.362,8

Fertilisers 19,3 76,5 95,8

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Chemicals 157,5 387,6 545,1

Machinery, Transport Equipment, Manufactured and Miscellaneous 45,4 512,1 557,5 Articles

Total 2.526,3 3.149,9 5.676,2

Source: Italian Institute of Statistics (ISTAT), ISL 2000 The following aggregated form of statistical information is directly produced based on the data provided by the National Statistical Service of Greece and presents the import and export flows of Greece in tons with the main five trading partners of the Balkans and the Black Sea Countries, broken down per mode for the year 1997, as it is the last year with officially checked and published trade and traffic data between these destinations.

Import and Export Flows of Greece with the Balkans and Black Sea Countries, 1997 (in tons)

Country Sea Rail Road Air Rest Total

Russia Import 2.901.660 329 131.912 75 102.739 3.136.715

Export 286.924 4.399 43.956 2.535 136 337.950

Total 3.188.584 4.728 175.868 2.610 102.875 3.474.665

Bulgaria Import 423.029 224.851 600.429 52 464 1.248.825

Export 111.165 35.119 263.317 88 460 410.149

Total 534.194 259.970 863.746 140 924 1.658.974

Turkey Import 419.033 300 84.828 187 161 504.509

Export 730.856 366 87.847 6.517 13 825.599

Total 1.149.889 666 172.675 6.704 174 1.330.108

Romania Import 381.312 4.123 96.545 32 147 482.159

Export 291.946 4.370 98.001 353 474 395.144

Total 673.258 8.493 194.546 385 621 877.303

Ukraine Import 396.870 17 19.912 5 13 416.817

Export 296.671 737 12.412 146 1 309.967

Total 693.541 754 32.324 151 14 726.784

Top 5 Subtotal 6.239.466 274.611 1.439.159 9.990 104.608 8.067.834

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Others* Total 849.656 543.121 1.506.559 9.316 2.052 2.910.703

Grand Total 7.089.12 817.732 2.945.71 19.306 106.660 10.978.537

Source: National Statistical Service of Greece (NSSG), ISL; Albania, Armenia, Fyrom, Georgia, Croatia, Moldova, Serbia-Mon., Slovenia, Bosnia

For the trade between Greece and Italy, statistics published by the Italian Institute of Statistics (ISTAT) has been used. The figures for trade between Greece and the Balkan States as well as Black Sea Countries are based on the National Statistical Service of Greece (NSSG). Exports and Imports of Greece with Italy by Commodity Groups 1997 (in 1,000 tons), contains a split of total Greek imports and exports from/to Italy by commodity sections (NSTR-1) for 1997. Total trade flows from/to Italy was dominated by commodity section 6 (building materials) with 24 %, followed by section 5 (metal products) with 20 %. Greece mainly exported building materials to Italy, whereas metal products were mainly imported. In general, Italy is the most important trade partner in the region. It is worth to stress that seaborne trade represents 64.5 % of the whole trade. Road movements represent 26.8 % of the whole, while railways get 7.4 % and air transport 0.2 %. Furthermore, it is interesting to note that most of the trade with the important partners is in bulk form, i.e. large commodities of low price product. It is almost sure that road movements represent higher values. The lack of sufficient rail connections in the Greek territory is also a factor for the negligible niche of this mode. The economic turmoil in most of these countries does not favour rapid air shipments.

1.2.5. Commodity specific analysis Russia, Bulgaria, Turkey, Romania and Ukraine are the main origin and destination points for shipping. Albania is also an important destination region, yet there are no important exports to the country. Russia exports to Greece mainly wood, paper-pulp, fertilisers, ore, natural gas, coal, oil, inorganic chemicals, industrial fertilisers and steel. Almost all of these cargoes are usually transported by break-bulk ships. Greece exports to Russia vegetables and fruits, ore, oil and several chemical products and materials. Romania exports to Greece paper-pulp, ore, coal, industrial fertilisers, raw plastic materials and steel, while Romania imports ore and oil. Ukraine‘s exports to Greece are fertilisers, ore, non-organic chemicals, industrial fertilisers, Iron & Steel and ore. Greece exports fruits and vegetables, alcohol and spirits, tobacco and its products, oil chemical materials and products of non-metallic materials. Romania, Ukraine and Russia also export crude oil and Greece refines part of it for the coverage of their local needs. The trade with Romania seems to be balanced, while this is not the case with Russia and Ukraine. Ukraine imports oil from Greece and Greece imports oil from Russia. There is a total annual imbalance of almost 1.3 million tons, and some of this covers needs of the local Greek market. Taking a closer look at the trade with the Balkan States, things are not really different. Turkey, the most important trade partner, imports from Greece olive oil and relevant products, ore, oil and steel, while exporting fruits and vegetables, fertilisers, machineries, oil,

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inorganic chemicals and steel. However, there is a strong feeling, which cannot be proven by figures, that most of this trade is between the East and West coast of the Aegean Sea, and there is only a negligible quantity to or from the Black Sea. In the case of Bulgaria, sea trade seems to be strongly focused on oil and steel. Greece imports nearly 80,000 tons and exports back about 90,000 tons. The volume is rather insignificant, but it is the only important trade along with the export of about 136,000 tons of steel. It should be noted that it is considerably easier to move goods by road, because there are many vehicles crossing Bulgaria and there are always problems to cross the straits. Nevertheless, even if there was no sea traffic problem in the straits, distance, transit time and cost favour road movements. A stronger rail link may eradicate sea movements altogether.

Trade between Greece and Balkan Countries

1400000 Origin 1200000 Destination 1000000 Total

s 800000

600000 in ton in

400000

200000

0

ia a a ia ni ti n va a o ni a b roa ve ld Turkey Al C o Bos Romania Bul gar Sl Mo FYROM Serb.-Mon.

In the case of Albania, the statistics reflect a different situation, because Greece is one of its two basic trade partners (Italy being the other). Albania exports to Greece negligible quantities of wood, ore plastic materials and some products related to clothing. On the other hand, Albania imports cereals, tobacco, oil, ore and non-metallic products. The cases of Bulgaria and Albania are rather peculiar. The movements to and from Bulgaria by road are 3.3 times larger than those by sea. The real problem is the lack of infrastructure in these countries, the poor connections with the Greek land networks and the dispersal of consuming centres. In addition, it is more rational to send cargoes from the major Greek cities of the North to these countries by road, so there is no real potential to shift mode. Summarising the data, it is interesting to present the aggregate picture of the Greek trade and movements with this group of countries respectively. The most important partner in the Balkan region seems to be Turkey, but as mentioned earlier, most of the trade is with the West Aegean coast rather than with any other region. Consequently, Romania becomes the most important partner with the trade of steel and oil, while road movements represent 30 % of the seaborne ones. Since most of the trade is carried out with bulk carriers, it seems rather difficult to get more cargo off the road. For the rest of the Balkans, there is no real interest for further analysis, but some points are worthy of note:

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FYROM imports and exports almost everything by road, but there is also an important rail corridor with the port of Thessalonica. Croatia imports fertilisers and non-metallic products by sea and this trade represents 90 % of the total. Serbia and Montenegro are mainly served by road and rail. Sea movements are limited to 32 % of the total, and this is rather reasonable since the large consuming centres of Serbia are on the North-South axis, while the port of Bar is isolated in the west and serves for oil imports and some ore. Slovenia has very weak trade ties with Greece, and 90 % of the trade is moved by sea and consists of imports of fertilisers and ore. The quantities moved by the other modes are insignificant. The figures regarding the trade in the Black Sea show the importance of Russia, Romania, Ukraine, and again Turkey. Moldova, Georgia and Armenia are actually insignificant partners. It must be noted that trade with Armenia is almost nil. There is some oil export to Georgia, representing 65 % of the whole seaborne trade, while the road movements are negligible. Trade with Moldova is almost nil, and there is almost a 60/40 balance between sea and the road flows. In conclusion, most of the trade with the Black Sea is carried out by ships, due to the bulk character of the cargoes, whereas the Balkan States are served mainly by trucks. It would be more rational if there was a higher niche for the railways, but the limited capacity of the Greek rail network is hampering any real increase. What is left in the Balkans for sea-vessels are bulk commodities, which are bound to the seaborne trade due to the lower unit cost. This is also the case with countries of the Black Sea region. Apart from several energy- related commodities there is no trade of high-value, low-volume items and this can also be extracted out of the low percentages of the road movements and the negligible ones of rail. Only in the case of Turkey there is niche of some percentage for road movements. Most of these trucks serve the FYROM and Istanbul trades, where in many cases cargo is collected from many northern Greek cities.

1.2.6. Container traffic - market potential and prospects The outlook for container port demand in the eastern Mediterranean market is seen to be very positive with an annual growth rate of 6.6 % up to 2010 (5.2 million TEU in 1996/ 12.6 million TEU in 2010). The following table contains a forecast of container port demand for several east Mediterranean countries divided into import/export and transhipment.

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Table 6: Forecast East Mediterranean Container Port Demand to 2010 by Nation (in 1,000 TEU)

Import /Export 1996 2000 2005 2010

Greece 710 948 1.236 1.545

Turkey 970 1.642 2.140 2.878

Cyprus 259 299 334 382

Syria 153 237 321 391

Lebanon 280 382 420 453

Israel (West) 920 1.400 1.786 2.294

Egypt 487 819 1.100 1.342

Subtotal 3.779 5.727 7.337 9.285

Transshipment

Greece 123 310 415 480

Cyprus 305 187 511 791

Israel (West) - 75 120 180

Egypt 980 1.315 1.480 1.850

Subtotal 1.408 1.887 2.526 3.301

Total

Greece 833 1.258 1.651 2.025

Turkey 970 1.642 2.140 2.878

Cyprus 564 486 845 1.173

Syria 153 237 321 391

Lebanon 280 382 420 453

Israel (West) 920 1.475 1.906 2.474

Egypt 1.467 2.134 2.580 3.192

TOTAL 5.187 7.614 9.863 12.586 Source: Ocean Shipping Consultants

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According to Ocean Shipping Consultants the growth rate for transhipments will reach 6.3 % and the rate for import and export even 6.7 % per year up to 2010. The ports of Bulgaria, Romania and Ukraine within the Black Sea were not considered, because of the fact that the major part is feeder traffic to/from Greece, Turkey, Cyprus and Egypt. The impact of new hubs in the Mediterranean has stimulated an increase in feeder services serving ports throughout the region. Smaller ports such as those of Venice, Trieste, Ravenna, Ancona and Koper in the Adriatic have also benefited from increased services. Looking at Venice and Trieste, for example, it is clear that feeder services have had a positive effect on their business.

Greece’s Import / Export and Transhipment Forecast for 2010

2500 Transhipment Im-/Export 2000 Total

1500

1000 inTEU 1,000

500

0 1996 2000 2005 2010

Source: Ocean Shipping Consultants; ISL 2000

1.3. Freight Centre plans Greece’s freight transport system shows a lack of infrastructure and organisation to fulfil the increase of freight traffic. Freight transport centres do not yet exist for logistics and service enterprises at one location with access to different modes of transport in order to promote combined transport. Because of that, there are insufficient opportunities for reliable, fast economic and ecological freight transport. This concerns the transit just as the domestic freight transport. Therefore the Ministry of Transport in Greece is preceding the construction of following large freight centres during the next years. • Piraeus • Patras

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• Kilkis • Larissa • Alexandroupolis • Iraklion These centres will form the central frame of a strategic transport plan and will be part of the general Greece transport development project. The freight centres will be integrated into a system of 16 high priority projects of the Transeuropean Transport Network. The creation of the network of Freight Centres aims to promote combined transport. All freight centres will have a direct access to the main land axes and in some cases a direct access to the railway. The establishment of these freight centres, the completion of two big motorways (Patras-Athens-Thessalonica-Evzoni) , and parallel, the development of the ports of Piraeus, Thessalonica, Patras, Alexandroupulis and Igoumenitsa open new prospects for the transport from and to the Balkans and to the Black, Caspic and Mediterranean Sea via Greece. In order to improve the quality and efficiency of transport process, the establishment of the freight centres will be financed by public and private investments. To push the establishment of the freight centres enterprises, by incentives, such as tax provisions or even special tariffs for the supply of common utility services (power, water, telephone). These incentives should cover at least the first years of setting up of the enterprises in this new national competence centres of transport and logistics. The implementation of this freight transport plan will realise objectives and benefits as follows: • ”Junction infrastructures” and benefit to change the transport mode and the proceeding of combined transport. • Optimised distribution of the freight volume to all transport modes. • Creation of a proper infrastructure and transhipment equipment. • Added value for the regions concerned. The creation of jobs will be a major benefit. Collection and administration of transit freight traffic in the region, called City-logistics. This means a consolidated final collection or distribution in the urban and suburban areas with light and flexible vehicles of small capacity. • Reduction of transport costs by logistics consolidation and organisation. • Improvement of the completeness index of the trucks which today is low.

1.4. Description of the Freight centre in Prefecture of Thesprotia This Freight centre must be able to offer the following services to its hosts, in order for it to be a preferable mean for executing transportation operations. - Facilities that reload and manage cargo - Infrastructure connecting the Freight Centre with means of transportation - Additional infrastructure planning and services for users and assistance of those

Facilities that reload and manage cargo

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These include: - Specific places for loading and unloading freights - Equipments - Machinery for moving cargos - Warehouses / silos for storing and preserving goods - Areas used for sorting out cargos - Areas to package or repackage freights - Equipment implemented to load cargos into containers or group them on palettes - Special storage facilities for dangerous or flammable products

In addition to this it must provide services for combined means of transportation such as containers, semitrailers, case trucks etc - Machinery that can move containers at surface level but also in the air - Trones - Machine shop for various repairs - Equipment for washing and decontamination

Infrastructure connecting the Freight Centre with means of transportation - Longshore areas - Parking spaces (about 4000 m2) - Connecting nodes with motorways (New Egnatia motorway) - Ports at reasonable distances (Igoumenitsa Port at 50 Km distance) - Telematics network - Railway network

Additional infrastructure planning and services for users and assistance of those - Areas used for the settlements of transportation companies - Customs

A very important matter in the cost reduction benefit caused by the use of the Freight centre is that various actions can be taken within its bounds. By this we mean that there are areas offered in order for transportation companies to function, couriers, distribution agencies, packaging corporations etc. In addition to these, various other services will be provided, such as post offices, phoning companies, banks, insurance agencies, information desks, restaurants, hotels, small cafeterias/ dinners, medical attendance facilities, health clubs, convention centres, tourist agencies, gas stations etc A draft plan of the land uses within the Freight centre follows: - Hotel, restaurants, coffee shops (37.200 m2)

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- Post Office, medical centre and customs ( 15.000 m2) - Bank (3000 m2) - Information settlement (1000 m2) - Parking area (4000 m2) - Gas Station, repair shops (14.066 m2) The structure of the proposed Freight Centre is indicated below:

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Structure of Freight centres implementation

MUNICIPALITY THESPROTIA TEDK + 8 MUNIC. CHAMBEROF + PREFECTORATE 100 % COMMERCE 5-10 % CONSULTANT THESPROTIA’s + MUNICIPALITY PREFECTURAL LEGAL ADVISER DEV. CO. CARGO DEVELOPMENT Co. “ANETH”

SECURITY PACKAGE

INDEP. AGREEMENT EU CONCESSION FINANCIAL CONSULTANT 1.TENANTS ADVISER CONCESSIONAIRE 2.TENANTS S. S. 3.TENANTS REAL LEGAL LOGISTIC MUNIC. 4.TENANTS OPERATION ESTATE ADVISER DEV. etc. E. C. SPEC. DEV. CO A. CO. LONG TERM +/or LEASE AGREEM. “ANETH” TENANTS USERS

TURNKEY TENDER

CONSTRUCTION SERVICE FEES CONSORTIUM LSTK CONTRACT PRICE CONS SUPPLIES ENGINEERING

OPERATION SUB-CONTRACT

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2. Adjacent linking infrastructure for the Freight Centre in Prefecture of Thesprotia

In order for all to realise the importance and valued opportunities this Freight Centre will offer to the surrounding area but mainly to the entire transit movements and import/export trades implemented till this day and surely in the future, all major infrastructure in the area should be analyzed. In the very near area we have the port of Igoumenitsa, recently rebuild offering many more advantages to cargo movements. The road access will be realized by connection to the Egnatia Odos motorway, connecting Thrace with the Ionian Sea, and therefore Asia with Europe. The freight centre will be connected to the network of OSE during the next 5 years, a project already approved by the Greek Government, by a new railway line, offering enormous possibilities for cargo-container movements to various directions. Thus it has direct connections to the east (Thessalonica port and airport), to the south (Patras port) to the south east (Piraeus port and Athens airport) and to the west (Igoumenitsa Port and Ioannina airport).

2.1. The port of Igoumenitsa 2.1.1. General information

The Igoumenitsa port, over the last years, has been one of the two most important transnational nodes of transportation in the country, mainly due to its location. Situated in the NW borders of the Greek mainland, servicing all capital and economic centres of Greece, and due to its vicinity to Italian Ports and the entrance to the Egnatia Highway running along the northern borders of Greece, from Igoumenitsa to Turkey, has become the transportation center between Greece, and the Balkan peninsula, serving traffic from and to other Balkan and European countries, and the Middle east, Asian and African regions. Since the country’s entrance in the EU, the importance of the Igoumenitsa port is rapidly growing as a link between Europe with Asia and the Middle East. Moreover, the Thesprotia Prefecture is considered to be an ever growing agricultural producing area, with production of oranges, grapes and olive products, fish farms among others, which reach the highest quality standards and are considered to be among the finest in Greece. Due to the geographical link of Greece to the Balkans, Asia and Middle East, as well as being in the closest port to the European Union, the operation of the Igoumenitsa port is essential to all these regions. The fact that trans-national transport, which departs from Igoumenitsa, serves many eastern European countries, combined with the Egnatia motorway, provides a link between Asia, Middle East, The Balkans, Turkey and Europe. The development of the Prefecture of Thesprotia freight port and the existing motorway connection, has forwarded interest in logistics and extra infrastructure towards that direction. Already existing motorway connections are continuously improved and new freight villages are to be realized. Motorways through Albania and the former Yugoslavia regions, communicate with eastern Europe through the port of Igoumenitsa directly to Italy and the EU. In particular for the Northern Greek regions and especially the Prefecture of Thesprotia, the creation of the new port in Igoumenitsa, and the “Egnatia Odos” motorway, has helped the

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agricultural producers and aquaculture farmers, find more efficient ways of transporting their products, taking advantage of its strategic position.

2.1.2. Traffic volumes The currents flows, as presented during the last inventory at the port of Igoumenitsa, are presented in the following tables:

Inland destinations: • Incoming movements • Outgoing movements

Foreign destinations: • Incoming movements • Outgoing movements

Analytically, all the volumes are presented (with the representative graphics) in Annex B of this Technical Report.

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2.2. “Egnatia Odos” motorway 2.2.1. The “Egnatia Odos” motorway project A modern closed motorway 680 kilometres long and 24.5 metres wide over the greatest part of its length following a new alignment and running across Epirus and Northern Greece from Igoumenitsa to Evros, the Egnatia Motorway is one of the largest road construction projects in Europe. Nine major vertical axes connect the motorway with Albania, FYROM, Bulgaria and Turkey. Furthermore, 5 ports and 6 airports service the road. A raft of tunnels, bridges and interchanges carry it across the Greek countryside. On the threshold of the 21st century, one of the largest road construction projects being carried out in Greece (and, indeed, anywhere in Europe) is the Egnatia Motorway, the modern reincarnation of the great Roman highway known as the Via Egnatia. The 680 km Egnatia Motorway is a modern motorway that will probably be the only road (and by extension the only transport) link spanning Northern Greece from its western to its eastern border. From its starting-point at Igoumenitsa, it runs across the Prefectures of Thesprotia, Ioannina, Grevena, Kozani, Imathia, Thessalonica, Serres, Kavala, Xanthi, Rodopi and Evros, to the village of Kipi on the Turkish border. Nine major vertical axes provide links to Albania, FYROM, Bulgaria and Turkey, and the whole system is served by 720 km of service roads. The Egnatia Motorway was designed to the specifications of the Trans-European road network. It is a closed dual carriageway motorway with a central reserve, two traffic lanes plus an emergency lane per direction, for a total paved width of 24.5 metres over its greatest part, except for the road's mountainous sections. What makes it one of the most interesting technical projects in Greece today is the number of structures needed to carry it across the countryside. This motorway consists of: • 1650 bridges, with a combined length of 40 km (or 80 km measured as single- carriageway bridges) • 74 tunnels, with a combined length of 49,5 km (or 99 km measured as single- carriageway tunnels). Three of these tunnels are more than 3 km long: the Driskos Twin-Bore Tunnel, 4.7 km long per carriageway, the Dodoni Twin-Bore Tunnel, 3.4 km long per carriageway, and the Metsovo Single-Bore Tunnel, 3.5 km long, which is already constructed. The tunnels on the inland alignment Strymonas - Peramos are also included. • 50 interchanges with the existing road network. • 43 river crossings • 11 railway crossings

2.2.2. A major modern motorway Stretching from Igoumenitsa, in the Prefecture of Thesprotia, to Kipi, in the Prefecture of Evros, has a total length of 680 kilometres serving the regions of Thesprotia - Ioannina - Grevena - Kozani - Imathia - Thessalonica - Kavala - Xanthi - Rodopi – Evros. It has links with the borders of Albania - FYROM - Bulgaria - Turkey, through nine major vertical axes which pass through the cities of Igoumenitsa - Ioannina - Metsovo - Grevena - Kozani - Veroia - Thessalonica - Kavala - Xanthi - Komotini – Alexandroupolis.

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There are also linking ports such as: Igoumenitsa - Thessalonica - Kavala - Alexandroupolis and airports like the ones in Ioannina - Kastoria - Kozani - Thessalonica - Kavala – Alexandroupolis. The total number of communities it connects sum up to 332 and 30 tourist areas and regions of particular interest. By serving the Industrial Zones in Ioannina - Florina - Edessa - Thessalonica - Kilkis - Serres - Drama - Xanthi - Komotini - Alexandroupolis, either directly or by its vertical axes it supports transit movements and cargo flows throughout Greece and all of neighbour countries.

2.2.3. Importance of the project The Egnatia Motorway and its vertical axes are the backbone of Northern Greece transport system. It shortens distances and brings areas like Epirus, Western Macedonia and Thrace out of their isolation. It multiplies investments in transport, industry and tourism and links the industrial centres of the West and the East. It is a major collector road for the Balkans and South-eastern Europe via the Pan-European Corridors, to which it is linked by nine vertical axes. On the national level, the Egnatia Motorway will be the trunk of Northern Greece's transport system, and a gateway opened to the isolated provinces of Epirus, Western Macedonia and Thrace. It will provide opportunities for new investment in sectors like transport, freight centres, tourism and industry, and will serve as an axis of development for the whole of Northern Greece. On the European level, the Egnatia Motorway links the industrial centres of the West with those of the East. The bigger a political and economic structure grows, the greater the need for radial channels of communication leading out from the centre towards the fringe regions. This is why the European Union is investing so heavily in the Egnatia Motorway. The Egnatia Motorway will also be a collector route for the Balkan and South-eastern European transport system. Pan-European Corridors IV (Berlin - Sofia - Thessalonica), IX (Helsinki - Alexandroupolis) and X (Vienna - Belgrade - Thessalonica) all end at the Egnatia Motorway. The nine vertical axes linking Greece with the Balkans are: Ioannina - Kakavia (Albania), Siatista - Krystallopigi (Albania), Kozani - Florina - Niki (FYROM), Thessalonica - Evzoni (FYROM), Thessalonica - Serres - Promahonas (Bulgaria), Drama - Nevrokopi - Exochi (Bulgaria), Xanthi - Echinos (Bulgaria), Komotini - Nymfea (Bulgaria) and Ardanio - Ormenio (Bulgaria). This motorway is of tremendous geo-strategic importance for the entire region. Three major traffic-generating areas, namely the Black Sea, the Aegean (the Eastern Mediterranean) and the Adriatic/Ionian Seas, will be linked by a quadrangle formed by the Egnatia, two of its vertical axes (Ardanio - Ormenio - Burgas and Siatista - Krystallopigi - Pogradec - Tirana - Durres), and Pan-European Corridor VIII (Durres - Skopje - Sofia - Burgas), the so-called "Para-Egnatia" (Side-Egnatia). Although the construction of Corridor VIII has been held up by lack of financing and the political instability in the region, the immediate construction of the other three sides of this quadrangle will foster substantial development in the transport sector. The absorption of the 2nd CSF was completed a year earlier that is approximately in the middle of the year 2000 while the absorption deadline was set at the end of 2001. To date the project funding has been based on the anticipated resources of the 3rd CSF.

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The Egnatia Motorway and its vertical axes will enable Greece to play an active role in shaping the new regional Balkan market and to take an effective lead in Community operational initiatives associated with the Balkans. The opening of the Balkan market will create new outlets for Greek business and boost the export of the products and services this market demands.

2.2.4. Progress to date The most recent facts concerning the construction status of the “Egnatia Odos” motorway are indicated in the following table:

PROJECT PROGRESS OF EGNATIA AXIS Length in Kms

Sections of Egnatia constructed before 1994

Motorway 25 94 National Road 69

New projects of Egnatia Odos after 1997 (Program funded by CSF II and CSF III)

Completed and opened to traffic (July 2005) 419 440 Will be completed and opened to traffic by the end of 2005 21 586 Sections under construction 140

Other sections to be tendered in 2005 6

TOTAL OF MAIN AXIS 680

The following graphic will prove very helpful in the realization of the figures above.

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2.2.4.1. Vertical Axes & Other Projects

Egnatia Odos A.E. has undertaken, along with the main axis, the design and construction management of the three basic Vertical Axes, from the 9 axes that serve it. More analytical, the axes are: A. Siatista - Kristallopigi (Albania-Paneuropean Axis VIII) B . Thessalonica-Serres-Promachon (Bulgaria-Paneuropean Corridor IV) C. Ardanio-Ormenio (Bulgaria-Paneuropean Corridor IX).

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Vertical Axis: Siatista - Kristallopigi Motorway - Cross section: dual carriageway with 2 lanes per direction + hard shoulder lane

Estimated Length Existing Situation / s/n Section name Construction Cost in (km) Comments M€ (VAT not included)

1 Siatista-Rahes 10,2 32 Tender date 27.5.2005

2 Rahes-Aliakmon 7,3 36 Tender date 27.5.2005

Aliakmon - N. 3 11,5 50 Ready to be tendered Kostarazi

15,3 km open to traffic 5,7 N. Kostarazi- km will be completed in 4 Argos Orestiko- 22 72 July 2005 1 km to be Koromilia tendered

Koromilia- Under design New 5 Ieropigi- 30 100 alignment - Motorway Kristallopigi cross-section (no funding)

TOTAL 81 290

Vertical Axis: Thessalonica - Serres - Promachon Motorway - Cross section: dual carriageway with 2 lanes per direction + hard shoulder lane

Estimated Construction Length Existing Situation / s/n Section name Cost in M€ (VAT not (km) Comments included)

Derveni- Under tender (tender 1 30 86 Dorkada-Lahanas date 27.05.5005)

Lahanas-Riziana- 7 km completed 27 2 34 120 Lefkonas km under design

Lefkonas - Constructed the 3 11 - Sidirokastro MEPPPW

Sidirokastro- 4 9 50 Ready to be tendered Petritsi I/C

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Petritsi I/C- 4,5 km completed 7,5 5 12 50 Promachonas km under construction

TOTAL 96 306

Vertical Axis: Ardanio - Ormenio Highway - Cross section: dual carriageway with 1 lane per direction + hard shoulder lane

Estimated Length Construction Cost in Existing Situation / s/n Section name (km) M€ (VAT not Comments included)

Ardanio - Soufli - Open to traffic. Under 1 39 42 Mandra design to be upgraded

Mandra - 2 14 51 Under construction Didimotiho

Open to traffic. 2 km under Didimotiho - 3 20 41 construction-Chimonio Orestiada bypass

Orestiada - 4 18 40 Open to traffic Kastanies

a. Kastanies-Dikaia, 18 km Kastanies - completed b. Dikaia- 5 Ormenio - Greek- 33 33 Ormenio-borders, 15 km Bulgarian Borders under construction

TOTAL 124 207

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Works in the Proximity of Thessalonica EGNATIA ODOS A.E. has undertaken the following works in the proximity of Thessalonica:

Estimated Length Construction Cost Existing Situation / s/n Section name (km) in M€ (VAT not Comments included)

Upgrading of the East Open to traffic except 1 Ring Road junctions and - 60 for some traffic the link section K4-K5 movements in K4 I/C

Link of Macedonia Airport with the 2 1,5 10 Open to traffic motorway Thessalonica- Moudania

Motorway Thessalonica- Moudania. Upgrading of 3 15,0 25 To be tendered the section Sozopolis - Moudania

It has been completed Link of 6 th pier of the construction of 4 Thessalonica Port to the 1,5 10 Stage A. Stage B is main network (Stage A) ready to be tendered.

TOTAL 105

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Other works The Company has also undertaken the following projects:

Estimated Existing Length s/n Section name Construction Cost in Situation / (km) M€ (VAT not included) Comments

Mertziani Bridge (Border link 1 0,1 2,2 Open to traffic with Albania)

2 Potidaia Bridge 0,3 10,0 Open to traffic

Egnatia Odos link with 3 3,4 2,8 Open to traffic Alexandroupolis' Port

Restoration works for damages 4 from natural disasters on the - 46,0 Completed Cycladic Islands - Urgent works

Restoration works for damages from natural disasters on the 5 - 30,0 Under tender Cycladic Islands - Remaining works

2.2.4.2. Already Open

From February 2000 to July 2005, a total of 419 km were opened to traffic. In February 2000, the first 51 km in Thrace and 3 km in Thessalonica were opened to traffic. In July, 24 km were opened to traffic in Siatista and Kozani; in August, 14 km on the section Ag. Andreas-Ag. Syllas at Kavala By-pass, and in October, 4 km at Komotini By-pass. In March 2001, 20 km were opened to traffic in the area of Polimilos-Kozani, while in April, 12 km at Kavala By-pass, 18 km in the region of Grevena-Siatista, and 7 km in the region of Pilea-Ardanio. Finally, in September 2001, 9 km were opened to traffic in the region of Veria- Kouloura. In 2002, a combined section length of 107 km was opened to traffic, out of which the first 25 km in Epirus, 15 km on the section Profitis-Nimphopetra and 67 km in Thrace. In 2003, sections of a total length of 79 km were opened to traffic, from Kavala By-pass to Chrisoupoli and on the sections Kouloura - Klidi (26 km), K2 (Ionia) - K4 (7 km) (Outer Thessalonica Ring Road) and Derveni - Analipsi (17 km). In 2004, sections of a total length of 45 km were opened to traffic. 10 km in Epirus from Igoumenitsa to Neochori, 26 km in West Macedonia the section Polimilos to Veria (Kastania Bypass) and 9 km in Central Macedonia (External Ring Road of Thessalonica).

The section Asprovalta-Strimonas (Central Macedonia) 22 km long and 4 km on the section Pedini - Dodoni Tunnel (Epirus) were opened to traffic in July 2005.

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NEW SECTIONS OPENED TO TRAFFIC 2000-2005

SECTION KILOMETERS

Igoumenitsa - Neochori 23 km

Eleftherochori - Tiria (Selloi) 18 km

Dodoni Tunnel - Pedini 8 km

Grevena - Polimilos 62 km

Polimilos - Veria (Kastania Bypass) 26 km

Veria - Klidi 35 km

External Ring Road of Thessalonica (K1-K4) 18 km

Derveni - Nimphopetra 33 km

Asprovalta - Strimonas 22 km

Ag. Andreas - Aspra Chomata (Kavala Bypass) 26 km

Aspra Chomata - Chrisoupoli 19 km

Vaniano - Komotini 47 km

Vaniano - Mesti 31 km

Makri - Kipi 51 km

TOTAL 419 km

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2.2.4.3. Under construction Another 161 km are under construction and are to be completed within the context of the 3rd CSF. The greatest part of this motorway length crosses the region of Epirus.

In geographical terms, these 161 km are allocated as follows:

Epirus 65 km

Western Macedonia 48 km

Central Macedonia 32 km

Eastern Macedonia - Thrace 16 km

TOTAL 161 km

These motorway sections are being constructed under 70 contracts. In addition, works are being constructed on the Vertica Axes and the Cross Border Linkage under 17 contracts. These works are being carried out on the vertical axes "Siatista - Kristalopigi", Thessalonica - Serres - Promahonas", "Ring Road of Thessalonica", "Ardanio - Ormenio".

2.2.5. Environmental Policy and the "Egnatia Odos” motorway “Egnatia Odos” motorway introduces a new perception and a new strategy in the construction of roads and the protection of the natural and man-made environment. “Egnatia Odos” JV invested over 7% of its total budget in environmental protection Implementation of the project by applying an Environmental Management system The greatest part of the project (approximately 92%) is covered by environmental permits, while for the remaining part of the project the relevant licensing procedures are well progressed. The routing and design of the project is governed by principles aiming at the prevention of negative impacts and the sustainable development Promotion of the national identity of the road while ensuring its functionality and safety. Apart from its operation, the Egnatia Motorway entails a journey across: Ô the Greek nature and landscape Ô the Greek history and culture Ô the Greek natural resources and geo-environment The company which manages the project, puts a special emphasis on the minimization of the project's impact on the natural and man-made environment. The Egnatia Motorway is one of the first large-scale public works to apply a system of environmental management, that is, a method of organising and implementing environmental protection measures in the design, construction and operation stages of the project. 92% of the project is currently covered by Environmental Permits prescribed by Law 1650/86 and Law 3010/02 on the "Protection of the Environment". Mandatory mitigation measures to prevent and address the environmental impact are provided for in all construction contracts.

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During construction, certain sections on the road alignment were improved or addressed from scratch due to the severe environmental problems involved. Such cases are the Dodoni archaeological site, the habitat of the brown bear, the Nestos River crossing (Ramsar Convention), the springs and the ancient temple of Lefkopetra, etc.

2.2.5.1. “Egnatia Odos” Motorway and history One of Rome's first great imperial roads was the Via Egnatia, an overseas extension of the Via Traiana that, via the port of Egnathia, crossed present-day Greece to the Evros River and continued on to its final destination, Kypsela, across Epidamnos (Dyrrachium), Lychnidos, Heracleia, Edessa, Pella, Thessalonica, Amfipolis, Filippoi, Topeiro, Maksimianoupolis and Traianoupolis.

2.2.5.2. The protection of cultural heritage Along its route, 270 sites of historical interest have been identified. The finds unearthed are significant and date back to various historical eras. In several cases, the motorway alignment was either changed or improved with costs amounting to 80million euros.

2.2.5.3. Tools for the protection of the environment Designs for environmental licensing (pre-license of routing, Environmental Assessment Impact Study, permits for interventions in forest areas, archaeological licences, licences for the installation and operation of quarries etc) Ô Landscaping Designs Ô Improvement of design and construction contractual Ô Landscape Guidelines (OSAT, in its Greek acronym) which is a tender document for designs and construction Ô The Excavation Expenditure Management Guide, for terms and conditions governing the financing of archaeological excavations. Ô Operating Procedures on environmental issues Ô Drafts and Programs for the Implementation of Environmental Terms Ô Standardization of a monthly and annual final report on the construction contracts for environmental issues Ô Representation on coloured maps of the main requirements for environmental protection addressed to the candidate contractors within the framework of invitations to tender for the construction of new sections

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Ô Design for the recording of archaeological sites along the route of the road Ô Ecological survey of the Nestos River. The design of the alignment on this Egnatia Motorway section was addressed with particular sensitivity and care, in order to protect one of the most significant wetlands in the country (Ramsar Convention): the Nestor River valley. To this purpose, a detailed and wide-ranging ecological survey was conducted to determine the best route across the river with the minimum impact on the flora and the biocenoses in this area, as well as to ensure that the proper noise protection and landscaping measures be taken. Ô Programs for the monitoring and evaluation of the impact on big mammals and their habitats caused by the construction and operation of Egnatia Motorway on Panagia - Grevena section (brown bear area).

2.2.5.4. Special environmental protection issues 2.2.5.4.1. Measures for the protection of the ecosystem – Preservation of ecological balance The final alignment can be characterised as particularly “environment-friendly”. Apart from the main structures along the motorway (tunnels and bridges), the routing comprises wildlife passages, as well as a Green Bridge, in full compliance with the approved Environmental Terms. In detail, the measures taken for the protection of fauna are the following: 2.2.5.4.2. Measures for the protection of Fauna Ô Tunnels Ô Bridges Ô Green Bridge Ô “Dry” underpasses Ô Special wildlife passages Ô Pollution Control Units for the water reservoirs Ô Complete motorway fencing Ô Prohibition of construction of toll stations, parking areas, etc Ô Strict restrictions as far as construction site locations, deposit areas and borrow pits are concerned Ô Immediate soil restoration and landscaping, in compliance with the Landscape Guidelines Ô Program for the monitoring and assessment of the road impacts on big mammals during construction and operation Ô Prohibition of hunting ordered by the competent Forest Service within a 2km zone at both sides of the road

These measures shall: ¾ Ensure uninterrupted search for and finding of food, reproduction and minimisation of the violent killing of species

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¾ Prevent the diffusion of human activities caused by the construction and operation of the motorway ¾ Ensure a new ecological balance in the region

2.2.6. Permits for overweight / oversize vehicles and project machinery Overweight / Oversize Vehicles and Trailers Overweight / oversize vehicles are the motor vehicles, project machinery, and their trailers whose size, weight, load, and axle load is in excess of the limits set by law. A special permit to be issue by "Egnatia Odos A.E." is required for such vehicles to use the Egnatia Motorway sections marked in red on the map (Article 53 of the Traffic Code). "Egnatia Odos” JV does not issue permits for sections of the "Operational Egnatia" (existing sections of the national or provincial road network that link completed Egnatia Motorway sections), and for the Egnatia service road network. To use those sections the parties interested should address the responsible Services of the Region or the Local Government etc.

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2.2.7. Maintenance and operation guidelines for the “Egnatia Odos” motorway The Egnatia Motorway, being part of the Trans-European Road Network, is one of the most modern and high standard road axes currently under construction in Greece. A major part of this motorway has already opened to traffic. In order to achieve the optimum maintenance and operation of the motorway all relevant actions should be based on modern specifications and guidelines. "Egnatia Odos A.E." developed guidelines for the maintenance and operation of the Egnatia Motorway, based on modern international specifications that take into account the special characteristics and features of the project.

The Guidelines approved to date are: 1. "Highway Maintenance Guidelines - Volume 1: Routine Maintenance" as approved under MEPPW decision No. Δ3β/156/10-Ω/30-6-2003 and 2. Highway Maintenance Guidelines - Routine Maintenance of E&M Tunnel Installations. o Highway Maintenance Guidelines - Capital Maintenance of Pavements (Part 1: Characteristics of the Operational and Structural Condition of Pavements) o Highway Maintenance Guidelines - Winter Maintenance o Highway Maintenance Guidelines - Health & Safety o Regulation for the Egnatia Motorway Operation as approved under MEPPW decision No.Δ1α/o/8/60/12-07-2004

2.2.8. Traffic Counts "Egnatia Odos A.E." has already started to provide traffic data, traffic forecasts and analyses both for the Egnatia Motorway and its Vertical Axes, as well as for the wider Egnatia Motorway "corridor". To this purpose, the company developed the two following "tools". Egnatia Motorway traffic count system Since 1997, EOAE has launched a traffic count program along the Egnatia Motorway "corridor" consisting of systematic traffic counts performed on the Egnatia Motorway and its Vertical Axes, specifically on road sections ready to be opened to traffic. The traffic count collection and processing system that has been developed is an integrated system that will ultimately comprise 65 stations in total. The systems applied at the traffic count stations involve the use of inductive loops and Remote Traffic Microwave Sensors, while the readings are collected by means of a special Telemetry software and adequate telematic equipment that allows the transfer of data from all remote locations on the road axis to the EOAE headquarters at Thessalonica. Traffic Counter Locations on the Egnatia Motorway

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Traffic counts on various locations of the Egnatia Odos motorway

Percentage of EADT % , EADT (2004) 2004 "Egnatia Odos" motorway segment Heavy Percentage Percentage Light Total duty of light of heavy Vehicles vehicles vehicles vehcs vehcs

I/C East Grevena - I/C Siatista

I/C SiatistaΣ - I/C Kalamias 5.950 1.050 7.000 85% 15%

I/C Kalamias - I/C Kozanis 4.160 1.040 5.200 80% 20%

I/C Kozanis - I/C Polimilou

I/C Verias - I/C Koulouras 11.570 1.430 13.000 89% 11%

I/C Niselioy - I/C Klidiou 12.104 1.496 13.600 89% 11%

I/C Ionias (K2) - I/C Eukarpias (Κ4) 13.940 2.460 16.400 85% 15%

I/C Eukarpias (Κ4) - I/C Lagada Seron 45.444 8.656 54.100 84% 16%

I/C Lagada Seron - I/C Profiti* 10.800 10.800 100%

I/C Ag. Silla - I/C Leukis Amou 8.505 1.995 10.500 81% 19%

I/C Vafeika (East Xanthi) - I/C Iasmos

I/C Iasmos - West I/C of Komotini 7.569 1.131 8.700 87% 13%

West I/C of Komotini - East I/C of Komotini 5.207 1.143 6.350 82% 18%

East I/C of Komotini - I/C Mestis

I/C Makris - I/C Alexandroupoli 3.936 695 4.630 85% 15%

I/C Ind. Zone of Alexandroupoli - I/C Ardanio 4.312 588 4.900 88% 12%

I/C Ardanio - Kipi

* Vehicles over 3,5 tones are not allowed on th motorway

**EADT: Estimated Average Daily Traffic

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The Annual Average Daily Traffic for the years ’02, ’03, ’04 and a forecast for the year 2010 are presented in the table that follows.

Annual Average Daily Traffic (vehicles)

Traffic Counts Forecast Road Segment 2002 2003 2004 2010

V.A. 45 (Siatista-Kristalopigi),Scaled Average Flow 3.000 6.145

Siatista - Kastoria 4.500

Border station at Kristalopigi 530

V.A. 60 (Thesalonica-Seres-Promaxona), Scaled Average Flow 10.000 14.780

Asiros 15.400

Lahanas 8.065

Border station at Promaxona 1.520

V.A. 80 (Ardanio - Ormenio),Scaled Average Flow 3.400 4.500

Soufli - Didimotixo 3.679

* V.A.: Vertical Axis

During the full operation of the “Egnatia Odos” motorway in 2010, the EADT is estimated according to the following table.

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Forecast of the EADT for the full operation of the Egnatia Odos motorway in 2010

EADT 2010 (as an output of the traffic simulation model) Part of Egnatia Odos Motorway

Total Vehicles

I/C Igoumenitsa - I/C Vasilikou 6.550

I/C Vasilikou-I/C Neochori 4.000

I/C Neochori-I/C Selon - Tiria 3.300

I/C Selon - Tiria-I/C Dodonis 3.300

I/C Dodonis-I/C Ιonias 3.600

I/C Ionias-I/C Ioaninon 3.600

I/C Ioaninon-I/C Arahthou - Zagoriou 5.100

I/C Arahthou - Zagoriou-I/C Peristeriou 5.100

I/C Peristeriou-I/C Metsovou 5.100

I/C Metsovou-I/C Panagias 3.500

I/C Panagias-I/C Volou 3.500

I/C Volou-I/C West Grevena 3.400

I/C West Grevena-I/C East Grevena 3.400

I/C East Grevena-I/C Siatistas 5.100

I/C Siatistas-I/C Kalamias 9.000

I/C Kalamias-I/C Kozanis 7.000

I/C Kozanis-I/C Polimilou 10.500

I/C Polimilou-I/C Verias 10.100

I/C Verias-I/C Koulouras 18.000

I/C Koulouras-I/C Niseliou 18.000

I/C Niseliou-I/C Klidiou 19.000

I/C Klidiou-I/C Malgaron 40.500

I/C Malgaron-I/C Axiou 41.000

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I/C Axiou-I/C Sindou 40.000

I/C Sindou-I/C Kalohoriou (Κ1) 40.000

(Κ1)-I/C Ionias- Diavaton (K2) 15.000

(K2)-I/C Efkarpias (Κ4) 35.000

I/C Efkarpias (Κ4) -I/C Lagada Seron 62.000

I/C Lagada Seron-I/C Profiti 17.000

I/C Profiti-I/C Redinas 17.000

I/C Redinas-I/C Vrasnon Asprovaltas 17.000

I/C Vrasnon Asprovaltas-I/C Strimona 16.000

I/C Strimona-I/C ΑΓ. Andrea 12.000

I/C ΑΓ. Andrea-I/C Paliou 11.500

I/C Paliou-I/C Ag. Sila 11.500

I/C Ag. Sila-I/C Lefkis Amou 13.400

Η/Κ Lefkis Amou -I/C Chrisoupolis 17.000

I/C Chrisoupolis-I/C Vanianou 11.500

I/C Vanianou -I/C Vafeika 9.500

I/C Vafeika -I/C Iasmou 11.500

I/C Iasmou-West I/C of Komotini 11.700

West I/C of Komotini- East I/C of Komotini 8.100

East I/C of Komotini-I/C Mestis 8.300

I/C Mestis-I/C Makris 5.400

I/C Makris-I/C Alexandroupolis 6.000

I/C Alexandroupolis-I/C Ind. Zone of Alexandroupoli 5.900

I/C Ind. Zone of Alexandroupoli-I/C Ardaniou 6.300

I/C Ardaniou-Kipi 1.600

The graphic that follows indicates the traffic volumes listd in the table above, with colour specifications for the easiest possible figure comprehension.

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2.2.9. Special Features Egnatia highway means large bridges, tunnels, and endless cuts and embankments - a whole raft of major engineering features that have to be designed and built in addition to the mile upon mile of road building. This is a project on a scale never before contemplated in Greece. Its operating specifications are extremely demanding, and it complies with international norms even through such geomorphologically difficult terrain as the Pindus mountain range. The Egnatia Motorway is being built steadily and methodically, and is the first highway in Greece to be designed and built from scratch. Designing and building the Egnatia Road, 680 kilometres of modern motorway that cuts across the mountainous backbone of Greece (the Pindus range) and crosses just about every river in the country, plus the existing north-south road and rail network, means designing and building an abundance of technical works. These include bridges and tunnels, long cuts and embankments, on top of the hundreds of kilometres of road that have to be laid; and they make this a project of a scale and a magnitude hitherto unknown in Greece, on both the quantitative and the qualitative level. The approximately 1700 structures of all dimensions (tunnels and bridges) that - at a cost of 550 billion drachmas for a combined length of 90 kilometres- will account for 50% of the total cost and 13% of the total length of this huge project make this an undertaking wholly incomparable with any ordinary road construction project. The difference is even greater on the qualitative level, given the broad spans, tall piers, long tunnels, deep broad cuts and thickness of surfacing required, and all the study and construction procedures associated with them. This radical re-ordering of magnitude and dimension is the result of the high specifications required for a modern motorway, for the Egnatia Motorway is the first Greek highway to be designed and built from the outset to international specifications. The functional requirements for such a road demand broad surfaces, gentle gradients and wide curve radii, geometrical features that make it necessary to separate the alignment of the road from the natural relief of the ground. This, in turn, requires major technical intervention, especially when the morphology of the terrain is as difficult as it is in the mountain massifs of western and central Greece. In short, it is probably fair to say that whereas an ordinary road is built to follow the contour of the ground, a motorway is constructed alongside it.

2.2.9.1. Tunnels • Total number of tunnels: 74 • Length of single-bore tunnels: 100 km • Cost of tunnels: 30% of total project cost • Most tunnels are located in Epirus and Central Macedonia • Geotechnical engineering and construction technology • Tunnel costs range from 2,6 to 10,3 million drachmas a running metre for locations characterised by extremely adverse conditions • Construction of cross-passages • Special ventilation systems • Monitoring by means of advanced telematic systems

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2.2.9.2. Bridges “Egnatia Odos” JV designs and constructs multi-form and multi-size structures. They amount to 1650, their combined length is 40 km roughly. Bridges & small structures on the “Egnatia Odos” motorway • Bridges 205 • Overbridges 100 • Underpasses 235 • Culverts (L>6,0m) 32 • Culverts (L<6,0m) 1178 Bridge combined length: 40km

These structures range from box culverts to major bridges of a combined length of 1000 m each. They also include grade- separated junctions, as well as major ravine bridges with piers of a height of 100 m. (Baldouma Bridge, Bridge G12 on Polimilos-Lefkopetra section). The construction of such a variety of bridges demands the application of every possible modern construction method currently in use. The abundance of bridges is due to environmental reasons and aims at preventing the construction of big embankments. The Egnatia Motorway bridges are twin split carriageways bridges, in accordance with the practice followed in the construction of German highways. Due to their design, which imposes either small or large spans, certain Egnatia Motorway structures are considered to be, both in Greece and on an international level, special bridges.

The main bridges are the following: • Arachthos Bridge, 1036m. long (length of bridge spans: 140m., pier height: 80m.). Cantilever. • Votonosi Bridge, 590m. long (central span: 230m.). Cantilever. • Krystallopigi Bridge, split carriageways, left carriageway length: 850m., right carriageway length: 640m. Construction method: advancing shoring. • Metsovitiko Bridge, 500m. long (central span 235m.). Cantilever. • Greveniotiko Bridge, 920m. long (maximum span: 100m.). Cantilever. • Mesovounio Bridge, 260m. long (central span: 100m.). Cantilever. • G12 Bridge, 457m. long (central span: 107m., maximum pier height: 86m.). Cantilever. • Megalorema Bridge, 482 m. long. Construction method: launching. • Lissou Bridge, 430m long. Construction method: launching.

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WEST REGION CENTRAL REGION EAST REGION TOTAL

Total Number of Bridges 86 222 262 570

Total Length of Bridges 10421 18757 12505 41683

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<100m 100-200m >200m Total

Combined Length of Bridges 467 52 51 570

<25ì >25m Total

Lengths of Bridge Spans 393 177 570

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2.3. Rail Connection 2.3.1. Model of train operation The future rail freight transport supply is to include the combined transport, bulk freight transport and car transport. The traffic volume after the start of operation will initially be so small that mixed trains will have to be operated. Homogeneous trains would be extremely uneconomic due to the small train length. However, the aim should be to form homogeneous trains as soon as possible as the volume grows. This will substantially reduce the marshalling and shunting effort at the destinations, which is necessary for routing the wagons to the different loading points for the 3 load categories. The decisive factor is the economic efficiency of the complete system, not of the individual train. The concept of the freight area in Thesprotia for the final phase therefore assumes that the 3 load categories will be transported in separate trains. The Prefecture of Thesprotia will be the network’s main transhipment point, into which 4 main lines are integrated:

1. from north Albania, Fyrom, Bulgaria, Romania, Ukraine etc

2. from south-east Piraeus, Chalkida, Volos, Larissa

3. from south Patra, Megalopoli

4. from East Thessalonica, Alexandroupoli,Turkey

In the endeavour to achieve maximum possible economic efficiency, block trains, group trains or mixed trains can be operated, depending on the size of the individual links. A maximum train length of approx. 500 m (i.e. 25 wagons per train) has been assumed corresponding to the nowadays conditions. This number will be the basis for the calculation of necessary track numbers in the entrance and exit groups. Nevertheless the useful track lengths will be 760 m (according to European standard), as the possibility cannot be ruled out that one day longer freight trains will be ridden. Efforts then to extend existing tracks would be unacceptable high. Links worthy of whole trains are Turkey - Thesprotia, Fyrom - Thesprotia and - Thessalonica- Athens. Trains with several destination directions are those from Thessalonica and include wagons for both the proposed freight area and Igoumenitsa. These are mixed trains. An example of a multigroup train is the train from Alexandroupoli and Larissa to Thesprotia. The train coming from Alexandroupoli is given additional wagons set for Thesprotia on its way over. The traffic volume from Bulgaria into the direction of Thesprotia requires the operation of 4 trains daily, three of them with the destination to Thesprotia and one with destination Igoumenitsa. For the trips to Igoumenitsa, it has been assumed that loading onto ships takes place in the port at 4 different points. For this reason, traffic is to be marshalled in Thesprotia for 4 different directions in line with the port requirements.

2.3.2. Internal tasks needed for train handling

The Prefecture of Thesprotia freight centre has to fulfill the following tasks:

- road-to-rail transhipment of

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- loading units for combined transport (land transport: containers, swap bodies, semitrailers; sea transport: sea containers)

- general cargo

- wagon load cargo

- cars

- service of private customers

- rail-to-rail transhipment of wagons

- for combined transport

- for general cargo and wagon load transport

- for car transport

- for private siding transport

- parking and handling of wagons with hazardous goods

- parking of temporarily unused wagons and traction vehicles

- maintenance of vehicles

- maintenance of railway facilities

- train arrivals and departures

- shunting operations between the facility components

- road access for trucks and cars

- administration. For most of these tasks, there is clearly a certain functional scheme and a single associated facility concept for each task. The tasks of rail-to-road transfer and rail-to-rail transfer of wagons can be managed in basically different ways with different facility concepts in each case. Basic system decisions are derived for this purpose below, in line with the specific requirements of the freight centre operations programme.

2.3.3. Basic system decisions 2.3.3.1. Rail-to-road transhipment of wagons for combined transport The main task of the terminal is the transhipment of containers, swap bodies and possibly semi-trailers between rail and road vehicles. In principle, the following methods are possible:

- transhipment by means of rail-mounted gantry cranes

- transhipment by means of rubber-tyred gantry cranes

- transhipment using mobile equipment

- transhipment in so-called express transhipment facilities

- horizontal transhipment methods such as ACTS or trailer-train systems.

In the method using rail-mounted gantry cranes, loading tracks, loading roadways and intermediate storage areas are located within the craneway. One or more cranes can be used on the craneway. The cranes can be moved on the rails in the longitudinal direction; the load suspension devices can operate in the vertical and transverse directions.

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Rubber-tyred gantry cranes, which span one or more lanes, can move independently over an area. Their main application is to serve large depot areas, e.g. in sea terminals. For the task in question of handling trains on the loading tracks, manoeuvrability of the rubber-tyred cranes in the longitudinal direction is not required. The rail-mounted gantry cranes are more practical for this purpose. The mobile equipment comprises rubber-tyred crane vehicles that approach the rail wagon or truck from the side and transfer the container. They need a relatively large firm area for their shunting and transhipment movements and have the disadvantage that they cannot transfer over the top of other containers. Large terminal areas are therefore required for a large transhipment volume. Intermediate storage areas must be set up outside the shunting areas, which means that long distances have to be covered, which reduces the transhipment capacity. On the other hand, the rail-mounted gantry crane operates in three dimensions; it can lift containers over a number of tracks and roadways and is therefore appreciably more efficient. The express transhipment facility comprises a rack store and the rail and road transhipment area at the sides of the store. There is no direct transhipment from rail-to-road; all movements are via the store. The transhipment areas are equipped with a variety of small gantry cranes. Here the containers are transferred to a side-mounted roller conveyor belt that leads to and from the rack store. The train moves through the facility at walking speed. All transhipment and store movements are controlled fully automatically. The facility has a high transhipment capacity. Its special advantage is the extremely low area occupied. The very high investment costs are therefore only worthwhile if the cost of land is very high. Otherwise the conventional facility with rail-mounted gantry cranes is more advantageous. Examples of versatile horizontal transhipment systems are ACTS and trailer-train systems. A separate crane is not required for these systems. In the ACTS (Advanced Container Transport System), hydraulic arms are mounted on the road vehicle, which slide the container backwards onto a carriage extended at an angle from the rail vehicle. In the trailer-train system, rail carrier vehicles are completely dispensed with for transporting semi- trailers: The semi-trailers are supported at the front and rear by railway bogies; the dimensions of the vehicle chassis must be appreciably stronger for the high track and impact forces present in the train convoy. A typical feature of horizontal transhipment systems is that transhipment equipment and terminal infrastructure can be saved on one side, but that costly special constructions are required on the road and rail vehicles on the other. This adversely affects compatibility and flexibility in the railway operations process. This application is restricted in isolated cases to specific point-to-point traffic. Consequently, the use of rail-mounted gantry cranes is therefore preferred for the necessary high transhipment capacities. This method of combined rail-road transport is well proven in decades of use in Central Europe and has become established in spite of varied efforts to introduce alternative techniques.

2.3.3.2. Rail-to-rail transhipment of wagons for combined transport The following possibilities are available for marshalling combined transport wagons:

- Taking off the line into sorting sidings (see also next paragraph) or gravity marshalling over the hump, if the wagons are equipped with deformable devices (because of the impacts).

- Transferring the loading units using a gantry crane. A certain number of loading tracks the length of a train and an intermediate storage area for the loading units are spanned by gantry cranes. After arrival of the trains, the gantry cranes are used to transfer the loading units between these trains, which are comparable with the transfer of passengers

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in the station. The trains themselves retain their formation. The trains can leave the facility directly after exchanging the loading units, whereas in the shunting method the brake test and train handling must first be completed in the departure sidings. Research work carried out at the Universities of Aachen and Hanover in Germany in 1985 dealt with exactly this comparison: “Comparison of several methods for exchanging loading units between trains in combined transport”. The chief finding of the study was that the shunting method achieved the best results in large areas in terms of capacity, operational flexibility and economic efficiency. Transfer by gantry crane is more advantageous in the following cases only:

- small number of destination directions to be sorted

- small share of loading units to be transferred.

2.3.3.3. Rail-to-rail transhipment of conventional freight wagons This task involves marshalling the wagons of incoming trains according to the destination directions of outgoing trains. This requires the use of sorting sidings in which the wagons are collected for the various destination directions. There are 3 main methods for marshalling the wagons:

- Taking off the line The train is located on the inbound track with the shunting locomotive at the tail of the train. After setting the track, the train is driven into one of the sorting sidings and the required wagons are uncoupled from the head of the train and left in the sorting siding. The rest of the train returns to the inbound track and the operation starts again for the next wagons to be marshalled.

- Fly shunting The train is located on the inbound track with the shunting locomotive at the tail of the train. The wagons to be placed next in a certain sorting siding are uncoupled at the head of the train and the track is set to the sorting siding. The train then accelerates and brakes again. On braking, the previously uncoupled wagons run into the sorting siding on their own and coast to a standstill. The rest of the train returns to its previous position and the operation begins again.

- Gravity marshalling A so-called hump is located between the sets of reception and sorting sidings. This hump has a steep gradient to the sorting sidings. The shunting locomotive pushes the wagons at a constant speed over the hump. The wagons at the head of the train are uncoupled during the trip. Due to the steep gradient of the hump, the uncoupled wagons accelerate so strongly that they are separated by a relatively large distance from the rest of the train within a short time. This separation is used to set the track for the next wagon set for gravity marshalling. The 3 methods stated differ in their capacity (and in correspondingly different investment and operational outlay). The first two methods, taking off the line and fly shunting, are very time-consuming due to the long shunting paths and complicated acceleration and braking operations. Taking off the line is practical if long wagon sets are to be transferred frequently. For the high volume to be managed in the freight centre under study, with its high share of single wagons to be marshalled, only the 3rd method, gravity marshalling on the hump, is considered. It can be assumed, that the wagons on the train are unsorted to a high degree, as there are no other shunting yards in Greece that could undertake parts of this job.

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2.3.4. Concept and dimensioning of components 2.3.4.1. Necessary facility components On the basis of the model of train operation, the freight centre will have the following tasks, whose fulfilment requires the relevant facility components:

Task Facility

Transhipment Services combined transport intermodal area wagonload cargo wagonload yard general cargo general cargo shed cars cars transhipment yard liquid goods liquid goods transhipment area private customers sites with private sidings

Operational Services sorting of wagons marshalling facilities train assembly sidings shunt loco trips transit tracks train arrivals and departures connection to the line access for trucks and cars roads and parking areas

Technical Services parking of wagons and locos wagon depot, loco waiting tracks

workshop area, TMK maintenance and repair short-term repair shop washing of wagons washing pit refuelling of locos fuel station maintenance of railway facilities permanent way shop treatment of dangerous goods dangerous goods yard

Organizational Services

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administraion

customs

gate control

operational control

2.3.4.2. Shunt yard The shunt yard comprises the subareas of reception sidings, hump, sorting sidings and departure sidings. The trains coming from the line (and also from the loading points in the freight centre) are routed to the reception sidings. The reception sidings have the following functions: • they provide storage capacity, which is necessary because of the uneven flow from the line compared with the even operation over the hump • transport handling: accompanying documents are received, compared with the wagon and sorted for departure • mechanical handling: check of the brakes and the general technical condition of the wagons • operational handling: removing the train locomotive, bleeding the brakes, loosening the couplings and preparing shunting slips. In the reception sidings, the shunting locomotive approaches the train from the rear and pushes it over the hump. Shortly before the hump, the wagons are uncoupled on the move. From here, they pass individually or in sets to the various tracks of the sorting sidings. The longitudinal profile of the hump is designed to cause the wagons uncoupled from the train to accelerate as quickly as possible, so that sufficient time remains to change the points between the wagons running off. Track brakes then ensure that the wagons run into the sorting sidings at a safe speed ready for coupling. The sorting sidings are used for marshalling and collecting the pushed-back wagons. After closing up and coupling, the marshalled wagons are removed from the sorting sidings and transferred to the subsequent departure sidings, where they are prepared for departure. The wagons are tightly coupled, the brake hoses interconnected, the brakes filled with air and the accompanying train papers prepared. Coupling the line locomotive is followed by the brake test and departure of the train to the line. 2.3.4.3. Sorting sidings The function of the sorting sidings in a train terminal, such as the planned one in Prefecture of Thesprotia, is to marshal the wagons in the north-south and south-north direction for the load categories bulk and others and cars. In line with the volume matrix, not all links are served. If a sorting siding is provided for each destination direction, 25 sorting sidings are required. Some of the links have such a low traffic volume that it is advisable to combine them to permit longer trains. It is proposed to install maximum 24 tracks for the sorting sidings. Surplus tracks (as a result of combining) can then be used locally e.g. for more sophisticated marshalling.

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According to the relatively small numbers of wagons per day in each direction, it is sufficient to make the sorting sidings 500 m long (i.e. for 25 wagons). Sidings for stronger directions have to be cleared several times a day. The capacity of the gravity marshalling facility is obtained from the following assumptions: total wagon train length (example 500 wg. * 15 m + 200 wg. * 20 m) = 11500 m mean wagon length 11500m : 700 wg. = 16.4 m/wg. number of trains 42 wagons per train 17.2 push-back speed 1.00 m/s

The so-called excess time is the time required for shunting operations between two pushback operations. This includes: time for closing up wagons in the sorting sidings 10 min running back from hump after the next train 7 min pushing this train up to the hump 3 min hindrance by trains arriving and departing 2 min miscellaneous 2 min total excess time per train 24 min/train excess time per wagon 24 min/train : 17.2 wg./train = 1.4 min/wg. capacity of gravity marshalling facility: 1.00 m/s * 60 s/min * 1400 min/d : (16.4 m/wg. + 1.00 m/s * 60 s/min * 1.4 min/wg.)= 837 wg./d processing time per train 1400 min/d * 17.2 wg./train : 860 wg./d = 28.8 min/train The capacity can be increased, e.g. by using a second shunting locomotive to reduce the excess times, or by a higher run-off speed. The combined transport facility has the following tasks: • road-to-rail transhipment (dispatch) • rail-to-road transhipment (receipt) • rail-to-rail transhipment It is assumed that a rail wagon is loaded with 2 loading units. Loading units can be sea containers, inland containers, swap bodies or semitrailers. The various sizes of these loading units are not considered as part of this preliminary dimensioning.

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The transfer of the load units can in principle be carried out by mobile equipment (piggypacker, stacker truck, etc.) or with gantry cranes. For a terminal of this size, however, the use of mobile equipment as the main type of transfer equipment is less qualified, as the required transhipment capacity would only be achieved with a variety of such equipment. This would require a very large terminal area, because it operates within two dimensions and needs a lot of shunting space. Further disadvantages would be the reduced capacity caused by the long ways (e.g. to and from the container depot), the high investment in building roads, which must be dimensioned very strongly due to the high wheel loads of this equipment, the high personnel costs due to the many drivers, and the noise and exhaust emissions of the diesel-operated equipment. The rail-mounted electric gantry crane is therefore considered for the high capacity requirements of a large terminal. High capacities can be achieved over short routes by the quasi three-dimensional method of operation in a small space.

2.3.5. Combined transport gate area The combined transport transhipment facility requires a gate area for receipt and dispatch by road. The receipt and dispatch handling of the trucks is carried out here. Parking areas for incoming and outgoing trucks and parking areas for trailers are also provided.

2.3.6. Container Service Centre (CSC) The Container Service Centre has the main function: long-term depot for empty and loaded loading units and additional service functions like cleaning and repair as well as a cold storage plant (power supply for refrigerated containers) and a dangerous goods area. One shed is also provided within the CSC as a Container Packing Centre (especially for sea containers). Goods coming in by conventional trucks can be stored here and can be packed into containers for the sea transport. The CSC receives an administration building, road access and a direct connection to the transhipment modules. The loadings units will be transferred between the crane modules and the CSC by trailers, the loading and unloading in the CSC by mobile loading machines. The total area required for the CSC is approx. 30,000 m². This area provides a total storage capacity for full and empty containers and swap bodies of 825 loading units (assuming an average stacking factor of 2). Assuming that the loading units are staying on average 5 days in the CSC, 24% of the daily intermodal rail receipt volume can be stored in the CSC before being picked up by truck. This storage capacity should be sufficient, considering that forwarders are interested in fulfilling their transport tasks as fast as possible. Anyway charges should be made for the storage services and charges often solve capacity problems. Additional capacity reserves are provided in the storage lanes under the gantry cranes. Furthermore it is possible to settle storage companies adjacent to the intermodal area on the private commercial grounds.

2.3.7. Customs facilities Customs procedures should be done in separate facilities according to the different load categories. After receipt of the containers by crane the truck contacts the customs area before leaving the intermodal area. Customs procedures of wagon load (bulk, cars) are done in separate customs facilities within the transhipment areas.

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2.3.8. Transhipment facility for wagonloads Wagonload transport means that at least 1 complete wagon is required for transportation, whereas general cargo is the transportation of many individual consignments in one wagon. In Germany, the share for general cargo is as little as 1 % of the total tonnage. The wagonload transport breaks down into rail wagons, whose cargo is loaded onto trucks in the transhipment facilities, and those that are routed to the private rail sidings the freight centre. For dimensioning the local transhipment facility, it is assumed that each of the incoming wagons is made available for an average of 2 hours for collection by truck. In this case parking positions are necessary for wagons. Allowing for a wagon length of 15 m, the resultant total useful length of the tracks is 250 m. A configuration is selected with 2 dead-end loading tracks. The loading lanes located between the tracks are sufficiently wide for parking the truck next to the track. The customs facilities are located beside the loading area. Some sidings in the near of the transhipment facility facilitate parking of wagons, so that the transfer from / to the shunting yard can be done with longer trains. A bypass track with loading gauge and scales for all wagonloads is connected to the central transit track in the eastern part of the freight centre.

2.3.9. General cargo transport A general cargo shed is should be planned for road-to-rail transhipment of general cargo. The loading tracks for the general cargo wagons are located inside the shed, so that the cargo can be loaded and unloaded sheltered from the weather. The general cargo is transported by forklift trucks over ramps and track bridges to an intermediate store inside the shed. From here, the loading goods are transferred to and from the loading ramps on the road side, where they are loaded onto the trucks. Customs clearance will be done in the office located in the shed. Due to the long parked time of only a few wagons, it is sufficient to connect the loading tracks only on one side. However, a set of pre-sidings are arranged in which wagons can be parked temporarily or collected, so that the shunting trips to and from the reception and departure sidings can be carried out with longer train lengths. After allowing for the lower load volume of a truck compared with a rail wagon, 50 trucks are to be expected daily per receipt or dispatch. If the truck is parked at the ramp for an average of 1 hour for loading or unloading (reverse), a loading ramp length of approx. 30 m is required for each receipt and dispatch. For the intermediate storage area inside the shed, a size of 3,000 m2 is assumed, including the traffic areas. The general cargo shed incl. the loading tracks must have a total size of approx. 6,500 m².

2.3.10. Car loading The facility can also be used for road-to-rail transhipment of cars. For each receipt and dispatch, rail wagons are to be loaded during the daily time of 12 h for road-to-rail transhipment. The tracks should be loadable and unloadable from both sides (paved track areas) to avoid the need for the cars to reverse. The adjacent parking area for parking the cars is rated for

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the daily receipts, i.e. for 300-400 cars, which corresponds to approx. 9,000 m². Loading them onto the car transporters needs an additional area of approx. 3,000 m².

2.3.11. Liquid goods transhipment area The transhipment area for loading and unloading of tank wagons with mineral oils should be located in the fare east of the freight centre out of safety reasons. The facility will be situated beyond the road bridge, connected twice to the transit track. The layout of the plant must be done during the next project phase, as up to now there is no information available concerning the forecasted transhipment volumes.

2.3.12. Wagon workshop, short-term wagon repair and washing pit For dimensioning the wagon workshop, it is assumed on the basis of equivalent conditions at Deutsche Bahn AG that freight wagons require 0.28 workshop hours per 1000 wg.km. The total daily kilometres covered by the wagons in use were determined from the volume matrix under the distances for the individual links as 1,000,000 wg.km/d. The cross-border links are included in this figure with half their distance. The workshop is accordingly to be rated for 0.28 wk h : 1000 wg.km * 1 000 000 wg.km/d = 280 wk h / d. If work is carried out 24 hours a day, 280 wk h / d : 24 h / d = 12 work stands are required. Allowing for a margin of 20 %, 4 tracks of 4 work stands are proposed. Administration offices, workrooms, social rooms and spare parts store are arranged along the side of the workshop. The approach road for cars and delivery vehicles is located on this side of the building. The building has dimensions of 80 m for length and 66 m for width. To keep the non-productive times for wagon replacement on the works tracks as small as possible, it is recommended that parking tracks are provided before and after the shed and interconnected outside the hall via a bypass track. The parking set located behind the shed can then have a dead end. It is intended to build up a wagon workshop about 10 km west of the Freight village. The freight centre itself only needs a short-term wagon repair yard with two 100 m long paved dead-ending tracks, provided with pits and necessary tools to enable short-term repairs for the following transfer to the wagon workshop. Another facility is provided for inside cleaning and washing of wagons before reloading them. The washing pit consists of two 250 m long paved dead-ending tracks with washing and cleaning facilities. The waste water has to be led to a sewage plant.

2.3.13. Empty wagon depot Seasonal and daytime traffic fluctuations mean that additional trains must be taken into operation at peak traffic times or trains removed from operation at times of decreasing demand. This requires the provision of an empty wagon depot, where empty train sets can be parked. A definite empty wagon requirement and surplus occurs in the transhipment facility; the empty wagon depot should therefore be located in the direct vicinity of this facility. As the permanent train sets mean that no wagons are marshalled, single-sided connection of the empty wagon tracks is sufficient.

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2.3.14. Buildings A fair estimation of all necessary buildings and their estimated sizes are listed below: no. building space for area height personnel

1 central administration 1350 m² 3 floors 135 p

2 CSC administration 1000 m² 1 floor 30 p

3 container packing centre 2250 m² 20 m -

4 permanent way shop 800 m² 1 floor 4 p

5 dangerous goods 140 m² 1 floor -

6 gate 270 m² 1 floor 12p

7 container customs 600 m² 1 floor 20

8 wagonload administration 450 m² 1 floor 15

9 wagonload customs 600 m² 1 floor 20

10 general cargo shed 5250 m² 1 floor 4

car transhipment administration 11 and customs 320 m² 2 floors 20

12 signal box 150 m² 3 floors 4

13 building for shunting staff 270 m² 2 floors 30

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3. Other important cargo managing links Major Port activities in Piraeus, Thessalonica and Gioia Tauro In the following both Greece’s main ports, Piraeus and Thessalonica, as well as the South Italian hub port Gioia Tauro are described. The Port of Piraeus is a natural harbour at the crossroads of eastern Mediterranean distribution routes. Smaller in size, the northern port of Thessalonica is known as a gateway for trades with the Black Sea. The South Italian port of Gioia Tauro with an annual throughput of more than 2 million TEU is one of the biggest container hub ports and transshipment centres in the Mediterranean, belonging to the top twenty container ports worldwide.

3.1. The port of Piraeus 3.1.1. Cargo managing The Port of Piraeus is located east of the Corinth Canal and is the principle port of Greece and the port for Athens.

Piraeus - Cargo throughput 1994 – 1998 (in 1,000 tons)

1994 1995 1996 1997 1998 1999

Loaded

General Cargo 2.906 3.230 3.036 3.500 4.608 n.a.

Total Bulk 93 176 256 253 133

- Dry Bulk 91 176 251 251 133

- Liquid Bulk 2 0 5 2 0

Discharged

General Cargo 4.558 4.917 4.684 5.206 6.696 n.a.

Total Bulk 1.196 2.053 1.777 1.598 1.551

- Dry Bulk 1.118 1.884 1.606 1.532 1.452

- Liquid Bulk 78 169 171 66 99

Total

General Cargo 7.464 8.147 7.720 8.706 11.304 n.a.

Total Bulk 1.289 2.229 2.033 1.851 1.684

- Dry Bulk 1.209 2.060 1.857 1.783 1.585

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- Liquid Bulk 80 169 176 68 99

Total 8.753 10.376 9.753 10.557 12.988 n.a.

Source: ISL, 2000

In 1998, Piraeus handled nearly 13 million tons of dry cargo, 933,000 TEU, about 9 million passengers and about 27,000 vessel calls. Especially the increase in containers was impressive, jumping from 684,000 TEU in 1997 to 933,000 in 1998 and about 950,000 in 1999. The main reason for this significant rise in container throughput was the decision by MSC and Norasia, to select Piraeus as its Mediterranean hub. The transportation of cars has also jumped and the port finds itself short of storage space for about 50,000 units passing through Piraeus annually bound for the Greek domestic market, and the countries of the Balkans, the Black Sea and Middle East. Grimaldi, Nissan and Hyundai are the biggest car carriers using the port. Altogether, the port handles about 400,000 import cars per annum. Plans are on the way for an extension of the Car Terminal in order to increase the capacity by 50 %.

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Piraeus - Container turnover 1994 – 1999

1994 1995 1996 1997 1998 1999

Loaded

No. of TEU 251.589 289.585 273.228 336.091 461.567 473.196 of which loaded 132.439 162.700 142.605 175.311 271.522 280.171

Loading Weight* 1.673 2.004 1.704 2.138 3.163 3.388

Discharged

No. of TEU 265.080 310.552 302.028 347.878 471.529 491.706 of which loaded 252.469 292.471 279.571 327.858 442.586 471.767

Loading Weight* 2.947 3.318 3.119 3.681 5.011 5.295

Total

No. of TEU 516.669 600.137 575.256 683.969 933.096 964.902 of which loaded 384.908 455.171 422.176 503.169 714.108 751.938

Loading Weight* 4.620 5.322 4.823 5.819 8.174 8.683

Degree of Containerisation 61,9 65,3 62,5 66,8 72,3 78,0

Source: ISL, 2000; * in 1,000 tons

For the year 2000 the Port of Piraeus showed a positive result in the development of traffic (25% increase for containers and 12% for conventional general cargo) as well as for the turnover of revenue (117 instead of the expected 111 mio. EUR). The long awaited bill for the privatisation of the Greek Ports has passed parliament and been published in the government gazette, opening the way to part-privatisation and new sources of funds. This will change the structure of the port’s management The ports’ bill covers Greece’s two major ports, Piraeus and Thessalonica. Greece’s northern port is a little behind Piraeus, but is moving ahead its own programme Piraeus and Thessalonica are “on the same wavelength” and are looking at ways they can cooperate. Both ports are looking at ways to shift traffic on Greece’s north-south route from the roads to sea. Moving traffic by sea is being considered as a component of European Shortsea Shipping Programme. Piraeus does consider Damietta, Goioia Tauro and Malta as competition. However, it is prepared to be aggressive and it was a combination of aggression and flexibility that convinced the Italian/Swiss group MSC last year to use Piraeus as its Mediterranean hub.

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Though Norasia was lost, the MSC contract is the prime reason for a massive jump in container traffic last year. MSC accounts for 350,000 – 400,000 TEU annually. Piraeus is presently developing infrastructure to accommodate a growing volume of containers, cars and passengers. Container movement is projected to grow and move closer to the 1.2 mio. total yard capacity presently existing in the Port of Piraeus. However, box capacity is to be increased and by 2000 there will be new storage area for around 150,000 TEU.

Comparison of container throughput – Port of Piraeus

Container in TEU 1999 2000 Variance in %

Unloaded 491.706 605.641 23,2

Loaded 473.196 600.454 26,9

Total 964.902 1206.095 25,0

Throughput of goods in mio/t

International 10,3 11,7 13,4

Domestic 3,6 4,0 10,2

Total 13,9 15,7 12,9

Ship call 27.197 28.378 4,3

Tonnage handled 74.236.286 76.8431.209 3,5

Source: DVZ No. 11, January 2001 Furthermore, there has also been a big increase in the traffic of new cars both for transhipment and the domestic market. In 2000, some 50,000 units were imported with their number set to rise this year. Like for containers, storage of cars is again a bottleneck. Spaces are being prepared in the area of the main port and at Keratsini.

3.1.2. Development of Strategic Directions for the Port of Piraeus In the following we present strategic recommendations for the operational units of the Port of Piraeus (container, car, breakbulk, ro/ro) recently worked out by BLG CONSULT and its Greek partner KANTOR after intensive discussions held with the responsible managers of PPA and some port users. Based on the findings, improvements for the operation at the facilities are recommended which are judged as absolutely necessary to cope with national and international competition and to participate in the services arising from the globalisation of international trade.

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3.1.3. Container Handling Findings:

- From 1997 on the port could record considerable increases in 1997 and 1998. But with regard to the trades the development was quite different. The import trade has shown only slight increases whereas the export trade has gone down. The major growth was with the transhipment trade which has more than tripled between 1996 and 1998, especially in 1998 the already high transhipment portion could be more than doubled (from 170,000 to 366,000 TEU).

− The actual provision with container handling equipment seems sufficient to cope with the number of vessels calling at the port and the volume of containers. But missing preventive maintenance, spare parts and sophisticated repair activities have led to a heavy decrease of the availability of the equipment. Sometimes equipment has to be hired by ship agents to finish the vessels in time.

- The structure of a gang for operation of a vessel is in comparison to other ports much to large with regard to labour. At most European container terminals the composition of such a gang consists of 7 – 9 labourers, in Piraeus 23 labourer are engaged in the waterside operation based on regulations.

- According to regulations (Union) the dock-workers are only allowed to lash container on a vessel up to the second tier. Then labourer of the agents take over.

- The operation of the terminal (waterside and storage area) is still not supported by EDP- systems which is common practice in container ports.

- Due to the missing EDP-systems and/or manual systems recording the storage of containers on the marshalling yard, employees of the ship agent’s are looking for the storage locations of the containers to be loaded (danger of accidents, responsibility).

- The input of resources by the clients necessary to operate the vessels causes high additional costs.

- The planning of the vessels are executed by the agents (stowage plans, planning of loading).

- The productivity rate stated and agreed upon in one contract is reasonable.

− The communication between the container terminal management and the clients is not so efficient as they should be.

− With one exemption there exist no individual contracts with the shipping lines which is nowadays usual. In these contracts the services rendered to the shipping lines should be explained and productivity should be calculated and negotiated. Also the handling rates should be part of the contract.

Prerequisites:

- Developing a new organisational structure for the container terminal giving the responsibility for manpower and equipment planning to the terminal management as well as all matters concerned with the operation. A permanent staff of administrative employees as well as drivers, mechanics and workers should be allocated to the container operational unit.

- Implementing as fast as possible an EDP-system for operational planning procedures and storage of containers.

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- Taking over all activities in the terminal so that employees of other companies are not more needed. Lashing regulation should be cancelled as it causes additional costs and time and is also not usual in other ports.

- Recording of ship operations data to calculate actual productivity for each vessel.

- Include the warehouse as CFS into the container operational unit which will allow a greater flexibility for the utilization of equipment and labour.

- Implementation of preventive maintenance by developing maintenance plans for each piece of equipment, building up a certain stock for spare parts which are very often needed and establishing a unit of mechanics which are always in stand-by during vessel operation.

- Develop sophisticated training for ship planners, yard planners, EDP-staff and mechanics.

- Improving the communication with the clients with regard to operational procedures and establishing an information flow to the clients (Statistics, planned operational activities for the vessels, yard planning list showing which containers of a shipping line are in the storage area.

Strategies:

- Safeguard the share of national container trade which forms the basis for the terminal.

- With regard to transhipment trades the vulnerability of these trades should be considered and it should be tried to negotiate contracts with a period of at least 5 years to safeguard the investments made to a certain extent or establish a joint venture with an interesting shipping line for a certain berth and/or area of the terminal.

- To be able to act in time on activities of other national ports to compete for import/export container as well as transhipment and on changes in the transhipment structure within the Mediterranean Sea caused by the development of new terminals, the decisions of shipping lines to change their shipping patterns, forming new alliances with other shipping lines and taking over or building terminals, a marketing department should be established. The task of this department will be to analyse the market, to identify market niches and to observe the development of other ports with regard to change of ownership, productivity, etc.

- Analyse the container cargo flow and the transportation chain to identify possibilities to take over certain added value services like distribution, manipulations to the cargo (re- packing, labelling) etc.

3.2. The port of Thessalonica The Port of Thessalonica is located in the Northeast of Greece at the Thermaicos Gulf and is used by several shipping lines as a gateway for trade with the Black Sea. It is the second largest container port of Greece with a throughput of 182,000 TEU in 1998 and an average growth rate of 16.5 % annually has been achieved since 1990. The state- operated container terminal provides a quay of 600 metres with 12 metres depth. Plans of the port include the expansion of berthing capacity by 500 metres, with 15 metres depth. Thessalonica is primarily a gateway port for feeder and intra-regional vessels. It serves the industrial and agricultural hinterland of northern Greece and is the nation’s principal export outlet. In addition, it has a role as southern gateway to the Balkans with a commercial as well as physical infrastructure which supports trade with northern neighbours.

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Thessalonica - Cargo throughput 1994 – 1998 (in 1,000 tons)

1994 1995 1996 1997 1998 1999

Loaded

General Cargo 1.533 1.880 n.a. n.a. n.a. n.a.

Total Bulk 2.523 2.174

- Dry Bulk 1.039 657

- Liquid Bulk 1.484 1.517

Discharged

General Cargo 1.784 2.778 n.a. n.a. n.a. n.a.

Total Bulk 6.076 5.925

- Dry Bulk 1.433 1.013

- Liquid Bulk 4.644 4.912

Total

General Cargo 3.317 4.658 2.915 3.265 3.169 n.a.

Total Bulk 8.599 8.099 9.536 10.099 10.520

- Dry Bulk 2.472 1.670 2.450 2.765 2.911

- Liquid Bulk 6.128 6.429 7.087 7.334 7.609

Total 11.916 12.757 12.451 13.364 13.689 n.a.

Source: ISL, 2000

As can be seen in the table above, in Thessalonica the major share of total throughput belongs to liquid bulk with more than seven million tons per annum. The first specialised fruit terminal in Greece was being developed at the port of Thessalonica. This project, which includes two berths with a total quay length of 400 metres and a 4,000 square metres cold store was opened in spring 1997. The facility, which also offers systems for bar-coding, packaging and labelling, is attracting the interest of several major fruit operators.

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Thessalonica - Container turnover 1994 - 1998

1994 1995 1996 1997 1998 1999

Loaded

No. of TEU n.a. n.a. n.a. n.a. n.a. n.a.

of which loaded

Loading Weight*

Discharged

No. of TEU n.a. n.a. n.a. n.a. n.a. n.a.

of which loaded

Loading Weight*

Total

No. of TEU n.a. 143.467 161.335 167.706 182.102 n.a.

of which loaded 112.968 124.991 129.633 144.530

Loading Weight* 1.536 1.608 1.687 1.591

Degree of Containerisation n.a. 37,0 55,2 51,7 50,2 n.a.

Source: ISL, 2000; * in 1,000 tons

Cargo Throughput – Port of Thessalonica

YEAR 1998 1997

IN OUT TOTAL IN OUT TOTAL

TOTAL TONNAGE 10.369.461 3.292.050 13.661.511 10.162.303 3.071.199 13.233.502

(in tonnes)

LIQUID BULK 6.181.958 1.426.619 7.608.577 6.096.577 1.185.039 7.281.616

Liquefied gas 24.440 1.320 25.760 37.060 0 37.060

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Crude oil 3.962.015 0 3.962.015 3.457.486 0 3.457.486

Oil products 2.164.624 1.411.368 3.575.992 2.562.095 1.162.512 3.724.607

Other liquid goods 30.879 13.931 44.810 39.936 22.527 62.463

DRY BULK 2.469.653 440.985 2.910.638 2.382.198 552.125 2.934.323

Ores & scrap 1.043.477 225.236 1.268.713 961.740 243.850 1.205.590

Coal 172.574 0 172.574 256.175 1.149 257.324

Agricultural products 375.174 79.040 454.214 291.615 180.064 471.679

Other dry bulk goods 878.428 136.709 1.015.137 872.668 127.062 999.730

CONTAINERS 844.337 747.121 1.591.458 713.320 734.287 1.447.607

20' freight units 485.025 447.585 932.610 427.080 452.655 879.735

40' freight units 359.312 299.536 658.848 286.240 281.632 567.872

RO-RO 62.360 122.691 185.051 58.949 101.571 160.520

GENERAL CARGO 811.153 554.634 1.365.787 911.259 498.177 1.409.436

Forestry products 43.340 16.918 60.258 75.388 33.086 108.474

Iron & steel products 697.233 449.985 1.147.218 740.431 363.642 1.104.073

Other general cargo 70.580 87.731 158.311 95.440 101.449 196.889

OTHER INFORMATION

VESSELS 3.429 3.429 3.399 3.399

PASSENGERS 123.059 132.903 255.962 118.807 131.605 250.412

CONTAINERS (TEU) 87.110 94.992 182.102 79.390 88.316 167.706

Empty Containers (TEU) 9.861 27.711 37.572 15.138 22.935 38.073

Loaded Containers (TEU) 77.249 67.281 144.530 64.252 65.381 129.633

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CONTAINERS (UNITS) 61.977 67.950 129.927 57.184 64.495 121.679

Empty Containers (UNITS) 7.185 19.390 26.575 10.822 16.716 16.716

Loaded Containers 54.792 48.560 103.352 46.362 47.779 47.779 (UNITS)

3.3. The port of Gioia Tauro The Port of Gioia Tauro is located on the southern end of mainland Italy and is the leading Mediterranean container port in terms of throughput. Commencing operations in September 1995 it now handles more than two million TEU across its 3,100 metres of quay. Further expansion is planned and a container throughput between four and five million TEU per annum is focused by 2007. The port can accommodate the largest container ships in service and primarily serves the transhipment market and specifically the hub and spoke sector. As a result, it has an extensive network of feeder services, several of them operated by MedExpress Italia (MXI). Located on mainland Italy it is also able to handle some origin/destination traffic.

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Gioia Tauro - Container turnover 1994 - 1998

1994 1995 1996 1997 1998 1999

Loaded

No. of TEU - n.a. 282.930 721.076 1.055.610 n.a. of which loaded

Loading Weight*

Discharged

No. of TEU - n.a. 289.021 727.455 1.070.030 n.a. of which loaded

Loading Weight*

Total

No. of TEU - 16.200 571.951 1.448.531 2.125.640 2.253.401 of which loaded

Loading Weight*

Degree of Containerisation - 100 100 100 100 100

Source: ISL, 2000; * in 1,000 tons

The following table shows the dominance of Gioia Tauro as the major transhipment centre in the eastern Mediterranean.

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Gioia Tauro - Primary dedicated East Mediterranean Feeder Services

Total no. of Port (hub) weekly Areas Served* services

Italy Adriatic Greece Turkey

Gioia Tauro 38 9 2 14 13

Piraeus 25 6 0 0 6

Marsaxlokk 19 7 2 6 6

Source: Drewry Shipping Consultants, Jan. 2000; * approx. no. of weekly services

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4. Study Conclusions

The study for the cargo flows in the area of Thesprotia has revealed a well known fact, in terms of a qualitative manner in a well established quantitative approach. This means, that in year 2010+ (and even earlier), when the Egnatia motorway will be fully operational, along with its vertical axles, the existing cargo flows will be almost 3 to 4 times higher than the existing ones (year 2002). It is therefore evident, not only to this study engineers and consultants but to the whole Thesprotian community, that numerous measures have to be taken into serious consideration, in order to accommodate such cargo flows. The consideration of egress and access to the port is eminent, and at the same time the following should be considered at a high level: ◊ Port of Igoumenitsa increase in space for immediate storage of containers and truck loads-units (without tractor) ◊ Support activities such as port logistics, services for the trucks and drivers, as well as the passengers and their private cars, spaces for immediate storage of the trucks and cars, etc. ◊ Freight Centers should be also considered, having in mind that the Port of Igoumenitsa has limited space available (less than 150.000 sq.m.), but areas such as Neochori (Municipality of Paramythia) close to the Port (24 km away) through the already constructed I/C (interchange of Neochori) could be easily utilised with the Port’s support. ◊ In addition, there are 2 to 3 million sq.m. available in Margariti (7 km away from the port) which it is also an alternative scenario that can be considered in the overall analysis for the freight centers in the Thesprotia area. It is therefore evident, that with a good planning at a strategic level, various things can be accomplished and the development of an “International Freight Centre at Neochori”, along with a satellite freight centre within the port that will operate with the large one at Neochori and with this approach a management of vast number of cargos can be accommodated. If there is an additional need for extra space, a study has to be undertaken and for certain functions space in the area of Margariti can be utilised. Along with these developments, the City of Paramythia has awarded a budget of approximately 300.000 euros to finalise the studies in relation to the “International Freight Centre in Neochori”, through a PPP (Public Private Finance) approach.

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Bibliography

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ANNEX A MAPS OF THESPROTIA PREFECTURE

ANNEX B EGNATIA MOTORWAY TRAFFIC VOLUMES

I-LOG - PILOT PROJECT A IN THESPROTIA STUDY OF CARGO FLOWS AND THE LOGISTICS DEMAND FOR A FREIGHT CENTRE IN THESPROTIA

Traffic volumes The currents flows, as presented during the last inventory at the port of Igoumenitsa, are presented in the following tables:

Inland destinations:

• Incoming movements

Passenger Cars

Destination 1996 1997 1998 1999 2000 2001 2002 2003

Corfu Island 88.208 85.819 92.711 96.750 108.171 118.369 125.196 132.023

Lefkime island 14.791 14.314 15.086 14.896 15.198 15.408 15.891 16.374

Paxi group of Islands 1.951 2.386 2.765 3.081 4.207 5.110 5.443 5.775

Patra 156 92 95 110 193 329 464

Total 104.950 102.675 110.654 114.822 127.686 139.080 146.858 154.636

180.000 160.000 140.000 120.000 100.000 80.000 60.000 40.000 20.000 No Passengerof Cars 0 1996 1997 1998 1999 2000 2001 2002 2003 Year

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Cargo Trucks

Destination 1996 1997 1998 1999 2000 2001 2002 2003

Corfu Island 35.566 31.887 34.620 35.897 37.278 39.580 40.265 41.592

Lefkime island 6.237 6.914 6.642 6.483 6.304 6.014 6.057 6.175

Paxi group of Islands 1.235 1.346 1.287 1.276 1.567 1.925 1.854 1.881

Patra 89 27 22 69 70 64 58

Total 43.038 40.236 42.576 43.678 45.218 47.589 48.240 49.706

60.000

50.000 40.000

30.000 20.000 10.000 No of Cargo Trucks Cargo of No 0 1996 1997 1998 1999 2000 2001 2002 2003 Year

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• Outgoing movements

Passenger Cars

Destination 1996 1997 1998 1999 2000 2001 2002 2003

Corfu Island 94.839 82.902 91.145 94.017 102.726 118.710 124.223 129.735

Lefkime island 15.614 14.060 15.265 18.573 15.531 16.660 17.099 17.538

Paxi group of Islands 1.561 2.351 2.655 3.097 4.222 4.788 5.231 5.674

Patra 438 53 109 71 331 396 460

Total 112.014 99.751 109.118 115.796 122.550 140.489 146.948 153.407

180.000 160.000 140.000 120.000 100.000 80.000 60.000 40.000 20.000 No of Passenger Cars of Passenger No 0 1996 1997 1998 1999 2000 2001 2002 2003 Year

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Cargo Trucks

Destination 1996 1997 1998 1999 2000 2001 2002 2003

Corfu Island 31.575 30.507 30.290 31.889 34.229 36.544 36.512 36.598

Lefkime island 5.729 6.589 6.362 6.200 5.804 5.831 5.984 6.097

Paxi group of Islands 1.227 1.291 1.258 1.180 1.489 1.673 1.743 1.818

Patra 58 14 11 32 16 21 29

Total 38.531 38.445 37.924 39.280 41.554 44.064 44.260 44.542

46.000

44.000

42.000

40.000

38.000

36.000 No of Cargo Trucks Cargo of No 34.000 1996 1997 1998 1999 2000 2001 2002 2003 Year

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Foreign destinations

• Incoming movements

Passenger Cars

Destination 1997 1998 1999 2000 2001 2002 2003

Brindisi 40.981 32.045 33.908 37.453 31.248 28.616 25.983

Αnkona 12.502 23.386 25.974 30.714 42.870 42.186 41.501

Venice 12.007 11.163 11.455 15.802 12.491 13.577 14.663

Bari 19.424 19.543 30.885 29.438 21.514 18.966 16.417

Tergest 11.536 9.963 9.968 14.276 15.928 13.413 10.897

Otrado 624 38 0

Albania 156 177 1

Croatia 13 6

Total 97.243 96.321 112.191 127.683 124.051 116.756 109.461

140.000 120.000 100.000 80.000 60.000 40.000 20.000 No ofNo Passenger Cars 0 1997 1998 1999 2000 2001 2002 2003 Year

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Cargo Trucks

Destination 1997 1998 1999 2000 2001 2002 2003

Brindisi 14.967 15.460 18.968 21.962 18.552 17.349 27.985

Αnkona 4.021 5.515 9.611 8.947 12.582 18.769 13.886

Venice 3.623 4.244 6.335 7.845 8.315 10.499 5.857

Bari 12.409 12.202 17.576 22.380 21.017 18.558 26.302

Tergest 2.541 3.581 5.386 6.396 8.340 6.432 4.829

Otrado 209

Albania 59 21 1

Croatia 89 6

Total 37.918 41.029 57.877 67.350 68.806 71.607 78.859

90.000 80.000 70.000 60.000 50.000 40.000 30.000 20.000

No of Cargo Trucks Cargo of No 10.000 0 1997 1998 1999 2000 2001 2002 2003 Year

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• Outgoing movements

Passenger Cars

Destination 1997 1998 1999 2000 2001 2002 2003

Brindisi 56.888 53.225 58.752 50.455 47.323 43.199 39.074

Αnkona 17.348 27.101 43.933 59.031 49.932 53.801 57.670

Venice 14.169 18.481 21.741 29.728 27.294 29.469 31.643

Bari 21.098 22.428 41.855 38.486 23.172 21.731 20.290

Tergest 13.768 11.995 13.202 22.181 22.129 19.389 16.649

Otrado 430 45 2

Albania 438 419

Croatia 4

Total 124.143 133.694 179.485 199.881 169.850 167.588 165.326

250.000

200.000

150.000

100.000

50.000 No of Passenger Cars No 0 1997 1998 1999 2000 2001 2002 2003 Year

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Cargo Trucks

Destination 1997 1998 1999 2000 2001 2002 2003

Brindisi 13.434 13.343 14.161 16.303 15.979 18.358 21.594

Αnkona 5.707 8.959 13.853 13.143 15.958 16.342 17.364

Venice 5.106 6.279 8.023 8.757 9.485 9.495 9.528

Bari 10.670 9.996 13.431 15.989 15.034 17.512 22.013

Tergest 2.355 3.346 4.618 7.541 8.992 6.754 5.231

Otrado 130 508 159

Albania 58 2

Croatia 279

Total 37.739 42.433 54.245 61.733 65.448 68.461 75.730

80000 70000 s 60000 50000 40000 argo truck 30000

o of C 20000 N 10000 0 1997 1998 1999 2000 2001 2002 2003 Year

INFRATEC, SA IMPETUS ENGINEERING, SA VERSION 5.0 – FINAL PAGE B-8

ANNEX C QUESTIONAIRE AND

ANALYSIS OF QUESTIONAIRE I-Log cluster definition questionnaire

To…………………

…………… is participating to the I-Log European Project. The project aims at defining cluster characteristics and leverages to promote the overall cluster development.

The following questionnaire will help us to map the local Industrial System and identify the most suitable action.

The most interesting companies will be offered to participate in the partnership implementing the future pilot action for this European funded project.

We kindly ask you to fill in this questionnaire ………

All gathered data will be treated under confidentiality laws and the overall results will be elaborated and integrated together.

1 Company characteristics

1.1 Company’s full name …………………………………………………………………………………………………………………….. TEL:………………………………………... E-MAIL:…………………………………………………………..

1.2 Product manufactured/ service provided ………………………………………………………………………………………………………………………

1.3 Activity ……………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………

1.4 Number of employees?

0 1 – 5 6 – 9 10 – 19 20 – 49 50 – 99 100 – 199 200 – 499 500 – 999 1000 and more ‰ ‰ ‰ ‰ ‰ ‰ ‰ ‰ ‰ ‰

- Management: ______- White collars: ______- Blue collars: ______

1.5 What is last year’s invoice sales amount? EURO Comment [EP1]: 2 This can be < 500.000 ‰ modified for the submission to the local companies but the results must be reported 500.001 – 2.500.000 ‰ in EURO 2.500.001 – 7.000.000 ‰ 7.000.001 – 25.000.000 ‰ 25.000.001 – 40.000.000 ‰ 40.000.001 – 100.000.000 ‰ > 100.000.000 ‰ Comment [EP2]: 2 The scale may vary according to the local exchange rate for Euro. However please just fill the exchange rate to these figures Does your company belongs to a Group? If YES, please quote the group’s invoice sales amount:

______

1.6 If you are a Logistic company, please indicate:

1.6.1 Main activity (only one answer) Transports Shipment service Porter services Warehousing Custom services Transport attendance services Logistics (please explain ______) Other (please explain ______)

Pagina 2 di 8 2 Products and Market

2.1 Product’s/service’s description ______

2.2 Product’s characteristics Handcraft _____% Industrial _____% Total 100%

2.3 Considering the whole supply chain, your product is

Finished product _____% Semi-finished product _____% Third party finishing _____% Total 100%

2.4 Does your company own patents? No Yes

2.5 Is/are your product/products perishable? No Yes. o Please specify the products’ average shelf life: ______months o Please indicate specific transport conditions required ______

2.6 Where are your suppliers localized? Within the same province ______% Within the same Region ______% European Union ______% Eastern Europe ______% Other foreign countries ______% Total 100%

2.7 How many clients do you have?

1 2 – 5 6 – 10 11 – 50 51 – 100 > 100 ‰ ‰ ‰ ‰ ‰ ‰

2.8 Is your company involved in any supply chain?

No Yes. Please specify the products ______

2.9 Where are your clients localised ( as invoice %)? Within the same province ______% Within the same Region ______% European Union ______% Eastern Europe ______% Other foreign countries ______% Total 100%

Pagina 3 di 8 2.10 How many tons/year does your company ship? ______TONS/YEAR

2.11 Please divide your company’s fluxes of goods from/to your area FROM TO Road / Rail: EST _____% _____% WEST _____% _____% SUD _____% _____% NORD _____% _____% Sea: Tirreno _____% _____% Aegean _____% _____% Adriatic _____% _____% Mediterranean _____% _____% Black Sea _____% _____% Other: _____% _____% Total 100% 100%

2.12 Please define your clients’ type (invoice sales %) Final producers ______% Third party accounting/subcontractors ______% Authorized dealers ______% Trading company ______% Wholesalers ______% Retailers ______% Great Organised Distribution ______% Private customers ______% Public administrations ______% Curriers, shipment agents ______% Consortia/cooperatives ______% Others ______% Total 100%

2.13 What percentage of your invoice sales has your main client?

up to 25% 26% - 50% 51% - 75% 76% - 90% 91% - 100% ‰ ‰ ‰ ‰ ‰

2.14 Are there any brand associated to the main client/clients?

No Yes. Please specify the brands ______

2.15 Where are your competitors mainly localized? Your area Your country please specify ______European Union please specify ______Eastern Europe please specify ______Other geographical areas please specify ______

Pagina 4 di 8 3 Technological infrastructure

3.1 Which of these technologies are you actually using within your company?

Technology Yes No ‰ E-mail ‰ ‰ ‰ EDI (electronic data interchange) ‰ ‰ ‰ Barcodes ‰ ‰ ‰ Videoconference ‰ ‰ ‰ Company web site ‰ ‰ ‰ Corporate banking ‰ ‰ ‰ Intra/Extranet ‰ ‰ ‰ Groupware solutions ‰ ‰ ‰ ISDN ‰ ‰ ‰ ADSL o CDN ‰ ‰ ‰ mobile phone network ‰ ‰ ‰ Specific transport Software ‰ ‰ o Name______o Producer ______o Operating System ______‰ ERP (Enterprise Resource Planning)* ‰ ‰ o Name______o Producer ______o Operating System ______‰ Satellite tracking system ‰ ‰ o Name______o Producer ______o Satellite network ______‰ Other technologies supporting the activity: ‰ ‰ o Name______o Function ______o Producer ______* ERP is a management software based system where all modules (administration, finance, ,orders’ management, industrial accounting, human resources’ management, etc.) are integrated and communicate one another, sharing information

Pagina 5 di 8

4 CLUSTER characteristics

4.1 Where do you use/provide (indicate only one) the following services? Use Provide Your Your Eastern European satisfied about the Services Area country Europe Union service you use? Road transport ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Inter-modal transport ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Shipping services ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Porter services ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Warehousing ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Handling and warehouse management ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Custom services ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Administrative and tax consulting services ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Logistics consulting ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Foreign trading consulting ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Strategic consulting ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Personnel training and development ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Material purchase ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Machinery purchase ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Information and Communication ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes Technologies purchase/maintenance ‰ No Participation to fairs ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No Other ‰ ‰ ‰ ‰ ‰ ‰ ‰ Yes ‰ No

Comment [EP3]: 6 Please complete 4.2 The following infrastructures and schools are available in the area. Please indicate to accordingly to the area situation (these data should be gathered from the review of which extend your companies using them? literature)

Structures / Interest None Poor Medium High Very High ………………….. • Inter-modal transport ‰ ‰ ‰ ‰ ‰ • Third party warehouse ‰ ‰ ‰ ‰ ‰ • RoadRailers* ‰ ‰ ‰ ‰ ‰ • Road transport services ‰ ‰ ‰ ‰ ‰ • Customs ‰ ‰ ‰ ‰ ‰ Airport ‰ ‰ ‰ ‰ ‰ Other logistic platforms • Warehouses ‰ ‰ ‰ ‰ ‰ • Loading platforms ‰ ‰ ‰ ‰ ‰ Sea Port ‰ ‰ ‰ ‰ ‰ University of ………………… ‰ ‰ ‰ ‰ ‰ School of ………. for ………. ‰ ‰ ‰ ‰ ‰ *RoadRailers uses a specific transport way allowing to send the complete truck on the train blocks.

Pagina 6 di 8 5 Cluster relationships

5.1 Has your company established relationship with other SMEs on specific project or in specific tasks?

No Yes. Please indicate to which ones and specify o Suppliers o Partners o Clients o Public administrations o Universities o Research centres

______

5.2 Which activities are performed by your company and how? Partially outsourced Not performed but Internally Not Outsourced and partially internally some activities are developed performed developed foreseen Research and Development (design, ‰ ‰ ‰ ‰ ‰ prototypes) Executive design / engineering ‰ ‰ ‰ ‰ ‰ Process Innovation and production organisation ‰ ‰ ‰ ‰ ‰ Purchasing management (selection and evaluation ‰ ‰ ‰ ‰ ‰ of suppliers) Logistics service (transport, warehousing, ‰ ‰ ‰ ‰ ‰ documentation) Company Information Systems (HW, SW, ‰ ‰ ‰ ‰ ‰ Network implementation) Material, components and products’ quality tests ‰ ‰ ‰ ‰ ‰ Company’s quality system (ISO, QS, etc.) ‰ ‰ ‰ ‰ ‰ Market analysis ‰ ‰ ‰ ‰ ‰ Advertisement and company communication ‰ ‰ ‰ ‰ ‰ Human resources management ‰ ‰ ‰ ‰ ‰ Accounting systems ‰ ‰ ‰ ‰ ‰ Financial planning ‰ ‰ ‰ ‰ ‰ Organisational planning and strategic analysis ‰ ‰ ‰ ‰ ‰

Pagina 7 di 8 6 Cluster’s logistics needs

6.1 Would you value common activities among the cluster’s companies as beneficial? No Yes. Please specify: o Transport o Warehousing o Administrative services o Other ______

6.2 Would you positively evaluate a common logistic platform? No Yes

6.3 If yes. Which actors would best suit in its management? Specialised logistic service provider Leading company in the area Private consortium Public-Private consortium Other ______

6.4 Would you positively evaluate a common district Information Technology platform? No Yes. Please indicate which are the most useful web based services: o Electronic Documentation Exchange in subcontracting relationships o Information for goods purchasing (prices of the day, etc.) o Custom documentation o Transport services (loads optimisation) o Warehousing services (stock optimisation) o Job centre o Virtual marketplace o News and magazines database o Other ______

6.5 If yes. Which actors would best suit in its management? Public body Leading company (provider) in the area Private consortium Public-Private consortium Other ______

7 Please, write down suggestions on future logistics’ pilot project or needs the questionnaire missed to raise up

______

Pagina 8 di 8 Number of Number of employees Companies 70 063 60 1 to 5 53 50 6 to 9 6 40 10 to 19 11 30 20 to 49 2 50 to 99 0 20 100 to 199 0 10 Number of companies 200 to 499 0 0

500 to 999 0 0

1000 and more 0 1 to 5 6 to 9 d more 10 to 19 20 to 49 50 to 99 0 to 199 0 to 499 0 to 999 0 to nn 10 20 50 Number of employees 1000 a

Sales, in € (based Number of on invoices) Companies more than 500000 76 80 500001 to 2500000 22 70 2500001 to 7000000 6 60 7000001 to 25000000 3 50 25000001 to 40000000 3 40 40000001 to 100000000 1 30 less than 100000001 1 20 10

Number of Componies 0 2500000 500001 to 500001 to 7000000 less than than less 25000000 2500001 to 2500001 to 7000001 to 40000000 100000001 100000000 Sales in € 25000001 to 40000001 to more than 500000 100 90 80 70 Location of Number of 60 supplying Suppliers per 50 40 Companies location location 30 Same Prefecture 27 20 10 Greater Area 33

Number of suppliers per per of suppliers Number 0 E.U. 90 Same Greater Area E.U. Eastern Other Eastern Europe 2 Prefecture Europe Countries Other Countries 6 Location of supplying Companies

Number of 140 Companies Number of Clients 120 11 100 2 to 5 0 6 to 10 2 80 11 to 50 2 60 51 to 100 2 40 more than 100 117 20 Number of Companies of Number 0 1 2 to 5 6 to 10 11 to 50 51 to 100 more than 100 Number of Clients Number of Clients Location of Clients 120 per location 100 Same Prefecture 112 80 Greater Area 68 60 E.U. 28

location 40 Eastern Europe 1 Other Countries 6 20

Number of Clients Clients of Number per 0 Same Greater Area E.U. Eastern Other Prefecture Europe Countries Location of Clients

Number of Category of Companies per 140 Clientele category 120 Final producer 3 100 Subcontractor 6 80 Authorized Supplier 4 Commercial Company 30 60 Wholesaler 27 category 40 Retailer 35 20 Dispersal Company 3

Civillian 123 Numberof Companies per 0 Public Service 41 Other Civillian Transportation Company 11 Retailer Company Wholesaler Company Joint Venture 16 Commercial Joint Venture Joint Subcontractor Public Service Final producer Final Transportation Transportation Other 4 Category of Clientele Authorized Supplier Authorized Dispersal Company Dispersal 140 120 Number of 100 Location of 80 Competitors per competitors 60 location location 40 Same Prefecture 116 20 Greater Area 29 0 E.U. 10 Number ofNumber competitors per Same Greater Area E.U. Eastern Other Eastern Europe 0 Prefecture Europe Countries Other Countries 1 Location of competitors

Type of technology Number of 60 used Companies 50 E-mail 45 40 EDI (Electronic data 30 5 inteligence) 20 Barcodes 13 10 Teleconference 8 0

Company WEB SITE 11 Number of Companies ERP ERP ISDN Corporate Bankiong 8 E-mail

Intra / Extranet 5 Barcodes system ADSL / ADSL CDN Mobile Phone Mobile

Groupware Solutions 3 / Intra Extranet Teleconference inteligence) Satelite tracking tracking Satelite ISDN 48 Type of technology used Specific Sofrwares EDI (Electronic data (Electronic EDI Corporate Bankiong Corporate Company WEBCompany SITE ADSL / CDN 14 Solutions Groupware Mobile Phone 21 Specific Sofrwares 8

ERP 2

Satelite tracking system 1 Company's Number of 120 Relation with other Companies 100 SME's 80 None 109 60 Positive 8 40 Analyzed 0 20 Suppliers 5 0 Cooperators 1 Companies of Number Clients 1 None Clients Positive Analyzed Public Administration 1 Suppliers Public Public Universities Universities 0 Cooperators Administration Research Centers 0 Company's relations with other SME's Research Centers Research

70

anies 60 p p 50 Do you consider 40 Opinions of common activities 30 Companies 20 among companies 10 positive? 0 Opinions of com Opinions No

No 61 Yes Other

Yes 46 Storage Analyzed

Analyzed 0 Services Administration Administration Transportation Transportation 25 Are common activities positive? Storage 6 Administration Services 11 Other 4

20 18 16 14 12 Most responsible Preferences 10 8 administrator among Companies 6

Companies 4 2 Authorized Logistics 18 Preferences among 0 services company Authorized Best company Private joint of Pudlic and Other Best company in Logistics in the area companies Pvirate Joints 17 services the area company Private joint of companies 8 Pudlic and Pvirate Joints 6 Most responsible administrator Other 0 Would you find an I.T. platform Opinions useful? No 40 Yes 104 Analyzed 0 120 100 Electronic exchange of 80 documents 4 60 Information about prices 61 40

Common documents 7 Opinions 20 Improvement 8 0 transportation services No Yes

Improvement of Other 5 Analyzed

storaging services Common services documents Electronic Electronic documents prices exchange of exchange Improvement Improvement transportation transportation Job search centers 11 and News Virtual shopping Virtual

Would you find an I.T. platform useful? of Improvement Information about about Information magazine records magazine Virtual shopping 3 services storaging Job search centers Job search News and magazine 3 records Other 2

Has your company 12080 Yes (Within the 70 taken action, 100 company, by use 60 within or by use of 8050 of an outside 6040 others, in the partner or both) 4030 domain of: 20 2010 Positive replies Positive Reserch and Developmen 70 replies Negative 0 Executive Design/ Engineering 3 oneer planning and organiz 19 Logistics Logistics Man power power Man power Man Reserch and Reserch and Reserch management management Strategy plan Strategy plan Strategy Market management 97 Development Development Financial plan Financial plan Financial Quality checks Quality checks Quality Engineering Engineering communication communication Advertizing and Advertizing and Advertizing Market analysis Market analysis Market and organizing and organizing

Logistics 15 planning Pioneer planning Pioneer

Executive Design/ Design/ Executive Design/ Executive HasHas the the company company taken taken action action in in this this domain: domain: Quality certifications Quality certifications Quality Computer softwares Computer softwares Computer Accounting software Accounting software Accounting

Computer softwares 20 management Market management Market Quality checks 82 Quality certifications 9 Market analysis 69 vertizing and communicat 79 Man power management 33 Accounting software 53 Financial plan 31 Strategy plan 20 Has your company taken action, No ( Never, or within or by use of started but never others, in the concluded) domain of: Reserch and Developmen 30 Executive Design/ Engineering 60 oneer planning and organiz 50 Market management 24 Logistics 54 Computer softwares 5 Quality checks 28 Quality certifications 45 Market analysis 37 vertizing and communicat 44 Man power management 67 Accounting software 63 Financial plan 73 Strategy plan 76