Action 3.1: Mapping ongoing public and private investments

1 INFORMATION – DANUBE REGION (BRATISLAVA, NITRA, NOVÉ ZÁMKY, ŠURANY, GALANTA) 2

1.1 Bratislava 2

1.2 Nitra 2

1.3 Šurany 2

1.4 Galanta 3

1.5 Nové Zámky 3

2 DESCRIPTION OF TRANSPORTATION SERVICES PROVIDED IN THE HUB AND LEGAL BACKGROUND 3

3 MAPPING OF ONGOING AND PLANNED INVESTMENTS 8

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1 Information – Danube region (Bratislava, Nitra, Nové Zámky, Šurany, Galanta)

1.1 Bratislava Bratislava is the capital of Slovakia and, with a population of about 460,000, the countrys largest city. Bratislava is in southwestern Slovakia on both banks of the Danube River and on the left bank of Morava river. Bordering Austria and Hungary, it is the only national capital that borders two independent countries.

Bratislava is the political, cultural, and economic centre of Slovakia. It is the seat of the Slovak president, the parliament, and the Slovak executive. It is home to several universities, museums, theatres, galleries and other important cultural and educational institutions. Many of Slovakia's large businesses and financial institutions also have headquarters there.

As a rail hub, the city has direct connections to Austria, Hungary, the Czech Republic, Poland, Germany and the rest of Slovakia. Petržalka and Bratislava Hlavná stanica are the main stations. Other Stations and railway stops are Bratislava- Nové Mesto, Bratislava-Vinohrady, Bratislava-Poddunajské Biskupice, Bratislava-Železná Studienka, Bratislava-Lamač and Bratislava-Vajnory. All stations are mutually accessible by public transport.

Main station is located at the northern edge of the Old Town, near Šancová street, some 15 minutes walking from the city center.

Current rail traffic exceeds the station's track capacity, which occasionally becomes evident in a domino efect caused by delayed trains. One suggested solution is to transfer some of the trains to the Nové Mesto and Petržalka stations, which currently have unused track capacity. Since 2000, there are plans to reconstruct not only the Main Railway Station but also the surrounding area, most importantly Predstaničné námestie.[1] The investor is the company I.P.R. Slovakia and the cost was estimated at €232,357,432 in 2008. In 2003, the Bratislava City Magistrate agreed with the project. Project still didn´t start.

1.2 Nitra Nitra is one of the oldest town settlements in Slovakia. As early as the 9th century, it was a princely seat and bishopric of the Great Moravian Empire and later it welcomed the pretender to the throne of Hungary. Nitra is a city in western Slovakia, situated at the foot of Zobor Mountain in the valley of the river Nitra. With a population of about 83,572, it is the fifth largest city in Slovakia. Today, it is a seat of a Nitra Region and Nitra District.

Nitra railway station forms part of the railway line between Nové Zámky, Šurany and Prievidz, which passes through Nitra, but is not a main line. There is a railway junction a short distance north of the town, connecting the city with Leopoldov, Topoľčany and Radošina.

1.3 Šurany Šurany is a town situated in the Nitra Region. Šurany is an industrial and agricultural town that lies on the right bank of the river Nitra. The town is an important railway node. The town had 10,400 inhabitants. There are direct rail lines that connect the town with Bratislava, Nové Zámky, Nitra, Levice and Zlaté Moravce.

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There is also a vivid traffic between Slovakia, Austria and Hungary. Most of people from Slovakia travel to Hungary and Austria for shopping or they commute to work. In the opposite direction, there are many tourists travelling form Austria to Slovakia.

1.4 Galanta Galanta is a small town (about 16,000 inhabitants) in Slovakia. It is situated 50 km due east from the Slovak capital Bratislava. Galanta lies in the Danubian Lowland (Podunajská nížina), the warm southern part of Slovakia. There are many agricultural fields around Galanta, where wheat, corn, and other vegetables and fruits are grown.

1.5 Nové Zámky Nové Zámky is a Slovak town, centre of the District of Nové Zámky in the Nitra Region. The town of Nové Zámky is situated at the river Nitra, in the central part of the Danubian Lowland, which forms a part of the Littel Danubian Plain. The river Nitra flows through the city and river Žitava flows 6km east of the city. Nové Zámky are situated 100km from Bratislava and 120 km from Budapest. There is a direct train connection from Nové Zámky to Nitra, Komárno, Bratislava, Praha, Berlín and Budapest. Faculty of Commerce of the University of Economics in Bratislava, Faculty of Social and Economic Relations of the University of Alexander Dubček in Trenčín and several departments of College of Economy and Management of Public Administration in Bratislava are locatedd in Nové Zámky.

2 Description of transportation services provided in the hub and legal background

Rail Transport -- Rail Transport Act

Ownership

Railways of Slovak Republic (Železnice Slovenskej republiky, ŽSR) is the state-owned railway infrastructure company in Slovakia.

The company was established in 1993 as the successor of the Československé štátní dráhy in Slovakia. Until 1996 it had formal and since then a de facto monopoly on railroad transportation in the country.

In 2002 a law divided the company: ŽSR was left with infrastructure maintenance, and transport was moved into company "Železničná spoločnosť, a. s." (ZSSK). In 2005 this new company was further split into "Železničná spoločnosť Slovensko, a. s." (ZSSK) providing passenger services and "Železničná spoločnosť Cargo Slovakia, a. s." (ZSSK Cargo / ZSCS) providing freight services.

ŽSR provides transportation and services that correspond to the interests of state transport policy and market requirements, including related activities.

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ŽSR manage 3,623 kilometers (km) of lines. Furthermore, they report 8767 switches, 76 tunnels with a length of 43.375 km, 2,283 bridges with a length of 46.762 km 2,333 level crossings, of which 1,160 secured. Portfolio objects ŽSR manage is 3,776 buildings.

The Railway company Slovakia, joint stock company (ZSSK, a.s.), has been established as of 1.January 2005. Legal form of ZSSK is the joint-stock company with equity capital of 21 2441 088 EUR. Nominal value of a share is 3 319 392 EUR. The founder of ZSSK and the only owner of sahres is the Slovak Republic. In accordance with the actual legislation, the shareholder rights in ZSSK are executed by the Ministry of Transport, Construction and Regional development of the Slovak republic.

The main profit aactivity of ZSSK is transport of passengers.

In January 2011, ZSSK lost its monopoly on subsidised passenger transport, as Regiojet was awarded a contract to operate Bratislava-Dunajská Streda - Komárno services.

Railway company Cargo Slovakia, joint stock company (ZSSK Cargo, a.s.) is one of two newly established successors found on January 1, 2005 by splitting a former passenger and freight traffic operator – Železničná spoločnosť, a.s. It business follows up an over 160-year long history of railways in Slovakia. The Slovak Republic is its founder and 100% shareholder. The Ministry of Transport,Construction and Regional Development of the Slovak Republic (MDVRR SR) acts on the government’s behalf. The essential roles of ZSSK CARGO are transport and business activities on railroad, in particular services oriented to transport and carriage of goods in rail freight traffic. In addition to supplementary services related directly to execution of freight and combined transport, ZSSK CARGO provides services related to renting of the rolling stock, its maintenance and repair as its second key service product.

The Ministry of Transport, Construction and Regional Development of the Slovak Republic

An important task and priority of the Ministry of Transport, Construction and Regional Development of the Slovak republic is the increase of the quality of transport infrastructure in the road, railway, air, water as well as intermodal transport. A quality transport infrastructure is not the only, but certainly one of the decisive factors influencing the development of the state and helping to eliminate the regional disparities. Therefore it is the ambition of the Government of the Slovak Republic to accelerate the modernize the railway the railway transport and to use the state budget resources, funds obtained by the implementation of the public private partnership projects and funds of the European transport corridors, but also the development of public passenger transport. The aim of the Government of SR and the Ministry of Transport, Construction and Development of the Slovak republic is to make the best of the financial resources for the implementation of the ambitious transport infrastructure and transport transport projects.

One of key instruments for the achievement of the set aims is the successful implementation of projects cofinanced from the EU funds. On 13 September 2007 the European Commission approved the Operational Programme Transport 2007 – 2013. In this the framework for utilization of financial aid from the European Union in the amount of EUR 3 206 904 595 for the years 2007 – 2013 is defined. MTCRD SR as the Managing Authority for OPT has worked up the Programme Manual for OPT and set up the OPT Monitoring Committee for the purpose of the ffective implementation of the OPT.

The basic fundamentals for formulating the Transport Policy of SR until 2015 (Transport Policy) are as following Conceptual and development documents approved on national and European level:

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1. Principles of State Transport Policy of the Slovak Republic,

2. Development concepts in transport sector, in relation to other development concepts of national and regional scale,

3. White Paper – European Transport Policy for 2010 – Time To Decide,

4. Lisbon Strategy of EU.

Formation of the Transport Policy of the Slovak Republic began during the establishment of the Slovak Republic, and it has required re-evaluation and redefinition of a new approach and strategy in satisfying economic and integration ambitions. Therefore, in 1993 the Government of SR approved two fundamental documents to provide for the development of transport, which defined a new scope, direction and quality of transport policy of the independent Slovak Republic, namely Principles of State Transport Policy of the Slovak Republic, and Concept of Transport Development of the Slovak Republic. Then, in 2000, an update of the Principles of State Transport Policy of SR was approved by the Government of SR in resolution No. 21/2000 as the basic systematic document for the transport sector. The updated state transport policy was formulated into particular principles, the following implementation of which provided for a smooth integration of the Slovak Republic into European structures in the transport sector.

In September 2001, the European Commission issued a new common transport policy in the White Paper “European Transport Policy for 2010 – Time To Decide“ (COM 2001/370) evaluating that there has not yet been reached a harmonised development of common transport policy, which causes recent problems, the solution of which should be aided by the new White Paper. A major difficulty of the transport policy strategic document is the fact that an appropriate environment is not always established for implementation of the transportpolitical intentions, and even in the developed EU countries its application is often delayed. European transport policy is of considerable influence on the further horizons and directions of transport development in Europe. It is of the utmost importance to have the policy’s basic targets reflected in Slovak conditions, mainly in a harmonised development of individual means of transport, railway revitalisation, solutions to bottlenecks, customer oriented approach (as the customer must be the focus of transport policy), and globalisation management. However, it is essential to ensure that the directions of transport policy in numerous areas reflect national specifics with emphasis on independence of transport policy as a display of the sovereignty of the Slovak Republic. Transport policy also takes into account the Lisbon Strategy of EU and its strategic goal for the coming decade to create the most dynamic and competitive economy. In the transport sector, this aim will be achieved mostly via transport infrastructure development, supporting transport service liberalisation, and development of information and communication technologies.

Principles for Establishment of transparent and harmonized conditions for economic competition in railway transport market

In the 1990s, the European transport market was opened, excluding railway transport; therefore, European transport policy focuses on solving this priority task. The opening of the railway market is expected to establish a competitive environment and increase railway transport share in the transportation of goods. It has been performed via the gradual liberalization of international freight transport on Slovak railway infrastructure until 2007 and international passenger transport in 2010. The objectives of railway transport market liberalisation in Slovak conditions are to preserve its existing share (about 21%) in the totalvolume of transported goods and passengers until 2015 and create conditions for its furthergrowth.

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In order to gradually revitalise Slovak railway transport, open the market and create nondiscriminatory conditions, the Railways of the Slovak Republic (state-owned company) has transformed into two independent bodies: Railways of the Slovak Republic (ŽSR) – the rail infrastructure manager, and the Railway Company – rail operator. Thus, the transport infrastructure has been separated from transport operation.

The process of complex transformation of the Railway Company continued by the creation of two independent bodies on January 1, 2005: Railway Company Slovakia – rail passenger operator; and Railway Company Cargo Slovakia – rail freight operator. The chief reason for the division was the fact that there were different enterprenial philosophies as well as mutual relationships towards the government. Passenger transport is generally focused on providing public services, whereas freight transport is business-oriented. The aforementioned division will enable the railways to maintain their position in the transport market and achieve positive economic results, also conditioned by the privatisation of the Railway Company operating in freight transport. An essential condition for liberalisation and provision of a competitive environment in the transport market would be the establishment of a regulatory office that would be legally, financially and administratively independent of the railway companies. This regulatory office would be responsible for issuing licences, safety certificates, and it would be the appellate body for solving claims on infrastructure assignment.

The basis for establishing a common European railway transport market is securing interoperability of the trans- European railway system under the technical specifications for interoperability on the tracks of Railways of the Slovak Republic (ŽSR) in a way that would enable the train sets to move within EU without technological barriers. The technical specifications for interoperability should be followed in accordance with the decisions made at EU level, thus gradually removing the heterogeneity of the existing EU railway system. In order to establish a common European internal market in railway transport it is necessary to direct all activities to securing international passenger and freight transport liberalisation and improving the quality of the services offered.

Measures:

Level of state administration central bodies – Ministry of Transport, Post and Telecommunications of the Slovak Republic:

 In long-term create and develop relationships between the state and parties involved in the transportation market, mainly in transparent licence issuing/assignment,

 Legislatively form of conditions in the transport market and establishment of a regulatory framework according to EU legislation,

 Establish a regulatory office, administratively, financially and legally independent of railway companies,

 Create conditions for companies in the railway transport market for high quality, priceadequate and safe transport services,

 Secure liberalisation of international and home freight railway transport in the whole Slovak railway network until January 1, 2006, respectively January 1, 2007, focusing on improvement of competitiveness and support of proper economic competition,

 Create conditions for international passenger transport liberalisation in compliance with EU approach.

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Harmonisation of railway transport market conditions and introduction of user fees

The level of achieving the target – at least keep the existing railway transport share in SR in the total transport performance under the liberalised transport market conditions – would be determined mainly by solving the problem of high prices for railroad use that prevents the operators from succeeding in the transport market.

Within the joint EU transport policy, the directive on transport infrastructure allocation and on charging for its use enables the member states to define terms and conditions, under which the infrastructure manager is granted state financial support which, together with revenues from railroad charges and profit from other activities, would ensure the infrastructure manager to have a balanced operation and economy. The directive requires that railway infrastructure fee charging itself be based on quantification of cost arising directly from train operation, where the fee may also include other costs, e.g. the cost reflecting a lack of capacity at a certain point in time, environmental cost and maintenance cost of transport infrastructure. The directive admits exceptions in cases such as averaging the costs, introduction of mark-up in order to achieve full recovery, and charginghigher fees in case of special investment projects that improve operation efficiency.

The charging system has to motivate the infrastructure manager as well as the operator to increase efficiency and quality of transport and services. Yet the system has to ensure efficientspending of public finance under the system of state aid or within compensation for the nonreimbursed external cost of other means of transport.

The directive on charging for railway transport infrastructure use will have to be gradually implemented, since the recent charging system in the Slovak Republic is not based on marginal charging but rather on the basis of total costs reduced by the level of state subsidy awarded to the infrastructure manager. This leads to high fees and makes railway transport unattractive.

Railway transport infrastructure access

In European transport policy, the main priority is to be further improvement of licensed railway companies’ access to the railway infrastructure of the European Community. The states are generally responsible for railway infrastructure development and operation. Here, the function of the state has increasing importance due to the obligation to ensure railway companies’ access to infrastructure via a subject (infrastructure manager) independent of railway companies utilising this transport route, where it relates mainly capacity allocation and infrastructure use fee calculation. The regulatory office has the competence to investigate the infrastructure manager’s decision on infrastructure allocation. The railway infrastructure manager is obliged to enable railway transport route utilisation by a railway transport operator upon meeting the defined conditions. A carrier can perform transport on a route in concordance with valid regulations ensuring the safety and fluency of railway operation, based on a licence issued by the regulatory office.

Regulated competition and optimisation of public service obligations in passenger transport

Public passenger transport, from the point of view of society, is a public service that ensures meeting the transportation needs of the population. The amount of financial resources invested in public passenger transport expresses the level of state, local administration and municipality interest in its preservation and development due to the necessity of sustainable development, as an alternative to constantly growing individual car transport. Public service obligations should adequately reflect the requirements on public transport services executed upon order from the respective administration body (state, local administration, municipality). 7

In railway transport, a contract is concluded on public service obligations between the state (represented by Ministry of Transport, Post and Telecommunications of SR) and ŽSR (national and regional railways), and between Ministry of Transport, Construction and Regional Development of SR and Railway Company Slovakia, joint stock company (transport services), where the scope of public service obligations as well as loss reimbursement are quantified.

3 Mapping of ongoing and planned investments Investments

Basic provisions

A well-developed transport infrastructure is essential for every state’s economic functioning. Regional accessibility to trans-European transport networks (TEN-T), sufficient standard of internal transport corridors as well as of regional transport networks directly influences the development of state economic activities as well as the reduction of disparities between individual regions.

Transport infrastructure development of individual means of transport has to be included in all development concepts of state transport networks to ensure their harmonized development leading to sustainable mobility. In order to achieve this objective, all available forms of mobility including non-motorized transport and alternative means of transport must be utilized, and conditions for respective infrastructure development must be created.

Development and modernization of transport infrastructure should be based on cost-benefit analysis reflecting recent and expected transport intensities, as well as on the results of strategic analyses of environmental impact (Strategic Environmental Assessment – SEA).

Railway infrastructure modernization and development

Railway transport’s technical and technological base is not sufficiently prepared for the changing conditions and structure of transport market, due to low technical standards and low quality of technology in railway transport, its neglected maintenance and insufficient renewal. The poor quality of the infrastructure results in a decrease in transit transportation; drop in domestic freight and passenger transport in regional and long-distance transportation. The recent condition is advantageous in the sufficient density of tracks, stations and stops, large level of public services, large capacity offer, good quantitative and structural base of transport infrastructure, and good connection of the Slovak railway network to neighbouring countries’ networks.

The recent method of providing the railway infrastructure, modernization and development has caused stagnation in railway corridor development, when compared to neighbouring countries, growth of internal and external debt due to unresolved issues relating to the financing of railway infrastructure development, decrease of competitiveness and growth of prices mainly in railway freight transport.

Potential opportunities include the significant geographic position of SR in the heart of Europe connecting the railway infrastructure to TEN-T network by construction of corridors and modernization of multimodal lines under AGTC and AGC agreements, capacity reserves of lines, marshalling yards and intermodal transport terminals, possibility of network access for other operators and introduction of the electronic railway (E-Rail).

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Completed investments

1) Modernization of the railway track Bratislava Rača – Trnava (section Rača – Šenkvice). Instrument for structural policies for pre-accession/cohesion fund (ISPA/CF)

Financing:

Fund (ISPA{CF) State budget Together

Eur 34 674 241 11 558 081 46 232 322

Description of project:

To provide the adequate acces to the trans-European transport network and at the same time to achieve the compatiility with the international standards AGC/AGTC. The result of the reconstruction and modernization is the increase of the maximum track speed from initial 120 km/h to 160 km/h. The project is divided into three parts: UČS 04 (track section Bratislava Rača – Svätý Jur), UČS 04 (Track section Svätý Jur – Pezinok) and UČS 06 (Track section Pezinok – Šenkvice).

Date of commencement of the project – October 2000

Date of termination of the project – December 2006

2) Modernization of the railway track Bratislava Rača – Trnava (section Šenkvice – Cífer and the stations Rača and Trnava). Instrument for structural policies for pre-accession/cohesion fund (ISPA/CF)

Financing:

Fund (ISPA{CF) State budget Together

Eur 58 429 500 58 429 500 116 859 000

Description of project:

The projec is a part of the second stage of modernisation of the railway network of the Slovak republic, lying on the branch of the Multimodal European Corridor V.a. It is a linera construction tying up with the modernised track section Bratislava Rača – Šenkvice, situated on the railway track Bratislava Rača – Trnava. The project is divided into the individual station sections: ÚČS 01 – RS Bratislava Rača, ÚČS 03 – Passing siding in Svätý Jur, ÚČS 05 – RS Pezinok, ÚČS 07 – RS Šenkvice, ÚČS 09 – RS Cífer, ÚČS 11 – RS Trnava, and one track section: ÚČS 08 – track section Šenkvice – Cífer.

Date of commencement of the project: December 2001

Date of termination of the project: April 2009

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3) ŽSR, Modernization of railway track Trnava – Nové Mesto nad Váhom,(section Trnava – Piešťany). Instrument for structural policies for pre-accession/cohesion fund (ISPA/CF)

Financing:

Fund (ISPA/KF) State budget Final beneficiary Together

Eur 40 509 000 58 168 666,67 47 723 694,44 146 401 361,11

Description of project:

This section is the continuation of the modernised section of the railway track Bratislava Rača – Trnava and its modernisation has been divided into three parts:

 The modernisation of power control centre in Bratislava and the supply station in Trnava, includin the modernisation of the monitoring, transmission and radio communication system and telephone system control.

 The modernisation of the individual interstation sections to enable the maximum operating speed of 160 km/h.

 The modernization of tracks and transpor infrastructure in the area of the roadside station a passing siding in Brestovany, railway station in Leopoldov and railway station in Veľké Kostoľany.

Date of commencement of the project – October 2004

Date of termination of the project – March 2008

4) ŽSR, Modernization of railway track Trnava – Nové Mesto nad Váhom,(section Piešťany – Nové Mesto nad Váhom). Cohesion fund (ISPA/CF)

Financing:

Fund (KF) State budget Final beneficiary Together

Eur 66 093 840,00 23 222 160,00 23 003343,47 112 319 343,47

Description of project:

This project is the continuation of the project modernization of railway route Trnava – Nové Mesto nad Váhom for the speed of 160 km/h and includes the modernisation of the railway transport infrastructure from the railway station Piešťany (inclusive) to the railway station Nové Mesto nad Váhom (inclusive).

Date of commencement of the project – May 2006

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Date of termination of the project – December 2008

5) ŽSR, Zvolen – B. Bystrica, electrification of the track

Financing:

Fund (ERDF) State budget Together

Eur 28 446 314,58 9 482 104,86 37 928 419,44

Description of project:

The construction has a lainera characer, it is led in the track section Zvolen – Banská Bystrica and connected to the electrified track Nové Zámky – Šurany – Zvolen. Total lenght of electrified track: 21,125 km. Power system: alternating current 25kV, 50 Hz.

6) ŽSR, railway station Prešov construction of platforms, European Regional Development Fund (ERDF)

Financing:

Fund (ERDF) State budget Together

Eur 15 424 212,64 5 141 404,34 20 565 616,98

Description of project:

In the framework of the project the following construction works have been performed in the railway station of Prešov:

 construction of one new intermaediate platform

 The construction of subway connecting the platforms No 1 to 3 with a station building and installed platform for immobile persons

 The installation of new interlocking equipment – electronic signal box

 The reconstruction of traction line, passenger shelter on platform No1, acoustic and visual information equipment (radio, train arrival and eparture indicators....)

Date of commencement of the project – April 2006

Date of termination of the project – October 2007

7) ŽSR, railway station Poprad - Tatry, European Regional Development Fund (ERDF)

Financing:

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Fund (ERDF) State budget Together

Eur 21 470 100,58 7 156 700,19 28 626 800,77

Description of project:

The project consists particularly in the construstion of a subway for passengers and platforms with their connection to the interchange hall TER in the railway station Poprad – Tatry, with the task to achieve the target condition of the rail yard together with construction of platforms for the fly-over crossing of the foot-path for passengers with connections to the interchange hall and the station bbuilding for the existing and future passenger traffic frequency, with peak frequency of 2000 passengers/hour.

Date of commencement of the project – april 2006

Date of termination of the project – August 2007

8) Modernization of the IIOkV switching station in TS Kuzmice, European Regional Development Fund (ERDF)

Financing:

Fund (KF) State budget Final beneficiary Together

Eur 1 645 257,55 548 419,18 1 088 529,91 3 282 206,64

Description of project:

At present the technology of the 110kV switching station in the traction substation Kuzmice is externaly depreciated and obsolete (in operation from the year 1963) and its operability cannot be ensured by routine maintenance, or it can be ensured only by increased effort and at increased costs.

Date of commencement of the project – February 2008

Date of termination of the project – September 2008

9) Modernization of traction line – Kuzmice – Kalša – Slanec, European Regional Development Fund (ERDF)

Financing:

Fund (ERDF) State budget Together

Eur 4 730 133,44 1 576 711,15 6 306 844,59

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Description of project:

The existing traction line in the rout section Kuzmice – Kalša – Slanec, tracks no 1 and 2, with total length of 10,3 km is externally depreciated and obsolete, the traction supports have corroded by action of circulating currents and are in the state of disrepair.

Date of commencement of the project – February 2008

Date of termination of the project – September 2008

10) Modernizing the line Žilina - Krásno nad Kysucou

Total eligible costs of the project: Eur 158 840 953.10 Project Financing: EU Cohesion Fund ...... 54.065% State Budget SR ...... 9.541% Other sources ...... SR 36.394%

Technical description of the project: The project is divided into 5 construction sections and includes:

 Reconstruction of inter station sections Zilina - Kysucké Nové Mesto and Kysucké Nové Mesto - Krasno nad Kysucou,

 Reconstruction of railway stations Kysucke Nove Mesto nad Kysucou and Krasno,

 Reconstruction of the railway stops in Brodne, Rudina, Ochodnica and Dunajov,

 Reconstruction of 11 bridges, 12 level-crossings, the traction sub-station and switching station,

 1 new bridge construction, and against noise walls with a total length of 11 620 m,

 Other minor construction works.

Date of commencement of the project – August 2008

Date of termination of project – June 2011

11) ŽSR, Žilina-Teplička, 2nd construction, stage 2

Start of the project: July 2009

Anticipated project completion: December 2011

Total eligible costs of the project: Eur 117 894 933,00

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Project Financing: EU Cohesion Fund ...... 82 866 525,75 Eur State Budget SR ...... 14 623 504,54 Eur ŽSR...... 5 131 054,23 Eur

Optimizing marshalling and shunting capacity development services to ensure the competitiveness of rail transport. Modernization and development of railway infrastructure and intermodal transport - the project together with the terminal generates so. synergistic effect.

12) Public transport intermodal terminal Žilina, stage 1

Start of the project: February 2012

Anticipated project completion: January 2015

Total eligible costs of the project: Eur 41 205 907,00 Project Financing: EU Cohesion Fund ...... 33 063 619,78Eur State Budget SR ...... 5 834 756,43Eur ŽSR...... 2 307 530,79Eur

3.4 Ongoing investments

1) ŽSR, modernization of railway track Nove Mesto – Púchov, ZKM 100.500 to 159.100 for the line speed to 160 km / h. - IV. and V. stage (section Trenčianska Teplá - Ilava - Beluša)

Start of the project: November 2009

Anticipated project completion: May 2014

Total eligible costs of the project: Eur 317 257 652,06 Project Financing: EU Cohesion Fund ...... 226 122 853,45 Eur State Budget SR ...... 39 904 032,96 Eur ŽSR...... 51 230 765,65 Eur

The main task is to provide better accessibility to the trans-European transport network and transport network neighboring countries. The proposed building must meet the requirements for implementation to ensure the interoperability of the European railway system in accordance with Act no. 164/1996 Coll railways as amended. modernization will involve the reconstruction of railway infrastructure facilities for the purpose of its usability and incorporating modern and progressive elements and the qualitative improvement of parameters, eliminating level crossings with roads railway line, fly-over security of the traveling public access to the platforms, which will ensure the safety of passengers and increase the driving culture.

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2) ŽSR, modernization of railway track Nove Mesto - Púchov, ZKM 100.500 to 159.100 for the line speed to 160 km / h. - I. and phase II.Stage (section Nove Mesto - Zlatovce)

Start of the project: September 2009

Anticipated project completion: May 2013

Total eligible costs of the project: Eur 301 369 080,09 Project Financing: EU Cohesion Fund ...... 190 430 814,66 Eur State Budget SR ...... 33 605 402,59 Eur ŽSR...... 77 333 062,84 Eur

Modernization of technical infrastructure lines to the section concerned, that is, as part of the European railway corridor. In order to achieve the parameters in terms of the Acquis Communautaire (eg TSI) and the AGC and AGTC.

 improving transport infrastructure SR homogenization route Bratislava - Žilina

 Slovakia's participation in the international rail corridors routes

 improving rail safety,

 speed and quality culture travel,

 improvement and improvement of the environment in the vicinity of railway tracks

3) Project of replacement of ZSSK rolling stock for interregional and suburban public passenger railway transport of Slovak republic

Total eligible costs of the project: Eur 231 960 018,00 Project Financing: EU Structural Fund ...... 88 510 567,00 Eur State Budget SR ...... 88 510 567,00 Eur ZSSK, a.s...... 54 938 884,00 Eur

Description:

Considering the need to ensure contract conditions of provision of public service obligations in railway passenger transport in selected regions of Slovakia, and the specific conditions of individual transport modes, which have been analysed in detail in the preparation phase of submitted project (part of Feasibility study), following rolling stock will be purchased within the project:

 10 double-deck electric multiple units (EMU) with expected seating capacity of 260 per unit. The train sets will be operated on lines of centres Žilina, Trenčín and Košice;

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 10 double-deck Push-Pull units (PPU) with expected seating capacity of 290 per train with the modification of the control of 10 existing motive power units (MPUs) to haul Push-Pull train. This train sets will be operated in the centre Trnava and 2 MPUs – multi-system MPUs for electric Push-Pull units;

 12 diesel multiple units (DMU) with expected capacity of 160 places per unit. These units will be operated on non-electrified lines of the centres Nitra and Humenné.

Part of multi storey electric motor units (EMU) will be based in Zilina and will ride towards Čadca, Poprad and Trenčín. Second part of EMU will run from Košice to Čierna nad Tisou and to Poprad.

Double deck Push - Pull Unit (PPU) will run on tracks from Leopoldov direction through Trnava and Bratislava to Kúty and Nové Zámky. Vehicles bound for Bratislava will serve the needs of the target users - passengers residing in the region of Trnava, who regularly travel to capital city to work primarily for education, respectively for different social and leisure activities, which have a positive impact on socio-economic levels of the Trnava region. Part of diesel multiple units (DMU) will be based in Nové Zámky and will run towards Komárno, Nitra, Prievidza and Leopoldov. The second part will be located in Humenné and will run towards Stakčín, Prešov, Bánovce nad Ondavou and Medzilaborce.

Planned investments

 new railway connection Bratislava Predmestie – Bratislava Petržalka (Priority axis 4),

 railway connection of the M.R. Štefánik Airport, within doubling of the track in sector Bratislava Petržalka – Kittsee and in the sector Bratislava Main Station - Bratislava Nové Mesto (Priority axis 4),

 electrification of the railway track D.N.Ves – Marchegg

 Project of replacement of ZSSK rolling stock for interregional and

 suburban public passenger railway transport of Slovak republic number 2

 modernization of Žilina - Košice, section of the line Liptovský Mikuláš - Poprad Tatry

 modernization of Žilina - Košice, section of the line Poprad Tatry - Krompachy

 modernization of Žilina - Košice, section of the line Krompachy – Kysak

 modernization of Žilina - Košice, section of the line Kysak - Košice

 ŽSR Corridor Modernization state border line CR / SR - Čadca - Krasno Kysucou

 Public transport intermodal terminal Bratislava

 Public transport intermodal terminal Košice

 Public transport intermodal terminal Leopoldov

 modernization and construction technical workstations of technical-hygienic maintenance of rolling stock

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Investments category Ongoing and planned Investment Description* (in relation to the pillars) Estimated cost Estimated Public (investments that Governance (e.g. timetables Financing Start End (infrastructure, effect on Terminal Service projecting & management (e.g. Transport contribute to the harmonization, ticketing of Other date date management, the information systems…) Partnerships improvement of) integration…) services operation) demand (PTPs) Rail network International and national conections via National and international listed below projects also have Internet site: www.slovakrail.sk, phone center railway timetables implications for international +421244858188, mobile service via SMS. harmonization. We will not level prepare national with international railway tickets integration. System for real time information provision regarding the existing position of a train via internet site: www.slovakrail.sk, mobile service via SMS

Air network DHL - Logistic center 2012 2013 5 000 000 EUR Apron extending, de-icing stand 2013 2016 60 000 000 EUR

New cargo terminal 2013 2014 2 500 000 EUR

INTERCONNECTIVITY parkhouse + roads 2014 2015 10 000 000 EUR Transnational level Fuel storage - reconstruction and 2014 2017 5 000 000 EUR

City Hub new tanks

energy infrastructure 2015 2018 23 700 000 EUR reconstruction (runway lights, substation,.....) extending and reconstruction of 2020 2023 173 000 000 EUR RWY 13-31 Road network (buses)

International and national conections via National and international Internet site: www.slovakrail.sk, phone center railway timetables +421244858188, mobile service via SMS. harmonization. We will not prepare national with international railway tickets integration. System for real time information provision regarding the existing position of a train via internet site: www.slovakrail.sk, mobile service via SMS

i

i l l l I I I

t t C N a y o H n u a b A e C v C e E RailS networkS B L T Y Modernization of the railway Oct. Dec. 46 232 322,00 EUR

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Investments category Ongoing and planned Investment Description* (in relation to the pillars) Estimated cost Estimated Public (investments that Governance (e.g. timetables Financing Start End (infrastructure, effect on Terminal Service projecting & management (e.g. Transport contribute to the harmonization, ticketing of Other date date management, the information systems…) Partnerships improvement of) integration…) services operation) demand (PTPs) track Bratislava Rača – Trnava 2000 2006 (section Rača – Šenkvice) Modernization of the railway Dec. April 116 859 000,00 track Bratislava Rača – Trnava 2001 2009 EUR (section Šenkvice – Cífer and the stations Rača and Trnava) Oct. March ŽSR, Modernization of railway 2004 2008 146 401 361,11 track Trnava – Nové Mesto nad EUR Váhom,(section Trnava – Piešťany) May May 112 319 343,47 ŽSR, Modernization of railway 2006 2006 EUR track Trnava – Nové Mesto nad Váhom,(section Piešťany – Nové Mesto nad Váhom) ŽSR, Zvolen – B. Bystrica, Nov. Január 37 928 419,44 EUR electrification of the track 2004 2007

Modernization of traction line – Febr. Sept. 6 306 844,59 EUR Kuzmice – Kalša – Slanec 2008 2008

Modernizing the line Žilina - Aug. June 158 840 953.10 Krásno nad Kysucou 2008 2011 EUR

ŽSR, Žilina-Teplička, 2nd July Decem. 117 894 933,00 construction, stage 2 2009 2011 Eur

ŽSR, modernization of railway Nov. May 317 257 652,06 track Nove Mesto – Púchov, ZKM 2009 2014 100.500 to 159.100 for the line speed to 160 km / h. - IV. and V. stage (section Trenčianska Teplá - Ilava - Beluša) ŽSR, modernization of railway Sept. May 301 369 080,09 track Nove Mesto - Púchov, ZKM 2009 2013 EUR 100.500 to 159.100 for the line speed to 160 km / h. - I. and phase II.Stage (section Nove Mesto - Zlatovce) Project of replacement of ZSSK Dec. June 231 960 018,00 rolling stock for interregional and 2008 2013 EUR suburban public passenger railway transport of Slovak republic Public transport intermodal Feb. January 41 205 907,00 EUR terminal Žilina, stage 1 2012 2015

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Investments category Ongoing and planned Investment Description* (in relation to the pillars) Estimated cost Estimated Public (investments that Governance (e.g. timetables Financing Start End (infrastructure, effect on Terminal Service projecting & management (e.g. Transport contribute to the harmonization, ticketing of Other date date management, the information systems…) Partnerships improvement of) integration…) services operation) demand (PTPs) Air network

Road network (buses)

Rail network International and national conections via National and international Internet site: www.slovakrail.sk, phone center railway timetables +421244858188, mobile service via SMS. harmonization. We will not prepare national with international railway tickets integration. System for real time information provision regarding the existing position of a train via internet site: www.slovakrail.sk, mobile service via SMS ŽSR, railway station Prešov April Octob. 20 565 616,98 EUR construction of platforms, 2006 2007

ŽSR, railway station Poprad - April August 28 626 800,77 EUR Tatry 2006 2007 Modernization of the IIOkV Feb. Sept. 3 282 206,64 EUR switching station in TS Kuzmice 2008 2008 Air network

Regional /Regional Local level

City Hub INTEGRATION Road network Vehicle park modernization – 2009 2010 23 400 400 EUR (buses) MERCEDES CAPACITY 40pcs Vehicle park modernisation – 2009 2010 7 500 000 EUR IVECO CITELIS 35pcs Vehicle park modernisation – SOR 2010 2012 32 370 000 EUR NB18 100pcs Vehicle park modernisation – 2010 2011 690 000 EUR buses for hendicaped IVECO CITELIS 5pcs Vehicle park modernisation – 2012 2014 45 000 000 EUR Trolleybuses 80pcs Vehicle park modernisation – 2012 2015 50 000 000 EUR trams – 20pcs

* when referring to ongoing and planned investments in action 3.1 we mean those that will be completed within the next 5 years

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