South-East Europe

Core Regional Transport

Network Development Plan
SEETO Participants
Albania, Bosnia and Herzegovina, Croatia, the former Yugoslav Republic of Macedonia,
Montenegro, Serbia and Kosovo (under UNSCR 1244/99)

Five Year Multi Annual Plan 2010 to 2014

Common problems - Sharing solutions
December 2009
Volume 1

Supported by
European Union
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Republic of Serbia

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South-East Europe
Core Regional Transport
Network Development Plan

Five Year Multi Annual Plan 2010 to 2014

Common problems - Sharing solutions
December 2009
Volume 1
South-East Europe Core Regional Transport Network Development Plan 2010-2014

Foreword
 Mrs. Katarina op Bajde
SEETO Steering Committee Chairwoman

Being the first Chairwoman of the SEETO Steering Committee I have great
pleasure in presenting you with the Multi Annual Plan for the Development
of the South East Europe Core Regional Transport Network (MAP) for the
period 2010 to 2014. The MAP 2010-14 is the fifth in a row and a small
jubilee for SEETO Participants. At the same time, I would like to thank the
European Commission for their kind support and active participation in this
process.

The Common Problem Sharing Solutions maxima used for previous

MAPs which represents the importance of cooperation and synergy in
the improvement of regional transport system is still valid. This year the
successful collaboration of Participants in the preparation of MAP should
be deepened through the implementation process, which will add additional
credibility to regional transport cooperation.

In 2009 the financing and implementation of infrastructure projects was

significantly hindered by the global financial crisis. This fact was reflected in
the MAP 2010-14 Priority Project list. Several projects experienced delays
and postponement and the total amount of investment decreased to
3.526 billion. Nevertheless, I hope that the transport sector will keep pace
and that the MAP 2010-14 Priority Project list will reflect the success of
Participants to secure financing for projects.

In MAP 2010-14 analyses of transport trends in the last few years are
shown and broader and more precise priority project descriptions are
introduced. Additionally, I would like to draw attention to the findings and
recommendations of the Support for Implementing Measures for the South
East Core Regional Transport Network Multi Annual Plan 2008-2012
project. This is the first of the Steering Committee and MAP soft measures
implemented.

I believe that the clear intention of preparing and presenting MAP as an

important regional transport planning document is evident and I am confident
that the public, experts and other stakeholders will agree.

Time will show whether we are right.

South-East Europe Core Regional Transport Network Development Plan 2010-2014
EXECUTIVE SUMMARY
THE SOUTH EAST EUROPE CORE REGIONAL
TRANSPORT NETWORK DEVELOPMENT
Development of the Core Regional Transport Network is considered
to be one of the most important policies for bringing long-term
stability and economic prosperity to South East Europe.
The Memorandum of Understanding for the Development of the
South East Europe Core Regional Transport Network (MoU)
signed in June 2004 sets out the requirements for cooperation and
information sharing on key issues, namely: transport indicators;
improvement of the Core Network performance; and investment in
the Core Network and institutional support for SEE Participants.
In accordance with the MoU the institutional network was
established to foster the Core Network reform process. Development
objectives are closely related to activities which are performed yearly
within the SEETO institutional network. Explanation of activities and
tasks undertaken are presented in the Multi-Annual Plan (MAP) as
well as results achieved from the previous MAP. In essence, the
MAP is a part of the MoU architecture as a document which shows
why actions are needed.
The Multi Annual Plan 2010-14 is the fifth edition and has enjoyed
the full contribution of all SEETO Participants, and this clearly
indicates the value and sustainability of this document. The MAP
2010-14 updates and enhances the previous plan with additional
information and analysis, especially with broader analysis of the
Core Network transport trends and connectivity with the TEN-T. The
preparation of the MAP 2010-14 is an entirely collaborative and
participatory process and relationships, procedures and linkages
between Participants are strengthening year by year.
DESCRIPTION OF THE CORE NETWORK AND ITS
CONDITION
The Core Network has been defined in the MoU as a multimodal
network which includes road, rail and inland waterway links in the
seven Participants, together with a number of designated seaport,
river port and airport nodes.
The total length of the Core Road Network is 5,975 km, consisting
of 3,019 km of Corridors and 2,956 km of Routes. Total length of the
Core Rail Network is 4,615 km, including 3,083 km of Corridors and
1,532 km of Routes. The total length of the River Danube (Corridor
VII) within Serbia and Croatia is as 588 km and the navigable length
of the River Sava is 593 km. The Core Network also includes seven
seaports, two river ports and eleven airports.
In analyzing connections between the Core Network and the TEN-T
network it can be stated that the Core Network is defined as a
supplement to the TEN-T in South East Europe and that efficient
connection of the two networks is established in the vast majority
of cases. In order to support planned complete harmonization in
coming years MAP 2010-14 has identified few missing connection
points.
In addition to investment in infrastructure, Participants have invested
in several horizontal issues in the past few years to achieve efficient,
safe and environmental friendly transport on the Core Network.
The development of intermodal transport and the deployment of
intelligent transport systems in all transport modes will lead to
a cleaner environment, greater energy efficiency and improved
security in the transport system.
ASSESSMENT OF CORE NETWORK PERFORMANCE
SEETO makes continuous efforts to improve the services provided
and create an information system which can be used online.
This year Participants were able to submit data on condition and
performance directly by trusted users and selected analysis was
provided in real time.
As a consequence of significant investment, from 2005 the overall
condition of the Core Road Network improved year by year. If the
findings in 2005 and 2008 are taken into account it is noticeable
that the percentage of roads with Very Good to Good conditions
rose from 36% to 56.26% and Poor to Very Poor condition decrease
from 18% to 12.1%. In contrast in 2008, only 13.5% of the Core Rail
Network is classified as being in good condition and 11% in Poor or
Very Poor condition. With the exception of about 30 km the Danube
is mostly in good condition, while the condition of the Sava River is
far poorer.
In 2008 on the Core Network a weighted Average Annual Daily
Traffic (AADT) was equal to 8,361 veh/day. In comparison to 2007
AADT decreased by 0.8 % and the trend of continuous increase has
not been followed. Road bottlenecks appear in 409 km (7% of the
Core Network), a percentage which is expected to grow to 17% in
2014 if existing infrastructure conditions remain. According to road
safety data the safety situation in the SEE Region is worrying with a
continuous increase of casualties.
In 2008 rail traffic data is available for the entire Core Network.
Productivity analyses of the Core Network shows that around 55% of
pkm and 33% of tkm are allocated along Corridor X, but a significant
decrease of traffic volume (40 % in comparison with 2007) appeared
in 2008. Additionally, Corridors Vb and Vc have relatively high freight
traffic volumes. Route 4 has traffic volume of around 13% of all pkm
on Routes and Route 1 has around 9 % of all tkm on Routes.
On Routes, passenger traffic volume from 2006 to 2008 shows a
general decrease of an average of around 5%. Only Corridors Vb
and Vc show an increase in passenger traffic volume at around
15%. Rail bottlenecks in 2008 appear in 6% of the Core Network.
At the Core Rail Network there are 18 internal border crossings
between SEETO Participants. Border delays on railways for
passenger and freight remain unacceptably high, accounting for
about 15% of passenger journey time and 25% of transit time for
freight. The combined effect of speed restrictions and long border
processing times reduces rail commercial speed to about 50 km/h
for passengers and to about 25 km/h for freight trains.
In the Core Network ports, positive trend of increase in cargo flows
in 2007 was not followed in 2008. All seaports reported lower freight
volumes, except Port of Ploce (+ 22%) and Split (+ 10%). On the
other hand, passenger transport has followed positive trends from
2006 to 2008 and that major improvement in 2008 is reported in Port
of Dubrovnik (65%).
In 2008 passenger traffic exceeded 2,000,000 passengers at
Belgrade and Zagreb, while Tirana and Pristina reports passenger
traffic above 1,100,000. The biggest increase is reported in
Podgorica where number of passenger increased by almost 20%.
Classification of Core Network according to the TEN-T Guidelines
was performed for all transport modes.
PRIORITY PROJECTS OF THE CORE NETWORK
In order to achieve a regional approach to the Core Network
planning process, information about financed and committed
projects on the Core Network as well as planned priority projects
has paramount importance. Keeping in mind experience gained with
previous MAP, in MAP 2010-14 the best practice of the presentation
of priority projects with secured finance since the previous MAP
is continued. Additionally, information about projects on the Core
Network which were not part of the priority list are presented in
order to give an overall picture of Participants achievements since
the last MAP and to pave the way for monitoring the Core Network
improvement process.
As a result of the global economic crisis several project experience
delays in their realisation and therefore they have been removed
from the priority list.
A combined analysis of network condition and bottlenecks identifies
that the development status of the Core Network, being introduced
in MAP 2010-14 is adequate for roads (52% completed) but still
modest for railways (only 18% completed). This analysis will allow
the possibility to pair investment needs Core Network sections with
proposed priority projects (MAP 2010-14 Chapter 4.4) and to give
additional justification for Priority project selection
The priority list for MAP 2010-2014 comprises 28 project groups with
40 individual projects that provide wide strategic coverage over the
Core Network - with 21 projects on Corridors, 12 on Routes, and
7 in Terminals. All modes of transport are included in the indicative
priority list creating the potential for multimodal development, though
few projects have a specifically multimodal dimension. Of the 28
project groups and 40 projects, 37.5% concern roads, 40% concern
railways, 5% inland waterways, 10% airports and 7.5% seaports.
The indicative investment programme requires 3.526 billion.
Of the 40 priorities projects, 14 are in an advanced stage of maturity,
7 in the intermediate stage and 19 at the conceptual stage. Of the
3.526 billion investment required, only 773.35 million is directed to
conceptual stage projects.
SOUTH EAST EUROPE TRANSPORT POLICY AND
TRANSPORT SECTOR REFORMS
Although South East Europe Participants are continuously making
progress in reforming the transport sector by pursuing their
National transport strategies and by introducing new legislation and
regulations in compliance with the EU transport acquis and policy,
they recognize that such reforms should not create disparities that
may counter the effective management and development of the
Core Network. Therefore, they are determined to harmonise reforms
were deemed to be in the regional interest.
In the scope of the regional cooperation related to the Core Network,
an Addendum of the Memorandum of Understanding on the
Development of the Core Regional Transport Network regarding the
South East Europe Railway Transport Area (Addendum) was signed
at the Third Annual Ministerial Meeting on December 4th, 2007 for
the purposes of boosting the reform of the railway sector in the
region and support the establishment of a common railway space.
Thanks to the financial assistance of European Commission
(CARDS 2006 Regional programme) soft measures aimed at
regional railway reform and road infrastructure safety management
was launched in June 2008. On the basis of MAP description a
technical assistance project entitled Support for implementing of
the SEE Core Regional Transport Network MAP 2008-2012 was
defined. Project achievements and outputs are already implemented
in some Participants, leading to faster railway reforms and improved
road infrastructure safety. The project will be completed in December
2009.
Extracts from National Transport Strategies and Master Plans of
SEETO Participants are presented in order to promote regional
dialogue about most effective common transport measures.
Additionally, in MAP a 2010-14 review of proposed soft measures
and new measures has been presented.
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

TABLE OF CONTENTS

1 THE SOUTH EAST EUROPE CORE REGIONAL TRANSPORT NETWORK DEVELOPMENT

1.1 Context.................................................................................................................................................................................. 2
1.2 The Network of SEETO Institutions.................................................................................................................................... 2
1.3Core Network development objectives.............................................................................................................................. 3
1.4Core Network development expected results................................................................................................................... 3
1.5Multi-Annual Plan (MAP)..................................................................................................................................................... 3
1.6 MAP 2010 - 2014 Structure.................................................................................................................................................. 4

2 DESCRIPTION OF THE CORE NETWORK AND ITS CONDITION

2.1 Introduction.......................................................................................................................................................................... 6
2.2 The Core Road Network Description results..................................................................................................................... 7
2.3 The Core Rail Network Description.................................................................................................................................... 8
2.4The Core Airport Network Description............................................................................................................................... 9
2.5The Core Inland Waterways Network Description............................................................................................................ 9
2.6The Core Inland Waterway Ports Network Description.................................................................................................... 9
2.7The Core Seaports Network Description............................................................................................................................ 9
2.8The Core Network connection with Trans European Network......................................................................................... 9
2.9 The Core Network horizontal issues................................................................................................................................... 10
2.9.1 The Intermodality Dimension............................................................................................................................... 10
2.9.2 Intelligent Transport Systems.............................................................................................................................. 13

3 ASSESSMENT OF CORE NETWORK PERFORMANCE

3.1 The data collection Process................................................................................................................................................ 16

3.2 SEETIS 2................................................................................................................................................................................ 16
3.3 Performance of the Core Road Network............................................................................................................................. 16
3.3.1 Core Road Network Condition............................................................................................................................ 16
3.3.2 Performance of the Core Road Network............................................................................................................. 18
3.3.3 Road Accessibility............................................................................................................................................... 21
3.3.4 Road Safety........................................................................................................................................................ 21
3.3.5 Core Road Network according to TEN-T standards........................................................................................... 23
3.4 Performance of the Core Rail Network.............................................................................................................................. 23
3.4.1 Core Rail Network Condition.............................................................................................................................. 26
3.4.2 Identification of infrastructure bottlenecks.......................................................................................................... 28
3.4.3 Railway Border crossings infrastructure and administrative procedures.......................................................... 28
3.5 Performance of Other Transport Modes............................................................................................................................. 30
3.5.1 Inland Waterways............................................................................................................................................... 30
3.5.2 Inland Ports......................................................................................................................................................... 30
3.5.3 Seaports.............................................................................................................................................................. 30
3.5.4 Airports................................................................................................................................................................ 32

4 PRIORITY PROJECTS OF THE CORE NETWORK

4.1Achievements from MAP 2009-13 to date............................................................................................................................ 36

4.1.1 MAP 2009-13 Priority Projects with approved financing...................................................................................... 36
4.1.2 MAP 2009-13 Priority Projects postponed........................................................................................................... 36
4.1.3 Core Network projects with approved financing or works ongoing in 2009......................................................... 36
4.2Investment Needs on the Core Network.............................................................................................................................. 38
4.3Project selection and prioritisation process....................................................................................................................... 40
4.3.1 SEETO project selection procedure.................................................................................................................... 40
 4.4 Priority Project List MAP 2010 - 2014................................................................................................................................ 40
4.4.1 Project Priority List 2010-2014............................................................................................................................. 40
4.4.2 Priority Projects 2010-2014.................................................................................................................................. 41
4.4.3 Types of Interventions, Investment Requirements and Maturity........................................................................... 43
4.4.4 Categorisation and Description of Priority Projects.............................................................................................. 45
4.4.5 Committed Priority Projects at Advanced Stage of Maturity................................................................................. 45
4.4.6 Committed Priority Projects at Intermediate Stage of Maturity............................................................................. 52
4.4.7 Priority Projects at Conceptual Stage................................................................................................................... 55
4.5Programming and investment summary............................................................................................................................. 62

5 SOUTH EAST EUROPE TRANSPORT POLICY AND TRANSPORT SECTOR REFORMS

5.1Introduction........................................................................................................................................................................... 64
5.2South East Europe Regional Transport Policy.................................................................................................................. 64
5.2.1 Railway reform and Addendum time table.......................................................................................................... 64
5.2.2 Railway reforms and road infrastructure safety management............................................................................ 65
5.2.3 SEETO Participants Transport Policies and Transport Master Plans................................................................. 69
5.3South East Europe Transport Sector Reforms.................................................................................................................. 70
5.3.1 Regional soft measures proposed in previous MAP`s........................................................................................ 70
5.3.2 Soft measure for consideration in MAP 2010-14................................................................................................ 71
South-East Europe Core Regional Transport Network Development Plan 2010-2014

LIST OF ANNEXES
Annex I: Detailed description of the Core Network
Annex II: Definition of the Core Network
Annex III: Condition of the Core Network
Annex IV: Performance of the Core Network
Annex V: Infrastructure and Performance Indicators
Annex VI: Project and Infrastructure quesstionnaires
Annex VII: MAP 2010-14 Project description template

LIST OF FIGURES
Figure 2.1 Core Road Network ..................................................................................................................................................................... 6
Figure 2.2 Core Rail Network......................................................................................................................................................................... 7
Figure 2.3 Core Network - Seaports, Airports and Inland Waterway.............................................................................................................. 8
Figure 2-4 Core Road Network connection with TEN-T................................................................................................................................. 10
Figure 2-5 Core Rail Network connection with TEN-T.................................................................................................................................... 11
Figure 2-6 Seaports, Airports and Inland Waterway connection with TEN-T.................................................................................................. 11
Figure 2-7 Core Network - Terminals............................................................................................................................................................. 12
Figure 3-1 Core Road Network condition....................................................................................................................................................... 17
Figure 3-2 Core Road Network traffic indicators............................................................................................................................................ 19
Figure 3-3 Road Traffic Density and Bottlenecks for 2008............................................................................................................................. 20
Figure 3-4 Road Traffic Density and Bottlenecks for 2014............................................................................................................................. 21
Figure 3-5 Basic Road Safety indicators in SEETO Participants................................................................................................................... 22
Figure 3-6 Railway Passenger Traffic Density for 2008 ................................................................................................................................ 24
Figure 3-7 Railway passenger traffic volumes (pkm) from 2006 to 2008....................................................................................................... 25
Figure 3-8 Railway freight traffic volumes (tkm) from 2006 to 2008............................................................................................................... 25
Figure 3-9 The Core Rail Network Condition................................................................................................................................................. 26
Figure 3-10 Core Rail Network condition........................................................................................................................................................ 27
Figure 3-11 Border Crossings on the Core Rail Network................................................................................................................................ 29
Figure 3-12 Delays at BCP Subotica.............................................................................................................................................................. 29
Figure 3-13 Delays at BCP Dimitrovgrad........................................................................................................................................................ 29
Figure 3-14 Seaport freight traffic from 2006 to 2008.................................................................................................................................... 32
Figure 3-15 Seaport passengers volume from 2006 to 2008......................................................................................................................... 32
Figure 3-16 Airport passengers volume from 2006 to 2008........................................................................................................................... 33
Figure 3-17 Airport cargo volume from 2006 to 2008..................................................................................................................................... 33
Figure 3-18 Core Network Airports connections............................................................................................................................................. 34
Figure 4-1 Core Road Network - Investment Requirements.......................................................................................................................... 39
Figure 4-2 Core Rail Network - Investment Requirements............................................................................................................................ 40
Figure 4-3 Road Priority Projects................................................................................................................................................................... 44
Figure 4-4 Railway Priority Projects............................................................................................................................................................... 44
Figure 4-5 Airports, Seaports and Inland Waterways Priority Projects........................................................................................................... 45
Figure 5-1 Hierarchy of the border crossing agreements............................................................................................................................... 66
Figure 5-2 Approaches to introduce RSA/RSI into legislation........................................................................................................................ 68
Figure 5-3 Implementation of RSA/RSI in different design stages................................................................................................................. 68
LIST OF TABLES
Table 2-1 Core Road Network lengths by SEETO Participants..................................................................................................................... 6
Table 2-2 Core Rail Network lengths by SEETO Participants....................................................................................................................... 7
Table 2-3 Infrastructure Data for Core Airport Network.................................................................................................................................. 8
Table 2-4 Infrastructure Data for Core Network Seaports.............................................................................................................................. 9
Table 3-1 Condition of Core Road Network for 2005 to 2008........................................................................................................................ 17
Table 3-2 Condition of Core Road Network per Participant and Corridor/Route in 2008............................................................................... 17
Table 3-3 Traffic flows on the Core Road Network per Corridor/Route in 2008............................................................................................. 18
Table 3-4 Core Road Network Traffic Indicators from 2006 to 2008.............................................................................................................. 19
Table 3-5 Core Road Network bottlenecks in 2008 and 2014....................................................................................................................... 20
Table 3-6 The shortest Travel Times between Major Road Border Crossings in 2008.................................................................................. 22
Table 3-7 Population, total number of accidents, injuries and fatalities......................................................................................................... 23
Table 3-8 Core Rail Network Traffic Analysis for 2008 .................................................................................................................................. 24
Table 3-9 Core Rail Network Breakdowns by Corridor and Route for 2008.................................................................................................. 26
Table 3-10 Core Rail Network Condition Evolution......................................................................................................................................... 27
Table 3-11 List of Core Rail Network bottlenecks (single track)..................................................................................................................... 28
Table 3-12 List of Core Rail Network bottlenecks (double tracks).................................................................................................................. 28
Table 3-13 Classification of IWW ports according to TEN-T standards.......................................................................................................... 31
Table 3-14 Performance Data for Core Network Seaports for years 2007 and 2008..................................................................................... 31
Table 3-15 Classification of Seaports according to TEN-T standards ........................................................................................................... 31
Table 3-16 Performance Data for Core Network Airports for years 2006 to 2008.......................................................................................... 33
Table 3-17 Classification of Airports according to TEN-T standards .............................................................................................................. 34
Table 4-1 Status of the Core Road Network ................................................................................................................................................. 38
Table 4-2 Status of the Core Rail Network .................................................................................................................................................... 39
Table 4-3 Priority Projects distribution by transport mode............................................................................................................................. 41
Table 4-4 South East Europe Core Network Priority Projects List................................................................................................................. 41
Table 4-5 Priority Projects investment requirements by intervention type..................................................................................................... 43
Table 4-6 Priority Projects investment costs by Participant and Transport mode.......................................................................................... 43
Table 4-7 Maturity identification of Priority Projects....................................................................................................................................... 43
Table 4-8 Committed Priority Projects at Advanced Stage of Maturity........................................................................................................... 46
Table 4-9 Committed Priority Projects at Intermediate Stage of Maturity....................................................................................................... 52
Table 4-10 Priority Projects at Conceptual Stage............................................................................................................................................ 55
Table 5-1 Time table for implementation of Addendum................................................................................................................................. 64
Table 5-2 Suggested minimal number of certified auditors and inspectors................................................................................................... 69
South-East Europe Core Regional Transport Network Development Plan 2010-2014

LIST OF ABBREVIATIONS
AGC IPF
European Agreement on Main International Railway Lines Infrastructure Project Facility
AMM ITS
Annual Meeting of Ministers Intelligent transportation system
ArcGIS IWW
Arc Geographic Information System Inland waterway
ArcIMS MAP
Arc Internet Map Server Multi Annual Plan
ATP MoU
Automatic Train Protection system Memorandum of Understanding
BCA NC
Border-Crossing Agreement National Coordinator(s)
BCP NS
Border Crossing Points Network Statement
BPA NRSS
Border Police Agreement National Road Safety Strategy
CARDS OSS
Community Assistance for Reconstruction, Development and Stabilisation One Stop Shop
CCTV RB
Closed Circuit Television Regulatory Body
CUU RDBMS
Contract for the Use of Wagons Relational Database Management System
DG TREN REBIS
Directorate General for Transport and Energy Regional Balkan Infrastructure Study
EBRD RIS
European Bank of Reconstruction and Development River Information System
EC RM
European Commission Regulatory Manual
ECAA RNE
European Common Aviation Area RailNetEurope
EDI RRSS
Electronic Data Interchange Regional Road Safety Strategy
EIA RSA/RSI
Environmental Impact Assessment Road Safety Auditing/Road Safety Inspection
EIB RWR/RSA Project
European Investment Bank Project Support for Implementing Measures for the South East Core Regional
ERTMS Transport Network Multi Annual Plan 2008-2012
European Rail Traffic Management System (Europeaid/125783/C/SER/MULTI)
ERR SC
Expected Rate of Return Steering Committee
ETC SEE
Electronic toll collection South East Europe
ETCS SEETO
European Train Control System South East Europe Transport Observatory
EU SEETIS
European Union South East Europe Transport Information System
EUROTAP TEN-T
European Tunnel Assessment Programme Trans European Networks (Transport)
GIS TEU
Geographical Information System Twenty foot equivalent unit
GDP ToR
Gross Domestic Product Terms of Reference
HCM TTFSE
Highway Capacity Manual Trade and Transport Facilitation in Southeast Europe
HIPERB UIC
the Hellenic Plan for the Economic Reconstruction of the Balkans International Union of Railways
HGV UNECE
Heavy Goods Vehicle United Nations Economic Commission for Europe
IFI UNSCR
International Financing Institution United Nations Security Council Resolution
IM WB
Infrastructure Manager World Bank
IPA WG
Instrument for Pre-accession assistance Working Group
1
THE SOUTH EAST EUROPE CORE
REGIONAL TRANSPORT NETWORK
DEVELOPMENT
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
1.1 Context
Development of the Core Regional Transport Network is considered
to be one of the most important policies for bringing long-term
stability and economic prosperity to South East Europe. Stimulating
transport network development, evident improvement in the flows
of international trade and connectivity with remote areas of the SEE
region can be achieved. It will also strengthen links with European
Union, taking into account that all SEE neighbouring countries are
members of the European Union.
In order to stimulate development of transport infrastructure in
South East Europe, the Memorandum of Understanding for the
development of the Core Regional Transport Network (MoU)
was signed on 11th June, 2004 by the Governments of Albania,
Bosnia and Herzegovina, Croatia, the former Yugoslav Republic of
Macedonia, Montenegro, Serbia, and the United Nations Mission in
Kosovo and the European Commission (EC).
The aim of the MoU is to promote co-operation in the development
of the main and ancillary infrastructure on the multimodal South
East Europe Core Regional Transport Network and to enhance
policies in this area which facilitate such development. Development
of the Core Network should include maintenance, reconstruction,
rehabilitation, upgrading and new construction of main and ancillary
infrastructure as well as its operation and use with a view to
fostering the most efficient and environmentally friendly transport
modes on a regional scale.
The Addendum to the Memorandum of Understanding for SEE
Railway transport area was signed at the Third SEETO Ministerial
Meeting on December 4th, 2007 for the purposes of promoting
the reform of the railway sector in the region and support to the
establishment of a common railway space. The SEE Railway
Transport Area is established to promote: Effective regulatory
institutions for the SEE rail sector; Separation, management
independence, and market orientation in SEE railway sector; Access
to the market, interoperability and railway safety; Financial stability
and transparency; Facilitate border crossing and promote the social
dimension and social dialogue.
The Timetable for the implementation of the Addendum of the
Memorandum of Understanding on the Development of the Core
Regional Transport Network regarding the South East Europe
Railway Transport Area was adopted at the Fourth SEETO
Ministerial Meeting on December 4th, 2008.
The MoU stated that development of the Core Network in a dynamic
process and the Core Network may need to be revisited over time.
Taking into account principles and criteria set in Modification of the
Core Regional Transport Network of South East Europe as well as
general principles governing the TEN-T network, the Core Network
Revision is being performed and it is expected to be completed by
the end of 2009.
Knowing that the region is completely bordered by EU Member
states and that the alignment of the national legislation of the
SEETO Participants with the EU Acquis and standards is achieved
to a greater extent compared with the EU neighbourhood countries,
1 The official negotiations has been launched on June 24th 2008
2
the European Commission began the negotiation process on The
Transport Community Treaty1 with Participants. The objective of
the Treaty is to establish an integrated market for infrastructure and
land, inland waterways and maritime transport, as well as to speed
up the alignment of the relevant legislation and allow transport
users and citizens to benefit from the accession process more
rapidly. The Core Regional Transport Network will be a part of the
Transport Treaty. The establishment of the Transport Community
would accelerate the integration of the transport systems within
the region as well as with those of the EU. It would also provide
operators and investors in the transport sector with legal certainty,
thereby stimulating and speeding up the necessary investments and
economic development.
1.2 The Network of SEETO Institutions
According to the Memorandum of Understanding the following
institution network is foreseen to foster the reform process of the
South East Europe Core Regional Transport Network:
The Annual Ministerial Meeting (AMM) is the highest political
forum where the progress of the Core Network in respect of the
MoU is confirmed, MAP is accepted and future strategies are agreed
upon. It is attended by the Ministers of Transport of each of the
Participants and by the European Commission.
The Steering Committee (SC) ensures co-ordination of the joint
work of Participants of the Memorandum of Understanding. It is
composed by one representative and one deputy representative of
each Participant. The Steering Committee has an overall monitoring
and supervisory role. It is co-chaired by the European Commission
and by a Chairman from the SEE region and is the main responsible
structure for guiding SEETOs activities and coordinating the
transport infrastructure and project planning, as well as promoting
national reforms in line with the agreed EU and regional driven
approach.
The South East Europe Transport Observatory (SEETO) was
established in 2005 to facilitate the implementation of the MoU. The
Secretariat provides technical support to the Steering Committee
at the operational level. It ensures the liaison of the Steering
Committee with other actors directly involved in the implementation
of the MoU and with International Financial Institutions and
Donors active in the region. The Permanent Secretariat is also the
instrument for SEETOs function as Observatory. It analyses the
performance of the Core Network, registering progress made in the
achievement of the MoU provisions, is responsible for producing and
updating the five years Multi-Annual Plan (MAP), and assists the
SC in promoting policy reforms and harmonisation in the transport
sector.
National Co-ordinator (NC), was appointed by each Participant.
The role of National Co-ordinators is to act as technical support to
SEETO and as interface between the respective Government and
the Permanent Secretariat.
Working Groups (WG) reports to the Steering Committee. A
Railways Working Group was established in 2006 and Road Safety
Working Group in 2009. It was formed by experts delegated by the
Steering Committee, includes representatives of each Participant
and of the European Commission DG Energy and Transport
(Chairman), and may occasionally invite external experts and
stakeholders.
1.3 Core Network development
objectives
Several objectives for the overall development of Core Regional
Transport Network are foreseen on the regional basis:
Promoting transport of goods and passengers in South East
Europe,
Developing the main and ancillary infrastructure on the
multimodal South East Europe Core Regional Transport Network,
Fostering the most efficient and environmentally friendly transport
modes on the regional level,
Harmonising and standardising, wherever feasible, technical
standards and regulatory or administrative provisions affecting
the flow of transport in and across the region, in accordance with
EU standards and directives,
Developing and implementation of the Multi-Annual Rolling Action
Plan (MAP) in order to provide a platform for most efficient use of
funds and know-how provided by public and private sources,
Promote and enhance local capacities for the implementation of
investment programmes, management and data collection and
analysis in SEE Participants.
Development objectives are closely related to activities which are
performed yearly within SEETO institution network. Explanation of
activities and tasks undertaken are presented in the Multi- Annual
Plan as well results achieved from previous MAP.
1.4 Core Network development
expected results
Based on national transport strategies and findings from several
SEE regional projects carried out in the last decade following results
of development of the Core Network should be expected:
Road - The results expected for Core Road Network will include
rehabilitation of main Corridors and Routes as well as the
removal of bottlenecks and high risk road sections and provision
of new roads where economically feasible; Transport demand
forecasts based tentatively on GNP growth vary from 3% to 9%
per annum depending on the Participant. Elimination of border
crossing delays and more effective road management system
using Intelligent Transport Systems can be expected.
Rail - Improvement of the Core Railways Network is expected
to include removal of speed restrictions and upgrading to AGC
standards where economically feasible. Improvement of border
crossing procedures and elimination of delays. Implementation of
railway reforms related to restructuring and market opening will
be of highest importance.
Airports The Core Network development will continue with the
modernization of airport infrastructure with respect to safety and
efficiency of airside operations, improvement and modernization
of terminal buildings. Increase in air traffic in regional modal split
as well as involvement of the private sector in airport operations
should be achieved.
Sea Ports - The results expected from port investment are
the operation of heavier vessels, faster turnaround, reduced
transhipment times, better port connectivity by road and rail.
Increased private sector participation and more logistics services
should be achieved.
Waterways - The results expected are improved navigation,
through removal of obstacles and widening of channels, provision
of advanced customs information to ports, operation of new traffic
management services such as river information services.
1.5 Multi-Annual Plan (MAP)
The link in the SEETO planning process which connects objectives
with regionally expected results is the Multi-Annual Plan (MAP). In
essence, the MAP is a part of the MoU architecture as a document
which shows why are actions needed; how regional added value for
national projects will be achieved; which measures and projects are
needed to address these issues; and where on the network should
limited resources be allocated to improve performance?
The overall objective of the MoU is to bring benefits to transport
users within and beyond the SEE Region of improved efficiency,
lower costs and better quality of services. The objectives of the MAP
can be specified as:
providing a focus for regional cooperation essential for European
integration,
a base of information on the performance of the Core Network,
a programme of soft measures to improve the management of
the Core Network,
a list of the highest priority investment projects that remove
bottlenecks.
A 5-year Multi-Annual Plan (MAP) should ideally reflect the following
features:
be Realistic for short term actions,
be Adaptable for annual improvements, additions or changes,
be Dynamic for gradual expansion,
be Inspiring for long term vision
and most importantly to ensure consensus among SEETO members
and to be able to attract the interest of financing institutions and of
the private sector.
3
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
1.6 MAP 2010 - 2014 Structure
In Section 1 the overall context of the Core Network development
is presented. The MoU, institutional networking and objectives of
development of the Core Network is essential for understanding
SEETO processes and together with MAP creates the backbone
structure for regional cooperation.
Section 2 of the MAP gives a description of the Core Network, its
current technical/operational status and its connection to the TEN-T.
Additionally, promotion of intermodality and the use of intelligent
transport systems are described to encourage Participants to deploy
cutting edge technologies and transport visions.
Section 3 elaborates the operational performance of the Core
Network by assessing a number of indicators such as, traffic, level
of service and bottlenecks, accidents and travel times/accessibility
and concluding on the status of the network. Part of the section is
devoted to the presentation of transport trends on the Core Network
in the last few years of monitoring performed by SEETO.
4
In Section 4 detailed description of all project implemented on
the Core Network from MAP 2009-13 are presented as well as
MAP priority list projects. Implemented projects and achievements
in priority project implementation from previous MAP are set as
benchmarks for future years.
Section 5 outlines the specific soft measures for improving sub
sector management and operations. Findings and recommendations
of the Support for Implementing Measures for the South East
Core Regional Transport Network Multi Annual Plan 2008-2012 /
Europeaid /125783/C/SER/MULTI (RWR/RSA project) are presented
as well as outlines of Participant`s national transport strategies.
The MAP is supplemented by a number of Annexes containing
detailed information on most of the topics covered.
2
DESCRIPTION OF THE CORE
NETWORK AND ITS CONDITION
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

2.1 Introduction

The Core Network is a multimodal network which includes road, rail revision are defined in TEN-T Guidelines and Modification of the
and inland waterway links in the seven Participants, together with Core Regional Transport Network of South East Europe documents.
a number of designated seaport, river port and airport nodes and The Revised Core Network will be adopted at 5th Annual Ministerial
terminals. Meeting2 and presented in MAP 2011-15.

Since 2004 when the Core Network was defined, a number of The total length of the Core Road Network is 5,975 km, consisting
changes in strategic transport policy documents and variations in of 3,019 km of Corridors and 2,956 km of Routes. Total length of the
regional traffic flows have appeared. With that in mind, the process Core Rail Network is 4,615 km, including 3,083 km of Corridors and
of the Core Network Revision began in 2008. The main criteria for 1,532 km of Routes. The total length of the River Danube (Corridor

Table 2-1 Core Road Network lengths by SEETO Participants

Corridors Routes Total
Participant
km % km % km %
Albania 378 13 401 14 779 13
Bosnia and Herzegovina 400 13 470 17 870 15
Croatia 772 26 574 18 1,346 23
the former Yugoslav Republic of Macedonia 660 20 20 1 680 11
Montenegro - 0 545 18 545 9
Serbia 809 27 696 24 1,505 25
Kosovo (under UNSCR 1244/99) - 0 250 9 250 4
Total 3,019 100 2,956 100 5,975 100
Source: SEETIS 2(2009)

Figure 2-1 Core Road Network

2 More information about 5th AMM documents could be find on SEETO web site
6
VII) within Serbia and Croatia is given as 588 km and the navigable length of the network is 5,975 km (3,019 km of Corridors and
length of the River Sava is 593 km. The Core Network also includes 2,956 km of Routes). The Core Road Network components are
seven seaports, two river ports and eleven airports. illustrated on the Figure 2-1.

Almost a half of the Core Road Network is situated in Serbia and

2.2 The Core Road Network Description Croatia (total 48%), with the next largest networks accounting for
15% in Bosnia and Herzegovina and 13% in Albania.
The Core Road Network3 consists of three Corridors (or 8 corridor
branches) and seven Routes (or 9 route branches). The total

Table
2-2 Core Rail Network lengths by SEETO Participants
Corridors Routes Total
Participant
km % km % km %
Albania 358 11.6 119 7.7 477 10.3
Bosnia and Herzegovina 427 13.9 94 6.1 521 11.3
Croatia 881 28.6 326 21.3 1,208 26.2
Montenegro - 0.0 184 12.0 184 4.0
the former Yugoslav Republic of Macedonia 653 21.2 32 2.1 685 14.8
Serbia 763 24.8 628 41.0 1,392 30.1
Kosovo (under UNSCR 1244/99) - 0.0 150 9.8 150 3.3
Total 3,083 100.0 1,532 100.0 4,615 100.0
Source: SEETIS 2(2009)

Figure 2-2 Core Rail Network

3 Detailed description of the Core Road Network is presented in Annex I. More information could be find on SEETO web site http://www.seetoint.org
7
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

2.3 The Core Rail Network Description

The Core Rail Network4 includes 4,615 km of railway lines. It
consists of 3 Corridors (or 7 corridor - branches) and 6 Routes. The
total length of Corridors is 3,083 km and 1,532 km of Routes. The
components of the Core Rail Network are shown at Figure 2-2. On
Corridor VIII, 206 kilometres connecting Albania with the former
Yugoslav Republic of Macedonia is absent.
Regarding the breakdown of Corridors and route length by
Participant, Serbia has the largest portion of the network with 30.1%,
followed by Croatia with 26.2 % and Montenegro with 14.8%.
Corridor X with 34.8 % and Route 4 with 12.6 % have the largest
portion of the Core Network.

Table 2-3 Infrastructure Data for Core Airport Network

Runway Main Runway Length Apron Area Passenger Terminal Area
Name
Condition (m) (m2) (m2)

Tirana Medium 2,750 54,000 8,500

Banja Luka Good 2,400 21,600 800
Sarajevo Medium 2,600 8,000 46,000
Dubrovnik Very Good 3,300 106,000 9,000
Split Very Good 2,550 42,500 11,000
Zagreb Good 3,252 168,000 12,000
Skopje Good 2,450 64,170 4,000
Podgorica Medium 2,500 20,000 5,500
Belgrade Good 3,460 189,300 46,000
Nis Good 2,500 27,500 2,000
Pristina Medium 2,500 21,000 5,500
Source: SEETIS 2(2009)

Figure 2-3 Core Network - Seaports, Airports and Inland Waterway

4 Detailed description of the Core Rail Network is presented in Annex I. More information could be find on SEETO web site http://www.seetoint.org
8
2.4 The Core Airport Network
Description
Each of the Core Network Airports5 has a single runway. In the case
of three airports (Belgrade, Zagreb and Dubrovnik) the runway is
longer than 3,000 meters, while the others have runways of around
2,500 meters. Infrastructure data shows that most of the runways
and associated air side of the airports are incapable of handling
long-haul aircrafts. Terminal buildings are another constraint to
airport capacity, as well as equipment related to navigation and
landing/take off procedures. Locations of airports are shown in
Figure 2-3.
Two of eleven Core Network airports are under the concession
contract (Tirana and Skopje) while others are public owned
companies.
2.5 The Core Inland Waterways
Network Description
The Core Inland Waterways Network6 comprises the Danube
(Corridor VII) and Sava rivers. The Danube extends for a distance of
588 km from km 845 at the Romanian border through Belgrade and
Novi Sad to km 1,433 at the Hungarian border.
The River Sava extends for 933 km and is navigable for 593 km
(from its confluence with the Danube at Belgrade to Sisak) with
category IV from Belgrade to Slavonski Samac and Oprisavci to
Slavonski Brod and with category III from Slavonski Samac to
Oprisavci and Slavonski Brod to Sisak. The location of Core Inland
Waterways is shown in Figure 2-3.
2.6 The Core Inland Waterway Ports
Network Description
Two inland waterway ports are designated as part of the Core
Network, both on the Danube in Serbia at Belgrade and Novi Sad.
Belgrade port has a total area of 100 ha, covered storage of 30 ha
(300,000 m2), and a container stacking area for 12,000 TEU. Novi
Sad port has a total area of 240 ha, covered storage of 44,000 m2,
and a stacking area for 1,000 TEU. Location of Core Inland Ports is
shown in Figure 2-3.
2.7 The Core Seaports Network
Description
The Core Network includes seven seaports: Durres and Vlore in
Albania; Rijeka, Split, Dubrovnik and Ploce in Croatia and Bar in
Montenegro. Of these, Rijeka, Bar and Durres are part of the EU
Motorways of the Sea7 concept. Core Network Seaports are shown
on Figure 2-3 and key data for ports are shown in Table 2-4.
All ports with the exception of Dubrovnik, which is purely
passenger port are multipurpose, whilst Rijeka is the only port that
presently acts as a transhipment centre.
2.8 The Core Network connection with
Trans European Network
The Core Network represents a backbone network for South East
Europe regional cooperation and it is of utmost importance to be
connected with the Trans European Network8 (TEN-T). TEN-T
linkage with the Core Network provides functional and efficient link
of the South East Europe region and the European Union. Properly
established links of all transport modes will provide fluent movement
of people and goods and support the social-economic development
of the SEE region.
Analyzing connections between two networks it could be stated that
the Core Network is defined as supplement of the TEN-T in South
East Europe and that efficient connection of two networks is ensured

Table 2-4 Infrastructure Data for Core Network Seaports

Port Rijeka Split Ploce Dubrovnik Bar Durres Vlore

Port Area (ha) 2,000 666 238 100 2,000 138 53

Container terminal Yes Yes No No Yes Yes No
Ro-Ro facilities Yes Yes Yes Yes Yes No No
Transhipment centre Yes No No No No No No
Berths (number) 2 for 3 for
containers, 11 containers, 6
for general, 1 for general, 6
for bulk, 2 for for bulk, 1 for
liquid 28 liquid 7 20 11 3
Max. draught (m) 18.5 for bulk 11.8 13.5 11.5 14 11.5 7.5
Min. draught (m) 5.5 1.9 4.5 7.5 6 6.6 3
General Condition Good Good Good Good Medium Very Poor Very Poor
Source: SEETIS 2(2009)

5 More information about Core Network Airports could be find on SEETO web site http://www.seetoint.org
6 Detailed definition of the Core IWW Network is presented in Annex II. More info. could be find on SEETO site http://www.seetoint.org 9
7 More information on http://ec.europa.eu/transport/maritime/motorways_sea/motorways_sea_en.htm
8 European Parliament and Council decision N 1692/96/EC of the 23rd July 1996, on Community guidelines for the development of the trans-European transport network (version 2004)
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
on the vast majority of the cases. It is planned to make complete
harmonization in coming years through EU accession and TEN-T
revision process.
In order to support harmonization process, it should be mentioned
that following links should be taken into account during the
harmonization process:
R oad Route 5 (Corridor X connection with Bulgaria via Zajecar
(Serbia)) is not connected with TEN-T on Bulgarian territory;
Railway Corridor VIII (connection with Greece via Korce
(Albania)) is not connected with TEN-T on Greek territory;
Railway Route 4 (Corridor X connection with Romania via Vrsac
(Srbija)) is not connected with TEN-T on Romanian territory;
TEN-T railway link from Hungary to Serbia via Roszke
(Hungaria) is not connected with the Core Network on Serbian
territory; and
TEN-T river Tisa is not connected with the Core IWW Network
in Serbia;
Connections and missing links between Core Network and TEN-T
(per transport modes) are shown in Figures 2-4 to 2-6.
Figure 2-4 Core Road Network connection with TEN-T
10
2.9 The Core Network horizontal issues
SEETO Participants are dedicated to achieve efficient, safe and
environmental friendly transport on the Core Network. In addition
to infrastructure investments, Participants have invested in
several horizontal issues in the past few years to achieve efficient
transport and better transport management. In the following section
development of intermodal transport and deployment of intelligent
transport systems in all transport modes will be presented.
2.9.1 The Intermodality Dimension
Intermodal transport helps to ensure sustainable and competitive
mobility Europe-wide and contributes to a cleaner environment,
higher energy efficiency and greater security. In the last few
years focus has been on the concept of co-modality (optimization
via improved intermodal transport). This method reduces cargo
handling, and so improves security, reduces damages and losses,
and allows freight to be transported faster.
Many SEETO Participants see co-modality as one of their key
strategic potentials. While geographical position is favourable, the
biggest obstacle frequently lies in an inadequate transport network
 Figure 2-5 Core Rail Network connection with TEN-T

Figure 2-6 Seaports, Airports and Inland Waterway connection with TEN-T
11
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
and poor intermodal freight terminals. It is worthwhile mentioning
that intermodal expansion along the Core Network depends
highly on political support, regional development and a European
perspective; associated transport liberalization (railway market
access, licensing, etc.), development of logistic and forwarding
companies and a higher contribution of containerized transport will
significantly support faster intermodality development.
Inland transport terminals are located mainly on Corridor X at:
(a) Serbia: Belgrade and Novi Sad river ports, ZIT inland terminal
Belgrade, Belgrade and Nis airports; (b) Croatia: Vrapce and
Spacva, Slavonski Brod, Vinkovci freight station, Zagreb airport,
(c) the former Yugoslav Republic of Macedonia: Skopje, Veles
and Gevgelija rail freight stations, Bitola freight center and Skopje
airport. The main container terminals in Bosnia and Hercegovina
are at Sarajevo and Mostar, which satisfying mostly domestic
demand. Moreover, the port of Thessaloniki in Greece (accessed
by rail and being the southernmost end point of Corridor X) serves
intermodal transport needs of the landlocked region including the
former Yugoslav Republic of Macedonia, Serbia and Kosovo (under
UNSCR 1244/99). Locations of intermodal terminal on the Core
Network are shown at Figure 2-7.
Figure 2-7 Core Network - Terminals
9 Intermodal Solution for Competitive Transport in Serbia, Ministry of Capital Investment and SINTEF, Belgrade, Republic of Serbia, 2006.
12
Major coastal intermodal terminals are seaports Rijeka (connection
to Corridor Vb), and Durres (connection to Corridor VIII), offering
interconnectivity/interoperability of three to four transport modes
at the same place. Additionally, the Port of Ploce (connection to
Corridor Vc) and Bar (Routes 1 and 4) serves mainly for domestic
needs.
Croatian plans locate inland intermodal terminals along Corridor X
(Spacva, Vrapce). Additionally, Croatia plans to upgrade the Port of
Vukovar terminal (IWW/rail/road) for intermodal transport.
According to the findings of the IMOD-X9 project, in Serbia, there is
potential for intermodal transport to increase to 15% in modal split
by 2015 in the Core Network. Belgrade is the prime location for an
inland intermodal terminal since it is positioned on the intersections
of Corridor X, Xb and VII (Danube) and the wagon distribution
centre foreseen at Belgrade should greatly improve freight transport
efficiency and decrease transport costs in the region. As a follow
up, a regular weekly container block train on the direction Bar
Belgrade was introduced. It currently runs once per week and the
problem of the change of locomotives or crew at borders has been
resolved.
In March 16th, 2009 first Promotional international container train
Bosporus Europe Express 25 was running between Ljubljana
(Slovenia) and Halkali (Turkey). Train passed distance of 1577 km,
four border crossings and went through Slovenia, Croatia, Serbia,
Bulgaria and Turkey. The objective to reduce transit time in 40 %
(i.e. from currently 60 to 37 hours) was achieved.
With the corresponding development of the Core Network and
TEN-T Network, it has emerged that there is the need for research
on the interoperability of the transport networks at the terminals at
border crossing within SEE Region and towards the EU in order to
overcome technical and operational barriers.
2.9.2 Intelligent Transport Systems alongside motorways. On most of the sections of Croatian
The growing mobility of both people and freight over the past
few years has lead to the constant decrease in service levels on
the primary road network across Europe. This has also brought
significant wastage of time, reduction in safety and security levels
and increased environmental impact. In cases where financial
resources, space and protection of environment do not represent
a restrictive factor, the construction of new links is widely accepted
solution. However, in cases where there are some restraints,
the focus has been shifted to the active and strategic traffic
management of the existing transport network. This shift from the
design and build system to the improve the management system telematics systems and information services in order to increase
can be carried out in different ways, but the implementation of the
intelligent transportation systems (ITS) has proved to be the optimal
cost-effective solution.
The concept of intelligent transportation systems (ITS) represents
the system of measures and technologies applied in a transport
system which embodies the informatics and telecommunication
technologies aimed at more efficient traffic flows, with less
congestion, increasing safety and security levels and lower level of
environmental pollution.
A number of ITS applications worldwide have shown that ITS can
create clear benefits in terms of transport efficiency, sustainability,
safety and security and to provide better information for operating,
maintaining, and managing transport system. In SEETO
Participants, there has been a modest number of activities in this
domain in the last decade. These activities were focused on clean
and energy-efficient transport, traffic management and road safety
on motorways and security of commercial transport operations.
Apart from the River Information System, applications were
developed strictly on the national level without taking into account
interoperability of services and systems and standardization.
Knowing that the full potential of ITS can only be realized if
deployment in SEETO Participants is regional-wide and even better
a EU-wide one and that ITS deployment is in infancy stage, SEETO
participants create the right framework conditions for accelerated
and coordinated deployment of ITS in all transport modes region
wide.
Several regional projects in the ITS area are worth mentioning,
these are: Traffic Control and Management System and Tunnel
Safety System on Croatian motorways; River Information System
on Danube; Electronic Toll Collection on Croatian and Serbian
motorways and ETCS on Croatian railways, etc.
Modern motorways are complex traffic system which requires
permanent supervision and management in order to improve traffic
flow efficiency and road safety and to minimize environmental
impact. For that reason, various ITS applications are installed
motorways an information and motorway communication system
is installed. Information system includes traffic information
system (VMS, RWIS, etc.), remote traffic management system
(tunnels), video detection, and CCTV and toll system. Motorway
communication systems include a telephone system, a public-
address system and a broadcasting system in tunnels. Remote
traffic management centres deal with traffic management and safety
and security in tunnels. According to the 2007 EUROTAP evaluation,
Brinje Tunnel is the best performing tunnel in the European network.
River Information Services (RIS) are a concept of harmonized
safety and efficiency of inland waterway transport and its connection
with other transport modes. This concept joins systems for vessel
tracking and tracing, display of electronic navigational charts, notices
to skippers, etc. RIS is developed as an open system, available to
all users of the waterways.
In Serbia, over the past three years, four RIS base stations have
been installed (Belgrade, Novi Sad, HPP Iron Gate 1, and HPP Iron
Gate 2), with total coverage of over 200 km of the Danube River.
At the end of 2007 the RIS Centre for vessel tracking and tracing in
real time was opened. In 2008, Serbia received 11M from IPA funds
for implementation of RIS on the River Danube. Project preparation
phase was finished by end of 2008, and implementation is expected
to last until 2012.
Electronic toll collection (ETC) is a system of toll payment without
stopping. Users who pay tolls in cash or with a card will have to stop
at toll stations, but vehicles fitted with special electronic devices
(TAG) will pass through the toll station without stopping. Payment
will be made by using electronic money via TAG and the amount
of the toll will be deducted from the sum the user has paid in
advance (on the TAG). ETC packages may be used to pay tolls on
motorways under the competence of Hrvatske autoceste d.o.o. and
the company Autocesta Rijeka Zagreb d.d. as well as on Serbian
Roads in the Belgrade to Croatian border section. The Toll collection
systems enables interoperability with contemporary toll systems in
13
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Europe, but compatibility neither with European nor SEE regional
systems is yet achieved.
The ITS application in railway sector ERTMS has two basic
components: ETCS, the European Train Control System, is an
automatic train protection system (ATP) to replace the existing
national ATP-systems and GSM-R a radio system for providing
voice and data communication between the track and the train,
based on standard GSM using frequencies specifically reserved
for rail application with certain specific and advanced functions. In
the Republic of Croatia a 16 M contract to install ETCS Level 1
equipment between Vinkovci and Tovarnik is signed. The 33.5 km
line to the Serbian border forms part of Pan-European Corridor X
and is being upgraded to permit 160 km/h running.

14
3
ASSESSMENT OF CORE NETWORK
PERFORMANCE
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
3.1 The data collection Process
Collecting and disseminating information on the Core Network is
a significant activity of SEETO. Collecting up-to-date information
is essential for planning and reviewing the development of the
Core Network, monitoring the implementation of the rolling plan,
facilitation of reforms, studies and analysis, reporting and publicity.
The data collection process through National Coordinators
started in 2006 and continues today with the utilization of various
questionnaires. Data collection for the MAP 2010-14 primarily
gives attention to cover any gaps in information, and also to add
dynamics in performance assessment, focusing on the changes of
performance since the previous Plan.
The main tool for data collection, reporting and dissemination
is introduced through SEETIS 2, which provide a set of on line
questionnaires for data collection. In addition SEETO provided a
group of different questionnaires for internal circulation among the
organizations involved in data collection.
3.2 SEETIS 2
SEETIS 2 is an internet based application which provides access
and tools to geographical and textual information held by SEETO.
The application allows remote users to use the benefits of the
SEETO Information System, it is embedded in the SEETO web
site and acts as a portal for remote users and public to submit and
obtain information about the SEE Core Network, infrastructure
condition, traffic performances and investment projects.
SEETIS 2 provides on-line forms (questionnaires and interactive
maps) based on the ArcIMS module. ArcIMS determines how the
GIS data and the services are delivered. The administrators control
whether data are accessible publicly on the web or within group of
trusted users. The ArcIMS server components allow extending the
Internet Web site by including GIS capabilities. The Web site can
deliver GIS data, maps, and applications. Many concurrent users
can access the web site and SEETIS 2, and many requests can be
processed at the same time.
The geodatabase is the main storage of graphical and textual
geographical information. The ArcIMS Module is a part of ArcGIS
software; it is dedicated to presents information on the Internet. The
purpose of the SEETIS 2 Application is to provide and display query
tools as well as information management capabilities for remote
access by a web browser.
The purpose of the SEETIS 2 is to provide and display query tools
as well as information management capabilities for the process.
Using the SEETIS 2, the users are not required to have specific
GIS knowledge - can maintain and review the transport database
and perform relevant analyses and reports. The system offers tools
for creation, editing, management, analysis, display and mapping
of technical transport information on a remote personal computer.
It includes functionality to build a map of the region and a transport
database for the entire SEE Region. The Extension supports the
data collection and creates simple method to produce data output:
16
transport maps, analyses, and reports. Using the SEETIS 2, the
users are able to save, update, elaborate, and retrieve information,
print various reports, as well as review networks based on actual
transport infrastructure and traffic data.
3.3 Performance of the
Core Road Network
3.3.1 Core Road Network Condition
The SEETO classification defines a five-point rating for the
condition of roads (Very Good, Good, Medium, Poor and Very
Poor). The exact method of condition measurement introduced in
this MAP is defined in the traffic and infrastructure questionnaire.
The methodology is based on IRI (International Roughness Index)
measuring.
1.Very Good - describes a road without problems and
completely compliant with Standards - mainly new
constructions - IRI [0-1.24],
2.Good - describes a road without problems - IRI [1.24-2.84],
3.Medium - describes road needing a New Wearing Course
(NWC) or a road needing Pavement Rehabilitation
(PRH) - IRI [2.84-5.09],
4.Poor - describes road needing a new Overlay and Wearing
Course (OWC) - IRI [5.09-8.94],
5.Very Poor - describes a road needing a Completely New
Pavement (CNP) - IRI [>8.94].
During the last decade vast majority of investments in the Core
Network was in the road sector. Participants invested in roads
to provide better transport links for their economy and to provide
mobility for the citizens. As a consequence of huge investments,
from 2005 (when the SEETO data collection process was
established) overall condition of the Core Network has improved
year by year. If the findings in 2005 and 2008 are taken into
account it is noticeable that the percent of roads with Very Good to
Good conditions rose from 36% to 56.26% and Poor to Very Poor
condition decrease from 18% to 12.1%. Major improvements were
noticed during 2005 and 2006, and the trend from 2005 to 2008
shows steady improvement. The Core Road Network conditions
from 2005 to 2008 are shown in Table 3-1 and Figure 3-1.
It is worthwhile mentioning that in 2008 almost 88% of roads are
in Very Good to Medium condition showing that the Core Road
Network is by far in the best condition when compared with other
Core Network infrastructure.
The results of condition analysis by Corridor/Routes in 2008
confirms that Corridors are in much better condition than Routes
and that only 74 km (2.5%) of Corridors are in Poor to Very Poor
condition, while 22% of Routes are in the same category. There
are no Poor and Very Poor sections on the Corridors in Bosnia
and Herzegovina, Croatia and Serbia, while 55% of Routes in
Albania and 47% in Serbia are in this category. Road condition per
Participant and Corridor/Route is presented in Table 3-2.
Table 3-1 Condition of Core Road Network for 2005 to 2008
SEETO SEETO 2005(**) SEETO 2006 (*) SEETO 2007 SEETO 2008
Class. (%) (%) (%) (%)
Very Good 16 26 23.99 25.36
Good 20 20 24.92 30.9
Medium 33 38 37.90 31.57
Poor 9 6 4.52 4.59
Very Poor 9 9 8.67 7.58
(*) 2005 data used for Bosnia and Herzegovina
(**) For Year 2005 for the 12% of the Core Network information on condition was not provided
Source: SEETIS 2 (2009)

% The Core Road Network condition

40

35

30
2005
25
2006
20
2007
15
2008
10

0
Very Good Good Medium Poor Very Poor

Figure 3-1 Core Road Network condition

Table 3-2 Condition of Core Road Network per Participant and Corridor/Route in 2008
UNSCR 1244/99)
Kosovo (under
Herzegovina

Montenegro
Description

Bosnia and

Republic of
Macedonia
the former
Yugoslav
Albania

Croatia

Serbia

Total

Very Good 168 38 625 209 - - - 1,040

Good 104 94 140 172 - 407 - 917
Corridor Medium 40 268 8 271 - 402 - 988
Poor 66 - - 8 - - - 74
Very Poor - - - - - - - 0
Very Good 31 - 325 - 108 - 12 476
Good 149 38 184 - 231 250 70 922
Route Medium - 411 65 20 144 117 148 905
Poor - - - - 40 140 20 200
Very Poor 221 21 - - 22 189 - 453
Total 779 870 1,346 680 545 1,505 250 5,975
Source: SEETIS 2 (2009)

17
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

3.3.2 Performance of the Core Road Network
Performance of the Core Road Network analysis was carried out
on the basis of data collected through Traffic and Infrastructure
questionnaires and SEETIS 2.
Current Traffic and Estimates for 2014
Different economic and demographic conditions contributed to the
fact that traffic flows vary quite widely over the Core Network, with
flows less than 1,000 veh/day to flows exceeding 100,000 veh/day.
Details of Core Road Network traffic flows are given below in Table
3-3. Traffic flows on the most of the Corridor and Route sections are
in the range 2,000-10,000 veh/day (70% and 73% respectively) and
23% of Corridors and 17% of Routes has traffic above 10,000 veh/
day (flows which could require full motorway profile). Also, it should
be stated that almost 10% of the Core Network counting less than
2,000 veh/day, which could hardly support regional importance of
Corridor or Route.
For the 5,975 km of the Core Network the analysis resulted to
a weighted Average Annual Daily Traffic (AADT) for 2008 equal
to 8,361 veh/day. In comparison to 2007 Average Annual Daily
Traffic (AADT) on Core Network decrease by 0.8 % and trend of
continuous increase is not followed. On the Table 3-4 Core Road
Network Traffic Indicators from 2006 to 2008 are shown.
The proportion of heavy goods vehicles illustrates the level of
economic activity and goods exchange in national and regional
transport. The proportion of heavy goods vehicle traffic (trucks)
accounts for around 13% of the AADT for Corridors and Routes,
with specific parts reaching year by year more than 20%, such as
Corridors Xc and Xb, Routes 4 and 5.
It could be noticed that traffic flows on some Corridors are
significantly higher than on Routes, but Routes 2a, 2b, 4 and 6
closely following the Corridors. Trend of constant increase of traffic
flows in 2006 and 2007 are noticed on all Core Network, while minor
decrease appeared in 2008.
The traffic forecasting method engaged in this MAP takes into
account information on yearly GDP and population growth estimates
for each Participant. The model used is described in the MAP 2008-
12 and REBIS study (Appendix 3) and more information can be
found in Annex V.
It should be noted that the traffic forecasting figures for 2014
are based on Participants level of GDP and population growth
projections and not for the Core Network itself. This means that
important parameters, such as travel patterns (origin destination),
transport mode selection and road traffic assignment on specific
roads is not been taken into account, as it requires a sophisticated
modeling approach.
Identification of Bottlenecks
A bottleneck is a localized section of a route that experiences
reduced speeds and inherent delays due to a carrying capacity
substantially below that characterizing other sections of the same
route.
MAP deals with bottlenecks caused by capacity problems, due to
constraints of the technical infrastructure. The generally adopted
constraint in terms of capacity for a road without bottleneck is to
assure the Level of Service (LoS) C as given by the US Highway
Capacity Manual (HCM). Sections with Level of Service C or better
are those roads where the ratio between traffic volume and capacity
(v/c) is not higher than 0.77. The capacity of roads is calculated by
the basic rules of HCM.
The HCM describes the LOS levels as follows:
Level of Service A (v/c 0.35):
Free flow, low volumes, high speeds (100 km/h or more), freedom to manoeuvre in
the traffic stream is extremely high.
Level of Service B (0.35 < v/c 0.54):
Stable flow, freedom to select desired speeds is relatively unaffected; slight decline
in the freedom to manoeuvre within the traffic flow.
Level of Service C (0.54 < v/c 0.77):
Stable flow, high volumes, operation of individual users becomes significantly
affected by interaction with each other.
Level of Service D (0.77 < v/c 0.93):
Approaching unstable flow, fluctuating and relatively low volumes, speed and
freedom to manoeuvre are severely restricted.
Level of Service E: (0.93 < v/c 1):
Operating conditions are at or near the capacity level, speeds are reduced to a low
but relatively uniform value.
Level of Service F: (1.00 < v/c):
Forced or breakdown flow, formation of queues, operations within the queue are
characterized by stop-and-go waves, which are extremely unstable.

Table 3-3 Traffic flows on the Core Road Network per Corridor/Route in 2008
Traffic Range Corridors Routes Total

Vehicle/day km % km % km %
0999 88 3% 94 3% 182 3
1,0001,999 117 4% 217 7% 334 6
2,0004,999 660 22% 1,214 41% 1,873 31
5,0009,999 1,459 48% 937 32% 2,397 40
10,00014,999 695 23% 494 17% 1,189 20
Total 3,019 100% 2,956 100% 5,975 100
Source: SEETIS 2 (2009)

18
 Table 3-4 Core Road Network Traffic Indicators from 2006 to 2008
2006 2007 2008

Length AADT - AADT - AADT -

Description (km) weighted HGV traffic weighted HGV traffic weighted HGV traffic
average (%) average (%) average (%)
(veh/day) (veh/day) (veh/day)
Corridor Vb 272 14,355 - 14,327 - 15,841 10
Corridor Vc 534 9,706 - 8,856 - 8,033 10
Corridor VIII 725 7,594 21.5 8,031 20 6,814 14
Corridor X 1,016 13,201 21.86 14,015 11 13,946 16
Corridor Xa 60 11,998 - 10,794 - 11,337 10
Corridor Xb 185 8,906 20.5 9,138 20 9,634 20
Corridor Xc 110 4,742 30.5 5,321 41 4,823 32
Corridor Xd 117 4,945 15.4 4,945 15 4,143 4
Route R1 703 7,808 - 7,756 1 8,223 12
Route R2a 236 7,262 - 6,679 - 7,366 4
Route R2b 395 3,921 10.7 4,322 12 5,770 5
Route R2c 136 3,245 7.9 3,601 6 4,099 8
Route R3 185 2,565 19.9 2,478 6 2,461 6
Route R4 590 7,714 24.8 7,801 19 7,323 19
Route R5 107 2,290 28.9 2,319 24 2,075 21
Route R6 259 8,000 9.6 7,692 8 7,237 11
Route R7 345 4,489 15.5 4,763 8 4,474 10
Source: SEETIS 2 (2009)

The Core Road Network traffic indicators

18,000

16,000

14,000

12,000
2006
veh/day

10,000
2007
8,000
2008
6,000

4,000

2,000

0
Vb Vc VIII X Xa Xb Xc Xd R1 R2a R2b R2c R3 R4 R5 R6 R7

Corridor/Route

Figure 3-2 Core Road Network traffic indicators

19
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

By considering as bottleneck sections with LoS = D and E and F,
409 km of such sections of the Core Road Network are resulting for
2008. The expected increase of road sections with bottlenecks as a
result of traffic growth, between 2008 and 2014, is 1,015 km for Core
Road Network. Bottlenecks in 2008 and 2014 in each Participant are
shown in Table 3-5. The forecasting of bottlenecks assumes that in
2014 existing infrastructure conditions will be the same as 2008.
In 2008 almost 7% of the Core Road Network is facing bottleneck, a
percentage which is expected to grow up to 17% in 2014 if existing
infrastructure conditions remain. This fact shows that, despite
heaviest investments in the road sector, Core Network roads will be
more and more congested every day. Better traffic management and
modal shift could be solutions to relieve congested road network.

Table 3-5 Core Road Network bottlenecks in 2008 and 2014

Bottleneck Bottleneck
LOS=D LOS=E LOS=F length per LOS=D LOS=E LOS=F length per
Participant
in 2008 in 2008 in 2008 Participant in 2008 in 2014 in 2014 in 2014 Participant in 2014
(km) (km) (km) (km) (km) (km) (km) (km)
Albania 20 50 70 97 13 98 208
Bosnia and Herzegovina 16 42 17 75 101 - 125 226
Croatia 41 16 57 63 17 57 136
the former Yugoslav
Republic of Macedonia - - - 0 - 71 21 92
Montenegro - - - 0 24 - - 24
Serbia 27 59 28 114 62 22 180 264
Kosovo (under UNSCR
1244/99) 59 - 35 94 42 - 94 136
Total 163 101 146 409 389 52 575 1,086
Source: SEETIS 2 (2009)

Figure 3-3 Road Traffic Density and Bottlenecks for 2008

20
 Figure 3-4 Road Traffic Density and Bottlenecks for 2014
3.3.3 Road Accessibility
Indicator of performance Accessibility should show travel time
needed to reach a specific destination from a specific origin. The
introduction of Accessibility indicator in MAP 2008-12 aimed to
monitor the improvement of accessibility (i.e. travel time reduction)
along the Core Network as projects are gradually implemented.
The bases of information for accessibility assessment are section
distances, speed limits and border waiting times reported by the
Participants.
The major problem in calculations so far has been that road
accessibility average travel time is calculated without taking into
account border crossing delays, due to a lack of the necessary
data. In MAP 2010-2014 border crossing delays for HGV (where
available) are shown separately in accessibility table as surplus to
travel time. This data is indicative, but the overall impression is that
waiting times are significantly higher than reported. Once again this
data emphasis the need for reduction of border crossing waiting
times in order to maintain competiveness of South East Europe
transport Corridors and Routes. Results of accessibility analysis
between major road border crossings are presented in Table 3-6.
Road accessibility is heavily related to the configuration and
condition of the roads, which generally favors travel along specific
Corridors in contrast to most Routes. Detailed results of accessibility
analysis are shown at Annex IV.
3.3.4 Road Safety
The road safety situation in the SEE Region is worrying with
the continuous increase of casualties. Some Participants were
successful to stop the increasing in tendency or were successful in
reducing the total number of accidents, but overall risk indicators
are still far above the EU average. At the same time developed
countries have achieved significant results in reducing the number of
casualties and traffic accidents.
Some efforts to improve this situation have been made nationally,
but there has been no coordinated regional initiative. Only two
SEETO Participants (Croatia, the former Yugoslav Republic of
Macedonia) have officially adopted national Road Traffic Safety
Strategies with precise goals and indicators which should lead to a
better road safety situation.
The current traffic accident situation is not consistent in SEE Region.
The Figure 3-5 illustrates the findings received through analysis
performed as part of the SEETO Project Support for Implementing
Measures for the South East Core Regional Transport Network Multi
Annual Plan 2008-2012.
Data for population, total number of vehicles, accidents, and fatalities
and injured in the entire territory of Participants in the years 2007 and
2008 is represented in Table 3-7. Unfortunately, to date accident data
disaggregated by Corridor and Route is not yet available.
21
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Table 3-6 The shortest Travel Times between Major Road Border Crossings in 2008

the former the former

Yugoslav Yugoslav
Croatia / Serbia / Serbia / Serbia / Republic of Republic of
Slovenia Romania Bulgaria Bulgaria Macedonia / Macedonia /
Major road border
at at at at Bulgaria Greece
crossings
Rupa Vatin Vrska Cuka Gradina at at
Devebair Gevgelia

Croatia / Slovenia 5+0.5 h 6.9+0.5h 7.4+0.5h 9+1.1h

at Bregana 9.8+1.1h
Corridor X Corridor X Corridors X Corridors X
Corridor X
and R4 and R5 and Xc and VIII
Croatia / Hungary 7.2+0.5h 9.6+1.1h
at Gorican 2.6h
Corridors X, Corridor X
Corridor Vb
Xc and Vb and Vb
Serbia / Hungary 5.3h 5.9h 8.2+0.6h
at Horgos Corridor X, Xb Corridor X, Xb Corridor X
and R5 and Xc and Xb
Source: SEETIS 2 (2009)

Figure 3-5 Basic Road Safety indicators in SEETO Participants

22
Table 3-7 Population, total number of accidents, injuries and fatalities

Population Number of vehicles Number of accidents Fatalities Injured

Participant (thousands) (thousands)
2007 2008 2007 2008 2007 2008 2007 2008 2007 2008
Albania 3,151 3,170 350 378 1,254 1,208 384 272 1344 936
Bosnia and
Herzegovina 4,346 4,346 790 882 39,959 40,859 430 434 11,888 11,884
Croatia 4,441 4,436 1,950 2,021 61,020 53,496 619 664 25,092 22,395
the former Yugoslav
Republic of
Macedonia 2,023 2,023 279 279 16,861 16,106 173 162 6,133 6,724
Montenegro 625 625 199 199 8,882 10,170 122 112 2,796 2,473
Serbia 7,498 7,350 1,743 1,751 70,735 67,708 962 897 22,021 22,275
Kosovo (under
UNSCR1244/99) 2,350 2,350 350 355 17,001 11,313 138 117 6,264 6,247
Total 24,434 24,300 5,661 5,856 215,712 200,860 2,828 2,658 75,538 72,934
Source: SEETO RSQ Questionnaires (2009)

The fatality risk and fatality rate in SEETO Region are much higher
than the EU average and both indicators have an increasing
trend rather than the decrease observed in EU Member States.
Furthermore, with expected growth of motorization, the risk of road
accidents is likely to significantly increase.
Better understanding of the road safety situation and increased
public awareness in 2008 led to a better road safety record in
some categories. Future improvements require not only analysis of
accidents data or stricter enforcement, but development of the road
safety strategy in all Participants. Using the results of RWR/RSA
Project Participants could improve national strategies and install
road infrastructure safety mechanism which will lead to better safety
record. Regional cooperation should receive a significant boost with
the Road Safety Working Group, established in 2008. The group
has a mandate to collect road safety data, share best practices and
monitor the implementation of road safety strategies and RSA/RSI
procedures. New regional road safety initiative could be launched
and developed at the Road Safety Working Group level as well.
3.3.5 Core Road Network according to
TEN-T standards
Taking into account TEN-T Guidelines the existing Core Network
could be described as a well developed network which provides
interconnection with other modes of transport. The Core Road
Network Corridors are mostly dedicated to long distance traffic and
bypass the main urban centers, while Core Network Routes link
landlocked and peripheral regions to central regions. Most of the
Core Road Network Routes do not bypass urban centers.
3.4 Performance of the Core Rail
Network
In comparison to the Core Road Network and the volume of road
traffic, the situation regarding railway is markedly different. In the last
two years, only limited investment has been made in a few sections
at Corridor X in Croatia and Serbia, and on sections at Corridor Vb
in Croatia.
In Core Rail Network performance analysis, basic quantitative
indicators which are taken into account are parameters of traffic
such as: passengers, tonnage and regarding the productivities of
network: passengerkilometers and ton-kilometers.
Productivity analyses of the Core Network in 2008 shows that
around 55 % of pkm and 33% of tkm are allocated along Corridor
X, which is by far the most significant part of the network in terms of
rail traffic volume. Along the Corridor X the majority of the traffic is
international. Corridors Vb and Vc have also relatively high freight
traffic volume. Regarding to Routes of the Core Network, Route 4
have traffic volume around 13% of all pkm on Routes and Route 1
have around 9 % of all tkm on Routes. The Core Rail Network traffic
analysis is shown in Table 3-8.
On Routes, passenger traffic volume from 2006 to 2008 shows a
general decrease in average around 5%. Only Corridors Vb and
Vc show an increase in passenger traffic volume around 15%. It is
obvious that passenger traffic is still struggling for passenger market
share with road transport. The Core Rail Network passenger traffic
volume is shown in Figure 3-7.

23
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

A trend of constant increase in freight traffic volume in 2006-2008 Analysis of the utilization of Corridors and Routes shows that the
has been noticed on Corridor Vb and Vc and it is around 17.5 and percentage of capacity used are below the 50% which indicates
15% yearly. Significant decrease of traffic volume in 2008 (40 % that the EU-wide problem of capacity is not the case in the SEETO
in comparison with 2007) appeared at Corridor X. The same trend region, yet. Improvement of lines performances, with better
appears on Route 4. On the contrary, flows on Route 2 and Route maintenance and new investments, is needed.
10 shows increase.
Passenger density on the Core Rail Network Corridors and Routes
are presented on the Figure 3-6.
Table 3-8 Core Rail Network Traffic Analysis for 2008
Length Freight Tonnes - weighted Passenger Passenger
Description Passengers
(km) traffic volume (tkm) average traffic volume (pkm) Density
Corridor X 1,177 2,196,557,094 1,866,733 42,359,151 1,262,805,389 1,073,189
Corridor Xb 151 438,978,143 2,907,140 1,455,893 105,799,979 700,662
Corridor Xc 97 189,746,693 1,948,118 10,143 987,928 10,143
Corridor Xd 179 4,300,052 24,022 265,556 34,256,724 191,378
Corridor Vb 308 1,168,029,131 3,786,401 10,174,734 245,631,146 796,263
Corridor Vc 554 1,270,856,634 2,293,121 1,632,760 122,837,219 221,646
Corridor VIII 617 22,360,027 36,246 1,575,412 44,781,343 72,591
Route R1 326 596,026,977 1,830,437 3,153,097 67,923,060 208,596
Route R2 143 31,627,764 220,864 218,353 18,232,476 127,322
Route R4 579 348,413,224 601,542 7,427,306 288,956,444 498,889
Route R9 94 135,575,000 1,450,000 211,609 19,785,442 211,609
Route R10 252 134,775,025 534,300 877,490 63,574,988 252,036
Route R11 138 39,334,154 285,030 193,328 6,186,496 44,830
Source: SEETIS 2 (2009)

Figure 3-6 Railway Passenger Traffic Density for 2008

24
 Core Rail Network Passengers Traffic

1,600

1,400

1,200
milion pkm

1,000 2006

800 2007
2008
600

400

200

0
X Xb Xc Xd Vb Vc VIII R1 R2 R4 R9 R10 R11

Corridor/Route

Figure 3-7 Railway passenger traffic volumes (pkm) from 2006 to 2008

Generally, due to lively economic activities in 2007 and 2008, freight of Corridors and Routes freight traffic flows decrease with highest
flow changes direction only at Corridor Vc and Vb. On the most percentage on Corridor X and Route 4.

Core Rail Network Freight Traffic

3,500

3,000

2,500
2006
milion tkm

2,000
2007
1,500
2008
1,000

500

0
X Xb Xc Xd Vb Vc VIII R1 R2 R4 R9 R10 R11

Corridor/Route

Figure 3-8 Railway freight traffic volumes (tkm) from 2006 to 2008

25
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

3.4.1 Core Rail Network Condition
The Core Rail Network condition is defined on a five-point scale.
In 2008 Corridors Vb with about 17% of their length in Good
condition is statistically in the best condition, whilst Corridor X
and Vc are mostly in Medium condition. Corridor VIII is in the
worst condition, where about 34% of its length is in Very Poor
condition (apart from those parts which are not built yet). This
condition implies that operation speeds in these network sections
are far below the maximum designed speed. Route 1 is in the best
condition with good condition in total length. The condition of the
other Routes still is graded Medium. The condition of the Core Rail
Network is presented in Table 3-9 and Figure 3-9.
The condition of railway lines from 2005 to 2008 shows some
changes. Improvement was noticed on the sections with Medium
condition (16 % in comparison with 2005). Sections with Poor
condition were reduced for 17% of their length. These figures per

Table 3-9 Core Rail Network Breakdowns by Corridor and Route for 2008
Very Very Missing
Description % Good % Medium % Poor % % % Total
Good Poor link

Corridor Vb 0 53 17 255 83 0 0 0 308

Corridor Vc 23 4 48 9 396 71 87 16 0 0 554
Corridor VIII 0 0 407 66 0 0 210 34 617
Corridor X 0 151 13 757 64 235 20 34 3 0 1177
Corridor Xb 0 0 151 100 0 0 0 151
Corridor Xc 0 0 97 100 0 0 0 97
Corridor Xd 0 0 129 72 50 28 0 0 179
Route 1 0 326 100 0 0 0 0 326
Route 2 0 0 25 17 119 83 0 0 143
Route 4 0 11 2 568 98 0 0 0 579
Route 9 0 0 94 100 0 0 0 94
Route 10 0 0 252 100 0 0 0 252
Route 11 0 0 138 100 0 0 0 138
Total 23 0.5 589 12.8 3269 70.8 490 10.6 34 0.7 210 4.6 4615
Source: SEETIS 2 (2009)

% The Core Rail Network condition

80

70

60

50 2005
milion passkm

2006
40
2007
30
2008
20

10

Very Good Good Medium Very Poor Missing

Poor link/n.a

Figure 3-9 The Core Rail Network Condition

26
se do not indicate a concrete pattern of significant investments in
condition improvement; rather they indicate changes in descriptive
methodology.
In 2007 some investments are done at Core Rail Network and it was
reflected in changes from poor to good condition in length around
350 km. Comparing with 2008 improvement was noticed on around
250 km. Changes from very poor and poor condition to medium
condition are due to slightly increase of regular maintenance and
renewals on the Core Rail Network.
Generally, maintenance and investment in the Core Rail Network
is far below requirements. Insufficient investments in infrastructure
for many years have led to a backlog which cannot be improved
quickly and seriously undermines the overall condition of the railway
network. Core Rail Network condition of track in 2008 is shown on
Figure 3-10.
When consideration is given to TEN-T Guidelines the existing
Core Network could be described as network of conventional
railway lines, which mostly permit access to regional and local rail
network and interconnection with sea/IWW ports. Some Corridors
play an important role in long distance passenger traffic and in
combined transport (primarily Corridor X), while there is no direct
interconnection with airports.

Table 3-10 Core Rail Network Condition Evolution

SEETO 2005 SEETO 2006 SEETO 2007 SEETO 2008
Coefficient
Condition Total Total Total Total Total Total Total Total 2008/2007
(km) (%) (km) (%) (km) (%) (km) (%)
Very Good 0 0 0 0 23 0 23 0 0
Good 426 9 322 7 678 15 589 13 0.85
Medium 2,430 53 2,817 64 2,828 61 3,269 71 1.16
Poor 1,364 30 981 22 590 13 490 10 0.83
Very Poor 43 1 252 6 286 6 34 1 0.12
Missing link/n.a 321 7 243 5 210 5 210 5 0
Total 4,584 100 4,584 100 4,615 100 4,615 100
Source: SEETIS 2 (2009)

Figure 3-10 Core Rail Network condition

27
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

3.4.2 Identification of infrastructure bottlenecks 3.4.3 Railway Border crossings infrastructure

The general definition of bottlenecks is transport conditions leading
to too long travel times and/or causing delays for freight or persons.
The methodologies used for rail infrastructure capacity calculation
are classic UIC methodology, where capacity has been measured in
trains per day through theoretical standard capacities based on its
characteristics, and UIC CODE 406 where capacity is measured by
level of capacity utilization.
and administrative procedures
Due to high fragmentation border crossings issues are very
important for the SEE region. At the Core Rail Network there are
18 internal border crossings between SEETO Participants. Border
delays on railways for passenger and freight remain unacceptably
high, accounting for about 15% of passenger journey time and 25%
of transit time for freight. The combined effect of speed restrictions
and long border processing times reduces rail commercial speed to
about 50 km/h for passengers and to about 25 km/h for freight trains.

The main elements affecting capacity and the associated bottleneck
are: single or double track, signalization type / telecommand, speed
restrictions, type of traction, number and length of sidings, train
stopping points, type and location of signals, usage over the day /
frequencies, train operating rules (e.g. priorities of specific trains),
control systems, etc.
Consideration of these led to a decision that capacity be selected
as a key bottleneck criterion. The following rough figures were taken
as capacity limits: 60 80 trains per day (for single track main lines)
and 100 - 200 trains per day (for double track main lines).
In 2008, only 6 % of the Core Network was faced with bottleneck. It
is at Corridor X in Croatia and Serbia at double line sections, length
188.1 km. Bottleneck at single line section, length 84.2 km, is in
Croatia at Corridor X. Most of the Core Rail Network has sufficient
capacity to carry the present traffic volumes. The main challenge is
to restore design speeds and technical standards of the network.
The problem of numerous border crossings in South East Europe
has been recognized by the Participants and International Financing
Institutions. One of the results of their joint activities is TTFSE
programme. Ratification of the most important Transport Agreements
and Conventions in Border Crossing Facilitation developed by the
UNECE in most of Participants is ongoing. Those instruments,
provide a common legal and technical platform for both EU and non-
EU countries. In addition, SEETO initiated data collection on border
crossings in 2007, but rate of response is still very low.
On the Core Network railway border crossings are mostly
concentrated on Corridor X and Corridor V, namely on that part of
network where traffic volumes account more than 80%. Also, border
crossings on route R2 and R4 serving significant traffic flows.
The following figure shows a selection of the most important border
crossings in the SEETO Participants with their principal features.

Table 3-11 List of Core Rail Network bottlenecks (single track)

Passenger
Length Number of Freight Trains Total Trains
Description Start node End Node Trains
(km) tracks (number) (number)
(number)

Corridor X Dugo Selo Novska 84.2 1 47 22 69

Table 3-12 List of Core Rail Network bottlenecks (double tracks)

Length Number of Passenger Trains Freight Trains Total Trains
Description Start node End Node
(km) tracks (number) (number) (number)
Corridor X Savski Marof HR/
SL (border) Zagreb 16.1 2 154 29 183
Corridor X Vrpolje Vinkovci 31.9 2 80 52 132
Corridor X Novi
Stara Pazova Beograd 30 2 112 82 194
Corridor X Novi Beograd Beograd 3 2 86 82 168
Corridor X Lapovo Stalac 64.7 2 48 60 108
Corridor X Stalac Nis 42.4 2 48 58 106

28
The problems at the border crossing are largely related to regulatory
and procedural issues. Border crossing procedures involve several
different authorities that are subordinate to an equal number of
different national Ministries on each side of an international border.
At almost all border crossings in the SEETO region and with the
neighboring EU member states, the classical technical acceptance
and the classical form of change of traction and locomotive drivers
is used.
In the framework of RWR/RSA Project delays at railway border
crossing points (BCP) were investigated at Subotica (Serbia-
Hungary) and at Dimitrovgrad (Serbia-Bulgaria). The results are
shown in the Figures 3-12 and 3-13. As you can see the late arrival
of locomotive is the key factor of delays at both border crossings.

Figure 3-11 Border Crossings on the Core Rail Network10

Today delay due to

Today delay due to
5%
12% 1% 7% 9%
Customs 4% Customs
3%
15%
6% Phyto sanitary Radiologucal control
4%
control
Annexesto
2%
consignment note
Annexesto lacking
consignment note
lacking Delay due to other
(accumulated)
delays on the
Late arrival of corridor
locomotive
Late arrival of
locomotive
Train formation
Train formation
Delay due to other
(accumulated) shunting and station personel
delays on the
corridor

61% 71%

Figure 3-12 Delays at BCP Subotica11 Figure 3-13 Delays at BCP Dimitrovgrad12
10 Source: Support for Implementing Measures for the South East Core Regional Transport Network Multi Annual Plan 2008-2012/Europeaid/125783/SER/MULTI
11 Ibid 29
12 Ibid
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
There are several bilateral border crossing agreements in the SEE
Region, mostly addressing controls in all their traditional forms.
Most of the existing bilateral agreements have been concluded
before 1990 or, if new bilateral agreements have been reached after
this period, their concept still relies on pre-1990 rules. Accordingly,
existing bilateral agreements should be revisited to be in compliance
with EU legislation. It is worthwhile mentioning that between
Hungary and Croatia and between Serbia and Bulgaria cooperation
between railway border crossing authorities can be found.
Results from BCP agreements in the Region (for example border
crossing agreement between Serbia and Bulgaria at Dimitrovgrad)
have shown that it takes some time to negotiate and then implement
Border Crossing Agreements between two countries. This
benchmark BCP agreement between Serbia and Bulgaria took
three years to reach the signature stage in April 2005 and a further
two years to produce the supplementary bilateral agreements.
Implementation of BC agreement at Dimitrovgrad represents the
best practice along Corridor X. In 2009, the most recent border
agreement was signed between Serbia and Montenegro. A similar
border agreement between the former Yugoslav Republic of
Macedonia and Serbia is under negotiation.
Some controls on moving trains on the Bulgarian Serbian border
and Hungarian Croatian border on Corridor Vb already exist.
Otherwise controls on moving trains are only carried out by the
national border authorities on their national territory. Most of the
border controls are carried out on standing trains.
The overall impression is that existing agreements in the region
(bilateral, BCP, etc) do not offer the same degree of border crossing
facilitations as on their competitive Corridors IV, V, which allow
free access to the rail networks and simplified dispatching, mostly
in the hinterland. The transfer of wagons is carried out according
to the RIV rules which have already been replaced by other rules
in the remaining parts of Europe, CUU/AVV rules, thus putting the
international rail transports in the Region into a severe competitive
disadvantage. No acceptance of traction and traction drivers exists,
leading to serious delays at border crossing points due to the
late or non-availability of traction and traction drivers. No mutual
acceptance of train driver training and training certificates exists,
thus impeding the seamless flow of transport in the Region.
As possible remedy to the current situation, it is necessary to adopt
and implement new border crossing agreements. The agreements
should:
facilitate the rail border crossing and hence reduce the delays at
BCPs,
improve the competitiveness of the international corridors running
through the Region by ensuring a better fluidity of international
transport,
be in compliance with EU legislation and hence facilitate present
and future negotiations on the Acquis Communitaire.
During the RWR/RSA project13 a different models of border crossing
agreements have been prepared and can be referred to in Chapter 5.
13 More information available on SEETO web site http://www.seetoint.org
30
3.5 Performance of Other Transport
Modes
3.5.1 Inland Waterways
The Core Inland Waterway Network comprises the Danube and
Sava rivers. Inland waterways in SEETO Participants are used in a
very limited way, but due to competitive prices for large cargo and
environmental issues traffic flows have rise year by year.
In 2007 on the Sava River Serbia reported 2,040,983 t and 120
million tkm and 2,563,276 t and 157 million tkm for 2008. It shows
25% growth in cargo and 31% more tkm in 2008. Croatia reported
freight traffic on the Sava River in 2007 - 180,000 t.
Serbia reported traffic flows on the Danube for 2008 as 15.5 million
tonnes of cargo, 4.24 billion tkm and around 62,000 passengers.
Cargo flows on the Danube have increased in comparison with 2007
by 0.8% and 1.9% in tkm. Data for Serbia differs from previous MAP
because the data collection process is improved for MAP 2010-14.
The Rivers Danube and Sava are already part of TEN-T network in
the EU member states.
Normal operating speed on Danube is given as 8 to 14 km/h
upstream and 15 to 20 km/h downstream. The River Danube, along
the Core Network, has several sections where navigation conditions
are not in compliance with Danube Commission requirements. In
Serbia and Croatia several projects have been prepared in order
to provide an unrestricted passage for an increasing number of
vessels.
On the River Sava, projects are focused on upgrading to navigable
Class IV waterway. This is mostly rehabilitation of existing waterway
as well as dredging and marking of the waterway. During 2008 a
Feasibility Study and Project Documentation for the Rehabilitation
and Development of Transport and Navigation on the Sava River
Waterway was adopted.
3.5.2 Inland Ports
Total throughput at Port of Belgrade was 284,000 t in 2003. Novi
Sad port handled 780,000 t of cargo in 2008. Unfortunately most
recent figures for Port of Belgrade were not reported.
Bearing in mind annual freight traffic volumes, the existence of
transshipment facilities for intermodal transport and the fact that
ports are open for commercial traffic as well as their location on the
TEN-T network it can be concluded that Core Network IWW ports
have IWW Port category according to the TEN-T Guidelines.
3.5.3 Seaports
The Core Network includes seven seaports, including Rijeka, Split,
Dubrovnik and Ploce in Croatia; Bar in Montenegro; and Durres and
Vlore in Albania. Key data (traffic volumes in terms of passengers
and tonnes) for ports are shown in Table 3-14.
Rijeka is the largest port in terms of cargo throughput, followed by
Ploce and Split. Positive trend of increase in cargo flows in 2007
was not followed in 2008. All seaports reported lower freight volumes
then in 2007, except Port of Ploce (+ 22%) and Split (+ 10%). The
impact of Global Economic Crisis is firstly noticeable on maritime
transport, followed by railway freight traffic. With 168,771 TEU
reported container traffic in Rijeka is by far the highest in the region
and from 2007 increased by 15%, despite total cargo output lowered
by 9%. Approximately half of general cargo traffic is containerized at
Rijeka port, whilst container traffic is much lower at Durres, Bar and
Ploce. Dubrovnik port does not handle cargo.
Passenger traffic is highest at Split, followed by Dubrovnik and
Durres. It should be noted that passenger transport has followed
positive trends from 2006 to 2008 and that major improvement in
2008 is reported in Port of Dubrovnik (65%). The annual passenger
flows varies from four million to 80 thousands, mostly it`s due to the
fact that national passengers traffic exists only in Croatian Core
Network ports. Nevertheless, passenger demand was in constant
upraise because of tourism in 2008, while results in 2009 will show
does Global Economic Crisis influenced on passengers and freight
traffic.
Classification of Core Network Seaport according to TEN-T
Guidelines was done taking into account passengers and freight
annual traffic in 2007 and results are shown in the Table 3-15.

Table 3-13 Classification of IWW ports according to TEN-T standards

Beograd Novi Sad
Port
(2003) (2008)
Passengers (000 pass) n/a n/a
Total (tonnes) 284,000 780,000
TEN-T Categorization IWW Port IWW Port
Source: SEETIS 2 (2009)

Table 3-14 Performance Data for Core Network Seaports for years 2007 and 2008
Rijeka Split Ploce Dubrovnik Bar Durres Vlore
Port
2007 2008 2007 2008 2007 2008 2007 2008 2007 2008 2007 2008 2007 2008
Number of
vessels - 2,351 - 18,965 - 690 - 676 1,198 1,244 2,811 1,191 268 264
Passengers
(000pass) 213 209 3,660 4,096 128 129 657 1,081 85 88 770 794 75 80
Loaded
(million
tonnes) 3.13 3.02 1.30 1.21 1.26 1.36 - 0 0.7 0.58 0.58 0.43 0.18 0.22
Unloaded
(million
tonnes) 10.39 9.38 1.43 1.78 2.95 3.78 - 0 1.42 1.41 2.22 2.15 0.34 0.39
Total
(million
tonnes) 13.52 12.39 2.73 2.99 4.21 5.14 - 0 2.18 1.99 2.81 2.57 0.51 0.61
Source: SEETIS 2 (2009)

Table 3-15 Classification of Seaports according to TEN-T standards

Port Rijeka Split Ploce Dubrovnik Bar Durres Vlore

Passengers (000pass) 213 3,660 128 657 85 770 75

Total (million tonnes) 13.52 2.73 4.21 - 2.18 2.81 0.51
TEN-T
Categorization A A A A A A B

31
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Seaport cargo volume

16
14
12
milion tonnes

2006
10
8 2007

6 2008

4
2
0
Rijeka Split Ploce Dubrovnik Bar Burres Vlore

Figure 3-14 Seaport freight traffic from 2006 to 2008

Seaport passengers volume

4500
4000
3500
3000
000 passengers

2006
2500
2007
2000
2008
1500
1000
500
0
Rijeka Split Ploce Dubrovnik Bar Burres Vlore

Figure 3-15 Seaport passengers volume from 2006 to 2008

3.5.4 Airports
Performance indicators for airports are mainly reflected by traffic
volumes in terms of passengers and tonnes. Key data for airports for
period 2006-2008 are shown in Table 3-16.
Almost, all airports recorded increased passenger traffic in the period
2006-2008. Increased economic activities and higher mobility of
citizens led to higher air traffic demand, which will increase significantly
when low cost airlines find their place in the regional market. In 2008
passenger traffic exceeded 2,500,000 passengers at Belgrade while
Tirana and Pristina reports passenger traffic above 1,100,000. The
biggest increase is reported in Podgorica where number of passenger
increased by almost 20%. It should be noted that national passengers
traffic exists only on Croatian Core Network airports. Traffic levels on
Core Network airports are illustrated in Figures 3-16 and 3-17.
Connections between Core Network airports should be improved and
traffic flows receive a significant boost with the introduction of low
cost airlines. In Podgorica airport, in addition to flights to Belgrade
and Zagreb, there are scheduled flights to Sarajevo and Skopje which
started operating on June 17th, 2009. Strangely, there are no direct
flights between the two busiest airports in the SEE region (Belgrade
and Zagreb). Connections between Core Network airports are shown
on Figure 3-17.
Cargo flows are highest in Zagreb and Belgrade, but amounts of goods
are very small when compared with major European airports.
Classification of Core Network Airport according to the TEN-T Guidelines
was done taking into account passengers and freight annual traffic in
2007, the number of international passengers and the fact that all airports
are opened for commercial traffic. Results are shown in the Table 3-18.

32
Table 3-16 Performance Data for Core Network Airports for years 2006 to 2008
Passengers per year Tonnes per year
Airport
2006 2007 2008 2006 2007 2008
Tirana 906,103 1,107,325 1,267,041 1,825 3,483 2,561
Banja Luka 24,000 20,000 21,000 - - -
Sarajevo 433,000 500,000 520,000 - - -
Dubrovnik 1,120,063 1,144,038 1,191,474 742 847 997
Split 1,095,806 1,189,088 1,203,700 1,498 1,456 1080
Zagreb 1,728,413 1,991,956 2,192,453 10,393 9,962 10,849
Skopje 542,319 626,644 652,239 2,335 2,547 2,771
Podgorica 385,000 460,020 538,477 500 1,194 -
Belgrade 2,032,357 2,512,890 2,650,048 10,937 7,926 8,129
Nis 31,500 30,453 22,870 435 449 163
Pristina 930,346 990,259 1,104,167 1,200 1,407 1,626
Source: SEETIS 2 (2009)

Airport passengers volume

3,000,000

2,500,000

2,000,000 2006
passengers

1,500,000 2007
2008
1,000,000

500,000

0
Tirane Banja Sarajevo Dubrovnik Split Zagreb Skopje Podgorica Belgrade Nis Pristina
Luka

Figure 3-16 Airport passengers volume from 2006 to 2008

Airport cargo volume

12,000

10,000
000 tonnes

8,000
2006
6,000 2007

4,000 2008

2,000

0
Tirane Banja Sarajevo Dubrovnik Split Zagreb Skopje Podgorica Belgrade Nis Pristina
Luka

Figure 3-17 Airport cargo volume from 2006 to 2008

33
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Figure 3-18 Core Network Airports connections

Table 3-17 Classification of Airports according to TEN-T standards

Passengers Tonnes
TEN-T
Airport per year per year
Categorization
(2007) (2007)
Tirana 1,107,325 3,483 Community connecting point
Banja Luka 20,000 -
Sarajevo 500,000 - Community connecting point
Dubrovnik 1,144,038 847 Community connecting point
Split 1,189,088 1,456 Community connecting point
Zagreb 1,991,956 9,962 Community connecting point
Skopje 626,644 2,547 Community connecting point
Podgorica 460,020 1,194 Regional connecting point
Belgrade 2,512,890 7,926 Community connecting point
Nis 30,453 449
Pristina 990,259 1,407 Community connecting point

Source: SEETIS 2 (2009)

34
4
PRIORITY PROJECTS OF THE CORE
NETWORK
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
4.1 Achievements from
MAP 2009-13 to date
In order to achieve a regional approach to the Core Network
planning process, information about financed and committed
projects on Core Network as well as planned priority projects has
paramount importance. Keeping in mind experience gained with
previous MAP, in MAP 2010-14 the best practice of the presentation
of priority projects having secured finance since the previous MAP
is continued. Additionally, information about projects on the Core
Network which were not part of the priority list are presented in
order to give an overall picture of Participants achievements since
the last MAP and to pave the way for monitoring the Core Network
improvement process.
Projects are submitted by Participants and due to day to day
development in project financing this list is not exhaustive.
Projects are presented by Corridor and Route in order to follow up
achievements in a regional manner.
4.1.1 MAP 2009-13 Priority Projects with
approved financing
In 2009 in Albania for several Priority Projects financing is secured.
Finance for project Construction of Rogozhine By-pass (ALBRD004)
length 3km, cost 6.4 M, as well as project Upgrading of Qafe
Thane-Pogradec road (ALBRD023) length 32km, cost 44.6 M is
secured. Project Rehabilitation of Port of Durres (ALBSP017, cost
100 M) is financed from the Albanian state budget and by IFI.
Bosnia and Herzegovina secured financing for Corridor Vc
motorway project Zenica/Donja Gracanica-Kakanj (BIHRD010,
length 24km, cost 230 M). The implementation is planned for 2010.
Financing is secured for Eastern mini by-pass Podgorica project in
Montenegro (MONRD029, length 6.5km, cost 20M) and works are
ongoing.
In 2009 Serbia secured significant investments in road Corridor X.
Programme Completion of motorway Leskovac-Presevo
(SERRD040, length 73,3 km) will be financed by EIB-384M, World
Bank-388 Mill USD (partly for SERRD039) and HIPERB-100M.
Programme Completion of motorway Nis-border with Republic of
Bulgaria (SERRD039, length 31,8 km) will be financed by WB and
EBRD-150 M. The start of implementation is planned for 2010.
4.1.2 MAP 2009-13 Priority Projects postponed
Unfortunately, due to the Global Economic Crisis some projects
are experiencing delays in financing and implementation. This has
lead to the removal of programmes/projects from the Priority list,
because their financing is not foreseen in the next five years. The
most affected transport mode is railways where three projects are
affected. The Croatian programme Railway line Botovo-Zagreb-
Rijeka (HRVRW037) length 269 km, cost 627 M will be postponed,
but the section Dugo Selo-Krizevci (length 36km, cost 136 M)
will be part of the MAP 2010-14. The Zapresic-Savski Marof
36
rehabilitation project (HRVRW028.1, length 27 km, cost 23.3 M)
will be a part of Zagreb bypass, which will not be implemented
in the next five years. The realization of the Serbian programme
Reconstruction of south exit Belgrade (SERRW022.6) length 76km,
cost 150 M has been postponed.
Programme Zagreb airport: New passenger terminal with pertaining
facilities (HRVAP039, cost 211 M) is postponed and is not part of
MAP 2010-14 Priority project list.
4.1.3 Core Network projects with approved
financing or works ongoing in 2009
Apart from Priority Projects, number of projects on the Core Network
are financed and implemented during 2009. Information about Core
Network projects which were not part of the priority list are presented
by Corridor/Route and transport mode.
Multimodal Corridor Vc Road
A 32.5 kilometer long newly-built section of a Croatian motorway
Osijek-Djakovo was formally opened to traffic in 2009. The cost
of construction of the Osijek-Djakovo stretch was HRK 2.2 billion.
The work was carried out by 15 contractors, which also built three
viaducts, eight bridges, 17 overpasses and one underpass, as well
as two rest stops and the Traffic Control Centre.
Multimodal Corridor VIII Road
In Albania there has been significant investment in Vlore-Lushnje
road sections. The sections Fier-Levan and Levan-Vlore (length
43km, cost 92 M) are planned to be completed by the end of 2009.
Section Qafe Plloce-Korce (length 25km, cost 19 M) is planned
to be finished by end 2009. Elsewhere, the Skopje North Ring
Road section Hipodrom - Orizari, length of 14.7 km, was opened
in June 2009. It is a completely new full profile highway with nine
interchanges fully meeting noise protection standards. Total cost of
the Skopje Ring Road is 150 M.
Multimodal Corridor VIII Rail
A Bulgarian consultancy company Euro Trans Project has been
engaged to prepare a Feasibility Study and Preliminary Design for
the rail section Kicevo Lin (length of 45 km), which is a part of rail
Corridor VIII and it is expected to be completed in May 2010.
Multimodal Corridor X - Road
In 2008 on section Belgrade-Horgos, rehabilitation of the old bridge
and construction of a new Beska Bridge started and construction
of full motorway profile in the Novi Sad area (length 9km, cost
50.8 M) is ongoing. On the same section in 2009, works on the
construction of the two sections in total length of 20 km started
(near the interchanges Novi Sad-Sever and Cantavir). Full
motorway profile on Bujanovac Presevo section, length 22 km was
opened to traffic in July 2009. In the former Yugoslav Republic of
Macedonia construction works to upgrade the section Tabanovce
Kumanovo (length 7.3 km) to the level of motorway started in
September 2008 and is expected to be completed by the middle
of 2010. The financing for section Demir Kapija-Smokvica is
secured (IPA, EIB and national budget), expected to be finished
in 2014. Strengthening of 20 bridge structure on the section
Demir Kapija Gevgelija (total cost 11 M) is finished. In addition,
a procedure for rehabilitation of the pavement on Corridor X is
planned. On May 6th, 2009 reconstructed section of Corridor Xd
Bitola-Medjitlija was put into operation. Reconstruction of the road
was financed from the CARDS 2004 programme in total amount
of 738.000 . According to a governmental decision of July 15th,
2008, a request for preliminary expression of interest in a limited
public tender for the design, construction, financing, operation
and maintenance of a series of Toll Motorways was announced.
The tender for concession of these sections and other which are
not part of the Core Network is expected to be launched in the
second half of 2009.
Multimodal Corridor X - Rail
Construction works on Corridor X section: Vinkovci Tovarnik
border with Serbia consists of major overhaul and implementation
of signalling and telecommunication facilities has been started in
September 2008.
Route 1 - Road
The second tubes of the Sveti Rok and Mala Kapela tunnels
on the Route 1 section Bosiljevo-Split motorway were formally
opened to traffic in 2009. The new tunnel tubes will considerably
increase safety and put an end to traffic congestion and mile-long
tailbacks during the summer season. The two newly-built tunnel
tubes cost HRK 787.5 million, while the cost of all four tubes in
the two tunnels was HRK 2.3 billion. The Mala Kapela tunnel
is 5.8 km long and the length of the Sveti Rok tunnel is nearly
5.7km. The speed limit in both tunnels is 100km per hour.
Route 2 - Road
On the section Shkoder Han i Hotit (length 39 km, cost
21.7 M) and Levan Tepelene (length 71 km, cost 70 M)
construction work is started in 2008 and will last for 2 years.
Route 4 - Road
The 30-year concession contract for the designing, building and
using of the Bar-Boljare highway cost 2.77 billion was signed.
The 170 kilometer highway from the Adriatic coast to the border
with Serbia is expected to be completed in the next seven or
eight years, featuring 42 tunnels and 92 bridges and viaducts.
The building of the first, most demanding segment of the highway,
from Podgorica to Matesevo, 40 kilometers long, started in
October 2009 and will last between three and four years.
Route 4 - Rail
Memorandum of Understanding between the Ministry of Economy of
Montenegro, the Ministry of Economic Development of the Republic
of Italia and the Ministry of Infrastructure of the Republic of Serbia
for the preparation of a Feasibility Study for reconstruction of the
Belgrade - Bar railway was signed on June 16th, 2009 in Podgorica.
During 2009 reconstruction of several bridges on Montenegrin part
of Route 4 is undertaken, as well as reconstruction of five tunnels
and three landslides. Additionally, new equipment is installed in
Kolasin, Golubovci and Bar stations.
Route 6 - Road
Construction works for the widening of the existing road with an
additional two traffic lanes was carried out in 2009 on the following
Pristina-Hani i Elezit sections: Pristina Lipljan Junction (length
8 km, cost 14.7 M) and Prishtina Shkabaj Junction (length 3
km, cost 8.4 M). Works on section Shkabaj Millosheve Junction
(length 5.7 km, cost 18.3 M) and separate graded roundabout
at the entrance of Pristina (cost 11.75 M) will be completed by
November 2010. Works are financed from the state budget. Under
IPA 2007 funds, rehabilitation and strengthening of five bridges on
the existing Route 6, section Kacanik Hani i Elezit (cost 7.4 M)
are ongoing. The works are expected to be completed by 2010.
Route 7 - Road
In June 2009 road section Rresen-Kolshi of Milot-Morine highway
was opened to traffic. The first section of the 61 km long highway
is the 18 km long stretch from Rreshen to Reps, completed in
November, 2008. The 27 km Section 2 is from Reps to Thirra. 15 km
long Section 3 is between Thirra and Kolshi where Mount Runes, at
an altitude of 1,858 m, will be crossed with a 5.5 km, double bore
tunnel at Thirre (the final contractual deadline for completion of both
tunnels is July 2010). All construction work in Sections 2 and 3 are
completed by June 2009.
The River Danube
In last three years, in Serbia, four RIS base stations were installed
(Belgrade, Novi Sad, HPP Iron Gate 1, and HPP Iron Gate 2), with
total coverage of over 200 km of the Danube River. In 2008, Serbia
received 11M from IPA funds for implementation of RIS on the
Danube River. Project preparation phase is finished (end of 2008),
and implementation itself is expected to last until 2012.
The River Sava
During 2009 an Environmental Impact Assessment was performed
on the Croatian section Racinovci-Sisak. EIA and Detailed Design
are financed by IPA 2008. In June 2009 the International Sava River
Basin Commission adopted a decision where navigation parameters
for Sava River were defined as well as the need for investment in
waterway development.
37
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Airports
On September 24th, 2008 a concession agreement was signed
with the Turkish company TAV for awarding the concession
for construction, reconstruction and use of Skopje airport. The
commencement of the concession process was postponed due to
the global financial and economic crisis. It is expected to start in
March 2010.
scheduled for mid-2009, which shall be completed within two and
half years after.
The Durres Port Project has a total cost of 40 M and it will
include construction of a ferry terminal and the platform square,
rehabilitation of quays 7 and 8 and Contingency. Albania plans to
complete the project by the end of 2010.

Sea ports
4.2 Investment Needs on the Core
Network
The Port of Rijeka Authority, the Croatian Government and the
World Bank have signed an agreement for the Rijeka Gateway Apart from localization of Priority Projects and projects on the Core
Project II, worth 88 million. The agreement is a continuation Network with approved financing from MAP 2009-13 it is of utmost
of the Rijeka Gateway Program, which aims to reconstruct and importance to analyze current network and to define Core Network
modernize Rijeka transport route. The Projects priority components improvement needs.
are the development of capacities for container handling, primarily
the extension of Brajdica container terminal, followed by the This analysis will allow the possibility to pair investment needs
construction of the full section of the new Zagreb Pier terminal. Core Network sections with proposed priority projects (MAP 2010-14
Construction works on passenger terminal are finished in 2009. Chapter 4.4) and to give additional justification for Priority project
selection.
Intensive investment activities are being carried out in the port of
Ploce regarding the construction of the port terminals and quality Improvement needs at Core Road Network were defined keeping
improvement of the overall port infrastructure. The Phase I of in mind the following criteria: a section was considered as requiring
Container Terminal construction commenced in the beginning of investment if it is in a Medium / Poor / Very Poor condition
2008 and deadline for completion of all works is end of 2009, with irrespective bottleneck or if it is in a Very Good / Good condition
total value of 35 M. Also, the preliminary and main designs for the but with bottleneck, leading thus to upgrading needs.
construction of the Bulk Cargo Terminal infrastructure are being
executed. Commencement of these highly demanding works is Priority project candidates should be located along sections defined
as requiring investment, as described in the Figure 4-1
Table 4-1 Status of the Core Road Network
Investment required Total Length
Discription
(km) (km)
Corridor Vb 12 272
Corridor Vc 304 534
Corridor VIII 294 725
Corridor X 223 1,016
Corridor Xa 1 60
Corridor Xb 124 185
Corridor Xc 110 110
Corridor Xd 117 117
Route 1 105 703
Route 2a 197 236
Route 2b 253 395
Route 2c 75 136
Route 3 185 185
Route 4 300 590
Route 5 97 107
Route 6 186 259
Route 7 309 345
Total 2,891 5,975
Source: SEETIS 2(2009)

38
 Figure 4-1 Core Road Network - Investment Requirements

Table 4-2 Status of the Core Rail Network

Investment required Total Length
Discription
(km) (km)

Corridor Vb 255 308

Corridor Vc 483 554
Corridor VIII 407 617
Corridor X 1,058 1,177
Corridor Xb 151 151
Corridor Xc 97 97
Corridor Xd 129 179
Route 1 0 326
Route 2 143 143
Route 4 568 579
Route 9 94 94
Route 10 252 252
Route 11 138 138
Total 3,775 4,615
Source: SEETIS 2(2009)

39
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
Figure 4-2 Core Rail Network - Investment Requirements
.
Development of the railway Core Network is practically at an
embryonic status. The result of this development is shown across all
traffic indicators and accessible figures. Investment along the Core
Rail Network is a real priority, if the objective of shifting the balance
between modes in favour to rail is to be achieved. Investment
requirement on the Core Rail network are shown on Figure 4-2.
Apart from road and rail Corridors and Routes, Corridor VII
(Danube) and Sava River requires investment in order to remove
identified bottlenecks where navigation is constrained by its
condition and to provide shipping in compliance with the Danube
and Sava Commission requirements.
4.3 Project selection and prioritisation
process
4.3.1 SEETO project selection procedure
The project selection procedure is outlined in SEETO Technical Note
No. 1. A pre-condition for projects to be considered by SEETO for
possible inclusion in the MAP is that they must be located on the
Core Network defined in the MoU.
40
4.4 Priority Project List
MAP 2010 - 2014
4.4.1 Project Priority List 2010-2014
The priority list takes account of programming requirements,
covering the most strategically important sections for the Core
Network with 21 projects on Corridors, 12 on Routes, and 7 in
terminals (nodes). The indicative investment programme thus
provides a balance of Corridor, Route and Terminal projects. A
project summary is given in Table 4-3.
The priority list for MAP 2010-2014 comprises 28 project groups (a
group being a number of projects related to the same Corridor or
Route and Participant) with 40 individual projects and is presented in
the Table 4-4.
The Core Network development programme has assembled projects
so as to provide continuity along particular sections of Corridors or
Routes. Locations of the projects are charted in Figures 4-3 to 4-5
which are produced from SEETIS 2.
Table 4-3 Priority Projects distribution by transport mode
Seaport/
Mode Road Railway IWW Airport Total
IWW port
Albania 2 3 0 0 1 6
Bosnia and Herzegovina 3 0 0 0 0 3
Croatia 0 4 1 1 0 6
the former Yugoslav Republic
of Macedonia 2 4 0 0 0 6
Montenegro 4 3 0 0 2 9
Serbia 2 1 1 2 0 6
Kosovo (under UNSCR 1244/99) 2 1 0 1 0 4
Total 15 16 2 4 3 40

All modes of transport are included in the indicative priority list
creating the potential for multimodal development, though few
projects have a specifically multimodal dimension. Of the 28 project
groups and 40 projects, 37.5% concern roads, 40% concern
railways, 5% inland waterways, 10% airports an d 7.5% seaports.
Railway and inland waterway priority projects percent (total 45%)
shows that Participants are ready to invest in the transport mode
that at present suffers the most from poor development status and
non competitive accessibility indicators. It is line with EU transport
policy on shifting the balance between transport modes.
4.4.2 Priority Projects 2010-2014
The indicative list of priority projects for the Core Network
summarise key information including Core Network element, project
title, SEETO code, current preparatory status (i.e. feasibility study
or design completed), intervention type, section length, project cost
and ERR (if available). Projects on the list are classified by transport
mode, by position on Corridors and Routes and by Participant.

Table 4-4 South East Europe Core Network Priority Projects List
Intervention

Core SEETO Estimated

total cost
Project

Length

Title of programme or
status

EIRR
(M )
(km)
type

Network Project
project
element Code

ROADS
Construction of Mostar By-pass, connected to Corridor Vc BIHRD010 5 U 13 20 -
Corridor Vc 13.6
Completion of motorway, Section JohovacOzimica BIHRD050 4 N 40.9 384 13.4
Corridor VIII Construction of a new highway in the Tirana / Durres / Rrogozhine / Elbasan Region ALBRD024 2 N 100 130 -
Construction of motorway, Section Kriva PalankaDevebair MACRD029 5 N 13.5 83.5 8.5
Corridor VIII
Construction of motorway, Section Romanovce - Kriva Palanka MACRD030 5 R 60 178.5 -
Completion of Belgrade By-pass, Sectors 5-6: Orlovaca-Bubanj Potok SERRD017.4 5 N 14 136.5 20.4
Corridor X
Completion of motorway Nisborder with Republic of Bulgaria SERRD039 3 N 52 260
Route 1 Road rehabilitation (section: Debeli brijeg-Bar ) MONRD030 1 U 19 22 -
By-pass Niksic MONRD028 1 N 11 20 -
Route 2b
Road rehabilitation (section: Scepan polje-Pluzine) MONRD038 1 R 28 42 -
Route 2b Construction of Brod na Drini (Foca)-Hum (Scepan Polje) BIHRD021 1 U 21 30 -
Route 2c Construction of Tepelene and Gjirokaster by pass ALBRD025 2 U 23.5 33 -
Route 4 Bar-Boljare motorway MONRD045 3 N 43.5 603 -
Route 6 Construction of motorway, Section PristinaHani i Elezit KOSRD006 3 U 55 525 -
Route 7 Kosovo (under UNSCR 1244/99) Section of Route 7 Branch Morina-Merdare KOSRD011 5 N 34.4 204.2 -

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Table 4-4 continuation

Intervention

Estimated
Core SEETO

total cost
Project

Length
Title of programme or

status

EIRR
(M )
(km)
type
Network Project
project
element Code

RAILWAYS
Corridor Vb Dugo Selo to Krizevci railway rehabilitation HRVRW018 1 R 36 163 -

Track renewal DurresRrogozhina ALBRW019 1 R 35 16.5 -

Corridor VIII Track renewal Vore Milot ALBRW020 1 U 35 16 -

Implementation of signalling and interlocking on Durres VoreTirana/Milot and Durres

Rrogozhina ALBRW021 1 U 37.2 30 -

Upgrading rail signalling and telecommunications along Corridor X MACRW022 2 U 215 6 9.82

Corridor X Rehabilitation of the rail line Tabanovci-Gevgelija (Corridor X) Sections: Veles-

Zgropolci and Zgropolci-Demir Kapija MACRW025 2 R 69 50 9.82

Reconstruction of the railway section Kumanovo-Deljadrovci MACRW019 2 U 13 24 -

Corridor Xd Rehabilitation of the section Bitola-Kremnica MACRW018 2 R 16 9 -
Corridor X Reconstruction of line Nis-Presevo SERRW022.9 1 U 156 77.3 -

Novska to Dugo Selo railway rehabilitation HRVRW036 1 U 81.3 135 -

Corridor X Okucani to Novska railway rehabilitation HRVRW035 1 R 19.5 38.5 -

Zagreb Main Station Signalling and Interlocking System HRVRW034 1 U - 17.9 -

Route 2 Rehabilitation of rail Route 2 MONRW014 1 R 24.7 0.2 5

Rehabilitation of Vrbnica-Podgorica-Bar railway line/additional works MONRW013 5 R 167 61.1 -

Route 4
Rehabilitation of Vrbnica-PodgoricaBar railway line MONRW012 5 R 167 10 -
Route 10 Upgrading of Railway line N/S KOSRW018 1 U 148 67 -

INLAND WATERWAYS
Corridor VII Training and dredging works on critical sections of the Danube River SERIW032 1 R 7 11.4 -
Corridor VII Rehabilitation and Improvement of the Sava River Waterway HRVIW038 2 U 385 40.2 22

AIRPORTS
Airport Functional improvements of airside at Belgrade airport SERAP003 15 U&N - 5.8 -
Airport Modernization of Nis Airport SERAP066 5 U - 4.2 -
Airport Split Airport: New aircraft platform i.e. apron HRVAP002 1 U - 15 -
Airport Rehabilitation of Pristina Airport KOSAP001 5 U - 9.6 -

SEAPORTS

Port of Bar reconstruction MONSP011 1 R - 10.5 -

Sea Port
Port of Bar reconstruction MONSP010 1 R - 5.25 -
Sea Port Rehabilitation of Port of Vlore ALBSP022 4 R - 31 -

Legend:
Project Status: Type of Intervention:
1 - Project identified and ToR prepared, N - New,
2 - Prefeasibility Study Completed, U - Upgrade,
3 - Feasibility Study Completed, R - Rehabilitation.
4 - Project Financing Agreement,
5 - Design Completed,
6 - Tender process completed.

42
4.4.3 Types of Interventions, Investment Cost-wise, new construction is a leading intervention type category
Requirements and Maturity
The priority project list contains 3 broad categories of interventions:
Rehabilitation - intervention to bring the infrastructure facility to
the original standard it was designed for;
Upgrading - intervention to improve original standards in order to
increase capacity and/or safety;
New Construction - intervention to introduce a completely new
infrastructure facility.
in the region, also reflecting the fact that a large part of the Core
Network is still well below TEN-T standards.
The total investment cost requirements for the 40 priority projects
are 3.526 billion , with a significant decrease from the respective
list of last years MAP (decrease 1,219 M).
Priority projects are in various status of maturity and additional
project status information is necessary for implementation of
regional planning. Maturity identification of priority projects per
Participant are shown in table 4-7.

Table 4-5 Priority Projects investment requirements by intervention type

Intervention type M (%)
New Construction 1,826.2 51.8
Upgrade 1,058 30
Rehabilitation 641.95 18.2
Total investment cost 3,526.15 100.0

Table 4-6 Priority Projects investment costs by Participant and Transport mode
Investment Seaport
Road Railway IWW Airport Total %
(M) IWW port
Albania 163.00 62.50 0.00 0.00 31.00 256.50 7.3
Bosnia and
Herzegovina 434.00 0.00 0.00 0.00 0.00 434.00 12.3
Croatia 0.00 354.40 40.20 15.00 0.00 409.60 11.7
the former
Yugoslav Republic
of Macedonia 262.00 89.00 0.00 0.00 0.00 351.00 10.0
Montenegro 687.00 71.30 0.00 0.00 15.75 774.05 21.9
Serbia 396.50 77.3 11.40 10.00 0.00 495.20 14.0
Kosovo (under
UNSCR 1244/99) 729.20 67.00 0.00 9.60 0.00 805.80 22.8
Total 2,671.7 721.5 51.6 34.6 46.75 3526.15 100.0

Table 4-7 Maturity identification of Priority Projects

Feasibility Pre-feasibility Project
Design
Project status study study identified and Total projects
completed
completed completed ToR prepared
Albania 0 1 2 3 6
Bosnia and Herzegovina 1 1 0 1 3
Croatia 0 0 1 5 6
the former Yugoslav Republic of Macedonia 2 0 4 0 6
Montenegro 2 1 0 6 9
Serbia 2 1 0 3 6
Kosovo (under UNSCR 1244/99) 2 1 0 1 4
Total 9 5 7 19 40

43
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Figure 4-3 Road Priority Projects

Figure 4-4 Railway Priority Projects

44
 Figure 4-5 Airports, Seaports and Inland Waterways Priority Projects
4.4.4 Categorisation and Description
of Priority Projects
Priority projects have been categorized into three categories, based
on their maturity status:
Advancedwhere feasibility studies and / or designs are
completed;
Intermediate-where project is well defined and pre-feasibility
study completed;
Conceptual Stagewhere the project has been identified and
terms of reference and a general description prepared (non
matured projects).
Projects at Conceptual Stage do not have pre-feasibility study
completed so finance should be directed firstly for studies such as
pre-feasibility or preliminary design. Intermediate projects should
accordingly firstly secure funds for feasibility study, final designs
and/or EIA, while the funds required for Advanced projects are
intended for the implementation phase of the project.
4.4.5 Committed Priority Projects
at Advanced Stage of Maturity
At an advanced stage of maturity there are fourteen priority projects.
Nine of these are related to roads, two to railways, two to airports
and one to seaports. One project is located in Albania, two in
Bosnia and Herzegovina, two in the former Yugoslav Republic
of Macedonia, three in Montenegro, three in Serbia and three in
Kosovo (under UNSCR 1244/99). Project SERAP003 has been
included on conceptual stage priority list because of the fact that
the majority of its sub-components are at that stage.
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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Table 4-8 Committed Priority Projects at Advanced Stage of Maturity

Core Network Estimated total cost
Title of Programme/ Project Length (km)
element (M )

ROADS
Construction of Mostar by pass, connected to Corridor Vc 13 20
Corridor Vc
Completion of motorway, Section JohovacOzimica 40.9 384
Construction of motorway, Section Kriva PalankaDevebair 13.5 83.5
Corridor VIII
Construction of motorway, Section Romanovce-Kriva Palanka 60 178.5
Completion of Belgrade by pass, Sectors 5-6: Orlovaca-Bubanj Potok 14 136.5
Corridor X
Completion of motorway Nisborder with Republic of Bulgaria 52 260
Route 4 BarBoljare motorway 43.5 603
Route 6 Construction of motorway, Section PristinaHani i Elezit 55 525
Route 7 Kosovo (under UNSCR 1244/99) Section of Route 7 Branch Morina-Merdare 34.4 204.2
RAILWAYS
Rehabilitation of Vrbnica-PodgoricaBar/railway line 167 10
Route 4*
Rehabilitation of Vrbnica-PodgoricaBar/additional works 167 61.1
AIRPORTS
Airport Modernization of Nis airport - 4.2
Airport Rehabilitation of Pristina airport - 9.6
SEAPORTS
Seaport Rehabilitation of port of Vlore - 31
* As these two projects are concerned as maintenance, no (pre)feasibility study has been planned

Brief description of these projects is as follows:

Programme name: Completion of Bosnia and Herzegovina Motorway

Motorway project which will provide significant improvements to the road Corridor Vc.
Participant: SEETO No: Core Network position: Transport mode:
Bosnia and Herzegovina BIHRD050 and BIHRD010 Corridor Vc Road
Project description:
The Programme fits with the Trans-European Network (TEN) Programme as Corridor V, branch C, linking the Adriatic Sea at Ploce (Croatia)
and Budapest (Hungary). Existing trunk road M5/M17 is under heavy traffic conditions, highlighted by speed restriction of 80km/h as standard
for this road class and alignment located within the heavy populated urban areas, which causes additional restrictions in speed (down to
40km/h). The programme is divided in 8 implementation sections; total length around 400 km of new full motorway profile. Programme was
a part of the MAP 2006-10 to MAP 2010-14.
Results to be achieved:
Expected benefits are savings in travel time, in vehicle operation costs for all types of vehicles; better road safety and decreased environmental
impacts. Impact on increased competition of local economies through better access to other markets and impact on increasing investments
in new projects and local economies, located in the catchments area are significant. According to Feasibility Study for section Johovac
Karuse EIR=13.6 and FIR=6.72 and section Karuse-Ozimica EIR=13.4 and FIR=4.88, with high share of international goods traffic (11.5%).
Project :
Section Type of work Length (km) Timetable Total cost (M)
From Johovac to Ozimica Construction 40.9 2005-2010 384
Mostar by pass Upgrade 13 2005-2010 20

Current status:
In Croatia sections of the Corridor Vc are in good condition. This year section Osijek-Djakovo was formally opened to traffic (32.5 km).
Corridor Vc section Kakanj - Vlakovo (Sarajevo by-pass) consists of four sub-sections. At sub-section Kakanj - Visoko there are distinctive
parts of different maturity having either main design completed, prequalification for civil works completed or civil works partially completed.
Similar situation is at sub-section Josanica - Vlakovo, while sub-sections Visoko - Podlugovi and Podlugovi - Josanica are already in operation.

46
Programme name: Construction of motorway Corridor VIII
New construction will connect Skopje with Corridor IV and Black Sea.
Participant: SEETO No: Core Network position: Transport mode:
the former Yugoslav Republic MACRD029and MACRD030 Corridor VIII Road
of Macedonia
Programme description:
The Corridor VIII represents South East Europe East-West axis, whose terminal tracts will constitute gateways leading westward towards
Western Europe through the Otranto Channel, and eastward towards Turkey and the Caucasus. The aim of this programme is to establish
high quality road connection along Corridor VIII, from Corridor X to Corridor IV and Black Sea. Programme consists of two sections, total
length 73.5 km of full motorway profile and tunnel of approximately 5 km has been planned. Programme was a part of the MAP 2006-10 to
MAP 2010-14.
Results to be achieved:
Expected benefits are reduced vehicle travel time and better road safety. It will have great social economic impact through improved
accessibility and increased investments in local economies. The programme passes through mountainous terrain and better environmental
protection are proposed.
Project:
Section Type of work Length (km) Timetable Total cost (M)
From Kriva Palanka to Devebair Construction 13.5 83.5
From Romanovce to Kriva Palanka Construction 60 178.5
Current status:
Roads on main alignment of Corridor VIII in Albania are generally in good condition with the exception of some local point in the section
Rrogozhine Elbasan. Majority of the roads in the former Yugoslav Republic of Macedonia on Corridor VIII are modern two lane roads,
enabled for speed up to 80 km/hour. During 2009 Skopje Bypass section, part of Corridor VIII with length of 11.8 km, is opened to traffic.

Programme name: Completion of Belgrade by pass

The part of South East Axis which will bypass the busiest road section in South East Europe.
Participant: SEETO No: Core Network position: Transport mode:
Serbia SERRD017.4 Corridor X Road
Programme description:
The Corridor X is a part of the South Eastern Axis which connects Central Europe with Middle East. Nowadays, entire traffic on Corridor X
passes right through the centre of Belgrade and it creates a huge congestion and environmental and road safety problems. The aim of the
programme is to collect traffic flows, especially international traffic, from corridors X and Xb in a vicinity of wider Belgrade Area, to bypass the
city and join the Corridor X at Bubanj Potok. Programme consists of seven sectors; total length 37.3 km of new full motorway profile, bridge
across the Sava, several bridges and 3 tunnels longer than 500 m. Programme was a part of the MAP 2006-10 to MAP 2010-14.
Results to be achieved:
Expected benefits are significantly reduced vehicle travel time (international and cross Belgrade journeys), better level of service and less
congestions in Belgrade city centre. It will have great social economic impact on the wider Belgrade area through improved accessibility
and considerably improve all elements of road safety. The bypass passes through environmentally sensitive area which will lead to better
environmental protection.
Project:
Section Type of work Length (km) Timetable Total cost (M)
From Orlovaca to Bubanj Potok Construction 14 1988-2011 136.5
Current status:
In year 2007 Croatia has completed the Corridor X sections to the full motorway profile, and the former Yugoslav Republic of Macedonia
has only 30 km as a two lane sections on South Eastern Axes. The Corridor X passing through Belgrade is a busiest road section in SEETO
region with more than 150,000 veh/day and it creates a biggest bottleneck on Core Network Corridors. The works on Belgrade bypass has
started in 1990 and till now 25 km are completed as a first stage motorway profile. The whole Belgrade by pass design is completed. Currently
loan agreements with EIB and EBRD worth 115 M are signed, and Serbia is planning to invest more in section Orlovaca - Bubanj Potok.

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Programme name: Completion of motorway Nis border with Republic of Bulgaria

The programme of completion of the Serbian motorway sections on South Eastern Axes.

Participant: SEETO No: Core Network position: Transport mode:

Serbia SERRD039 Corridor X Road

Programme description:
The Corridor X is a part of the South Eastern Axis which connects Central Europe with Middle East. The branch Xc runs from Nis to Sofia
(Corridor IV) and further to Istanbul. The objective of the programme is to build full motorway profile from Nis to Bulgarian border. Programme
consists of five sections, total length 83.5 km of new full motorway profile, several bridges and twelve tunnels. Programme is part of the MAP
2009-13.

Results to be achieved:
Expected benefits are significantly reduced vehicle travel time especially for international journeys and better level of service. Also, improved
accessibility and road safety are expected.

Project:

Section Type of work Length (km) Timetable Total cost (M)

From Prosek to Crvena Reka

Construction 52 2008-2012 260
and Ciflik to Pirot

Current status:
In year 2007 Croatia has completed the Corridor X sections to the full motorway profile, and the former Yugoslav Republic of Macedonia
has only 30 km as a two lane sections on South Eastern Axes. The Belgrade bypass Sector 4 and construction on 22 km long motorway
section Levosoje the former Yugoslav Republic of Macedonia border are finished. Corridor Xc section Nis-Prosek (18 km) was finished in
full motorway profile. Preliminary design for programme Nis-border with Republic of Bulgaria is completed. In 2009 Serbia secured significant
investments for upgrade of several Corridor X sections to motorway profile.

Programme name: Bar - Boljare motorway

Major motorway project for efficient North-South Montenegro link.

Participant: SEETO No: Core Network position: Transport mode:

Montenegro MONRD045 Route 4 Road

Project description:
Route 4 connects Corridor IV, Corridor X and VII with Motorways of the sea port of Bar. The existing road from Bar to the Serbian border
can be improved, but only to a very limited extent. In the summer months traffic volumes are nearing capacity levels. The programme goal
is to establish high quality and capacity link on Montenegrin North-South corridor. New 4-lane motorway is approx. 170 km long, with 5 main
sections. Current outline designs include more than 40 tunnels of overall length 38,400 m, and about 100 bridges (total length 15,700 m).
Programme is part of the MAP 2008-12 to MAP 2010-14.

Results to be achieved:
Decreased high transport costs and congestion and improved travel times, increased growth of tourist business in both coastal and the
mountain regions which will hinder external & internal trade, and bust regional development through increased accessibility most significantly
in the 11 northern municipalities. The motorway is expected to attract new passenger and freight traffic, and improve safety and intermodality.
The motorway will pass close to the northern end of most important ecologically sensitive area, the Skadar Lake, and special consideration
is being given to design and alignment in this area.

Project :

Section Type of work Length (km) Timetable Total cost (M)

From Podgorica to Matesevo Construction 43.5 2009-2011 603 (NPV)

Current status:
Route 4 passes from Vatin (Romanian border) through Beograd (Serbia) via Podgorica to Bar (Montenegro). In 2007 Serbia upgrades several
road sections on mountainous part of Route 4. Feasibility study for Bar-Boljare motorway is completed and contract for implementation of
a public-private partnership contract involving the design, financing, construction, operation and maintenance of a new motorway is signed.
Works on first motorway section started in October 2009. In order to maximize use of motorway, Feasibility study recommended that number
of adjacent road links in the north should be improved (total cost 18 M).

48
Programme name: Construction of motorway, Section Pristina Hani i Elezit

New four lane motorway to bust Kosovo (under UNSCR 1244/99) development.

Participant: SEETO No: Core Network position: Transport mode:

Kosovo (under UNSCR 1244/99) KOSRD006 Route 6 Road

Programme description:
Route 6 connecting Route 4 and Route 7 with Corridor VIII and has a vital role in economic and social development of Kosovo (under
UNSCR 1244/99). Programme will connect central part of Kosovo (under UNSCR 1244/99) - Pristina region with Skopje. The objective of the
programme is to build full motorway profile from Pristina to border with the former Yugoslav Republic of Macedonia. Programme total length
is 55 km of new full motorway profile with seven interchanges. Three tunnels, 26 viaducts and overpasses are foreseen. Programme is part of
the MAP 2008-12 to MAP 2010-14.

Results to be achieved:
Main benefits are reduction of the journey time, improved capacity, attracted new traffic, less congestion especially on junctions and improved
safety. South sections of motorway will have lower gradient than existing, leading to lower transport cost. Based on the MCA the socio
economical benefits will be high. Programme impact on environment will be modest.

Programme:

Section Type of work Length (km) Timetable Total cost (M)

From Pristina South to Doganaj Construction 35 2009-2011 175

From Doganaj to Hani i Elezit Construction 20 2011-2015 350

Current status:
Apart from stated, there are no priority projects on Route 6, no matter that most of the road sections are in poor condition. Construction works
on Pristina Lipljan (length 8 km, total cost 14.7 M) and Pristina-Skabaj (length 3 km, total cost 8.4 M) are finished in 2009. Works on
section Shkabaj Millosheve Junction (length 5.7 km, cost 18.3 M) and separate graded roundabout at entrance of Pristina (cost 11.75 M)
are ongoing. Feasibility study for Pristina South to Hani i Elezit programme has identified a four lane motorway as a preferable solution for the
construction on the new alignment and detailed design will be completed in spring 2010. Programme is set as national priority.

Programme name: Kosovo (under UNSCR 1244/99) Section of Route 7 Branch Morina-Merdare
Full motorway profile to relief congestion in Pristina region.
Participant: SEETO No: Core Network position: Transport mode:
Kosovo (under UNSCR 1244/99) KOSRD011 Route 7 Road
Programme description:
Route 7 connecting Adriatic coast and Corridor VIII with Route 6 and Corridor X and has a vital role in economic and social enhancement
of substantial parts of the landlocked and underdeveloped region. Currently, there are several sections with heavy traffic, especially in
Pristina area. Programme will improve the capacity of the current road network, remove the bottlenecks and improve Kosovo (under UNSCR
1244/99) road connections with other Participants. Programme consists of five sub sections, total length 117 km of new full motorway profile
and includes the construction of four tunnels (total length 5 km). Programme was a part of the MAP 2006-10 to MAP 2010-14.
Results to be achieved:
Main benefits are reduction of the journey time, improved capacity, attracted new traffic, less congestion especially on junctions and improved
safety. Based on the MCA the socio economical benefits will be high.
Programme:
Section Type of work Length (km) Timetable Total cost (M)
From Shtime to Pristina central junction (Section C) Construction 19.6 2009-2011 94.7
From Pristina central junction to Milesevo (Section D) Construction 14.8 2009-2011 109.5
Current status:
On Route 7 Albania open to traffic road Milot Morine in 2009, while Serbia road sections are in poor condition. Feasibility study for Morine
Merdare programme has identified a four lane motorway as a preferable solution for the construction on the new alignment. Tender
documentation is submitted and contract award for the construction is expected during 2009. This programme is set as national priority.

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Programme name: Rehabilitation of rail Route 4

Rail projects which will provide significant improvements to the railway Route 4
Participant: SEETO No: Core Network position: Transport mode:
Montenegro MONRW012 and MONRW013 Route 4 Rail
Project description:
Route 4 provides the most direct access from Vrsac (Romanian border) via Belgrade to the Adriatic Sea. Rehabilitation of the line Vrbnica-
Bijelo Polje-Podgorica-Bar belongs to the programme of the Montenegro Rail Infrastructure Emergency Project. It is main railway line for
Montenegro Railway and majority of traffic goes through it. It is connected with Port Bar by industrial tracks. Project was a part of the MAP
2006-10 to MAP 2010-14.
Results to be achieved:
By project implementation will be improved train speed, safety and comfort in travel. The rehabilitation of the line contributes to the shortening
of the travel time and savings of the maintenance costs, as well as reducing transport costs.
Project :
Section Type of work Length (km) Timetable Total cost (M)
from Vrbnica to Bar Rehabilitation 167 2007-2012 10
from Vrbnica to Bar/additional work Rehabilitation 167 2007-2012 61.1
Current status: It comprises civil works on three landslides at km 436, 447 and 450, on five slopes at km 367 and 377, and on five tunnels.
Apart from the physical condition of the tracks, bottlenecks (17 spots with significant speed restrictions) also contribute to the rehabilitation
necessity. Some of the works stated are executed during 2009. Track rehabilitation and additional works in the mountain sections Vrbnica-
Bar, should provide enhanced safety and provision of free profile for transport of containers. Project includes 16.5 km of tracks rehabilitation,
several bridges, mechanization, electrical & signaling-safety and installation on all tracks and in station Podgorica - remote control. It is also
included construction of video control system on the most important places on track Vrbnica-Bar.

Programme name: Modernization of Nis airport

New navigation equipment in order to attract more international traffic.
Participant: SEETO No: Core Network position: Transport mode:
Serbia SERAP066 Airport
Programme description:
Nis airport has a very suitable geographical position. It is located in the Nis industrial zone close to railway and highway nodes, which is
giving an excellent opportunity for developing intermodal transportation. Having in mind difficult terrain in airport surrounding area it is
necessary to upgrade current navigation system to CAT I precision instrumental approach system with corresponding approach lighting
system. Programme was a part of the MAP 2007-11 to MAP 2010-14.
Results to be achieved:
CAT I system, together with precise visibility data will have significant influence in flight safety and reduction of the possibility of flight diverting
due bad metrological conditions at the airport.
Project:
Section Type of work Length (km) Timetable Total cost (M)
Nis airport Upgrade 2009 4.2
Current status:

50
Programme name: Rehabilitation of Pristina Airport

New investments in order to meet rapid traffic growth.

Participant: SEETO No: Core Network position: Transport mode:

Kosovo (under UNSCR 1244/99) KOSAP001 Airport

Programme description:
Reconstruction and modernisation is needed to provide higher level of service. The technical solutions and standards are based on PIA
Master Plan. These interventions concern mostly safety and security as the most important cornerstones of the airport development.
Programme was a part of the MAP 2006-10 to MAP 2010-14.

Results to be achieved:
Expected benefits are better level of service and increased safety and security at Pristina airport.

Project:

Section Type of work Length (km) Timetable Total cost (M)

PIA Aeronautical Ground Lighting System,

Fire-fighters Training Area, Airport
Upgrade 9.6
Perimeter Road II / Parking Gate 4

Current status:
Regarding financing of the projects aside from the national budget, the possibility of receiving a long term loan and grants for technical
services by EBRD has been reviewed.

Programme name: Rehabilitation of Port of Vlore

Seaport project for rehabilitation of the Port of Vlore

Participant: SEETO No: Core Network position: Transport mode:

Albania ALBSP022 Corridor VIII Seaport

Programme description: The aim of this project is modernisation and competitiveness of the Port of Vlore. The Port of Vlore is the second
port of Albania, and in the same time is the entrance of the Corridor VIII. With rehabilitation of the Port it will be possible to link the Trans
Balkanic road with the Port. Programme was first time in MAP 2008-12 to MAP 2010-14.

Results to be achieved:
This programme will increase the number of the quays for passengers and cargo ships; increase the storage area and improve the quality
of services.

Project :

Section Type of work Length (km) Timetable Total cost (M)

Port of Durres Implementation of

development Master Plan (phase 5) Rehabilitation 2007-2009 31

Current status:
Respective Project Agreement is signed with Italian Cooperation (for15.3 M) for the implementation of Phase 1, Phase 2A, and partially
Phase 3. For the implementation of other phases financing has not been secured.

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

maturity includes two road projects, four railway projects and one
4.4.6 Committed Priority Projects inland waterways project, having pre-feasibility studies only.
at Intermediate Stage of Maturity
Brief description of these projects follows Table 4-9.
This list of committed priority projects at intermediate stage of

Table 4-9 Committed Priority Projects at Intermediate Stage of Maturity

Estimated
Core Network
Title of Programme/Project Length (km) total cost
element
(M )
ROADS
Construction of a new highway in the Tirana / Durres / Rrogozhine /
Corridor VIII 100 130
Elbasan Region
Route 2c Construction of Tepelene and Gjirokaster by pass 23.5 33
RAILWAYS
Corridor Xd Rehabilitation of the section Bitola-Kremnica 16 9
Upgrading rail signalling and telecommunications along Corridor X 215 6
Rehabilitation of the rail line Tabanovci - Gevgelija (Corridor X)
Corridor X 69 50
Sections: Veles-Zgropolci and Zgropolci-Demir Kapija
Reconstruction of the railway section Kumanovo-Deljadrovci 13 24
INLAND WATERWAYS
Corridor VII Rehabilitation and improvement of the Sava river waterway 385 40.2

Programme name: Construction of a new highway in the Tirana / Durres / Rrogozhine / Elbasan Region
New highway for better road links in Tirana region.
Participant: SEETO No: Core Network position: Transport mode:
Albania ALBRD024 Corridor VIII Road
Programme description:
Corridor VIII represents part of the South Eastern axis, which links EU through South East Europe to the Caucasus and the Caspian Sea.
The programme goal is to provide a new highway in the region Tirana / Durres / Rrogozhine / Elbasan which will increase quality and relieve
congestion. Programme total length is 100 km (divided in four sections) of a full motorway profile. Programme is part of the MAP 2008-12 to
MAP 2010-14.
Results to be achieved:
Expected benefits are reduced vehicle travel time (especially in Tirana region), better level of service and less congestion between Durres
and Rrogozhine. Programme will improve accessibility and road safety, and better environmental protection will be provided. According to
pre-feasibility study programme EIRR is 9.88%.
Project:
Section Type of work Length (km) Timetable Total cost (M)
Tirana / Durres / Rrogozhine / Elbasan
Construction 100 2010-2012 130
Region

Current status:
Roads on main alignment of Corridor VIII in Albania (154 km) are generally in good condition and Albania invest significantly in Vlore-Lushnje
and Qafe Thane-Korce road sections. Negotiations on a concession for the construction of the highway Thumane Rrogozhine have been
started. Majority of the roads in the former Yugoslav Republic of Macedonia on Corridor VIII are modern two lane roads, enabled for speed
up to 80 km/hour.

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Programme name: Construction of Tepelene and Gjirokaster by pass
By passes which will make journeys on Route 2c more efficient.
Participant: SEETO No: Core Network position: Transport mode:
Albania ALBRD025 Route 2c Road
Programme description:
Route 2c represents part of the Albanian North-South corridor, which links Corridor VIII with the Corridor Xd in Greece. Albania invests
considerably in the southern portion of the North-South corridor during the last decade. Investment has been channeled into the open-
country sections of the Corridor, leaving two conspicuous missing links Bypasses of Gjirokastra and Tepelene that will detract from the
level of service that investments to date will achieve. The programme goal is to provide Gjirokastra and Tepelene by pass which will relieve
congestion and improve level of service. The by-pass will upgrade existing alignment through a comfort single carriageway road. Total
programme length is 23.5 km. Programme was part of the MAP 2008-12 to MAP 2010-14.
Results to be achieved:
Expected benefits are reduced vehicle travel time, better level of service and less congestion. It will improve accessibility and road safety,
and better environmental protection will be provided.
Project:
Section Type of work Length (km) Timetable Total cost (M)
Tepelene by pass Upgrade 14 2010-2012 24
Gjirokastra by pass Upgrade 9.5 2010-2012 9
Current status:
North-South Corridor forms part of Corridor VIII and Route 2c. A contract to improve 23.5 km of the existing route immediately north of
the Greek border has been completed. It terminates at a point about 5 km south-east of Gjirokastra. The southern terminus of a bypass of
Tepelene would connect to the northern end of the section Gjirokastra - Tepelene (construction completed in 2008) and its northern terminus
would be connected with section Tepelene - Fier (a construction project commenced in 2008).

Programme name: Renewal of the section Bitola-Kremnica on Corridor Xd

Renewal which will provide significant improvement to the railway Corridor Xd.
Participant: SEETO No: Core Network position: Transport mode:
the former Yugoslav Republic MACRW018 Corridor Xd Rail
of Macedonia
Project description: The length of Corridor Xd on the territory of the former Yugoslav Republic of Macedonia is 117 km. The branch Xd of
Corridor X starts in Veles and ends at the border crossing with Greece at Kremenica, near Bitola. At the present time the railway traffic along
this section does not exist because of very poor condition of the track. The project is focused on renewal the railway section Bitola-Kremenica
as branch Xd of Corridor X in order to make rail operable and to increase the speed up to 120 km/h. Programme was a part of the MAP for
the first time.
Results to be achieved:
The realization of this programme provides devices that will complete the security at railway corridor X, increase the speed on certain
sections up to 120 km/h and improve service up to TER standards. This programme also increase usage of railway passenger transport as
special socio-economic benefit.
Project :
Section Type of work Length (km) Timetable Total cost (M)
from Bitola to Kremnica Rehabilitation 16 2012-2014 9
Current status:
The existing quality and standards on Corridor Xd in the former Yugoslav Republic of Macedonia is on a low level and therefore rehabilitation
and upgrading of railway links is rather necessary, aiming to improve the safety and security, reducing travel time for passengers and freight
railway transport. The railway section Bitola - Kremenica (length =16.00 km) is part of branch Xd and project aims to improve the condition
of substructure and traction for increasing the speed up to 120 km/h. The Project is in full compliance and coherence with National Policy,
reflected in the National Transport Strategy 2007-2017.

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Programme name: the former Yugoslav Republic of Macedonia - Corridor X

Rail projects which will provide significant improvements to the railway Corridor X.
Participant: SEETO No: Core Network Transport mode:
the former Yugoslav Republic MACRW019, MACRW022 and MACRW025 position: Rail
of Macedonia Corridor X
Project description: Corridor X on the territory of the former Yugoslav Republic of Macedonia is 215 km. It connects the former Yugoslav Republic
of Macedonia with Serbia on north border and Greece on south border. Line from Tabanovci to Gevgelija is of standard gauge with 25 kV/50 Hz AC
electrification. Sections Kumanovo-Deljadrovce, Veles Zgropolci and Zgropolci Demir Kapija are parts of it. It is a single-track line, consisting
of continuous welded UIC 49 rails on timber sleepers. The line was quite recently equipped with signalling and an automatic block system (ABS)
except for the last section between Klisura and the Greek border at Gevgelija. On section Tabanovci Skopje, Corridors X and VIII sharing the same
alignment. Programme was a part of the MAP 2006-10 to MAP 2010-14.
Results to be achieved:
The realization of this programme provides devices that will complete the security at railway corridor X, increase the speed on certain sections
(Zgropolci - Demir Kapija) up to 120 km/h and improve service up to TER standards. This programme also increase usage of railway passenger
transport as special socio-economic benefit and reduce of transport density along road.
Project :
Section Type of work Length (km) Timetable Total cost (M)
from Veles to Zgropolci and from Zgropolci to Demir Kapija Rehabilitation 69 2007-2015 11.4
from Tabanovce to Gevgelija GSMR and ASR system Upgrade 215 2007-2009 6
from Kumanovo to Deljadrovce Reconstruction 13 2013-2014 24

Current status:
In the reconstruction of these two sections Veles to Zgropolci and from Zgropolci to Demir Kapija is included 69km of the tracks, with 6000m of
tunnels and 675m of bridges. Veles-Zgropolci (15 km) section includes nearly 5 km where the line passes through the town, along the river bank
between the main street and the Vardar river. Speeds are limited to 55 km/h for safety reasons, so the project concerns a tunnel solution and the re-
location of the railway line. On the other section Zgropolci - Demir Kapija (54 km) speed is mostly limited to 80-100km/h, so both the superstructure
and permanent way require overall rehabilitation. The whole superstructure is to be replaced by concrete sleepers and rails S49. Upgrading of line
covers locomotive and rail track auto-stop devices between Tabanovci Gevgelija, safety measures for section Klisura - Gevgelija using ALB and
PP devices and reconstruction of the signalling equipment in the section Tabanovci - Ilinden (5 stations). Along Corridor X implementation of GSMR
and automatic speed regulation is forseen in order to upgrade existing national systems. The railway section Kumanovo - Deljadrovce (length 13.4
km) will be fully reconstructed for increasing the speed up to 120 km/h.

Programme name: Rehabilitation and improvement of the Sava river waterway

Upgrading the navigability on Sava river.
Participant: SEETO No: Core Network position: Transport mode:
Croatia HRVIW038 Sava river Inland Waterways
Programme description:
The River Sava connects three SEETO Participants (Croatia, Bosnia and Herzegovina and Serbia) with Corridor VII and X. Particularly significant
are the sections of the waterway from Sisak to Belgrade which also represents an international waterway. One of the main programme objectives
is upgrading parts of Sava river to navigable Class IV waterway. Programme consists of 14 sections situated on 385 km of waterway. Programme
was a part of the MAP 2008-12 to MAP 2010-14.
Results to be achieved:
Main benefit of executed works will be restoring navigation on the Sava River, safer navigation according to Sava Commission standards and
supporting of sustainable, ecologically and socially responsible economic development.
Project:
Section Type of work Length (km) Timetable Total cost (M)
From Brcko to Sisak Upgrade 385 40.2
Current status:
Croatia, Bosnia and Herzegovina and Serbia are planning to invest in inland waterway transport significantly. Within the scope of this programme
following activities will be performed: construction of groynes, banks protections to avoid erosion and sills on the river bed to increase the water
level. Also, the rehabilitation of existing groynes and bank protections as well as dredging to increase the water depth. Out of 5 most work intensive
sections two should be jointly financed between Croatia and Bosnia and Herzegovina.

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4.4.7 Priority Projects at Conceptual Stage
This list contains nineteen priority projects which are at the
conceptual / identification stage without pre-feasibility study,
hence not matured for financing and consequently implementation
at this stage. Of these projects, four are concerning roads, ten
railways, two airports, two projects on seaports and one on inland
waterways. Three of them are located in Albania, five in Croatia, six
in Montenegro, three in Serbia, one in Bosnia and Herzegovina and
in Kosovo (under UNSCR 1244/99).
Bearing in mind that priority projects at the conceptual stage need
support in preparation, as well as having a high regional impact and
are identified in the context of regional networks, these projects are
candidates for the Infrastructure Project Facility (IPF) for Western
Balkans programme. The main objective of the IPF is to support
the development and upgrading of infrastructures in transport,
energy, environment and social sectors, contributing to sustainable
development in the region. The IPF supports the preparation of
projects that may be financed by grants and loans provided by
Participants, IPA funds, the IFI`s and others.
In the process of selection of the projects for IPF programme
SEETO Priority Project List was largely consulted. In 2008 five
Priority Projects from conceptual stage list are listed for IPF support
(72% of all transport projects). Those projects are: Construction
of main road Foca (Brod na Drini)-Hum (BIHRD021), Corridor
Vc-second phase (BIHRD050), Rehabilitation of Railway Route
10 (KOSRW018), Reconstruction of main road Scepan Polje-
Pluzine (MONRD038) and reconstruction of the line Nis-Presevo
(SERRW022.9). Also, two non-priority list railway projects on
the Core Network are listed for IPF: FS for railway track renewal
and signalling and communication system in the whole network
of Albanian Railway and Railway Sarajevo-Podlugovi (BIH). Of
the seven transport projects in IPF two are nearing completion
(BIHRD050 and Albanian Railway), two have recently started
(BIHRD021 and MONRD038), two are in the ToR preparation stage
(SERRW022.9 and KOSRW018) and Bosnian Railway project ToR
will be prepared by the end 2009.

Table 4-10 Priority Projects at Conceptual Stage

Core Estimated
Network Title of Programme/Project Length (km) Total Cost
element (M )
ROADS
Route 1 Road rehabilitation (section: Debeli brijeg-Bar ) 19 22
By pass Niksic 11 20
Route 2b
Road rehabilitation (section: Scepan polje-Pluzine) 28 42
Route 2b Construction of Brod na Drini (Foca)-Hum (Scepan Polje) 21 30
RAILWAYS
Corridor Vb Dugo Selo to Krizevci Railway Rehabilitation 36 163
Track renewal Durres Rrogozhina 35 16.5
Track renewal Vore Milot 35 16
Corridor VIII
Implementation of signalling and interlocking on Durres Vore Tirana / Milot
and Durres Rrogozhina 37.2 30
Corridor X Reconstruction of line Nis-Presevo 156 77.3
Zagreb Main Station Signalling and Interlocking System - 17.9
Corridor X Okucani to Novska Railway Rehabilitation 19.5 38.5
Novska to Dugo Selo Railway Rehabilitation 81.3 135
Route 2 Rehabilitation of rail Route 2 24.7 0.2
Route 10 Upgrading of railway line N/S 148 67
SEAPORTS
Port of Bar reconstruction - 10.5
Seaport
Port of Bar reconstruction - 5.25

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Table 4-10 Continuation

Core Estimated
Network Title of Programme/Project Length (km) Total Cost
element (M )
INLAND WATERWAYS
Corridor VII Training and dredging works on critical sections of the Danube River 7 11.4
AIRPORTS
Airport Functional improvements of airside at Belgrade airport (Sub-projects e,f, h) - 5+0.8
Airport Split Airport: New aircraft platform i.e. apron - 15

Brief description of these projects is as follows:

Project name: Road rehabilitation Route 1

Project which will remove bottlenecks and provide higher level of service along Montenegrin coast.

Participant: SEETO No: Core Network position: Transport mode:

Montenegro MONRD030 Route 1 Road

Project description:
Route 1 connecting Corridor Vb and Corridor Vc along the Adriatic coast with Motorways of the sea port of Bar. The REBIS study identified the
section Petrovac - Budva as potential candidate for international investment. Taking into account current traffic flows, road safety situation,
finalisation of works in the Sozina Tunnel and role of the port of Bar the whole section Debeli Brijeg Petrovac - Bar needs additional
investments. Project total length is 19 km. Project was a part of the MAP 2006-10 to MAP 2010-14.

Results to be achieved:
The project objective is to increase road safety and mobility. These objectives will be achieved through construction of climbing lanes and
correction and upgrading of the road alignment on some black-spots. It was planned also the construction of the Budva by pass which will
relocate the transit traffic during the summer season which will improve the mobility in the main tourist areas. It will also help to diminish
congestion in city centre and increase traffic safety.

Project:

Section Type of work Length (km) Timetable Total cost (M)

From Debeli brijeg to Bar Upgrade 19 2006-2008 22

Current status:
The overall condition of the roads on Route 1 is medium to good. Croatian sections from Bosiljevo to Split are built as full motorway profile,
and there are construction works on section Split Dubrovnik. Average AADT for the route is around 8,500 but there are very wide seasonal
variations due to tourism. The condition of the Route 1 Montenegrin section is medium with AADT of 6,000. This is set to grow by 7% per
annum due to the development in tourism sector. On some sections rehabilitation has been done within bottleneck removal project total cost
170 M.

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Programme name: Montenegro road rehabilitation Route 2b

Programme which will improve social integration and accessibility in Northern Montenegro.

Participant: SEETO No: Core Network position: Transport mode:

Montenegro MONRD028 and MONRD038 Route 2b Road

Project description:
Route 2b connecting Corridor Vc with Route 4 and Corridor VIII and passing through three Participants territory. The condition of the existing road
is poor and near Niksic bypass is needed in order to reduce the degree of conflict between transit and urban traffic. Total length of programme
is 39 km, with significant number of tunnels and bridge on border with Bosnia and Herzegovina. Programme was a part of the MAP 2006-10 to
MAP 2010-14.

Results to be achieved:
Expected benefits are savings in travel time, reduced vehicle operation costs and improved road safety. Route passes through several ethnically
different and socially diverse areas, and poor connectivity and social fragmentation characterize those areas. Development of the Route 2b will
help to improve social integration and access to markets and provide better infrastructure for the development of tourism. The route passes
through National Parks so the environmental impact of rehabilitated and upgraded sections of the Route will be carefully studied and decreased.

Project :

Section Type of work Length (km) Timetable Total cost (M)

From Scepan Polje to Pluzine Upgrade 28 2008-2010 42

Niksic by pass Construction 11 2008-2010 20

Current status:
There are four SEETO priority projects at Route 2b, upgrading Hani Hotit Shkoder road (Albania), Niksic Bypass and road rehabilitation Scepan
polje - Pluzine (Montenegro) and construction of the road section Brod na Drini (Foca) Hum (Scepan Polje) (Bosnia and Herzegovina),
representing 25 % of the total route length with required investments of more than 163 M. Some sections of Route 2b in Montenegro are already
rehabilitated, as a part of bottleneck removal project total cost 170 M. Section Scepan Polje-Pluzine is part of IPF Programme.

Project name: Construction of Brod na Drini (Foca) Hum (Scepan Polje)

Upgrade for better cross border connection amongst Bosnia and Herzegovina and Montenegro.
Participant: SEETO No: Core Network position: Transport mode:
Bosnia and Herzegovina BIHRD021 Route 2b Road
Project description:
Route 2 b connecting Corridor Vc with Route 4 and Corridor VIII and passing through three Participants territory. Project is defined in the REBIS
study and in the Bosnia and Herzegovina Transport Master Plan the project has been identified as one of the important improvements and the
shortest link between Bosnia and Herzegovina, Montenegro and Albania. Project represents rehabilitation of 28 km of two lane road. Project was
a part of the MAP 2006-10 to MAP 2010-14.
Results to be achieved:
Main benefits will be represented through reduced vehicle operating costs and time savings on new road, improved safety and higher
environmental concerns. Also, reduction of travel time and distance, reduction of generalized transport costs and increase of the employment
rate in the country in general are expected. Increase of the local economy competitiveness within the road gravity area andindirect impact on
generation of new projects and investments in the economy of the region are foreseen.
Project:
Section Type of work Length (km) Timetable Total cost (M)
From Brod na Drini to Hum Upgrade 21 30
Current status:
Improved road will provide high standard two lane road for connection between central part of Bosnia and Herzegovina, Montenegro and
Albania. There are four SEETO priority projects at Route 2b, upgrading Hani Hotit - Shkoder road (Albania), Niksic Bypass and road rehabilitation
Scepan polje - Pluzine (Montenegro) and construction of the road section Brod na Drini/ Foca Hum/ Scepan Polje (Bosnia and Herzegovina),
representing 25 % of the total route length with required investments of more than 163 M. Project is part of IPF Programme.

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Programme name: Track renewal Corridor VIII and upgrade Durres/Vore-Tirana/Milot and Durres-Rrogozhina

Rail programme which will provide significant improvements to the railway Corridor VIII
Participant: SEETO No: Core Network position: Transport mode:
Albania ALBRW019 and ALBRW020 and Corridor VIII Rail
ALBRW021

Programme description:
The aim of sections rehabilitation is improvement of Corridor VIII. By improvement good commercial condition for transport and better access
to Port of Durres and via Vore to Shkoder and Montenegro will be created. The programme creates conditions for a more economic viable and
attractive passenger service and restores safety of rail transport to European standards. General scopes of the projects are renewal of track
components, installation of a proper signalling system including radio and telecommunications which will provide more trains at higher speed,
safe level crossings and better quality of service on Corridor VIII. Programme was part of MAP 2008-12 to MAP 2010-14.

Results to be achieved:
Expected benefits are to increase speed to 100 km/h which will reduce transport costs. Also, capacity of these lines on Corridor VIII will be
restored. The heavy wagons with 22.5 t axle load can be used after the rehabilitation. The availability of a reliable rail connection to Europe
might be a condition for attracting new light industries that produce for the European market where container transport is required. For passenger
service the restore speed can be used to design a time table much attractive for public transport. The new signalling and telecommunication will
improve safety on the many level crossings.

Project :

Section Type of work Length (km) Timetable Total cost (M)

from Durres to Rrogozhina Rehabilitation 35 2008-2009 16.5

from Vore to Milot Rehabilitation 35 2008-2009 16

from Durres via Vore to Tirana/ Milot and

from Durres to Rrogozhina Upgrade 37.2 2008-2010 30

Current status:
Currently, the line Durres Rroghozina is the section of the Albanian network having the highest traffic density and renewal of track components
will enable faster and safe movement of traffic. The busiest lines and stations are Durres - Vore - Tirana / Milot and Durres Rrogozhina. The
busiest and dangerous level crossings that need better protection are in this area. The most dangerous sections Durres Shkozet Vore will be
in the first implementation phase. The section Vore Milot renewal of track components will be the first phase of complete renewal of line Vore
Shkoder Montenegro, Route 2. For project preparation funding by IPA is proposed.

Project name: Reconstruction of line Nis - Presevo

Rail projects which will provide significant improvements to the railway Corridor X.
Participant: SEETO No: Core Network position: Transport mode:
Serbia SERRW022.9 Corridor X Rail
Project description:
Reconstruction of the line Nis-Presevo/border with the former Yugoslav Republic of Macedonia will enable higher quality passenger and
freight services, interoperability of the line along Corridor X, enhance traffic safety and bring improvements in carrying capacity of the line at
the most critical sections. Project was a part of the MAP 2007-11 to MAP 2010-14.
Results to be achieved:
Increase of load capacities and infrastructure reliability will be achieved. It will enable competition of railway with other mode of transport and
improve the quality of passenger and freight transport service and increase business efficiency.
Project :
Section Type of work Length (km) Timetable Total cost (M)
from Nis to Presevo Upgrade 156 77.3
Current status:
Digitalization of all railway telecommunications on the line between Nis-Presevo will provide better service information transmission, safety
and remote control of traffic. Project is part of IPF Programme.

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Programme name: Rehabilitation Zagreb Main Station
Rail projects which will provide significant improvements of the railway on the Corridor X.
Participant: SEETO No: Core Network position: Transport mode:
Croatia HRVRW034 Corridor X Rail
Project description:
Zagreb Main Station is the main railway junction for inter-city and long distance passenger and freight transport on the Corridors X and Vb.
The project concerns the installation of the new electronic signalling equipment. Programme was a part of the MAP 2008-12 to MAP 2010-14.
Results to be achieved: Expected results are to increase speed to 160 km/h, introduce interoperability through ETCS and increase line
capacity. This programme improves safety and reliability of the signalling and interlocking equipment.
Project :
Section Type of work Length (km) Timetable Total cost (M)
Zagreb Railway station Upgrade 17.9
Current status: Zagreb Railway station is equipped with very old relay fail-safe signalling equipment, which reduces speed to 30 km/h.
Reconstruction will consist of installation of the new equipment for control of the inter-station distance, replacement of the old outdoor safety
elements and cables and upgrade and rehabilitation of telecommunications to support new signalling and interlocking system. It also includes
minor track works.

Programme name: Okucani to Novska, Novska to Dugo Selo and Dugo Selo to Krizevci railway rehabilitation

Rail projects which will provide significant improvements to the railway Corridor X.
Participant: SEETO No: Core Network position: Transport mode:
Croatia HRVRW035, HRVRW036 and Corridor X and Corridor Vb Rail
HRVRW018

Project description:
These sections are part of Corridor X and Corridor Vb through Croatia. They will improved network operation and service levels on it. These
are: double track line from Okucani to Novska and Dugo Selo Krizevci for allowing speed up to 160 km/h, with the exception of a curve on
the exit of the railway station Okucani where max speed is 100 km/h and single track line from Novska to Dugo Selo. Programme was part
of MAP 2008-12 to MAP 2010-14.

Results to be achieved:
Expected benefits are: achieving speed of 160 km/h, introducing interoperability through ETCS, increase line capacity and decrease
maintenance costs. The programme is environmentally sensitive as contribute to environment protection (reduction of noise and pollution),
reduction of transport intensity along roads...

Project :

Section Type of work Length (km) Timetable Total cost (M)

from Okucani to Novska Rehabilitation 19.5 38.5

from Novska to Dugo Selo Upgrade 81.3 135

From Dugo Selo to Krizevci Upgrade 36 2009-2010 163

Current status: The rehabilitation of sections Okucani Novska and Dugo Selo - Krizevci concerns line track overhaul with replacement of
the permanent way material, reconstruction of station tracks in Okucani, rehabilitation of halt Rajic, rehabilitation of substructure, culverts and
drainage system, installation of ETCS system and adjustment of overhead line equipment.
Upgrade of line Novska Dugo Selo is performed in three phases: Novska Kutina (26.5 km), Kutina Novoselec (27.7 km) and Novoselec
Dugo Selo (27.1km). Track overhaul includes reconstruction of station tracks, curves, rehabilitation of substructure, culverts, drainage
system and level crossings, replacement of certain level crossings with bridges, relay signalling equipment by electronic, installation of ETCS
system, upgrade of telecommunication system including the introduction of new GSM-R system and adjustment of overhead line equipment.

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 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Programme name: Rehabilitation of rail Route 2

Rail projects which will provide significant improvements to the railway Route 2 Podgorica Tuzi- Durres
Participant: SEETO No: Core Network position: Transport mode:
Montenegro MONRW014 Route 2 Rail
Project description:
Rehabilitation of railway line Podgorica Durres (Route 2) provides better rail freight traffic from Podgorica via Bajze, to Durres. Rehabilitation
and electrification of line from Podgorica to Bajze is included in the Montenegro Transport Strategy. Project is part of the full rehabilitation of
line Podgorica Durres. Programme is part of MAP 2008-12 to MAP 2010-14.
Results to be achieved:
Programme implementation will lead to better use of locomotives and improve safety by using new technology in traffic regulation. Use of
the electric locomotives will decrease pollution. The rehabilitation of the line contributes to the shortening of the travel time and transport
costs savings.
Project :
Section Type of work Length (km) Timetable Total cost (M)
from Podgorica to Bajse Rehabilitation 24.7 2009-2013 0.2
Current status: Track rehabilitation and additional works for electrifying the line will provide enhanced safety and faster traffic. Rehabilitation
and electrification will include 24.7 km of line between Podgorica to Tuzi. Potential funds would come from Montenegro Government budget.

Programme name: Upgrading of railway line N/S

Project which provide improvement of rail Route 10
Participant: SEETO No: Core Network position: Transport mode:
Kosovo (under UNSCR KOSRW018 Route 10 Rail
1244/99)
Project description:
Route 10 connecting Kosovo (under UNSCR 1244/99) with the former Yugoslavia Republic of Macedonia and Serbia. Railway track is in
unsatisfactory condition. Upgrading of infrastructure and electrification of the line is needed. There is a need to improve tracks, bridges,
tunnels, signalling equipment, telecommunication equipment, power supply equipment and to install CTC (Central Train Control) system.
Programme was a part of MAP 2008-12 to MAP 2010-14.
Results to be achieved: Benefits which will be expected are: restoration of designed speed (120 km/h), better safety on the line and in the
stations by implementing new interlocking signalling system. Implementation of this project will contribute to improve mobility, accessibility
and safety for passenger and freight transport.
Project :
Section Type of work Length (km) Timetable Total cost (M)
From Lesak to Djeneral Jankovic Upgrade 148 2006- 2015 67
Current status: Line Lesak Djeneral Jankovic is single track, category D3 with axle load of 22.5 t and no electrified railway line. It is in poor
condition and need upgrade of superstructure and signalling system. Project is part of IPF Programme.

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Programme name: Port of Bar reconstruction

Seaport project for rehabilitation of the Port of Bar

Participant: SEETO No: Core Network position: Transport mode:

Montenegro MONSP011 and MONSP010 Seaport

Project description: The quays Bar port are in a very poor condition and require urgent repairs to avoid failure. Programme was a part of
the MAP 2006-10 to MAP 2010-14.

Results to be achieved: Stability and safety of construction will be improved; ship mooring and unmooring will be significantly increased.
With expected increase in cargo volume after Quay rehabilitation, the Programme will have a significant positive influence on regional
economic growth.

Project :

Section Type of work Length (km) Timetable Total cost (M)

Volujica Quai Rehabilitation 2007-2009 10.5

Terminal I Quai Reconstruction 2008-2010 5.25

Current status: The rehabilitation of Volujica quay includes replacement of the shoe and the deck, replacement of the corroded shoes and
decks and additional surface protection of the deck. Attached to the Volujica quay is the Pier I that is also one of development priorities of
the port of Bar and consists of two terminals (containers and general cargoes). The Port of Bar is currently in the process of privatization.

Programme name: Training and dredging works on critical sections of the Danube River
Removal of free navigation obstacles on South East Europe main inland waterway.
Participant: SEETO No: Core Network position: Transport mode:
Serbia SERIW032 Corridor VII Inland Waterways
Programme description:
Corridor VII consists of the Danube and its connecting canals. The Danube is the second largest river in Europe, navigable over nearly 2,300
km of the 2,500 km of its total length. The Danube along the Core Network has several channels that are too narrow for vessels to pass due to
silting. The programme aims to widen channels, and remove sandbanks and shoals, so as to provide unrestricted passage for an increasing
number of vessels. Programme was a part of the MAP 2006-10 to MAP 2010-14.
Results to be achieved:
Main benefit of executed works will be improvement of navigation conditions, removal of serious bottleneck and reaching required Danube
Commission and EU navigation standards. Navigation will become safer which will gain on importance in case of increased traffic. Works will
have significant influence on flood control due to better transition of ice, bed load and water during high water levels.
Project:
Section Type of work Length (km) Timetable Total cost (M)
Apatin Upgrade 7 2010-2015 11.4
Current status:
The Danube river traffic is strongly imbalanced, concentrated towards the West and near the mouth in the East, the central part being
characterized by very low traffic volumes. The traffic on Core Network section is expected to rise significantly. The programme is a part of the
Serbian Danube Master Plan, much of which is currently being implemented.

61
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Programme name: Functional improvements of airside at Belgrade airport

Increased capacity and improved functionality of SEETO region leading air hub.
Participant: SEETO No: Core Network position: Transport mode:
Serbia SERAP003 Airport
Programme description:
Belgrade Nikola Tesla Airport is the biggest Serbian and one of the most important airports in South East Europe. Although the airport
is capable to accommodate 40 flights / movements per hour, taxiways are needed to improve safety and increase runway capacity. The
programme concerns functional improvements of airside at Belgrade airport and has been divided into three sub-projects parts: reconstruction
of taxiways A, B, G and H, extension of the Apron C, and construction of new taxiway 800 as well as the new connection with apron B.
Programme was a part of the MAP 2008-12 to MAP 2010-14.
Results to be achieved:
Expected benefits are elimination of problems with carriage road taxiways, high level reliability taxiways utilisation and better level of service
and reduction of maintenance costs.
Project:
Section Type of work Length (km) Timetable Total cost (M)
Reconstruction of Taxiways A, B, G and H Upgrade 2009 0.8
New Taxiway at 800 and New Connection
with Apron B and Extension of Apron C Upgrade 2009 5
Current status:
In 2007 Serbia invest in Belgrade airport in order to obtain IIIc category.

Programme name: Split Airport New Apron

Better level of service and less congestion on Split airport.

Participant: SEETO No: Core Network position: Transport mode:
Croatia HRVAP002 Airport
Programme description:
Apron capacity at Split airport is limited at peak hours and the airside now requires expansion to provide sufficient aircraft parking stands. This
expansion will be realized in the south west area of the terminal building as foreseen in Stages 1 and 2 of the Development Plan. Programme
was a part of the MAP 2006-10 to MAP 2010-14.
Results to be achieved:
Expected benefits are improvement of aircraft parking capacity, better level of service and less congestion at Split airport.
Project:
Section Type of work Length (km) Timetable Total cost (M)
Split airport Upgrade 2009 15
Current status:

The group of projects classified as intermediate, require initial

4.5 Programming and investment
summary
Indicative investment requirements for the prioritised projects of
MAP 2010-2014 amounts to close to 3.5 billion. More specifically:
For projects with an advanced maturity status estimated
funds of 2,460.4 million are required for works completion,
representing 69.8% of total investment required for completion
of all priority projects. This amount also includes the costs for
design documentation and for supervision. In view of their higher
level of maturity, these projects could advance faster in terms of
allocation of resources and funding from both national budgets
and IFIs.
financing for feasibility studies and other pre-investment activities
so as to enable projects to progress towards implementation.
Estimated investment funds needed for these projects are 292.4
million, 8.3% of investment costs required to complete all projects
in the priority list.
Projects classified as being at a conceptual stage lacking
basic documentation have a total estimated investment costs of
773.35 million (21.9% of all priority projects).
In terms of programming, projects with advanced maturity are
ready for priority financing and implementation. At the same time,
for projects with intermediate or conceptual status required pre-
investment studies should be financed firstly and at a later stage
implementation.

62
5
SOUTH EAST EUROPE TRANSPORT
POLICY AND TRANSPORT SECTOR
REFORMS
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

5.1 Introduction
Efficient transport systems are essential for keeping SEETO
Participants economies competitive and national and regional
market running smoothly. Creation of dynamic transport sector for
the benefit of citizens, businesses and governments in the South
East Europe area is the utmost interests for transport decision
makers and experts. One of the tools in their hands is possibility
to determine the shape of regional transport policy and transport
sector reforms. Through regional transport policies Participants will
enhance development of their economies, improve connectivity and
interoperability; Transport sector reforms will improve efficiency,
safety and environmental friendliness of Participants transport
system and speed up their European integrations.
5.2 South East Europe Regional
Transport Policy
The regional approach in common transport problems solving
should give good results provided that regional coordination and
best practice sharing exists. In this subchapter, as best practice
examples, preparation and implementation of SEE Railway Area
and common approach in railway reforms and road infrastructure
safety management in SEETO region are presented.
5.2.1 Railway reform and Addendum time table
space. In order to create the SEE railway transport area, gradual
achievement on the following targets is envisaged:
Effective regulatory institutions for the rail sector -
establishing independent and competent public institutions and
administrative and judicial appeal procedures; establishing
railway licensing bodies responsible for issuing licences to
railway undertakings; establishing regulatory bodies in charge
of allocating railway infrastructure capacity and levying charges
for the use of railway infrastructure, and of safety certification;
establishing safety authorities;
Separation, management independence, market orientation
- preparation for a competitive rail market by separating
infrastructure management and provision of transport services,
including separate financial accounts;
Access to the market, interoperability and railway safety
(granting fair and transparent conditions for access to the rail
infrastructure);
Financial stability and transparency - putting railways on a
financially sound basis;
Facilitate border crossing - reducing delays at borders
involving all actors; revising bilateral border-crossing agreements;
Social dimension and social dialogue - monitoring the
working conditions and the social and employment impact of
implementing the SEE Railway Transport Area.

In the scope of the regional cooperation related to the Core
Network, an Addendum of the Memorandum of Understanding on
the Development of the Core Regional Transport Network regarding
the South East Europe Railway Transport Area (Addendum) was
signed at the Third Annual Ministerial Meeting on December 4th,
2007 for the purposes of boosting the reform of the railway sector
in the region and support the establishment of a common railway
According to the Addendum Regional Participants will endeavour
to gradually align their domestic railway legislation with European
Community railway legislation. The Regional Participants will
envisage adopting and implementing domestic legislation and
restructuring their railway sector, and prepare a detailed Time table
for implementation of targets set in the Addendum.

Table 5-1 Time table for implementation of Addendum

Bosnia and Herzegovina

Republic of Macedonia
the former Yugoslav

UNSCR 1244/99)
Kosovo (under

SEE Region
Montenegro
Measures

Albania

Croatia

Serbia

Addendum item 2.1: Institution building Jun-2009 2008 Dec-2009 Jun-2009 Jul-2009 2006 Feb-2010 Feb-2010
Addendum item 2.2: Separation,
management independence and market
orientation Jun-2009 Feb-2009 Mar-2008 Feb-2008 Sep-2008 2010 Apr-2010 Apr-2010
Addendum item 2.3: Fair infrastructure
access, safety and interoperability 2010 2010 - Dec-2010 2010 2010 Dec-2010 Dec-2010

Addendum item 2.4: Financial Stability Jan-2009 2009 Jan-2007 Jan-2009 Jan-2009 2010 Dec-2009 2010
Addendum item 2.5: Border Crossing - 2009 - Jun-2009 Dec-2008 2010 Jun-2009 2010
Addendum item 2.6: Social dimension
and social dialogue Jan-2009 2008 - Dec-2009 2009 2010 2003 2010

64
The Time table for implementation of Addendum was adopted on
4th Annual Ministerial Meeting held in Becici in December 4th, 2008.
Target times presented in the Table 5-1 refers to the month/year
when measures are made operational. All Time tables envisage
implementation of the EU railway acquis before the year 2012.
Participants have agreed that coordination of Time tables should not
discourage front-running, but rather encourage late-comers to catch
up. In fact, certain states are more advanced than others and the
latter wish to benefit from knowledge of the former rather than delay
progress.
5.2.2 Railway reforms and road infrastructure
safety management
Thanks to the financial assistance of European Commission
(CARDS 2006 Regional programme) soft measures aimed at
regional railway reform and road infrastructure safety management
was launched in June 2008. Regional initiative developed and
adopted by SEETO Steering Committee was in details described in
MAP 2007-11. On the basis of MAP description technical assistance
project named Support for implementing of the SEE Core Regional
Transport Network MAP 2008-201214 was defined. Project will be
completed in December 2009.
Project goals
To continue to pursue joint efforts for fostering a harmonized
reform and integration process in the transport sector across the
South East Europe Region and to support the improvement in
the efficiency of the SEE Core Regional Transport Network.
The project is made up of two components relating to MAP 2007-
2011 key areas of reform i.e. the Railways and the Road Safety
Auditing. The Railway Reform Component is further divided into
Task A1: Railway Infrastructure Access, Pricing Regime and Network
Statement and into Task A2: Railway Border Crossings Facilitation.
All project activities were carried out in close collaboration with
relevant stakeholders in SEETO Participants. Project results and
outputs were extensively discussed before being finalized in 7
Workshops organized by the Project in all Participants. In addition
to the specific project results, the Project has contributed strongly
through interaction with interested stakeholders.
Project achievements and outputs
In the scope of component A1 RWR/RSA project has prepared the
Regulatory Manual (RM) whose objective is to act as guideline
applicable by the Region and the SEETO Participants for access
to infrastructure with harmonized procedures and with common
understanding for the role of the Regulatory Body.
New regionally harmonized track access charges calculation and
simple formula for the calculation of the cost of using electricity on
electrified railway lines is proposed in the RM.
14 Support for Implementing Measures for South East Core Regional Transport Network Multi Annual Plan 2008-2012 Europeaid/125783/C/SER/MULTI; WYG Engineer-
ing Ltd. as Leading Partner and TRADEMCO S.A., Vienna Consult and TRL Ltd as partners.
Regulatory Bodies (RB) are still not fully established in all SEETO
Participants. Therefore it is opportune to implement the role of the
RB on the basis of the proposal in the RM. This role is threefold:
as an appeal body, as a body ensuring that access charges are
calculated and implemented in a fair and non-discriminatory way
and as a market monitoring body. Its responsibilities derive from
the requirements of Directive 2001/14 and are mainly related to
the provisions of the network statement (NS). The RB of SEETO
Participants should collaborate at regional level and therefore a
suitable process is proposed whereby in order to formalise the
collaboration among them, quarterly regular meetings are foreseen
which should take place at the level of Directors of the RBs.
The concept of a one-stop-shop (OSS) for the collaboration
of infrastructure managers (IM) was agreed. It is proposed to
all Regional IMs to create as soon as possible their OSS office
and apply for membership in RailNetEurope (RNE). Currently
only Croatia is a member. The IMs of the Region should meet
periodically to discuss the problems and solutions faced in
the activities of OSS offices and the regional establishment of
international paths.
Concerning capacity and path allocation, the procedures suggested
by RailNet Europe are practically adhered to in all adopted and draft
Network Statements. Therefore these procedures are adopted also
in the Regulatory Manual. Concerning the priorities of the trains in
congested sections of the network, when setting the timetables, the
following priorities were proposed:
international passenger trains
suburban trains
international freight trains (including combined transport trains)
other domestic passenger trains
domestic combined transport trains
other freight transport trains
The recommendations of the Regulatory Manual are taken into
consideration in a harmonized Network Statement (NS) that has
been prepared for SEETO Participants, with main emphasis placed
international operations. Currently in the region Croatia, Montenegro
and the former Yugoslav Republic of Macedonia have adopted
Network Statements while Albania, Serbia and Kosovo (under
UNSCR 1244/99) are still in the phase of preparing it. All 6 NS
were evaluated with respect to the RNE standard NS. The resulting
conclusions were subsequently taken into consideration when
preparing the harmonized NS for the IMs in the Region.
The agreements established for the preparation of the Regulatory
Manual and of the harmonized Network Statement constitute a real
breakthrough for the region, but also for Europe. But what is needed
is the implementation of the RM and of the NS which will revitalize
the prospects of revival of railway transport in the region.
In the scope of task A2, in order to resolve the problem of delays
at border crossings (as mentioned in Chapter 3) and in order to
facilitate the opening of the market several types of new border
crossing agreements are proposed:
65
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Framework Border-Crossing Agreement (BCA)
Framework Border Police Agreement (BPA)
Agreement between Infrastructure Managers on the
Interconnection of Networks
Agreement among Railway Undertakings concerning the Transfer
of Wagons
Regional Agreement for the Mutual Recognition of Training
Certificates
The agreements are designed in compliance with EU legislation.
In addition a market oriented corridor approach was followed in
preparing the proposed cross border agreements.
Although most international agreements with the SEETO
Participants have so far been of a bilateral nature, the objective
of these agreements is to allow multilateral usage by SEETO
Participants in order to re-harmonise their railway sector.
For the design of agreements that have EU compliance 18 criteria
should be observed. The most important of which are enumerated
below: Increase in competitiveness of rail sector, Open access
for licensed rail operators to cross the border, Open access to the
zone without requiring additional licences and safety certifications
for the railway undertakings, Inside the zone, border authorities
of both states can execute their functions, in particular border
police and customs, Single window for customs, One-stop-shop for
railway undertakings, Freedom of the border authorities to conclude
separate bilateral agreements between each other, Independent
authority (Border Crossing Commission) as regulator/arbitrator/
quality commission.
The hierarchy of the prepared border crossing agreements is
presented in the Figure 5-1. The agreements prepared in this
hierarchical order are complementary and create cohesion.
The BCAs can be considered as the highest-ranking international
agreements signed between sovereign states in the realm of
border crossing. They are the point of departure for all subsequent
agreements between border authorities and railway enterprises,
which have to refer to it or find their legal justification in BCA.
This hierarchy of agreements holds true unless there are other
international agreements that have been concluded by the signatory
states of the BCA.
The most challenging part of border crossing agreements will be the
joint border control of the border authorities, in particular, the border
police and customs, when they are forced to execute their duties on
the territory of the neighbouring state. However, first attempts proves
that it is possible and feasible in the SEETO Participants as can be
seen on the Hungarian Croatian and Serbian Bulgarian border
crossing points.
The proposed agreements of interconnection and wagon
acceptance are a novelty for the SEETO Participants although
they are the logical consequence from joining the CUU/AVV and
separating infrastructure from operations. Similar to already existing
agreements on some important Western European corridors, they
will have a market-oriented integration effect since such agreements:
Reduce waiting times at the borders; abolish the empty wagon
tourism with the SEETO Participants; force the wagon keepers
to operate their rolling stock with the SEETO Participants in a
customer-oriented way; Increase the return on capital of the wagons.
Mutual recognition of driver training certificates is the first step
towards harmonising the railway sector in SEETO Participants,
since it opens the door for the free migration of highly qualified
railway personnel in the SEETO Participants. Therefore a Regional
Agreement for driver training is proposed that shall be the starting
point towards the harmonisation of SEETO train driver licence,
which will ensure that train drivers of the Region will be able to
operate traction and trains on the different networks of the SEETO
Participants.

Border-Crossing Agreement between Governments (BCA)

Subsequent Agreements between the competent authorities: border

police, customs, sanitary, phyto-sanitary, radiation etc.

Subsequent Agreements between the competent authorities and the

infrastructure managers and railway undertakings

Bilateral or multilateral Bilateral or multilateral

Agreements/Contracts Agreements/Contracts
among Railway among Infrastructure
Undertakings Managers

Figure 5-1 Hierarchy of the border crossing agreements

66
With the application of the BCA and the subsequent BPA, in the
future, it will not be necessary to stop passenger trains simply for
border control reasons since all formalities could be done on the
moving trains. This activity would be very customer-oriented and
allow the railway undertakings to have the following competitive
advantages with the respect to their major competitor bus and air: no
necessity to have controls in standing trains; no necessity to have
controls before boarding as it is the case for air and bus.
In the scope of the Component B, a Regional Road Safety Strategy
(RRSS) has been prepared for SEETO Participants. RRSS is
the major and systematic tool for decreasing the total number of
fatalities in the SEETO Participants. RRSS should be used as a
platform for development of National Road Safety Strategy (NRSS).
SEETO Participants which do not plan to introduce NRSS could
use RRSS in full extent. Since currently only the former Yugoslav
Republic of Macedonia and Croatia have approved NRSS, the
impact of the present result of the SEETO Project will be manifold.
The following short term goals are identified for the RRSS: risk and severity of road accidents that may result from design
Establish a leading Road Safety body at Regional level under the
SEETO umbrella (e.g. Road Safety Working Group), and similar
system of important institutions at National level which will enable
and monitor the realization of national and Regional Road Safety
Strategy,
Establish the process of transfer of knowledge and experience
from developed EU countries to SEETO Participants, and
introduce a system of training of professionals in the field of Road
Safety,
Harmonize the legal framework between all SEETO Participants
with EU and usage of road safety best practice,
In addition, the following long term goals have been defined, which
should be shared at regional level:
Harmonize the level of road safety of SEETO Participants
road infrastructure to the average level of EU comparable road
infrastructure,
Establish the strong and wide spread system of protection in
road safety, which will be supported from politicians, experts and
public, led by road safety professionals, which will also establish
the cooperation between SEETO Participants as well as between
SEETO and EU,
Reduce the number of fatalities and injuries even if the length of
roads and level of motorization increase,
Decrease the number of fatalities by 50% until 2019 (mid-term
goal 30% until 2014) comparing to 2007 and
Decrease the number of serious injuries by 30% until 2019 (mid-
term goal 20% until 2014) comparing to 2007.
To reach the ambitious targets of RRSS, it is very important that all
RRSS suggested measures are implemented in a co-ordinated way.
The project prepared suitable Law and regulation proposal
for implementing a Road Safety Audit (RSA) and Road Safety
Inspection (RSI) in a mandatory way in accordance with EU
Directive 2008/96 and relevant best practice in Europe. The main
goal of proposals is to enable easy and fast changes of legislation
containing road safety elements for all SEETO Participants in such
a way as to make RSA/RSI mandatory. In the Figure 5-2 three
different approaches to bringing in mandatory RSA/RSI legislation
are shown:
The proposed process for changes of Law and Regulations come at
right time for some of the SEETO Participants which have been or
are in the process of changing the existing laws (Serbia, the former
Yugoslav Republic of Macedonia, Bosnia and Herzegovina).
The purpose of a RSA and RSI is to pro-actively manage safety by
identifying and addressing risks associated with road infrastructure
safety deficiencies. RSA is implemented at design phase of a road
project, while RSI is implemented on an existing road. Using the
RSA/RSI the following could be achieved: identification of potential
road or traffic safety concerns for all road users; minimization the
deficiencies; minimization the need for remedial work; minimization
unsustainable losses to health and economy; reduction of the life
cycle costs of the project and improvement of the awareness of safe
design practices of everyone involved in the design.
The earlier the project is audited within the design and development
process the better. Early auditing can lead to the early elimination
of problems and consequently, minimization of time and cost of
redesign at later stages. The process for the implementation of RSA
and RSI is presented in the Figure 5-3.
The Project prepared two sets of Manuals, one for RSA and another
for RSI, with full checklists for the implementation of the audits and
inspections. Prepared Manuals, localized with SEETO Participants
regional specialties, are ready to use and under all circumstances
constitute a good basis for the development on national RSA/RSI
Manuals. These Manuals were tested in actual conditions in all
SEETO Participants with very successful results, following which
they were finalized.
To implement RSA and RSI in a mandatory way throughout the
region, a Timetable for implementation of RSA and RSI on the Core
Road Network was prepared. This Timetable will enhance RSA/
RSI implementation on the Core Network and make Participants
consider on wider implementation of infrastructure safety
management tools.
Regional impacts from the SEETO Project
The great advantage of the RWR/RSA project is that its results
have been practical and to the point without reverting to theoretical
approaches that will render them non-applicable. Indeed, having
developed most of the project outputs with the involvement of
specific beneficiaries from SEETO Participants it was easy to
promote their immediate exploitation. The project already contributes
to the progress in implementation of reforms in Railways and in
67
 South-East Europe Core Regional Transport Network Development Plan 2010-2014

Road Safety Audit domains according to respective EU Directives.
In several SEETO Participants, the existing laws, regulations
and procedures are already being changed according to the
recommendations of the Project. In addition, the Project enhanced
the communication between SEETO Participants and the exchange
of experience and best practices. Indicatively the following are
highlighted:
the proposed new Border Crossing Agreements (framework,
police, technical acceptance and agreement between IMs)
have been considered in the new agreements signed or being
discussed between several Participants;
in Croatia, HZ Passengers, has asked the Railway Directorate
to prepare the necessary agreements for passenger control on
moving trains, on the basis of the project proposal and this is to
be promoted with Slovenia;
the Regional Road Safety Strategy (RRSS), is considered
by several SEETO Participants as a platform on which the
respective National RSS will be developed; Albania is preparing
its NRSS on the basis of the RRSS, while Serbia and Bosnia &
Herzegovina will consider it when preparing their own NRSS;
The proposed Law and Regulation changes for implementing
the RSA was used in Serbia in the recently adopted new Law on
Road Safety;
The RSA and RSI Manuals are already being used by some
SEETO Participants (e.g. Albania) in the scope of other road
safety projects, financed by IFIs;
Kosovo (under UNSCR 1244/99) is modifying its current version
of railway Network Statement in view of the proposal of the
Project for harmonised procedures;
The prepared Harmonised Network Statement, is unique in its
kind for application in more than two countries;
The importance and the role of regional harmonisation and
integration is more and more understood, although it is clear
that National policies influence or will influence the actual
establishment of this harmonisation/integration.

Mandatory of
Road Safety Audit (RSA/RSI)

Adding RSA/RSI in: Adding RSA/RSI in: Adding RSA/RSI through

Law on Road Safety Law on (Public) Road Safety Ministery Decree

A - Content of RSA/RSI article AIB - Content of RSA/RSI C - Content of

(one paragraph): article (more detailed): Ministery Decree
What should be done, - What? (complete and detailed
with reference to the - Why regulation about RSA/RSI
Law on Roads - When? procedures
- How? and
- Who?

Figure 5-2 Approaches to introduce RSA/RSI into legislation

RIA RSA with usage of RSA manual RSI

Process
Design stage Design stage Design stage Stage Stage Stage
Stage Feasibility Preliminary Detailed Pre-opening Early Operation
study design design operation

Could be Auditors
done by Inspectors

Figure 5-3 Implementation of RSA/RSI in different design stages

68
Follow up and future activities
SEETO is now in a position to suggest concrete actions to be
followed at the regional level, to promote the implementation of the
specific soft measures that RWR/RSA Project devised.
The importance of harmonization is felt and understood by almost
all SEETO Participants. Therefore the relevant efforts should
be pursued in a systematic way for the railways and road safety
sectors.
This is particularly relevant for the implementation of concrete
actions to implement railway reform and for railway operations
in a regional network. The Regulatory Manual and harmonized
Network Statement should serve as good basis for regional
harmonization.
All proposed railway border crossing agreements, should
be implemented in bilateral and sometimes multilateral way,
according to the following steps:
Step 1: To be initiated by the competent stakeholder or even
stakeholders of at least two SEETO Participants;
Step 2: First draft presented by the initiating party from Step 1;
Step 3: Negotiations opened either bilaterally or multilaterally,
depending on the intentions of the initiating parties (and
their joint commissions);
Step 4: Negotiations finished, draft approved by the competent
joint commission;
Step 5: Ready for signature. The last step might sometimes be
a rather lengthy activity, since in some Participants it is
the matter of different adoption procedure.
Table 5-2 Suggested minimal number of certified auditors and inspectors
Suggested minimal number
Participants
of certified Auditors
Albania
Bosnia and Herzegovina
Croatia
the former Yugoslav Republic of Macedonia
Montenegro
Serbia
Kosovo (under UNSCR 1244/1999)
Total
5.2.3 SEETO Participants Transport Policies and
Transport Master Plans
South East Europe Participants are continuously making progress in
reforming the transport sector by implementing the visions and goals
defined in National transport strategies. In this subchapter extracts
from National Transport Strategies and Master Plans of SEETO
Participants are presented in order to promote regional dialogue
about most effective common transport measures.
Some of RWR/RSA project actions are supported with concrete
proposals for regional agreements. Such agreements concern:
A regional MoU for locomotive driver training for the reduction of
travel time for both passengers and freight and improving railway
competitiveness in the Region is prepared. Mutual recognition
of driver training certificates is the first step towards harmonizing
the railway sector in SEETO Participants, since it opens the door
for the free migration of highly qualified railway personnel in the
SEETO Participants.
Road safety is a priority matter in the Region and should be
given due consideration. A Timetable has been prepared for
the mandatory implementation of RSA/RSI procedures. This
Timetable suggests the training of a minimum number of road
safety auditors and inspectors in each SEETO Participant. One
of the efficient ways for establishing the training of suggested
number of experts in different SEETO Participants is joint
trainings under the SEETO umbrella and on the guidance of the
Road Safety Working Group. An estimate of the necessary RSA
auditors and RSI inspectors is presented in the Table 5-2.
Thereafter, the follow up of the implementation of the RWR/RSA
project outputs should be undertaken by SEETO Secretariat and the
two established Working Groups: the Railway and the Road Safety
Working Group, which should guarantee that the region moves from
island solutions based on each SEETO Participant to regional
solutions that concern all SEETO Participants.
Suggested minimal number
of certified Inspectors
6 18
6 18
8 24
4 12
4 12
8 24
4 12
40 120
The Albanian Transport Sector National Strategy was finalized in
2008. Main objectives for all transport modes are given separately:
road - creation of a flowing transport network, elimination of
unjustified administrative and economic obstacles posed to
competition among transport operators, development of logistics and
modern intelligent technologies in the transport sector. The mission
of the road sector is to adopt development policies in the field of
road transport and road safety, minimization of road accidents
though the application of European norms and standards, etc;
Maritime - establishment of a Maritime Administration, completion
69
 South-East Europe Core Regional Transport Network Development Plan 2010-2014
of the legal maritime framework with acquis, modernization of
port, rehabilitation and reconstruction of ports infrastructure,
superstructure, privatization of port commercial services,
development of maritime transport, and others; railway - increase
in transportation of goods, running passengers transport, further
integration of the Albanian railway network into the Balkan railway
network, improvement and fast renovation of the transport means,
the modernization of the railway lines of Corridor VIII and North-
South Corridor and etc; air transport - drafting of an Air Code of
the Republic of Albania so that it is in accordance with the acquis,
achievement of obligations deriving from the commitments in order
to have a Common European Aviation Space (ECAA), SES and
Functional Blocks and etc.
Croatian Transport strategy was adopted in 1999. The strategic
approach to transport is based on the following principles: a
proactive approach to transport that influences the development
of the transport system and does not only respond to demand
but adjusts itself to the context and situation; and to be proactive
in the areas where safety, health of population and protection
of environment are endangered by the un-controlled growth of
transport systems. Priority targets are: development of the road
network improvement of their maintenance, enhancement of all road
networks, development of highways at major Corridors, to improve
railway network which are the base of international corridors and
routes, and to organize and develop air control in direction of
harmonization with Eurocontol and other international air institution.
National Transport Strategy for the former Yugoslav Republic of
Macedonia was adopted at the end of 2007. The main objectives of
the National Transport Strategy is to: promote economic growth by
building, enhancing, managing and maintaining transport services,
infrastructure and networks to maximize their efficiency with focus
on Corridor X and VIII, promote an integrated and interconnected
transport network, to increasing the accessibility of the transport
network, to improve safety of journeys by reducing accidents and
enhancing the personal safety of pedestrians, cyclists, drivers,
passengers and staff and improve integration by making journey
planning and ticketing easier and working to ensure smooth
connection between different modes of transport.
The Government of Montenegro adopted on July 3rd, 2008 a
Strategy for the Development of Transport in Montenegro. Basic
principles are aimed at the development of a transport strategy that
supports the economic development of Montenegro which in turn
contributes to achieving balanced development in the entire territory
of Montenegro, the development of services in transportation
and tourism, in development of the agriculture and preservation
of the environment. The greatest part of the principles defined by
the economic policy of Montenegro are related to liberalization,
privatization, and sustainable development; attracting foreign direct
investment, free trade, development of small and medium-sized
enterprises, governance and autonomy of regional connection.
The Strategy of development of railroad, road, water, air and
intermodal transport in the Republic of Serbia, from 2008 to 2015
was adopted in 2007. It is based on the principles of safety, inter-
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modality, implementation of modern technologies, complementary
use of all modes of traffic and, above all, rational use of available
capacities and resources in the country. The basic concept of the
Strategy is defined by a long-term goal namely membership of
the European Union, which the Republic of Serbia has set as its
strategic and national interest. General objectives of the strategy
are: the transport network of the Republic of Serbia to be integrated
intrans-European transport network, the effective use of comparative
advantages of each mode of transport, to improve the transportation
service system, and to increase the level of safety and security of
transportation systems, etc. The Republic of Serbia is preparing the
Transport Master Plan this year.
5.3 South East Europe Transport Sector
Reforms
5.3.1 Regional soft measures proposed in
previous MAP`s
Continuation of sector reforms in accordance with the EU
requirements for membership and transport policy implementation
in compliance with the EU Transport policy is a priority for the region
of South East Europe. Knowing that new infrastructure requires
harmonized procedures and standards in design, building and
operation, apart from financial investments, the SEETO Steering
Committee has placed emphasis on consistent investment in soft
measures. Through development of SEETO soft measures, close
cooperation among Participants on the harmonization of technical
standards and regulatory or administrative provisions affecting the
flow of transport in and across the region, in accordance with EU
standards and directives should be achieved.
By identifying the weaknesses of the transport data collection
and the importance for the SEETO as a Transport Observatory
of having accurate and reliable indicators for monitoring the Core
Network, priority soft measure in MAP 2008-2012 is harmonisation
of the transport data collection mechanism. Its importance is widely
recognised as updated transport data are essential for the purposes of
strategic transport planning and policy making, identifying bottlenecks,
project prioritisation, conducting feasibility and environmental studies,
preparing business plans etc.
In the MAP 2009-13 another measure for further consideration in 2009
is proposed. Gap analysis of the various standards implementation
along the Core Network and their comparison with the standards
implemented on the TEN-T network is expected to contribute towards
the identification of shortcomings on the network as a whole, or on the
separate parts of it, as well as to provide the basis for policy making,
formulation of other subsequent soft measures or determining
investments. The measure is intended to look at technical standards,
and to explore the possible discrepancies in use of regularly applied
standards for interoperability and interconnection with the TEN-T
network. As Community pre-accession assistance funding is subject
to meeting standards for interoperability, safety and co-modality it is
certainly appropriate for the SEE countries to have an overview of the
gaps in meeting these requirements.
Even though it has been set as a priority soft measure for 2008 and
2009, no concrete progress can be reported. Taken into account
that both measures tackle issues with similar grounds, Terms of
Reference for both soft measures will be merged. The likely dead line
for preparation of Terms of Reference is first quarter 2010.
5.3.2 Soft measure for consideration in MAP
2010-14
The process of data collection for the Core Network within
SEETO has developed year by year. Last year it was significantly
strengthened and renewed with innovative solutions and better
cooperation with the National Coordinators. Two years before the
SEETIS 2 electronic system of information exchange was put into
operation enabling for the first time SEETO to have considerably
more accurate and better updated inventory of the condition,
operation and performance of the Core Network. During the
exploitation of the SEETIS it became evident that maintenance and
upgrade of the system is necessary in order to enable quality work
with application and on-line publishing. Having that in mind for MAP
2010-14 Upgrade of SEETIS 2 GIS system is proposed.
Client-server architecture is the one that offer the best solution and
provide organizations with a central scalable data storage and
management system, utilize additional functionality (versioning,
archiving, concurrence user editing etc) that is not available in
single-user geodatabases. Provide better data security - (such as
access permission control for individual datasets and maintain data
integrity with features such as data backup recovery, rollback and
fail-over. Historical archives - Track changes to the geodatabase
by maintaining a historical archive. The archive can later be
queried to see how features looked at a specific time, or how
they have changed over a time period. Production / Publication
systems - Some systems require support for editors and users
with read-only access. The load can be divided with editors working
on a production geodatabase that periodically sends updates to
a published geodatabase with public access for users. Modeling
scenarios - Separate versions of data can be used as modeling
tools to visualize scenarios such as traffic growth etc.
Two components that support this technology are:
ArcSDE - is a server software product used to access massively
large multiuser geographic databases stored in relational database
management systems (RDBMSs).It is an integrated part of ArcGIS
and a core element of any enterprise GIS solution. Its primary role
is to act as the GIS gateway to spatial data stored in an RDBMS.
ArcSDE provides a suite of services that enhance data management
performance, extend the range of data types that can be stored in
an RDBMS, enable schema portability between RDBMSs, and offer
configuration flexibility.
ArcGIS Server - is a comprehensive platform for delivering
enterprise GIS applications that are centrally managed and support
multiple users. ArcGIS Server provides the framework to build and
deploy centralized GIS applications and services to meet a variety of
needs using a variety of clients. It provides fast access to imagery,
while preserving information accuracy. Users can dynamically
mosaic large collections of imagery, access metadata for each
image, and perform on the fly processing for display. Users can
combine the optimized map service workflow for creating dynamic
map services with the traditional publishing of other service types
and map caching to create very fast, high-quality online mapping
applications.
When all these components are both compatible and work together
a sustainable system with admirable results that are useful and
satisfy requirements is achieved. Make easy and useful collected
data while at the same time allowing the selection of or the defining
of desired criteria and reports, analyzes, graphs and maps that can
be downloaded or exported to user needs. Looking to the future, this
architecture, that has a wide basement that can stand to changes of
the technology can be a useful tool in implementing video recordings
in special sections such as the case of priority projects and can be
extended to a mobile workforce.

Vision for future MAP

In the future MAP performance indicators of the Core Network should be gradually extended to better illustrate year by year monitoring.
Since indicators depending on data quality and availability, data source should be defined and monitored to improve level of reliability and
accuracy of each indicator. Data collection process should be improved by using new version of SEETIS which will allow safe and prompt
data input into SEETO data base.

SEETO should evolve as a strategic instrument for the supply of information and for the provision of a support structure of policies and
programmes for development planning, at the service of all regional and national authorities and other development agencies.

In addition to the above, the SEETO should in the future represent an innovative instrument of cross fertilization, making documented
scientific methods and stateof theart information available for SEETO Participants.

Apart from MAP preparation and publishing, SEETO should undertake further activities, such as: compiling, recording and processing data
and measurements in relation to a variety of programmes and projects on the Core Network; Drawing up reports, carrying out research and
issuing recommendations towards supporting development policies and programmes. Publicising and diffusing the results through reports,
by posting information on the Internet and, at the same time, by organizing venues for educational and information purposes about the
contribution of the Core Network in the development process; Clustering and collaborating with research centres, authorities of the Region,
with other national and local authorities and, more generally, with public and private development institutions.

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South-East Europe Core Regional Transport Network Development Plan 2010-2014

NOTES
NOTES