HRVATSKA UDRUGA KONCESIONARA ZA AUTOCESTE S NAPLATOM CESTARINE CROATIAN ASSOCIATION OF TOLL MOTORWAYS CONCESSIONAIRES

Bilten 6. / 2005 START OF MOTORWAY CONSTRUCTION On September 22, 2005, the construction work started on one of the most significant structures along the planned motorway A5, i.e. on the overpass above the - Vinkovci railway line in the Donji Andrijevci region in the Brodsko-Posavska County. The works were opened by the composite steel structure 673.20 m Croatian Parliament’s President Mr. in total length. The works are carried Vladimir Šeks, and the ceremonious out by the -based opening of the works was also attended company Ðuro Ðaković Montaža d.d. by the Prime Minister of the Republic The contract price for the overpass of , Mr. Ivo Sanader, by the construction work amounts to KN Minister of Sea, Tourism, Transport and 165,274,888.00. Appropriate intergovernmental wor- Development, Mr. Božidar Kalmeta, The planned A5 motorway, 88.6 km in king groups are now being formed for by the Minister of Environmental total length, is divided into five sections: the border sections of this motorway, Protection, Space Planning and • Hungarian border - , i.e. for the Hungarian border - Beli Construction, Mrs. Marina Matulović L = 5.0 km Manastir section and the Sredanci - Dropulić, as well as by other high-level • Beli Manastir - , L = 24.5 km Croatian border section. These working dignitaries. • Osijek - Ðakovo, L = 32.5 km groups will prepare detailed reports on The overpass above the Zagreb- • Ðakovo - Sredanci, L = 23.0 km harmonization of traffic on these border Vinkovci railway line is a continuous • Sredanci - Croatian border, L = 3.6 km sections.

ZAGREB - LIPOVAC MOTORWAY, ŽUPANJA - LIPOVAC SECTION The Bregana - Zagreb - Lipovac Motorway, 305 km in length, is an integral portion of the European Motor- way Network and forms part of the Pan-European Transport Corridor X. The last unfinished section from Žup­ Strabag, Swieteslky anja to Lipovac, 29.43 km in total length, and Alpine Bau). ends at the Bajakovo border crossing. It is being built in full motorway profile with Current progress of Figure 1 Westward view from the Figure 2 Eastward view from the two separate pavements, and is divided construction work: Spačva overpass Spačva overpass into two subsections: Županja - Spačva, 15.95 km in length, and Spačva - Lipovac, On November 16, 2005, the traffic ope­ of stone material for other courses of 13.48 km in length. rated on the Lipovac - Županja section was the pavement structure, and as many as An appropriate loan agreement was diverted to the newly-constructed south 110,000 tons of asphalt. signed between d.o.o. pavement of the motorway. This event Current activities also include construc­ and the European Bank for Reconstruction marks the formal commencement of works tion of toll stations at Spačva and Lipovac, and Development (EBRD) for the construc­ on the north pavement, involving in fact and the work on the Bošnjaci and Spačva tion of this motorway section. reconstruction of the old national road D4. roadside service facilities. The construction work on this section All road structures along the south The end of work at the last section of this is carried out by the following contractors: pavement, including the overcrossings at motorway, scheduled for August 2006, will joint venture formed of Hidroelektra- Bošnjaci, Račkovica, Vrbanjska šuma and mark completion of the entire roadway niskogradnja d.d. and Osijek-Kopeks d.d., Lukovo, are now finished. in the Corridor X: Austria - Karawanken and the joint venture formed of The total of 1.2 million cubic meters tunnel - Ljubljana - Bregana border crossing d.d., Konstruktor inženjering d.d. and Cesta of earth material were used for the - Zagreb - Slavonski Brod - Lipovac border Varaždin d.d. (with the subcontractors: embankment, about 200,000 cubic meters crossing - - Skopje - Greece. VIDEO SURVEILLANCE SYSTEM ON THE - ZAGREB MOTORWAY (CCTV - Closed Circuit Television) The use of the video surveillance system (CCTV) on the Rijeka - Zagreb motorway dates back to 1996 when the so called “Snow Section”, passing through Gorski kotar, was opened to traffic, i.e. when the link was established between the Oštrovica and Vrata interchanges. Due to its geographical loca­ opposite to the direction of tion, the Snow Section is frequen­ travel, tly exposed to sudden changes in • check lighting in tunnels, at weather, particularly during the interchanges and at roadside winter period, which explains service facilities, the “Snow” portion of its name. • check zones with road The Tuhobić tunnel, 2,145 m in works, length, a notable facility situa- • check movement of slow ted in this zone, is considered to vehicles at steep upward and be the most hazardous and acci­ downward grades, dent-prone structure on the . • monitor zones with highest In 1996, a video system was in- and most frequent changes stalled in the Tuhobić tunnel so as in weather conditions, when to increase the level of safety in relevant to motorway traffic, this area. This system features 19 • check operation of weather analogue cameras which transmit stations, video signals to the Traffic Con- Figure 1 - Traffic Control Centre in Delnice • check level of preparation of trol Centre in Delnice, but have road maintenance equipment no additional capabilities. between individual vehicles, and crews, and their readiness to Further expansion of the surveillance • detect vehicle speed at critical spots, provide assistance in all conditions, system to subsequent motorway sections, • inspect situation at the ends of traffic • check license plate numbers (to facilitate i.e. to Vrata-Delnice (1997) and Delnice- queues, detection of stolen vehicles), -Kupjak (1998) sections, and the use of • monitor traffic jams and traffic interrup­ • check condition of vehicles entering the such system on other dangerous spots, tions along the route, motorway, was unjustly prevented and postponed • monitor situation at approaches to • check general condition of the motor­ by erroneous judgment of competent potentially dangerous structures and way and its equipment. authorities. facilities, However, the new concept of video • monitor operation of ventilation sys­ The level of services to be provided surveillance and monitoring, featuring tems, including video representation of by such systems is defined on the case- a novel program support and facilita­ smoke propagation in tunnels, -by-case basis in keeping with specific ting work of maintenance crews thro­ • check diversion of traffic flows, requirements formulated to this effect by ugh highly efficient organization and • check operation of changeable message the motorway maintenance company. monitoring of traffic on new motorway signs, segments, was implemented during • check electronic opening and closing of Video surveillance process construction of the following sections: traffic , - Vukova Gorica (2001), V. Gori­ • detect accidental unloading of cargo on Detection of critical situations in tun­ ca - Bosiljevo (2003), Vrbovsko - Kupjak the motorway, nels, at interchanges and at bridges. (2003), and Bosiljevo - Vrbovsko (2004). • detect presence of animals and people Tunnels are road structures presen- The decision to implement this system on the motorway, ting the greatest potential hazard to road was also based on experience with other • detect smoke and fire, users. As the surveillance and monitoring European tunnels such as Mt. Blanc, St. • detect presence of excessively dimen­ features have not as yet been properly in- Gothard and Tauern, which was damaged sioned and dangerous cargo, tegrated in the overall traffic monitoring in catastrophic fire in 1999. • detect vehicles moving in the direction system, it is of high significance to make Because of their higher reliability, further investments in appropriate traf- flexibility, ease of use, functionality, speed fic safety systems. These systems have of data transfer, and other favourable already proven to be highly beneficial and features, the novel video supervision and cost-effective, particularly when viewed monitoring systems have assumed the in the long run. leading role in motorway traffic operation An efficient control of emergency and management, to the detriment of situations in tunnels and on other parts of traditional traffic operation systems. the route is mostly dependent on timely Present-day video surveillance and moni­ detection of hazardous situations, and on toring systems are characterized by many ad­ the speed at which the extent of such vanced features. Thus, these systems can: occurrences can be checked. • provide various data about the traffic, Through real-time analysis of ima­ especially on critical motorway sections, Figure 2 - Block diagram representation of inte- ges gathered by cameras placed in • calculate travel time and detect distance grated operation tunnels and on other facilities along the motorway, the video surveillance systems can detect all accidental situations in just a few seconds. This extremely short time needed to recognize and react to incidental situations can greatly diminish harmful consequences of emergency situations and prevent occurrence of new accidents. Thus, the use of such systems significantly contributes to the safety of traffic operated on potentially hazardous sections along the Rijeka - Zagreb motor­ way route.

Instead of conclusion At the time the video surveillance system was first implemented on this project, the situation was characterized by the lack of appropriate strategies and Figure 3 - Traffic Control Centre in Delnice: “video wall” with full 360 degree coverage legislation that would foster development and wider application of video systems regime, aimed at punishing undesirable of most road users, which directly and on road infrastructure facilities in Croatia, behaviour on the motorway, or simply as highly positively influenced current traffic and hence on our project as well. Despite an attack to personal freedom which is accident trends. expectations, the video surveillance initi­ associated with the comfort of fast driving. Nevertheless, in order to achieve ative was neither welcomed by competent Despite many conflicting theories that even better results with respect to tra­ institutions and bodies, nor by the general may be heard about the benefits of video ffic safety on our motorways, it is highly public. While no excuse can be found for surveillance systems, its use on the Rijeka- indispensable to adopt appropriate techni­ the former, the latter also declined to su­ -Zagreb motorway project has proven to cal and legal regulations that would have pport the initiative as they considered it be highly beneficial, particularly as it raised to be abided by all subjects responsible to be an accessory tool of the repressive the level of awareness and accountability for their implementation.

WORKS ON THE ZAGREB - MACELJ MOTORWAY place in the fourth tunnel. The structural work at structures and all nine viaducts The work advances in keeping with the schedule is advancing well, and the work is now Section A (Jankomir - Zaprešić) - stretch of the new motorway, on the nearing completion. The situation is The roadbed of the new west pavement Krapina , and on the new similar with respect to the earthwork. is now completed. The paving works Traffic Operation and Control Centre, As terrain properties in this area are are currently in progress on 50 percent and so everything is in place for the final quite inadequate, a high level of attention, of the route. inspection. knowledge, skill and experience - and a The structural work is lot of time - is needed to completed on the bridge adequately protect steep over the Sava river, on the slopes of embankments Bestovje overpass, and on and cuttings. the overpass above the Other activities: railway line in Zaprešić. Current activities in­ The superstructure work clude installation and is currently under way on tes­ing of the new tra­ these structures. ffic operation and toll Section B (Zaprešić- collection equipment, -Velika Ves) - All works as well as the training of relating to traffic equip­ persons that will be using ment, signs, markings this modern equipment. and signals, are now nea­ A commercial arrange­ ring completion on this ment is now being devi­ existing section. Toll sta­ sed to cut down toll tions are completed in rates for local population Gubaševo and Začretje, and frequent users of the and the toll collection facility in The works are progressing in accordance motorway. The closed toll collection Zaprešić is currently being extended with the schedule on the remaining portion system will be introduced as scheduled, and refurbished. The final inspection is of the section C, from Krapina interchange i.e. in early 2006. scheduled for mid December. to the town of Macelj. The entire excavation The video monitoring and weather in­ Section C (Velika Ves - Macelj) - work is finished on all six tunnels and, in formation system is already in place, and The works are finished on the 1.1 km addition, the secondary tunnel lining is in its operation is now at the testing stage. EXCAVATION COMPLETED FOR THE RIGHT-HAND TUBE OF THE ^ARDAK TUNNEL The final blast operated on November 17, 2005 marked completion of the excavation work in the right-hand tube of the Čardak Tunnel situated on the Ravna Gora - Vrbovsko Section of the Rijeka - Zagreb Motorway.

ČARDAK TUNNEL - right-hand tube taken into account at the planning and The works are carried out by Konstruk­ design stages. tor-inžinjering d.d. Spit pursuant to the About two to three blasting operations contract signed with Autocesta Rijeka- were performed every day. During such -Zagreb d.d. for realization of the second blasting operations, the traffic via the stage of work on the Rijeka - Zagreb motor­ existing Čardak tunnel was interrupted approved by the competent Ministry. way. This second-stage work comprises for safety reasons, i.e. because of seismic Vehicle queues about one to two km the following activities: widening of the Kup­ impacts and noise generated during the in length normally formed on weekends jak- Vrbovsko section to the full motorway explosions. during such 15 to 30 minute traffic interrup­ profile on the stretch from km 56+831 to Each blasting cycle lasted about 10 tions. However, in most cases the traffic km 59+828.19, construction of the right- minutes and so on each occasion the situation was brought back to normal hand (south) tube of the Čardak Tunnel traffic was interrupted for the total of 15 within ten minutes after the tunnel traffic 601.00 m in length, and road construction to 30 minutes, to provide for the blasting, resumed. work (south pavement) in front of and after seismic monitoring and visual inspection The daily traffic interruptions were ope­ the tunnel, 2,396.03 m in total length. of the tunnels after the blasting, including rated in keeping with the traffic regulation The Contractor proceeded to the temporary regulation of traffic. design. Thus the traffic was closed two to realization of preliminary work immediately A special attention was paid to seismic three times a day during lowest intensity after the on site establishment date (April monitoring of blasting activities. In this of traffic, i.e. around noon and in early mor­ 12, 2005). The blasting activities for the respect, special measurements were ning and evening hours. second (south) tube of the Čardak Tunnel made to determine the impact of blasting During days with maximum intensity of started on May 31, 2005 and were operated operations on the lining of the left tunnel traffic, i.e. on peak weekends and holidays from the Rijeka side of the tunnel. tube, all based on information contained during the tourist season, the blasting The works are financed from proceeds in geotechnical and blasting design docu­ activities were not conducted at all, in of the loan allocated by the German ments. The seismic monitoring of blasting order to enable an undisturbed operation development bank Kreditanstalt für operations in the second tube was con­ of traffic. Wiederaufbau (KfW). These proceeds are ducted by the team of experts from the The temporary regulation of traffic, con­ in fact amounts left over after realization of Faculty of Mining, Geology and Petroleum ducted in accordance with the mentioned the first stage of the Rijeka - Zagreb motor­ Engineering, based in Zagreb. traffic design, was operated by experts way project. In order to meet the deadlines set in the from Autocesta Rijeka - Zagreb d.d, in The excavation and primary support contract and to enable timely completion consultation with the Interior Ministry and work was completed ahead of schedule. of work on the project, the excavation the contractor. Geological data and blasting operations were conducted It should be noted that this is the first On this section, the terrain time in Croatia that the second traversed by the motorway is tunnel tube was excavated in karst, composed of Mesozoic carbonate simultaneously with the operation strata, i.e. mostly of dolomites, of traffic in the other tube. This is limestones and intraformational why great care and maximum safety breccias of Triassic to Jurassic precautions were taken during age. In this complex, the bedrock realization of this work. is formed of the well graded and The excavation of the Veliki moderately to highly fragmented Gložac Tunnel is an another example dolomite of the Upper Triassic, of works carried out in one tube, dark grey to light grey in colour. simultaneously with the operation The zone is characterized by karst of traffic in the parallel tube. The formations with thick bedded works on the Veliki Gložac tunnel massive limestones and with a are carried out by the joint venture variety of karstic phenomena, such formed of Viadukt d.d., Zagreb and as sinkholes, caverns and caves. Hidroelektra Niskogradnja d.d., Traffic throughout the summer, with traffic inte­ Zagreb. The mining work, i.e. the tunnel Because of close spacing of the existing rruptions as necessary. The work was excavation work, is due for completion in tunnel tubes, with an axis-to-axis distance carried out in three shifts during all days of December 2005. of 25 m, the intensity of drilling and blasting the week, including weekends, which is a The second stage work on the Rijeka - operations was limited to maximum normal practice in tunnelling. Zagreb motorway project is expected to allowed velocities of seismic oscillations. The operation of traffic under specific end in 2008. Until then, the total of 11 In addition, the fact that the right-hand conditions (frequent interruptions of tra­ tunnels will have to be excavated under tube excavation is more complex due to ffic) was conducted in accordance with similar conditions, i.e. with simultaneous traffic operated in the left tube, was also the special traffic regulation design, duly operation of traffic in existing tubes. BOARD MEMBER CHANGES IN AUTOCESTA RIJEKA - ZAGREB D.D. Autocesta Rijeka-Zagreb d.d. - com­ Dunko Juras, B.Sc. (Econ.), Board Mem­ in the change of the HUKA assembly pany for motorway construction and ber in charge of economic and legal matters, and management board membership management, operates as of October Zlatko Korpar, B.Sc. (Geotech.), Board structure. Thus the function of the 2005 with a new Management Board. Member in charge of technical matters. Assembly Member is assumed by Mr. The new Board is composed of: As the company Autocesta Rijeka-Za­ Jurica Prskalo, while Mr. Jurica Prskalo Jurica Prskalo, B.Sc. (Civ.Eng.), Chair­ greb d.d. is a HUKA member, the men­ and Mr. Dunko Bujas are now members man of the Board, tioned board member changes also result of the Management Board.

SPLIT - PLO^E MOTORWAY The realization of construction work on the Split - Ploče motorway, 96.2 km in total length, is under way on two sections (out of the total of five sections), i.e. on the Dugopolje - Bisko and Bisko - Šestanovac sections. The following contractors perform the works on the Dugopolje - Bisko section, 11.8 km in length: Viadukt d.d., Konstruktor-inženjering d.d., Strabag d.o.o. and Zagorje-Tehnobeton d.d.. The works started on May 17, 2005 and all works are due for completion in June 2007.

Progress of works The earthwork (construction of cutt­ ings and embankments) and drainage work is carried out along the entire length of this section. Current activities include construction of Bisko and Akrapi interchanges, and the work is also under way on four viaducts. Thus, abutment work, excavation of pier foundations, and concrete work for piers and pier foundations, is under way on the viaducts of Biakuše, Perići and Akrapi. The deck waterproofing work is currently under way on the Prosika viaduct. The current works also include realization of undercrossings, underpasses and overpasses. There are two tunnels on this section: Zaranač, 375 m in length and Bisko 520 m in length. The work on these tunnels is almost completed, i.e. the remaining work includes construction of the final asphalt course, installation of equipment, and some finishing work on tunnel portals. The earthwork is under way at the sanitary and water facilities, and open-air drainage work, is currently under way Kotlenica roadside service facility. The benches and tables. along the entire section. The construction Kotlenica facility was designed as a rest The following contractors work on the of Blato and Šestanovac interchanges is facility with a parking lot, coffee shop, Šestanovac - Zagvozd section, 25.075 km also under way. As to greater structures, in length: Viadukt the construction work is in progress d.d., Konstruktor-inže­ in two tunnels: Stražine and Široki Vrh njering d.d., Strabag (artificial tunnel). d.o.o., Zagorje-Teh­ The construction work is also conduc­ nobeton d.d., Hidro­ ted on a number of undercrossings, un­ elektra-niskogradnja derpasses and overpasses. The Cetina d.d., INGRA d.d., bridge and two viaducts (Radić Dolac and Cesta Varaždin and Radovići) are also being realized. The d.d. The construction current work on viaducts mainly consists started on May 17, of the excavation of foundations for 2005 and all works are piers. due for completion in The earthwork is under way at the June 2007. Mosor roadside service facility. This facility The earthwork, will have the following amenities: parking i.e. realization of lot, filling station and a food establishment cuttings and embank­ (coffee shop, snack bar). The Cetina road­ ments, as well as the side service facility is also planned. U^KA TUNNEL REFURBISHMENT The Učka Tunnel was opened to traffic in 1981. With as many as 5,062 m in length, it held the title of the longest tunnel in Croatia for 22 years after which it was “dethroned” by Sveti Rok and Mala Kapela tunnels lying on the Zagreb - Split motorway. The tunnel and its administration buil­ appropriate test zones were defined in lamps. The connections are then made ding with the traffic monitoring system the tunnel. These test zones were then in accordance with the electricity supply were built in the early 1980s. At that time, used to select the lighting equipment scheme. This is followed by final testing this was considered quite a large scale supplier. and startup by sections. The process ends undertaking for Croatian builders. with dismantling of the old lamps. As of 1981 the tunnel, together Thanks to good organization of with the road section from work, the activities are progressing to Lupoglav, was managed and opera­ as scheduled, and the work is to be ted by the Tunnel Učka company. completed by early December. Based on the concession agreement The rehabilitation of the asphalt signed in 1998, the employees of pavement in the Učka Tunnel started this company were taken over - al­ in late October 2005. beit with some organizational chan­ This rehabilitation work was ges - by the company Bina Istra made to correct the asphalt paving Upra­ljanje i Održavanje (BIUO). realized using the microsurfacing The latter is the daughter company technology, in the scope of which of Bina Istra d.d. the asphalt was placed by cold About one hundred employees process. The microsurfacing placed continuously perform a variety of reflected all irregularities caused by tunnel maintenance tasks. Although old asphalt layer milling operations, they can hardly be noticed by the drivers This was followed by the thorough was­ and the evenness obtained in this way did passing through the tunnel, their work is hing of the tunnel lining. At that, a special not meet criteria set in General Technical highly significant to achieve and maintain attention was paid to the tunnel crown and Requirements for these works. This is safe operation of traffic, which is an ultima­ to proper disposal of waste generated in why the decision was ultimately made to te objective of their efforts. the course of the washing activities. rehabilitate the pavement, this time using In addition to regular maintenance acti­ The replacement of the old lighting with the traditional procedure to place the vities, various other tunnel rehabilitation the new tunnel lighting system started in asphalt wearing course, 4 cm in average works were planned for the year 2005, September. To facilitate this work, the thickness. In order to obtain high quality all this with the purpose of enhancing its maintenance crew operated the tunnel of work and to ensure compliance with the functionality and improving its equipment. traffic alternately, using a single traffic demanding IRI index (which amounts to The final goal was to provide the highest . This was regulated at toll collection max. 1.75 m/km for periodic maintenance possible level of safety and comfort to booths on both sides of the tunnel, and activities), the existing microsurfacing was tunnel users. the work was carried out in the period milled to the previously defined horizontal In the beginning of the year, the work from 10 p.m. to 6 a.m.. lines. The steel rope was placed by started with the rehabilitation of surveyors and the height level was the remote control system, so as checked at every 5 meter intervals. to obtain a sophisticated combina­ This rope was followed during the tion of hardware and software work by the milling machine via an fully capable of monitoring and appropriate tentacle. The surface controlling various processes in prepared in this way was paved by the tunnel, as well as the traffic two paving machines. The work was operated in this facility. This is a completed quite rapidly during the highly complex work during which night hours, i.e. from 10 p.m. to 6 a.m., the old system and equipment had when tunnel was closed to all traffic. to be modernized by introduction of In addition, tunnel manholes were new remote control stations. After opened and their covers replaced this was achieved, all components with new ones. Drain grates were were linked together and the new also replaced. New tunnel markings programs were installed. Finally, all were placed by hot process, using an this was integrated by means of a appropriate thermoplastic material. modern system and equipment located in In the course of these activities, crews The double continuous line was placed in the control room. specialized for this installation work two layers. This line has 3 mm protrusions In April, semiconductor diodes were are positioned at appropriate locations which produce sound effects if traversed installed in the footway zone along the along the tunnel. Then they are elevated by the tyre thus alerting the driver of a tunnel, in full accordance with the preva­ to the tunnel crown level by means of possible accident hazard. iling traffic regulations. These diodes lightweight mobile platforms specially After completion of these rehabilitation provided better visibility in the tunnel. designed for this type of work. The activities, the Učka Tunnel will be ready After that, preparations were made to actual work commences by placing cable to celebrate its 25th anniversary in a change the tunnel lighting. In this respect, supports and by installation of the new completely new attire. ARCHEOLOGY AT THE "" Bina-Istra organized on November Some twenty “kažuns” or small corbe­ 11, 2005 a cocktail party in the Archae- lled stone huts, which are the symbol of ological Museum of Istria, in collaboration Istria, were also discovered at the last with the director of this institution Mrs. section of the Vodnjan - Pula roadway. Kristina Mihovilić, to mark the successful According to official archives, about five completion of archaeological explorati- hundred of such huts still remain in the ons carried out during construction of territory of Istria. Bina-Istra plans to do­ the Istrian Y roadway. On that occasion, nate 500,000 kunas for rehabilitation of the organizers presented two Roman loca­ the kažuns discovered along the Istrian lities that were discovered during these upsilon route. explorations: The party was attended by representa­ • the locality of “Kršete” and tives of the press and national and regional • the locality of “Stancija Pelićeti” which is television, and by representatives of seve­ Mayors and high dignitaries from seve- to be reorganized as an archaeological ral radio stations. ral towns and districts situated along the park. The Mayor of the Istrian County, and Istrian Y route, were also present at the cocktail party. In his address, the Mayor of the Istrian County praised good cooperation between the Pula-based Archaeological Museum of Istria and Bina-Istra which, as the client on this project, invested more than three million kunas since the start of these explorations in 1998. Thanks to such good cooperation, the works at the Vodnjan - Pula section were conducted without interruptions or delays, which could have been experienced if archaeological explorations were delayed.

ASECAP STEERING COMMITTEE SESSION - OCTOBER, BUDAPEST The regular ASECAP Steering Committee session, chaired by the President of this Association Mr. João Bento, and organized by the Hungarian concession company AKA, was held on October 10 in Budapest During the session, the main themes The COPER III committee will be dea­ • Optimising road engineering and ma- were the adoption of the budget for the ling with ITS issues in the field of road intenance to improve safety and cu- next year and definition of the program traffic, and with development of the Euro­ stomer-oriented services as a fac- of activities. In 2006, the ASECAP will pean satellite Galileo. tor of productivity for toll motorway mostly focus its attention on projects to In addition, the Portuguese motorway companies be realized in cooperation with the EU. association APCAP presented an initiative • Harmonised and interoperable Eu- The COPER I committee will fo­ for a new ORCA project in the scope of ropean road network for sustainable llow all aspects of interoperability which statistical data from all ASECAP safety and mobility – ITS projects (contractual, legal, fiscal, etc.) in the members would be collected and analyzed scope of the CESARE III project, while and, in the future, this project would • Public procurement for toll mo- technical requirements for introduction develop into the ASECAP’s integrated torway operators within the EU le- of an OBU unit (on-board-unit) for one data base, to be characterized by high gal framework vehicle will be determined in the scope level of reliability and efficiency. • Tolling as the fairest and most effi- of the RCI project. New developments The HUKA president, Mr. Aleksa Lada­ cient road financing instrument for with respect to the EU Eurovignette vac, presented to the ASECAP Steering better services Directive will also be followed in the Committee members the program of the scope of the COPER I committee. oncoming Congress which will be held in The COPER II committee will follow 2006 in Pula, Croatia. The Steering Commi­ The Steering Committee accepted the EU project on the safety of road traffic ttee confirmed that the main theme of and confirmed that the Portuguese na­ and environmental protection, and traffic the “ASECAP 34th Study and Information tional association APCAP is now the re- safety leaflets will again be distributed to Days” will be: Efficiency and Role of PPP in presentative of Portuguese motorways the drivers in 2006. The COPER II will the Construction of Safe and Reliable Mo- instead of the former representative also follow new developments regarding torways in an Enlarged Europe. BRISA. The President of this associati- the draft directive on the safety of The main topics of parallel sessions, for on is Mr. João Bento, who is also the infrastructure facilities, which is currently which technical papers will be prepared by current President of the ASECAP asso- being prepared by the EU. the delegates, have also been confirmed: ciation. STATISTICAL DATA

Traffic Until the end of September 2005 Company Light vehicles Heavy vehicles Total (categories 1 and 2) (categories 3 and 4) HAC 20,725,185 2,775,523 23,500,708 ARZ 8,340,242 1,137,237 9,477,479 AZM 3,532,407 413,609 3,946,016 BINA ISTRA 2,713,522 288,801 3,002,323 TOTAL 35,311,356 4,615,170 39,926,526

Toll revenues (not including VAT) 1 EUR = 7.3 kn

Until the end of September 2005 % Company kn EUR (05/04)

1. HAC 772,858,151 105,870,980 + 37.46 2. ARZ 332,418,341 45,536,759 + 18.20 4. AZM 52,916,890 7,248,889 * 3. BINA-ISTRA 85,103,826 11,658,058 +24.61 TOTAL 1,243,297,208 170,314,686 +26.75 * HAC was in charge of the Zagreb-Macelj Motorway until April 2004

Traffic safety Until the end of September 2005 Number of traffic accidents: BINA- CROATIA HAC ARZ AZM ISTRA (total) – with fatal casualties 19 7 2 7 35 – with injuries 164 107 6 42 319 – with material damage 868 248 73 60 1249 Accidents, TOTAL 1051 362 81 109 1603 Fatal casualties, TOTAL 33 7 3 11 54

www.hac.hr www.arz.hr www.bina-istra.hr

Savska 106/IV, 10000 Zagreb, Phone: +385 1 6138 315, Fax: +385 1 6138 301, e-mail: [email protected], website address: http://www.huka.hr, Account No.: (kunas) 2360000-1101710267, (foreign currency) 2100247894 Editorial board: Aleksa Ladavac, Editor-in-Chief: Josip Sapunar; Darija Petrović; Branka Vine; Nikola Bulić; Brankica Bršec, Coordinator; Nenad Lihtar, Editor. Prepress & Press: Kigen d.o.o., November 2005