Capitalization of Joint Action Plan for South and Central Adriatic

Transcription

1 Capitalization of Joint Action Plan for South and Central Adriatic WP3 Action 3.4 Responsible partner Authors Name file Port of Bar Deda Đelović, Rade Stanišić, Branka Nikočević, Stevan Ulama Capitalization of Joint Action Plan for Central Adriatic South and Status Final

2 TABLE OF CONTENTS 1. INTRODUCTION ADRIMOB CROSS BORDER AREA, NEEDS AND PRIORITIES A GENERAL OVERVIEW OBJECTIVES OF THE JOINT ACTION PLAN ASSUMPTIONS AND RISKS IMPLEMENTED METHODOLOGY SHORT DESCRIPTION ACTIVITIES DESCRIPTION, TIME FRAMES, EXPECTED COSTS, RESPONSIBLE PARTNERS, /ACTION PLAN Action: Maritime safety across borders Action: Adriatic Sea Plan Action: Adriatic Traveller Information System Action: Common shared cycling utilities Action: Destination management Action: Quality management Action: Bottleneck exercise Action: Motorways of the Sea Action: Medjugorje Pilgrimage Action: ICT enhancement ACTION PLANS BY PARTNERS Republic of Croatia Action plan Port of Ploče action plan Province of Pescara action plan Levante Port Authority action plan Greece action plan (Ionian Sea ports - Corfu, Paxi, Patras) Prefecture of Thesprotia - Port of Igoumenitsa action plan Port of Patras action plan Montenegrin action plan Port of Bar H.Co. action plan Durres port action plan CONSIDERATIONS ON FINANCING MODELS ADRION Programme INTERREG - IPA CBC Italy-Albania-Montenegro Interreg IPA CBC "Greece-Albania" Programme IPA CBC Croatia Bosnia and Herzegovina - Montenegro Interreg Italy-Croatia ELEMENTS OF IMPLEMENTING JOINT ACTION PLAN LESSONS LEARNT WITHIN ADRIMOB PROJECT CONCLUSION LITERATURE TABLE OF FIGURES Capitalization of Joint Action Plan for South and Central Adriatic Page 2 of 70

3 1. INTRODUCTION Project ADRIMOB (IPA ADRIATIC Programme) is aimed to favour the development of a sustainable transport system along and between the Adriatic coasts as well as their inlands. Adriatic sea has been considered for long time as an obstacle to EU integration; in reality it represents a big opportunity for the development and the competitiveness of the Adriatic area. ADRIMOB is defined taking into consideration the specific background and problems identified starting from the general overview on EU politics in the field of sustainable mobility, the analysis of the mobility situation in the Adriatic area, down to the specific state of art and problems raised by the partners in such field. Considering the cooperation area and the continued growth of tourism and business activities between the Adriatic coast, there was no need effort to the sustainable mobility, to define and structure a less polluting transportation system for both cargo and passengers. The need is to plan an integrated strategy of sustainable transport to favour the sustainable movement of the increasing number of people travelling for different reasons: work, tourism, business etc.. So the project intends to strengthen and integrate the network of infrastructures, developing and improving transport services and communication. The ADRIMOB Project involves the main ports of cross-border area (Venice, Ravenna, Rimini, Cesenatico, Pesaro-Urbino Pescara, Brindisi, Bari, Rovinj, Rab, Split, Durres, Bar and Igoumenitsa). The project's objective is to propose concrete solutions to real problems by improving and enhancing the Adriatic area accessibility, infrastructure and transport networks. The results are that the project pursues ADRIMOB: the definition of a cross-border Adriatic strategy sustainable transport of people between the Adriatic coast, by the improvement of maritime transport, combined with other means of transport; the integration and networking of multi-modal cross-border circuits (by pilot demonstration and coordinates) in order to increase the use of transportation alternatives to the car and improve the quality of transport in the Adriatic; marketing efforts for the promotion of existing activities; According to the Application form all ADRIMOB partners will define Joint Action Plan (cross-border intervention plan), which will comprise possible multimodal circuits and proposals to complete/network them (i.e. activation of new maritime connections or Capitalization of Joint Action Plan for South and Central Adriatic Page 3 of 70

4 implementation of existing services, beyond seasonality of the services, etc.), necessary and feasible light infrastructural/logistic interventions to allow a real multimodal mobility at cross-border level in order to maximize the efficiency of the transport chain; the necessary services to be set up and the networking with the existing ones to allow an easy purchase of the integrated services by the potential users, etc. Due to the significant grouping of ADRIMOB partners in the north and south Adriatic and a very small number of partners in the central part of the Adriatic, practically only Province of Pescara and KIP, therefore Bari (Levante Port Authority) in this case were treated as a partner covering the south and central part of the Adriatic. Although the KIP (Intermodal Transport Cluster) is located in the north Adriatic, its members are all maritime port authorities in Croatia, operators, Croatian railways, bigger agents and transporters as well as other interested organizations. Accordingly KIP can provide necessary data for Joint Action plan. Figure 1-1: ADRIMOB partners from South and Central Adriatic Source: As previously agreed, during the Steering Committee meetings, the Joint Action plan for the south and central part of the Adriatic will be merged to a common plan, with the aim of the proposed action can be project proposals for financing /cofinancing from EU funds. Below are listed the partners from ADRIMOB project who participated in the preparation of the Joint Action Plan and who were divided into two groups (south and central Adriatic group): Capitalization of Joint Action Plan for South and Central Adriatic Page 4 of 70

5 Involved partners: South area: ADRIMOB partners: FB 1 Province of Brindisi (ITA) FB 6 Port of Bar H.Co. (MNE) FB 7 Subregional Dept. of Thesprotia (GRE) FB10 Levante Port authority (ITA) FB11 Durres Municipality (ALB) Central area: ADRIMOB partners: FB3 Province of Pescara (ITA) FB8 Intermodal Transport Cluster KIP (CRO) FB10 Levante Port authority (ITA) CAPTAIN project answers to the common need to improve accessibility and mobility across Adriatic Ionian(AI) area and its hinterland,through the development of sustainable,safe,crossborder(cb), integrated transport services and t the improvement of infrastructures. These goal will be reached capitalizing the following projects: EA SEA- WAY, ADRIMOB and Adriatic MoS. One of the CAPTAIN project activity is fine-tuning, updating and adapting past projects outputs and results (such as successful pilot activities in ADRIMOB, strategies and action plans to improve the mobility in the Adriatic from ADRIMOB) to make feasible and easier their transferability and dissemination towards the different target groups and a broader public in the Adriatic Ionian area. Capitalization of Joint Action Plan for South and Central Adriatic Page 5 of 70

6 CAPTAIN partners: FB4 Port of Bar H.Co. (MNE) FB6 Region of Epirus / Regional Unit of Thesprotia (GRE) FB8 Sarajevo Economic Region Development Agency - SERDA (BIH) Capitalization of Joint Action Plan for South and Central Adriatic Page 6 of 70

7 2. ADRIMOB CROSS BORDER AREA, NEEDS AND PRIORITIES A GENERAL OVERVIEW The general aim of transnational cooperation is to foster a balanced territorial development and territorial integration within the cooperation area. This will be achieved by increasing cooperation across member states on matters of strategic importance. Transnational cooperation concentrates on the following priority areas, which are in line with the Lisbon and Gothenburg agendas: Innovation, Environment, Accessibility and Sustainable Urban Development. ADRIMOB project was approved in 1 st calls for ordinary project proposals within IPA ADRIATIC Programme. This programme was adopted under and co-financed by the cross-border co-operation component of the Instrument for Pre-Accession Assistance (IPA). Croatia, Greece, Italy, Slovenia Albania, Bosnia and Herzegovina and Montenegro participates to this programme. Serbia participates in the programme at the phasing-out stage and co-operation focuses on institutional capacity-building. The overall aim of this programme is strengthening sustainable development capabilities in the Adriatic area through a concerted strategy of action between the partners of the eligible territories. Figure 2-1: IPA ADRIATIC eligible Programme area Source: The ADRIMOB partnership is composed by subjects from six countries Italy, Slovenia, Croatia, Albania, Greece and Montenegro. These partners are directly responsible for Capitalization of Joint Action Plan for South and Central Adriatic Page 7 of 70

8 interventions. Since ADRIMOB partnership include partners from different countries, EU countries and non EU countries, this region faces several challenges such as uneven socio-economic development, environmental threats, obsolete infrastructure, transport bottlenecks, etc. Accordingly, priorities should be focused on: investments in transport infrastructures; improvement of environmental protection of the Adriatic sea; investments in ICT tools for better connection of Adriatic area; joint promotional activities through new sea routes or tourist packages; etc. Capitalization of Joint Action Plan for South and Central Adriatic Page 8 of 70

9 3. OBJECTIVES OF THE JOINT ACTION PLAN Joint Action plan, which is herein defined and activities to be carried out are fully in line with the strategic objectives that have been previously defined in the ADRIMOB Strategic plan for a multimodal mobility in the Adriatic area (WP3 output). ADRIMOB Strategic plan serves as a framework for future decision making and provides a basis for more detailed planning. This plan defines the following strategic goals and objectives: Strategic goal 1: New shipping lines entering Objective 1: New departure port or arrival port connected with existing port Objective 2: New departure port and new arrival port Strategic goal 2: ICT development Objective 1: Adrimob website construction and development Objective 2: Real-time information on passenger transport system development Objective 3: One-ticket system development and implementation Strategic goal 3: Investments in transport infrastructure Objective 1: Hinterland transport infrastructure (road, rail and airport) investments Objective 2: Sea port infrastructure investments Objective 3: Floating infrastructure investments Objective 4: Sea Plane infrastructure and network Strategic goal 4: Communication strategies Objective 1: Joint communication plans and tools Objective 2: Joint tourist product development Objective 3: Joint tourist popularization activities Strategic goal 5: Small scale tourist infrastructure development Objective 1: Bicycle and hiking routes, bike-sharing services development Objective 2: Investments in restaurants, hotels and other accommodation facilities Strategic goal 6: Environment protection actions Objective 1: Joint Adriatic-Ionian environment protection plans Objective 2: National environment protection plans A more detailed descriptions of six strategic goals are in ADRIMOB Strategic plan for a multimodal mobility in the Adriatic area. Capitalization of Joint Action Plan for South and Central Adriatic Page 9 of 70

10 4. ASSUMPTIONS AND RISKS Some of the key assumptions connected with elements of these joint activities are: economic and political stability of the Adriatic area; available EU funds for projects implementation; common regional policy; sufficient trained staff for EU project implementation; passengers or tourists demands; Some elements of the group of existing risks are: differences in administrative structures; different administrative and economic structures in Adriatic countries; lack of stakeholders coordination on international level; lack of necessary data related to transport (particularly in non EU countries); different priorities in terms of transport accessibility; the absence of a network links; no existence of ICT tools; poor hinterland connections; etc. Capitalization of Joint Action Plan for South and Central Adriatic Page 10 of 70

11 5. IMPLEMENTED METHODOLOGY SHORT DESCRIPTION Each partner from south and central Adriatic area was in charge to make an assessment of priority actions in his area. The Template for the Joint Action plan was defined with the aim of unifying project partners action proposals. These actions were expected to be coherent with the Strategic plan for a multimodal mobility in the Adriatic area (WP3 output). The Template for the Joint Action plan was composed of following parts: I. Definition of joint actions II. Correlations between joint actions and ADRIMOB pilot projects III. Possibility of extending defined joint actions to other cross-border target areas IV. Additional remarks V. Conclusion After collection of templates filled by partners, in-depth analysis of received data was done in order to use results of these analyses for creation of Joint Action plan. Joint Action plan was structured with the following chapters: 1. Introduction 2. Adrimob Cross border area, needs and priorities a general overview 3. Objectives of the Joint Action plan 4. Assumptions and risks 5. Implemented methodology short description 6. Activities description, time frames, expected costs, responsible partners, /Action plan 7. Considerations on financing models 8. Elements of implementing Joint Action plan 9. Conclusion 10. References Developed Template for Joint Action plan is given on the following pages. Template for Joint Action plan Target cross border area * south or central area Group of participating partners * list of partners Capitalization of Joint Action Plan for South and Central Adriatic Page 11 of 70

12 DEFINITION OF CROSS-BORDER MOBILITY JOINT ACTION PLAN preparatory phase I - Definition of joint actions Action * title of proposed action Description * description of proposed action Justifying parameters * justifying parameters Participating partners * list of participating partners in this actions Expected duration * if possible, estimate period for implementation of proposed action Estimated costs (EUR) * if possible, estimate costs for implementation of proposed action Variants of financing * if possible, specify variants of financing Recognized in partners` existing * is proposed action recognized in partners existing business plans business plans Assumptions and risks: * specify assumptions and risks related to implementation of proposed action II Correlations between joint actions and ADRIMOB pilot projects Action * title of proposed action Partners * list of possible partners Correlation with YES * if exists, please explain correlation with ADRIMOB pilot action ADRIMOB pilot action NO - Title of the pilot action * title of the pilot action Expected ending date of the pilot action * expected ending date of the pilot action Expected results contribution to cross border cooperation * if possible specify expected results contribution to cross border cooperation III Possibility of extending defined joint actions to other cross-border target areas Action * title of proposed action Other crossborder target area Potential partners * if possible, specify possibility of extending defined joint actions to other cross-border target areas * list of possible partners Expected results * if possible, specify expected results Remarks - Capitalization of Joint Action Plan for South and Central Adriatic Page 12 of 70

13 IV Additional remarks * additional remarks (if any) V Conclusion * conclusion Capitalization of Joint Action Plan for South and Central Adriatic Page 13 of 70

14 6. ACTIVITIES DESCRIPTION, TIME FRAMES, EXPECTED COSTS, RESPONSIBLE PARTNERS, /ACTION PLAN In this Chapter are elaborated priority joint activities recognized by project partners Action: Maritime safety across borders Description: The Adriatic Sea has an extremely sensitive marine environment. At the same time, the Adriatic Sea is facing a very high traffic volume. Yet, many coastal regions do not have an on-land oil contingency plan in case of an accident. The capacity to respond to the accidents in many regions and municipalities does not correspond to the high number of ship passing through the Adriatic Sea. The overall aim of this joint action should be to improve the land - based response capacity to oil spills and to prevent pollution from maritime transport in order to protect environment and well being of the coastal communities. The joint action brings together actors from local, regional and national authorities, research institutes, universities and other organizations. This link between different levels will ensure a combination of handson knowledge and strategic work. The joint action should develop oil contingency plans for the participating regions respecting their specific priority needs and trying to unify these plans up to the maximal level. It should also combine the development of oil contingency plans with coastal management to reduce the gap between these two areas. Traditionally they have been managed separately, but are in reality connected. The joint action should also contribute to practical solutions and suggestions for investments. These preventive measures will increase maritime safety and prevent pollution in the Adriatic Sea. Justifying parameters: Creation a base for joint approach to the environmental protection of the coastal zone and sea. Existence of some documented bases for initiation of activity (e.g. Current status of protection efficiency in oil spill situation created under IPA SEE Programme where some of the ADRIMOB partners also participate. Expected duration: 3 years Variants of financing: The joint action should be submitted in the next programming period of European Territorial Cooperation. Correlation with ADRIMOB pilot action: No 6.2. Action: Adriatic Sea Plan Description: The Adriatic Sea is a unique inland sea: it is a dynamic economic area and at the same time characterized by special geographical and environmental conditions. Capitalization of Joint Action Plan for South and Central Adriatic Page 14 of 70

15 The different sea uses such as shipping, fishery, wind farms or mineral extraction are increasingly competing for the limited sea space. On top of this the fragile Adriatic ecosystem and the threats of climate change call for a balanced multi-sectorial approach. A wise, pro-active maritime spatial planning (MSP) could not avoid conflicts, but also creates synergies and thus lay the basis for a sustainable maritime development. So far, however, there is only little practical experience regarding spatial planning on the sea. This is the challenge but also the chance for the Adriatic Sea Plan joint action, which aims to create the basis for developing, introducing and implementing maritime spatial planning throughout the Adriatic Sea in a coherent manner. Activities: a) Improve the joint information base / stocktaking b) Include Spatial Planning in National Maritime Strategies c) Develop a Common Spatial Vision for the Adriatic Sea d) Demonstrate MSP in 3 pilot areas: North/Centre/South Adriatic Sea; e) Lobbying and capacity building for MSP Expected duration: 3 years Variants of financing: The joint action should be submitted in the next programming period of European Territorial Cooperation. Correlation with ADRIMOB pilot action: No 6.3. Action: Adriatic Traveller Information System Description: The proposed action refers to the implementation of an ICT platform where public transport and journey planning data will be merged and made available in the different languages of the ADRIATIC region. The aim of the action is to create one common platform where a traveller can have access to data, info, itineraries, etc. for all public transport means (ferries, buses, trains), can book tickets, schedule and organize their trip and transits. The platform may target to the areas directly related to the ports that participate in the ADRIMOB project or even greater to the ADRIATIC region as a whole. The common platform will enhance the multimodal mobility in the area and will maximize the use of public transport means. Justifying parameters: The activity will give reasonable boost to the use of public transport means with evident positive impact to the environment and mobility. It will help tourists and travellers to be confident when they are planning their trip to the territory and easily find all the information they need in order to use public transport means combining coastal and inland mobility efficiently. Capitalization of Joint Action Plan for South and Central Adriatic Page 15 of 70

16 6.4. Action: Common shared cycling utilities Description: The idea of the proposed action is to create a common system of shared cycling utilities in the coastal territories of the project. This can include integrated bike paths and automated shared cycling stations with one common smart card for all the participating territories. One traveller can use with one single smart card the utilities of all the participating territories, allowing him to rent automatically a bike from any respective automated station. The action will give boost to cycling tourism and will improve in a sustainable and innovative way the connection of the ports with the mainland. One traveller from one place to another can use the same card in order to have access to cycling stations. Justifying parameters: One common shared bicycle system will improve the attractiveness of the territory and will motivate travellers to use cycling utilities for their transport between the ports and mainland in a comfortable and easy way. The integrated system will add value to the current facilities and will provide guidance for the new utilities that are going to be established in the future so as the system to be expanded throughout the whole Adriatic region Action: Destination management Description: Existence of the structure and development plan is crucial for the development of the destination. Apart from clearly defined vision, goals and key projects that will realize the vision of the proposed plan, the plan brings a complete analysis of the resource and attractiveness as well as its synthesis in the conception of the spatial organization of the destination, which sets out the basic assumptions of long-term sustainable development. Managing tourism destinations is also an important part of controlling tourism's environmental impacts. Destination management can include land use planning, business permits and zoning controls, environmental and other regulations, business association initiatives, and a host of other techniques to shape the development and daily operation of tourism-related activities. In order to implement this example the project proposes the establishment of three forums (including: customs, police, city and county government, hotels etc.) at local, national and international level, which would be connected to each other and coordinate the implementation of mentioned activities. Justifying parameters: Non-existence of such common management in the Adriatic. Expected duration: 1-3 years Variants of financing: EU funds, private, public sources Recognized in partners existing business plans: Partially Capitalization of Joint Action Plan for South and Central Adriatic Page 16 of 70

17 Assumptions and risks: Possible obstructions in coordination and cooperation at international level (between specific forums) and at the national level (among the bodies included in forums) Action: Quality management Description: Development of the quality management system for the first time in the transport sector. Quality management includes the following phases: 1. definition of elements that define the service as successful or unsuccessful (ex. Infrastructure, transit time etc.) 2. definition of the threshold value for each element 3. monitoring of the specified elements and their threshold values Objective: observation of elements and their threshold values will lead to specification of problem areas/bottlenecks/missing links of the service which will result in actions leading towards improvement of these areas and finally upgrading and development of the service. Justifying parameters: Low level of implementation of quality management in the transport sector. Expected duration: 1-3 years Variants of financing: EU funds, private, public sources Recognized in partners existing business plans: Partially Assumptions and risks: There is the risk that some of the elements defined as important for monitoring the quality of transport service may not be available for analysis. Correlation with ADRIMOB pilot action: Yes. Title of the pilot action: Quality management. Expected results contribution to cross border cooperation: Objective: observation of elements and their threshold values will lead to specification of problem areas/bottlenecks/missing links of the service which will result in actions leading towards improvement of these areas and finally upgrading and development of the service Action: Bottleneck exercise Description: Includes common actions for solving bottlenecks. The aim of this project is unified collection of bottlenecks recognized by users as difficulty in their work or progress, as well as initiation and persistence on their systematic elimination. Capitalization of Joint Action Plan for South and Central Adriatic Page 17 of 70

18 Bottleneck is any obstacle to unobstructed freight and passenger transport, no matter whether it is administrative, operational, legal, local, national or any similar problem. Participants of this project are invited to suggest efficient solution model. Bottlenecks will be collected via web form and are divided into categories depending on the problem: Perception of maritime service Administrational bottlenecks Bottlenecks connected with intermodal adjustment Ports Other Justifying parameters: The problem of existing bottlenecks is still visible. Expected duration: 1-3 years Variants of financing: EU funds, private, public sources Recognized in partners existing business plans: Partially Assumptions and risks: It is possible that some stakeholders will not provide information about the bottleneck in their sector. This will be solved via thorough analysis of the issue. Correlation with ADRIMOB pilot action: Yes. Title of the pilot action: Bottleneck exercise. Expected results contribution to cross border cooperation: Results of this activity will be definition of bottlenecks and missing links in the cross-border area (between Italy and Croatia) and solutions to the identified problems Action: Motorways of the Sea Description: The motorways of the sea concept aims at introducing new intermodal maritime-based logistics chains in Europe, which should result in a structural change of the transport within the following years. These chains will be more sustainable, and should be commercially more efficient, than road transport. This pilot project is focused on the development of the MoS by including new Ro-Pax ships roll on/roll off ferries for transport of trucks and passengers. Added value of this activity is modal shift of freight and passengers from the road to maritime transport. Expected duration: 1-3 years Capitalization of Joint Action Plan for South and Central Adriatic Page 18 of 70

19 Variants of financing: EU funds, private, public sources Recognized in partners existing business plans: Partially Assumptions and risks: Possible problems with introducing new Ro-Pax ships and MoS in all partner countries. Correlation with ADRIMOB pilot action: Yes. Expected results contribution to cross border cooperation: Introduction of the new service that includes transportation of passengers and freight which leads to development of sustainable transportation. Figure 6-1: Motorways of the sea Source Action: Medjugorje Pilgrimage Description: "Our Lady of Medjugorje" is the title given to the apparition by those who believe that Mary, mother of Jesus, has been appearing from 24 th June 1981 until today to six children, now adults, in Medjugorje. "Most Blessed Virgin Mary", "Queen of Peace" and "Mother of God" are words the apparition has introduced herself with. The visionary Marija Lunetti (Pavlović) claims to receive messages from the Virgin Mary on the twenty-fifth of every month, while Mirjana Soldo (Dragičević) reports receiving messages on the second of the month. The messages attributed to Our Lady of Medjugorje have a strong following among Catholics worldwide. Medjugorje has become one of the most popular pilgrimage sites for Catholics in the world and has turned into Europe's third most important apparition site, where each year more than 1 million people visit. It has been estimated that 30 million Capitalization of Joint Action Plan for South and Central Adriatic Page 19 of 70

20 pilgrims have come to Medjugorje since the reputed apparitions began in Many have reported visual phenomena including the sun spinning in the sky or changing color and figures such as hearts and crosses around the sun (source: Establishment of a new liner service Monopoli Ploče with a goal of providing faster, more adequate transport route for pilgrims that regularly visit Medjugorje (Croatia). Analysis of the current routes from Italy to Medjugorje 1. Analysis of the number of pilgrims that regularly visit Medjugorje area. 2. Market research 3. Establishment of the new route Monopoli Ploče Justifying parameters: High level of demand for such service. Expected duration: 1-3 years Variants of financing: EU funds, private, public sources Recognized in partners existing business plans: No. Assumptions and risks: The assumption is that existing trend of Italian pilgrims arriving to Medjugorje in a large number will sustain and even grow if the new route Monopoli- Ploče is introduced. The risk is that this trend will not continue its path which could endanger the route. Correlation with ADRIMOB pilot action: Yes. Expected results contribution to cross border cooperation: Establishment of a new route between Italy and Croatia with the aim of improving tourist packages and pilgrimage to Medjugorje. New route will significantly reduce the transit time of pilgrims going to Medjugorje. Figure 6-2: St. James Church in Međugorje Source: Capitalization of Joint Action Plan for South and Central Adriatic Page 20 of 70

21 6.10. Action: ICT enhancement Description: According to the EU directive 2010/65 from 1 st June 2015 vessel report will be transmitted electronically from vessels to multiple authorities. This requires further investment in ICT technologies. Since the Adriatic area cover different counties (EU non EU countries) with different policies, different rules and procedures with investments in Maritime Single Window software or in Port Community Systems will improve operations in the Adriatic ports (time saving, avoiding paper, less administration, etc.). One of the main disadvantages of IT system in ports is lack of communication with other IT systems and further investment in ports IT systems (in PCS) will: meet requirements of the logistic community improve port operations and increase competitiveness interchange data between all subjects in the logistic chain avoid paper rapidly adapt to changes in surroundings efficiently integrate with information systems and solutions in the port formalize processes etc. Justifying parameters: The exchange of electronic documents and information will improve document management (avoiding the paper documentation) and will establish bases for increasing overall management efficiency. Expected duration: 1-3 years Variants of financing: EU funds Recognized in partners existing business plans: Yes. Expected results contribution to cross border cooperation: Establishment of Maritime Single window software (and Port Community Systems software) in all Adriatic countries will meet requirement of EU directive and will significantly improve port operations and increase competitiveness. Capitalization of Joint Action Plan for South and Central Adriatic Page 21 of 70

22 7. ACTION PLANS BY PARTNERS 7.1. Republic of Croatia Action plan Strategic goal 1: New shipping lines entering New shipping lines entering is recognized as: one new departure port or arrival port connected with existing port new departure port and new arrival port. Decisions on both are to be result of systematic and coherent planning and analysis of all following aspects: spatial planning, social aspect, economic aspect and environmental issues. That includes: maritime spatial planning activities, national and regional strategies, infrastructure development possibilities, passenger flow, transport demand, passenger transport structure analysis, tourist sector development, intermodality development, funds availability, public-private partnership, environmental protection obligations etc. Detailed analysis resulted in defined possibilities of entering new shipping lines in following areas: 1. Primorsko-Goranska County 2. Zadarska County 3. Splitsko-Dalmatinska County Considering present passenger flow it must be stipulated that only 5 coastal (Croatian cost of Adriatic) shipping lines are cost-effective. Others are not economically reasonable but are vital segment of sustainability of living on islands. Therefore, a strategic goal of entering new shipping lines should be focused on lines connecting several ports within mentioned areas for the reason of mobility enhancement. Considering shipping lines across Adriatic sea (Croatia-Italy) Pula, Mali Lošinj, Zadar and Split are potential ports for new shipping lines entering. Taking into account present situation on liner passenger shipping market in the Republic of Croatia, and integration to EU (from 1 st July 2013) and Jadrolinija s grace period until 2017, it is expected that new lines will be entered, if planned, on Strategic goal 2: ICT development The availability of real-time information on passenger transport system is very important for passengers (customers) and service providers. Development of one-ticket system can be done after first objective successful implementation as input data are needed. Intermodality for passengers is a policy and planning principal that focuses on offering Capitalization of Joint Action Plan for South and Central Adriatic Page 22 of 70

23 passengers who use several different means of transport throughout one trip, a carefree journey. One-ticket system has to enhance passenger mobility and upgrade transport services, also it is a value added service for disable people, old people and people with children as it eliminates waiting times (for ticket buying). One-ticket system should integrate an itinerary and some on-demand information as well. While analyzing of development of one-ticket system in the Republic of Croatia several challenges and barriers occurred: lack of data (transport market data, cost-benefit analysis, evaluations), lack of planning interchanges on a transport network level, lack of cooperation in a complex and competitive multi-stakeholder environment and lack of a functioning and acceptable system for sharing the profit of intermodal travelling. Finally, Adriatic Transport portal development enabling sustainable multimodal mobility is defined as high priority project for period in the Croatian planning documents from the fields of transport and logistic. Figure 7-1: Main ports in Croatia Source: KIP Strategic goal 3: Investments in transport infrastructure Road infrastructure network, including highways and other roads has been intensively developed for the 10 years ago. Therefore, there are no plans of building or modernization for the period , beside reconstructing and maintaining activities on the regular basis. Rail infrastructure, on the other side is very poor developed. Three railway lines are significant for connecting Adriatic ports and inland destinations. Those are: 1. C-E 71 (Gyékényes-) Botovo-Koprivnica-Zagreb-Karlovac-Oštarije-Rijeka 2. C-E 751 Zagreb-Sunja-Volinja (-Dobrljin-Bihać-Ripač-) Strmica-Knin- Split - Šibenik Capitalization of Joint Action Plan for South and Central Adriatic Page 23 of 70

24 3. C-E 753 Zagreb-Karlovac-Oštarije-Gospić-Knin-Zadar Following reconstruction and construction works are planned for these lines for the period : 1. Project High Performance Railway BOTOVO - ZAGREB RIJEKA, should start in Scope: Reconstruction and adding second track on section H. Leskovac- Karlovac, length 16,0 km, estimated funding 7,3 mil EUR, 85% from EU 2. Renewal of station on the Oštarije-Knin-Split line (Plaški, Plavno, Drniš..., Split) 3. Renewal of track buildings on the Javornik - L. Lešće section, reconstruction of the cuts in Josipdol-Javornik, Javornik-Studenci and Gračac-Knin (74 cuts) and renewal of station on the Oštarije-Knin-Split line (Plaški, Plavno, Drniš..., Split). In Croatian part of the Adriatic following airports are functioning: Bol (island of Brač), Dubrovnik, Mali Lošinj (island of Lošinj), Pula, Rijeka, Split and Zadar. Airport infrastructure devoted to meet transportation demand is mainly sufficiently developedsufficient capacity, so no significant construction works or modernization works are planned, beside airports Bol and Mali Lošinj (projects involve new runways or the widening or lengthening of existing ones). Many of Croatian small ports needs some kind of investments in order to be able fulfills all the requirements of further passenger traffic in Adriatic. Mostly it is a matter of small scale investments such as reconstruction of quay but some requires significant investments in new ports dislocated from urban area built together with road infrastructure. Infrastructure development often refers to the rebuilding of operating banks which serve to increase the capacity to accommodate boats, but it is also important to ensure adequate security level and to assure access and security to all vessels in all sea and wind conditions. It is therefore necessary to provide funds for the construction of breakwaters and dredging and cleaning of sea bed in approaches to ports. These facilities often serve in order to ensure the berths for boats of local people and as a port for fishing boats. On the other hand, we have well-known problems of limited parking spaces in the ports and the non-adequate capacity of access roads, which often serve as a waiting area for boarding. This creates traffic jams and endanger road safety. Maritime passenger traffic is growing steadily and it is therefore necessary to provide adequate space in ports that is used as waiting area. Additionally, the area must be equipped with toilets, restaurants and bars, etc. Ships can be considered as a floating infrastructure. A large portion of ships that nowadays perform passenger transport in the Adriatic do not have satisfactory technical characteristics. The fleet is very old, very often of insufficient capacity in the summer and over-capacity in the winter. This causes high maintenance and service costs. Maritime services are subsidized, and it is necessary to ensure the optimal size and capacity of Capitalization of Joint Action Plan for South and Central Adriatic Page 24 of 70

25 these in order to reduce costs but also to raise safety and environmental standards. A particular problem are small islands with very little population that usually do not have a large vehicle fleet and have need for transportation of only few vehicles. For this reason it is necessary to start the analysis of the present vessels fleet in the Adriatic, the real needs in relation to the current situation, and finally, development and purchase of appropriate vessels to reduce cost, increase efficiency and frequency, increase safety and to reduce negative environmental impacts. Sea plane infrastructure and network does not exist in Adriatic. This mode of transport should be introduced in transport network as soon as possible as it can greatly contribute to passenger mobility and intermodality. In order to be implemented, all the states have to adjust relevant legislation and invest in ports infrastructure in order to allow access of planes in ports and to ensure diversion of maritime and plane navigation. Strategic goal 4: Communication strategies Joint communication plans and tools, Joint tourist product development and Joint tourist popularization activities must be developed for Adriatic region for identifying, incentivizing and promoting transnational thematic tourism products and encouraging networking with a view to facilitating the diversification of tourism products and services. Ensuring visibility and promotion of different thematic tourism services and products at conferences and other events. This objective is closely related with strategic objective 2, development of ICT and tourism platform for stakeholders to facilitate the adaptation of the tourism sector and its businesses to market developments in new information technologies and improve their competitiveness by making the maximum use of possible synergies between the two sectors. Communication strategies must be pointed out as priority goals for cooperation actions for the period Strategic goal 5: Small scale tourist infrastructure development Inadequate and insufficient small scale tourist infrastructure in the Republic of Croatia (outreach of Adriatic region) is exacerbating the current concentrated pattern of tourism, thus hampering the full realization of potential gains from tourism to the larger community and the economy. Lack of infrastructure is also hindering the diversification of tourism products and contributing to a highly seasonal pattern of tourism. Generally, the needs for small-scale tourism infrastructure is identified as the one that will benefit community-based tourism. Development of small-scale tourist infrastructure in the Republic of Croatia in period should be appointed to attractions such as walking and wellness paths, hiking, riding and bicycling trails and routes, signposting, visitor centres, leisure and sport facilities, Capitalization of Joint Action Plan for South and Central Adriatic Page 25 of 70

26 landscaping, lighting, renovation of cultural/historical heritage objects of cross-border important and related services development, bike-sharing services as the most important. Joint Adriatic tours (as joint tourist product) are suggested to be implemented and developed. Also, investments in restaurants, hotels and other accommodation facilities are needed in the mentioned period. Accommodation capacities, situation as on 31 August 2010 in whole Republic of Croatia were beds. In Croatian Adriatic Programme eligible territory accommodation capacities, situation as on 31 August 2010 were beds. According to present recession it is not most likely to expect a huge investments in hotels and other accommodation facilities in period. This strategic goal is closely related with economy sector development and impacts on viability of investments by the private sector. Strategic goal 6: Environment protection actions Croatian National environmental strategy (Official gazette No. 46/02) was prepared under the co-ordination of the Strategic Planning Office of the Republic of Croatia through the Croatia in 21st Century process. Croatian National environmental action plan was prepared in co-operation between the Ministry of Environmental Protection and Physical Planning and The World Bank through the Project on Environmental Policy Development and Regulatory Capacity Building. Joint Adriatic environment protection plans should be delivered as a result of consensus on crucial environmental protection issues in Adriatic. This objective should be successfully achieved in period Port of Ploče action plan Maritime links, passenger and ferry flows The port of Ploče is situated in a very convenient geographical position, in a bay, 3 km to the North-East of the mouth of the river Neretva. The southern and the south-western part of the bay are enclosed by the Pelješac peninsula, which is a natural breakwater. The valley of the river Neretva is the natural exit to the sea for the Croatian mainland, Bosnia & Herzegovina, Serbia and Monte Negro, as well as Middle and Eastern European countries. The port operation is primarily oriented to the area of Bosnia & Herzegovina and its future development depends on the freight flows to and from the hinterland. Berths for accommodation of Ro-Ro ships are situated on two different locations in the port area. The Ro-Ro-passenger berth is situated close to city centre. The total length of the berth is 307 m with the sea depth of 5,3 m. Berth is equipped with two Ro-Ro ramps and can Capitalization of Joint Action Plan for South and Central Adriatic Page 26 of 70

27 accommodate two vessels at the time. Currently the berth is using for domestic ferry service Poče-Trpanj. The service represents the only operational ferry service in the port of Ploče. Another berth equipped with Ro-Ro ramp is located at the container terminal. The berth is primarily use for accommodation of container ships but it can be used for Ro-Ro ships as well. Ro-Ro ramp is 20 m wide with the length of 13 m. Sea depth is 13,5 m. The berth has a completely open road access to the port exit and furthermore to mainland side and local roads. Presently, the berth is not use for any regular Ro-Ro or ferry service. Both Ro-Ro berths have relatively good connection to the highway which connects furthermore port of Ploče with hinterland area. However, exit from the Ro-Ro passenger terminal is passing throughout city centre in a length of about 1 km which can be considered as bottleneck. Figure 7-2:Port of Ploče Ro-Ro passenger terminal Container/Ro-Ro terminal Source: Port of Ploče In port of Ploče over the past three years has been passengers and vehicles, comprising mostly local population and seasonal tourist traffic peaking in summer months. From 1 st July 2013 the traffic has been increased significantly. The reason for that is Croatian entry to EU from 1 st July Consequently, the custom procedures on Bosnia & Herzegovina border are more complicated than it was before so cargo flows are directed to Ploče Trpanj ferry service avoiding border formalities and possible bottleneck. Currently, the only regular ferry maritime link from/to the Port of Ploče is that from/to Trpanj on the Pelješac peninsula. The maritime link represents ferry service Ploče Trpanj connecting port of Ploče with peninsula of Pelješac (Croatia). Service is local based. This Capitalization of Joint Action Plan for South and Central Adriatic Page 27 of 70

28 service connects two parts of Croatia which is separated by the narrow corridor which belongs to Bosnia & Herzegovina (near town of Neum). The main traffic on this service includes trucks and cars with destinations to Dubrovnik area (Croatia) or destinations abroad, Montenegro and Albania. The service can be considered as a continuation of the road infrastructure which is administratively cut by the state border. Additionally, the line serve local population on peninsula of Pelješac and furthermore on island of Korčula. Like other ports on the eastern Adriatic coast (especially Trieste) the port of Ploče has a possibility for introducing ferry services, primarily to Italian ports (e.g. Ancona, Pescara, Monopoli, Bari ) in the Adriatic Sea but also to ports in Greece or Turkey. However, to compete with other ports in attracting Ro-Ro cargo, the market demand in the hinterland should increase, especially in Bosnia and Herzegovina, and additionally Croatia should be part of EU Schengen area which will facilitate administrative procedure for cargo coming from EU countries. It is expected that local ferry service will have big importance for the cargo traffic on road route towards Dubrovnik and furthermore to Montenegro and Albania. However, the service will immediately loose its importance when divided parts of Croatia will be connected by road or Bosnia and Herzegovina become part of EU Schengen area. In both scenarios custom procedure at the border will be eliminated and consequently the need for ferry service especially for cargo traffic will be reduced. There is plan for building bridge (Pelješac Bridge) between Croatian mainland and peninsula Pelješac which could be realised in short-term period. With the implementation of this project, existing ferry service will probably lose importance. Generally, potential introducing of the new ferry maritime services from port of Ploče should take into consideration the following aspects: Strengths: o favourable geographical location o modern and adequate road connection to the wider hinterland area, particularly after completion of the highway on the corridor Vc, o favourable geographical position with shorter inland distance to the major hinterland areas of Bosnia and Herzegovina, especially to the area of Međugorje, o adequate port facilities dedicated for ferry transport with direct connection to highway, Weaknesses: o relatively low demand for Ro-Ro cargo transport in the hinterland area, o well established and competitive ferry lines from port of Split to Ancona and Dubrovnik to Bari (tourist oriented), Capitalization of Joint Action Plan for South and Central Adriatic Page 28 of 70

29 o longer maritime links in relation to all competitive and neighbouring ports, o uncertain profitability of the ferry service, o lack of interest of the ferry operators due to unprofitability. Opportunities: Threats: o Increasing traffic volume, both truck and passenger demand (particularly religious oriented tourists), o development of promotion activities in attracting traffic, o possibilities for using financial supports for new service provided by different stakeholders in both countries (e.g. tourist boards, local municipalities, port authorities, ) or supports provided by EU funds in promotion short sea shipping concept, o interest of the Italian region which are not currently connected with ferry lines to Croatia, o cooperation with Italian stakeholders interested for new ferry line, o new line could attract some of the Ro-Ro cargo traffic going towards south and middle Italy as well as passengers from southern and middle part of Italy. o presently no increase in the freight amount demand in the hinterland area, o competition with well established ferry lines, o by introducing new line amount of freights or passenger traffic is likely to be only redistribute from ports of Split, Zadar and Dubrovnik, Based on the aforementioned, it can be summarized that the international ferry line from port of Ploče could be introduced, principally to some of Italian ports which are currently not connected with Croatian ports (e.g. Pescara). In that sense, mutual efforts and close cooperation should be carried out between all interested parties on both sides using strong promotion and supporting activities, enabling any kind of direct financial support. Figure 7-3: Port of Ploče Source: Port of Ploče Capitalization of Joint Action Plan for South and Central Adriatic Page 29 of 70

30 7.3. Province of Pescara action plan Strategic goal 1: New shipping lines entering The port of Pescara can be considered as a part of a wider regional port system, in which every single port plays a specific role in the Regional Transport Network. The main objective for the area is to recover the previously existing connections to Croatia (Pescara- Stari Grad-Split) cancelled due to the draft problems of Pescara Port. The possible start of new connections in Pescara is therefore linked to the solution of draft problems, but at the same time is possible to consider fully as a local asset the eventual start of new connections from the near port of Ortona, in consideration of the homogeneous social and economic context the two port are comprised. Talks in this direction with shipping companies have been started. Figure 7-4: Pescara Source: Province of Pescara Strategic goal 2: ICT development Province of Pescara will implement the access to the Adrimob website by linking it on his institutional homepage. Strategic goal 3: Investments in transport infrastructures Province of Pescara is responsible for a large number of roads connecting the 46 towns of his jurisdiction, for a total of 760 kilometers. Various intervention are scheduled yearly to improve the quantity and the quality of the road connections, in order to reduce the isolation of the hinterland centres, improve the quality of public transport in terms of safety of the circulation and of reduction of maintenance costs. Province of Pescara is also involved in all local projects involving infrastructural development plans. Between these, new Pescara Port Masterplan (Objective 2) is expected to be put into in force in Capitalization of Joint Action Plan for South and Central Adriatic Page 30 of 70

31 This new Port Masterplan is an extremely important step for the improvement of the port infrastructure of Pescara, that has been designated in the Regional Transport Masterplan as the regional port of reference for passenger traffic. The main features of the project are: Separation of the Pescara River estuary from port infrastructure in order to minimize or cancel annual dredging necessities, ever more expensive and environmentally critical operation; Draft in the passenger and cargo terminal from 6 mtrs. to 8 mtrs. depth; Length of the quays from actual 400 mtrs. to 1800 mtrs. (maximum length for vessels: mtrs. 360); Gain of further square meters operative area; Transfer of port activities to the new operative areas and consequent better connection of city network of transport (bike routes, cyclo-pedestrian bridge connecting the two shores of the river) with those port areas presently occupied by several activities such as fisheries, net repairing, fishing-boat maintenance. Due to the present restriction in public investments, Pescara Chamber of Commerce has developed in 2012 a project aimed to research and select private or institutional investors willing to establish a partnership with public bodies finalized to implement Pescara Port Masterplan. Strategic goal 5: Small scale infrastructure development Province of Pescara has built and manages a large number of bike paths, connecting the centre of the city with the Pescara River Park through the recovery and the restructuration of an ancient railway bridge, now dismissed by train connections. In the framework of the Pilot Project scheduled within Adrimob activities, Province of Pescara will activate a bike sharing service between Pescara Passenger and Marina Harbour, Central Railway Station and Town centre (July 2013). Furthermore has been subscribed a Memorandum of Understanding to commit local stakeholders to the coordination of their investments in creating bike-sharing services by using the same platform used by Province of Pescara Levante Port Authority action plan Strategic goal 1: New shipping lines entering Diversify connections with Montenegro, improving the Bari Bar line and as a cruise line dedicated to Russian passengers and S. Nicholas worship; Test the development of a seasonal connection between Monopoli and Ploče to exploit the several opportunities given by religious tourism towards Međugorije, also considering the closeness of the Croatian port to the Bosnian town; In consideration of the good results obtained by the connection Ravenna Bari Corinto at the time it has been active, Bari Port Authority shall promote a ro-ro Capitalization of Joint Action Plan for South and Central Adriatic Page 31 of 70

32 longitudinal short-sea-shipping connection, particularly focused on special cargos and over-size equipments, being demonstrated a market demand for this kind of transport. Figure 7-5: Port of Bari Source: Levante Port Authority Strategic goal 3: Investments in transport infrastructures Restructuration and enlargement of Cruise Terminal, creating connection hallways to quays; building of a new portion of the existing Cruise Terminal with the purpose to meet traffic increase by implementing tourist dedicated services. Total amount of the investment: ,00, public grants. Expansion of the immigration control station and passengers services in the Embarkation Areas in the Molo San Vito Maritime Station; refurbishment and spatial remodeling of the areas dedicated to instutional dulie, common access areas for customers and port professionals; technical and functional adaptation of technological systems, refurbishment of the existing and newly built hygienically services. Total amount of the investment: ,00, public grants. Creation of a road sign system with variable messaging in the transit and stopover areas for vehicles bound to disembarking from ferries; information for passengers managing system through set of last generation LED technology displays with variable messaging; total amount of the investment: ,00, public grants. Construction of a new 350 mtrs. Long berth near Darsena di Ponente, to meet the new cruise market demand, refitting at the same time the Cruise Terminal to manage simultaneously more cruise vessels. Strategic goal 5: Small scale infrastructure development All operations mentioned above have the objective of improving the multimodal mobility of port users, either within the port infrastructure, both incoming and outgoing by the same. The purpose is to create a multimodal system involving maritime transport, road transport, public transport and biking, from the perspective of environmental and economic sustainability. Capitalization of Joint Action Plan for South and Central Adriatic Page 32 of 70

33 Strategic goal 6: Environment protection actions The Levante Port Authority, even in its infrastructure development, has decided to pursue objectives aimed not only to the development itself, but conjugated to environmental sustainability, incorporating the issues related to the development of renewable energy policies and the reduction of CO2 emissions. In the next years the policy of infrastructure development has been identified as a fundamental pillar of development. Cornerstone of the development strategy is the elimination of mingling between the flows of freight and passengers. So, the Darsena di Ponente and the Darsena Interna will be reorganized only for passengers, increasing both the receptivity and the level of service management; for this purpose will be fundamental the creation of the new Marisabella Dock, while the reorganization of the Molo San Cataldo will allow development of recreational boating traffic Greece action plan (Ionian Sea ports - Corfu, Paxi, Patras) Network of Water Airports in Ionian Sea (Corfu, Paxi, Patras) Description: The project includes the preparation of necessary studies, the completion of the relative licensing procedures, the construction of the required facilities, the supply of the equipment as well as the provision of relative training to the personnel. The ultimate aim of the project is to develop a network of at least 55 water airports sited at or close to ports and lakes throughout the country. Greece, due to its morphology (many coastal areas & islands) & its significant tourism industry, is ideal for the development of water airports (w/a). Seaplane constitutes a new & eco-friendly transportation mode, ideal for the satisfaction of the country s transport needs, as it can allow quick & easy access to the islands, which constitute the most popular tourism destinations in Greece. Seaplanes are expected to optimize accessibility facilities of a number of islands that either lack of airports or sea shipping is occasionally insufficient & to ensure connectivity towards neighboring regions throughout the year, thus facilitating transfer of goods, search & rescue missions & transport of patients & contributing to the strengthening of regional integration. It is acknowledged that projects of this size could, potentially, be examined more favorably by investors pooling vehicles such as an investment platform, within the scope of a bundle of relevant projects, as a means to achieving a more efficient flow of projects & reduced risk. The proposed framework by EFSI could, thus, represent an efficient way for investors to align interests & achieve larger scale of investments. Capitalization of Joint Action Plan for South and Central Adriatic Page 33 of 70

34 The proposed business model is that of a PPP. The construction and operation of the project will be undertaken by a Special Purpose Vehicle (SPV). Sources of revenues include the commercial exploitation of the whole facilities. The first seaplanes network will be established in Ionian territory, serving the Ionian Islands and the costal mainland. The first permissions for the construction of water airports have been issued after a long period: - Corfu - Paxi islands - Patras Port Authorities will manage and operate the water airports at all the above cases. More than will be invested to build the necessary infrastructure in ports and to approve licensing of four new water airports in Cephalonia, Ithaka, Lefkada and Meganisi, after approving licenses for Corfu, Paxi islands and Patras. The water airport of Patras will be located at the north part of the Port and more specifically at the extention of the Astigos str. The water and ground facilities that are being proposed explore the existing facilities of the Port Authority of Patras. The floating pier (dimensions 15mX3m), where the sea planes moor and passengers will embark and disembark, will be constructed. The buildings under the railway will be used as ticket offices and passengers will be transferred from the north port to check out via mini bus. It is also planned to build hangar located on the pier Gounaris, near the old port buildings as maintenance and storage space of seaplanes. The shelter has a total area of about 2,500 square meters. Seaplanes are forced to shed through the existing ramp located at the platform of the east side of the pier Gounaris. Justifying parameters: The proposed investment project optimizes accessibility facilities, supports maritime connectivity & multimodality, contributes to ensuring connectivity towards neighboring regions as well as the hinterland & internal sea links with the islands, involves all relevant actors, notably regional & local authorities, industry & business world, promotes European Infrastructure standards. Moreover, the project aims to contribute to the increase of tourist flows on the islands & other coastal areas, in cooperation with the cruise industry, but also to enhance the employment & the local economies through jobs creation. Capitalization of Joint Action Plan for South and Central Adriatic Page 34 of 70

35 Expected duration: The first network in operation (Ionian Islands) is expected to be established until the end It is expected that until the end of 2019, a complete network throughout the country will have been established. Variants of financing Public Private funding schemes. Recognized in partners existing business plans: It is consistent with the NSRF and the national policy for transportation. It is also in line with the development plans (master plans) of the respective Port Authorities Entities involved: Risks: Ministry of Transport Ministry of Shipping and Islands Policy Region of Ionian Islands Region of Western Greece Port Authorities. Τhe pending introduction to the Greek Parliament of legislation regarding public works and permitting as well as of legislation that integrates 2014 EU Directives 23, 24 & 25, regarding public procurement contracts, will lead to the resolution of potential risks and / or bottlenecks relating to the process leading up to the contracting stage and to the monitoring of the project for the whole period of construction and operation Prefecture of Thesprotia - Port of Igoumenitsa action plan Strategic goal 1: New shipping lines entering The access to and from the port of Igoumenitsa is possible through the following internal itineraries: Igoumenitsa Corfu Igoumenitsa Leukimi Igoumenitsa Paxi Igoumenitsa Patra And also through the following external itineraries: Capitalization of Joint Action Plan for South and Central Adriatic Page 35 of 70

36 Igoumenitsa Ancona Igoumenitsa Venice Igoumenitsa Bari Igoumenitsa Brindisi For the time being, there are no specific plans for new connections. Strategic goal 3: Investments in transport infrastructures The Igoumenitsa Port Authority S.A. as an authority for the administration and use of the Igoumenitsa port adjusts the existing infrastructure to the new, evolved techniques and functions, reinforces and exploits the competitive advantages provided, to create a favorable environment for the attraction of further commercial and tourist traffic and therefore expand its activities. For the time being (Objective 1), the access from and to the port of Igoumenitsa is possible through internal (Corfu, Leukimi, Paxi, Patra) as well as external (Ancona, Venice, Bari, Brindisi) itineraries. The closest airports to Igoumenitsa are located in the cities of Ioannina, Corfu and Preveza and the access by road is possible through the Egnatia Motorway and the National Road Igoumenitsa-Preveza. In this framework, the complementary road construction works and traffic works inside and outside the controlled land zone of the port, according to the provisions of the approved Master Plan, are supposed to improve the connection of the port with motorways, minor roads and airports. More specifically, the planned road construction works will notably affect the connection of the port with the National Road Igoumenitsa-Preveza and the Egnatia Motorway, which leads from the western to the eastern part of Greece and offers reducing transport costs and road safety. The connection between the port and the inland will also be improved when the development of the Ionian Motorway is completed, which will be leading from the port of Igoumenitsa to the South. Furthermore, given the fact that the nearest airports to the city of Igoumenitsa are located in Ioannina (67km away) and Preveza (92 km away) the planned investments will affect the air transport facilities of the area, since the connection of the port with Preveza and Ioannina will be considerably improved. Also, the works for the traffic shaping of the controlled zone of the port as well as for the shaping of the parking area will notably contribute to the amelioration of the mobility within the port and the minor roads that surround it. The investments on infrastructures planned in the port of Igoumenitsa (Objective 2) can be divided into two main categories, the direct and the long-term investments. Capitalization of Joint Action Plan for South and Central Adriatic Page 36 of 70

37 Figure 7-6: Port of Igoumenitsa Source: Direct investments: Land surface of 11,800m 2, part of which will host the permanent unaccompanied cargo administration service. Drilling of a 170,0m wide and 1700m long straight channel, with a useful depth of -10.5m. Terminal 2 Building: 3, m 2 Terminal 3 Building: 2, m 2, to serve Schengen Agreement controls and shall be the cruise ships dock terminal. A m long finger pier, for the mooring of DWT ships (227m long and of maximum loaded draft of 9.40 m) m long connecting platform with a useful depth of 10.20m. The direct investments are funded by the European Cohesion Fund as well as the National Investment Fund. Long term investments: Port Works 93.0 m. long quay walls for future Ra-Ra with a useful depth of m., which can be used for the mooring of ferry and passenger ships. South quays along the south coastline of the Igoumenitsa port of a total length of 610.0m approximately and a useful depth of m, for the creation of two new side mooring positions of ferry - passengers ships, under the approved port Master Plan. Gravity quay wall made of approximately 21.0m long compact artificial boulders. Shaping of the provided land areas with underwater and freeboard embankments and shielding of the resulting new sea front. Road Construction Works Capitalization of Joint Action Plan for South and Central Adriatic Page 37 of 70

38 Complementary road construction works and traffic works inside and outside the controlled land zone of the port, according to the provisions of the approved Master Plan. Specifically, the following are included: Works for the traffic shaping of the controlled (fenced) land zone of the port. Works for the connection of the port with the Igoumenitsa - Preveza National Highway and reconstruction of a 3.7m long section of the Igoumenitsa - Preveza National Highway m. long sheeting with maximum free height of 9 meters. Layout of the waiting/parking areas inside the controlled (fenced) land zone of the port, for the boarding of vehicles. Layout of the internal road network outside the controlled port (fenced) area towards the future passenger terminal (No. 4). Plumbing works The plumbing works required for the drainage of the resulting additional land area of the port and the areas behind this, twin culvert extension in the southern part of the port by about 130 m. Buildings South Gate Complex, E/M installations building and water tank. E/M installations in the onshore port area These works include the separate E/M installations of the surrounding area (onshore area), namely a) plumbing, b) sanitation, c) irrigation, d) fire protection, e) high voltage facilities, f) low voltage facilities, g) street lighting. Landscaping works Landscaping works in the surroundings of the terminal and the archaeological site, on the islet between the highway retaining wall and the port access road and entrance islet in the port area and the surroundings of the Services and E/M Building Control Gateway. The long term investments have been approved to be funded by the NSRF. Strategic goal 5: Small scale infrastructure development As for objective 1, the construction of two automated bike rental stations in 2013, the first in the port of Igoumenitsa and the other in the city center, will affect in a strongly positive way the connection of the port with the cycling paths and the public transport. The bikes Capitalization of Joint Action Plan for South and Central Adriatic Page 38 of 70

39 for rent will be available for both tourists and city residents giving them the opportunity to transfer from the port to the city center in a convenient way Port of Patras action plan Direct road connection of Port of Patras to highway Description: The project is under development and it is estimated to be completed and operational during the first months of At this phase, the construction of the overpass connection node of the new port to the bypass road in the Ities is taking place, while the procedures concerning the expropriation of real estate for the construction of the project is completed. In recent decades one of the problems in Patras is the mobility exclusion of the new major port. This project will facilitate the transfer of freight and passengers from/to the Major Port of Patras and will effectively interconnect it with the inland and the major motorways. Moreover, the project is expected to improve, for Patras citizens and visitors, the access to the sea front of the city. The project consists of the an overpass connection node of the riverside (Glafkos river) arterial roads and bypass road with the new port, the construction side and vertical roads and junctions formed, marking, security and lighting of interurban road and junctions, and construction of adequate sewage pipeline - culverts drain rainwater both in the riverside arterial roads and the side and perpendicular roads. Justifying parameters The port of Patra is located in southern part of Greece, in short distance from Athens, acting as the western gateway of Greece and serving flows from/ to the metropolitan area for Athens and the South Greece as well. The port of Patras is the gateway of our country to Europe and is one of the most modern ports in the Mediterranean, offering modern port infrastructure, a modern cruise terminal, quality-integrated hospitality services and hygiene and safety standards. The Patras Port Authority significantly contributes in the local economy, creating with the directly dependant businesses 2,504 jobs, 1,013 direct jobs with revenue 12.2 million Euros and 1,491 indirect jobs with revenue approximately 9.2 million Euros. According to ELSTAT (Hellenic Statistical Authority), the port and the businesses combined with it, contribute 3.74% of the total local employment and 1.48% of the total Capitalization of Joint Action Plan for South and Central Adriatic Page 39 of 70

40 revenue generates, while along with the directly dependant businesses, it has a turnover of 64.3 million Euros. Figure 7-7: Location Port of Patras Source: Google Earth Figure 7-8: Glafkos Riverside arterial roads Source: Google Maps Capitalization of Joint Action Plan for South and Central Adriatic Page 40 of 70

41 Justifying parameters: This project will facilitate the transfer of freight and passengers from/to the Major Port of Patras and will effectively interconnect it with the inland and the major motorways. The project will relieve the core urban road network from heavy traffic and will ensure further development of the port facilities. Expected duration The project was awarded on 2013 with an initial completion date the September However, the contract had to be prolonged due to administrative obstacles as well as supplementary studies needed. The project is expected to be completed on March Variants of financing (National Investment Fund, Operational Programme Improving Accessibility ). Recognized in partners existing business plans: The project is being designed and implemented by Ministry of Public Works and therefore is coherent with the NSRF. It also coherent with the Port of Patras development plan (master plan) as well as with the operational planning of the Western Greece Region. Entities involved: Ministry of Public Works Patras Port Authority Region of Western Greece Municipality of Patras Network of Water Airports in Ionian Sea (Corfu, Paxi, Patras) Description: The project includes the preparation of necessary studies, the completion of the relative licensing procedures, the construction of the required facilities, the supply of the equipment as well as the provision of relative training to the personnel. The ultimate aim of the project is to develop a network of at least 55 water airports sited at or close to ports and lakes throughout the country. Greece, due to its morphology (many coastal areas & islands) & its significant tourism industry, is ideal for the development of water airports (w/a). Seaplane constitutes a new & eco-friendly transportation mode, ideal for the satisfaction of the country s transport needs, Capitalization of Joint Action Plan for South and Central Adriatic Page 41 of 70

42 as it can allow quick & easy access to the islands, which constitute the most popular tourism destinations in Greece. Seaplanes are expected to optimize accessibility facilities of a number of islands that either lack of airports or sea shipping is occasionally insufficient & to ensure connectivity towards neighboring regions throughout the year, thus facilitating transfer of goods, search & rescue missions & transport of patients & contributing to the strengthening of regional integration. It is acknowledged that projects of this size could, potentially, be examined more favorably by investors pooling vehicles such as an investment platform, within the scope of a bundle of relevant projects, as a means to achieving a more efficient flow of projects & reduced risk. The proposed framework by EFSI could, thus, represent an efficient way for investors to align interests & achieve larger scale of investments. The proposed business model is that of a PPP. The construction and operation of the project will be undertaken by a Special Purpose Vehicle (SPV). Sources of revenues include the commercial exploitation of the whole facilities. The first seaplanes network will be established in Ionian territory, serving the Ionian Islands and the costal mainland. The first permissions for the construction of water airports have been issued after a long period: - Corfu - Paxi islands - Patras Port Authorities will manage and operate the water airports at all the above cases. More than will be invested to build the necessary infrastructure in ports and to approve licensing of four new water airports in Cephalonia, Ithaka, Lefkada and Meganisi, after approving licenses for Corfu, Paxi islands and Patras. The water airport of Patras will be located at the north part of the Port and more specifically at the extention of the Astigos str. The water and ground facilities that are being proposed explore the existing facilities of the Port Authority of Patras. The floating pier (dimensions 15mX3m), where the sea planes moor and passengers will embark and disembark, will be constructed. The buildings under the railway will be used as ticket offices and passengers will be transferred from the north port to check out via mini bus. It is also planned to build hangar located on the pier Gounaris, near the old port buildings as maintenance and storage space of seaplanes. The shelter has a total area of about 2,500 square meters. Seaplanes are forced to shed through the existing ramp located at the platform of the east side of the pier Gounaris. Capitalization of Joint Action Plan for South and Central Adriatic Page 42 of 70

43 Justifying parameters: The proposed investment project optimizes accessibility facilities, supports maritime connectivity & multimodality, contributes to ensuring connectivity towards neighboring regions as well as the hinterland & internal sea links with the islands, involves all relevant actors, notably regional & local authorities, industry & business world, promotes European Infrastructure standards. Moreover, the project aims to contribute to the increase of tourist flows on the islands & other coastal areas, in cooperation with the cruise industry, but also to enhance the employment & the local economies through jobs creation. Expected duration: The first network in operation (Ionian Islands) is expected to be established until the end It is expected that until the end of 2019, a complete network throughout the country will have been established. Variants of financing Public Private funding schemes. Recognized in partners existing business plans: It is consistent with the NSRF and the national policy for transportation. It is also in line with the development plans (master plans) of the respective Port Authorities Entities involved: Risks: Ministry of Transport Ministry of Shipping and Islands Policy Region of Ionian Islands Region of Western Greece Port Authorities. Τhe pending introduction to the Greek Parliament of legislation regarding public works and permitting as well as of legislation that integrates 2014 EU Directives 23, 24 & 25, regarding public procurement contracts, will lead to the resolution of potential risks and / or bottlenecks relating to the process leading up to the contracting stage and to the monitoring of the project for the whole period of construction and operation. Capitalization of Joint Action Plan for South and Central Adriatic Page 43 of 70

44 Railway connection of Port of Patras Description: Patras will be the only port in Greece equipped with the necessary infrastructures for ro-ro services after The railway line already extends to the station of Kiato halfway between Athens and Patras. The section between Kiato and Rododaphni is currently under construction and the only section to build is between Rododaphni and Patras. The new railway line will reduce the travel time between Athens and Patras from 3.5 hours to 2 hours. The infrastructure consists of double railway line totally electrified. The remaining works consist of 3 different development phases: 1. The section Rododaphni (Aegio) Psathopyrgos (Panagopoula Tunnel) (21,5 klm) Apart from the railway lines the project includes: The construction of a twin tunnel (Panagopoula Tunnel 4.800m each) incl. the cut & cover entrances and exits, the electromechanical facilities and the technical interventions such as level crossings, railway bridges etc. Hydraulic Protective Works Construction of side road network Archaeological works The works started and are expected to conclude within The project budget is 337m and is being funded by the Programme Connecting Europe Facility Figure 7-9: Project under construction Source: ERGA OSE SA 2. The section Psathopyrgos Patras (Rio) (10,5 klm) The project includes the following interventions: Installation of the trackbed of the new railway line, approx. 10,5 km long, as well as construction of engineering structures, the most important of which are: 2 Cover & Cuts, one in Ag. Vassileios area, 625,97 m long, and one in Capitalization of Joint Action Plan for South and Central Adriatic Page 44 of 70

45 Rio area, 392,20 m long; 9 Railway Bridges and approx. 33 Overpasses of the intersecting road network, and 3 Road Bridges for the side road network. Side trackworks: Side road construction hydraulics, restoration of affected Utility networks, archaeological research in areas where antiquities have been located etc. Land acquisition: Conclusion of expropriations of properties required for the construction of the new line, including adjacent buildings or structures in the Psathopyrgos Patras (Bozaitika) section. The project is under the awarding procedures and its budget is estimated at 130m.. The project has been submitted to be funded by the Programme Connecting Europe Facility Figure 7-10: Project under construction Source: ERGA OSE SA 1. The section Patras (Rio) Port of Patras (10,5 klm) The last phase of the overall project intents to connect the Port of Patras with the railway network. It is the most challenging phase since the works will be developed across the core urban area and the sea front of the city and this can generate complex issues. In order to avoid these difficulties, at first the project was designed to be a completely underground railway line. The cost of such an ambitious interventions was estimated at least 400 m. with a large possibility to cost double due to technical difficulties. Due to the negative economic state of the country, it has been decided to put this plan into consideration and redesign a more realistic option of economic and technical viability. The project is now under design and the respective studies are under public consultation with the respective stakeholders. The study proposes to upgrade the existing single, metric line into a double, combined scope, and electrified railway line which will have the ability to serve both the old metric trains as well as the modern, full-width and electric trains. The total cost of the intervention is not yet fully known but it can be safely estimated that it will Capitalization of Joint Action Plan for South and Central Adriatic Page 45 of 70

46 be much less the initial plans. The completion of the project will fully integrate the major port of Patras into a multimodal system of modern and reliable means of transportation (port, railway, motorways). Figure 7-11: Project under design Source: ERGA OSE SA Project under design Source: ERGA OSE SA Justifying parameters: The implementation of the project would alleviate the existing bottlenecks significantly, up to 10-20% reduction of travel time. In addition, the level of interoperability among the related MoS and existing network is high. Furthermore, the establishment of the MoS corridor 6 and related interventions, would provide the possibility of an intermodal connection along the Adriatic Sea that would reduce travel time and offer improved services. Once the intervention is completed, the port of Patras will be able to welcome 970,000 passengers and 165,000 passenger cars every year. 5.3 million tonnes of freight will also pass through the port on lorries, with 525,000 tonnes transported to and from the port by train. Expected duration: Phase 1: Rododaphni (Aegio) Psathopyrgos (Panagopoula Tunnel) (21,5 klm). The project is under construction and it will be completed until the end of Phase 2: Psathopyrgos Patras (Rio) (10,5 klm). The project is under awarding procedures and it will be completed until the end of 2019 Phase 3: Patras (Rio) Port of Patras (10,5 klm). The project is under design and the study is under consultation. The project is estimated to be concluded until the end of Variants of financing Phase 1: Phase 2: Phase 3: Capitalization of Joint Action Plan for South and Central Adriatic Page 46 of 70

47 The project is being funded by the Programme Connecting Europe Facility Recognized in partners existing business plans: It is consistent with the NSRF and the national policy for transportation. It is also in line with the development plans (master plans) of the respective Port Authorities Entities involved: OSE (Hellenic Railways Organisation) Patras Port Authority Region of Western Greece Municipality of Patras Ministry of Public Works 7.8. Montenegrin action plan Strategic goal 3: Investments in transport infrastructures The success of development of the Passenger terminal in Port of Bar will highly depend on many factors such as macro-economic growth, hinterland connections, port competition, etc. Hinterland connections are of great importance to every port, but in the case of the Port of Bar this is even more true. Being located in a scarcely populated region, the port s throughput depends highly on its hinterland connections. In fact, the present low quality of the Port of Bar s hinterland connections is one of the main reasons for the under-utilisation of the port s infrastructure and facilities. This means that improvements of rail and road connections to the hinterland will have high impact for the future development of the port. As fard as the road connections, the main infrastructural project is a new highway Bar- Boljare. Bar Boljare Highway Project is a key infrastructure highway project led by the Ministry of Transportation and Maritime Affairs. After its construction, the highway shall become incorporated into international road network, connecting several countries in Central Europe. According to the plan of the Government of Montenegro, the most difficult section Smokovac-Matesevo will be constructed first. The length of the route of the highway is km, and national road standards of Montenegro are adopted, with reference to the European specifications as well. These construction standards will be applied for the two-way four-lane highway, with the speed of 100km/h according to the design, and the construction period of 4 years. The highway stretches from south to the north across the mountains. With that kind of road connection Port of Bar will be more accessible. Construction of the highway will cost around EUR million or $ 1.1 billion. The Exim Bank s loan is to provide 85% or EUR 687 million of the total amount, whereas the remaining 15% (EUR 120 million) has to be provided by Montenegro. Capitalization of Joint Action Plan for South and Central Adriatic Page 47 of 70

48 Figure 7-12: Montenegrin section of the future Belgrade Bar highway Source: Ministry of Environmental Protection and Physical Planning (Montenegro) As for the railway connections there haven t been many infrastructural improvements. The railway Bar-Belgrade that connects Serbia and Montenegro has not been reconstructed for 35 years. The rule is that the overhaul be carried out every 25 years. When the condition of the railway and the costs of its renovation were estimated, it was taken in consideration that it is the most complicated railway route in Europe. The railway Belgrade Bar is a standard gauge railway, 476 km long. Of this length, 301 km of the railway goes through Serbia, and 175 km through Montenegro. It passes through 254 tunnels of total length of 114 km and over 435 bridges of total length 14 km. When it was built, it took a train approximately 7 hours to go from Belgrade and Bar, while now it takes 11 hours, due to speed restrictions, as the railway cannot safely sustain the projected speeds prior to thorough reconstruction. Bar Vrbnica (the latter at the Montenegro Serbia border) is the most important section of the Montenegrin rail network, carrying about 20% of all passengers and about 60% of cargo. Rail as a whole is an important part of the Montenegrin economy, accounting for almost 60% of all freight and 10% of passenger travel. Capitalization of Joint Action Plan for South and Central Adriatic Page 48 of 70

49 7.9. Port of Bar H.Co. action plan Strategic goal 1: New shipping lines entering For the time being, there are only two ferry lines connecting passenger terminal in the Port of Bar with the Italian ports Bari (all year) and Ancona (only in the summer). From the August this year, Port of Bar is in Grimaldi short sea shipping MED network (Ro-Ro transport) with possible future connection with other regions. There are plans for the introducing new lines between Port of Bar and different Mediterranean ports (primarily Adriatic ports), but the related activities are in the very early stage. As well, there are ongoing contacts with some cruising companies in order to involve Port of Bar in their schedule. Figure 7-13: Plan for development of the Passenger terminal of the Port of Bar Source: Technical documentation for the development of the Passenger terminal in Port of Bar Strategic goal 3: Investments in transport infrastructures Respecting different influential factors: the fact that in the different long term development strategies of sectors in the State of Montenegro to all issues related to increasing volume Capitalization of Joint Action Plan for South and Central Adriatic Page 49 of 70

50 and efficiency of the passenger traffic through sea ports are given high importance rank, the fact that the Port of Bar has a specialized Passenger terminal, etc. a very wide group of the Port of Bar development objectives are connected with this Terminal. The passenger terminal in the Port of Bar is located in the most northern part of the port. Although it is officially classified as a passenger terminal, it is in fact a ferry terminal or a Ro-Pax terminal. The passenger terminal disposes of a total berth length of 430 m, distributed into five berths. The passenger terminal hosts a modern building for ticketing services and passenger waiting areas, including the customs facilities for passengers and their vehicles. Figure 7-14: Ro-Ro Terminal in Port of Bar Source: Port of Bar At this point, utilization rate is below 50% and consider this fact one of the main business objectives of Port of Bar is to optimize the utilization rate of the passenger terminal and after that to develop new capacities. In the case of growing passenger/cargo volumes in the future, more lines may start calling the terminal or present users may opt for larger vessels (investment in new quay or deepening of existing berths will be priority in order to enable safe berthing of bigger ships). One of the investments that the Port of Bar will realize in near future is upgrading port infrastructure in order to put the base for establishing passenger seaplanes connections with Adriatic ports. Foreseen financing source for all investments is public private partnership. In the long term development plan of the Port of Bar are defined investments referred on extension of the existing quay at the Passenger Terminal (for additional 400 m) and dredging terminal water area (Objective 2) in order to enable receiving of bigger ships, but the time frame of the mentioned investments realization is out of the next five years period. Currently, activities related to upgrading Passenger Terminal infrastructure which will enable establishing seaplane transport of passengers between the Port of Bar and other ports are under way (Objective 4) Realization of this investment would reinforce Ports facilities and services through the offer of the alternative way of transport, would make port more competitive and strengthen the commercial and business relations in Adriatic region. Capitalization of Joint Action Plan for South and Central Adriatic Page 50 of 70

51 Activities related to introducing seaplanes system in the Port of Bar are realized within another IPA ADRIATIC project ADRI SEAPLANES, where the Port of Bar was a Project partner, as well. As for a further focus on port functionality, within ADRIMOB project, Port of Bar created a Study in order to support further overall development of the Passenger terminal in the Port of Bar. This Study identifies directions of development of passenger terminal functions and defines what are the priorities in the domain of passenger supporting services; what are possibilities to introduce, in the optimal way, additional passengers check points; how to optimize utilization of existing vehicles parking space and how to organize additional parking space; etc.; This Study contributes to completing group of bases for decision making process in the Port of Bar for future investments directed to improving ground services at the Passenger terminal Durres port action plan Strategic goal 3: Investments in transport infrastructures The developing master plan of Durrës Port, invested by European Commission and Port Authority Durrës, has been developed by Dutch company Royal Hasconing The eventual developing master plan of Durrës Port provides the establishment of 6 terminals: the terminal of general goods and grain; the terminal of containers; the terminal of ferry and cruise; the terminal of cement and clinker; the terminal of minerals and coal; the terminal of scrap; Considering the operating system, the Port Authority actually is organized in 4 terminals. eastern terminal ferry terminal containers terminal general goods terminal Capitalization of Joint Action Plan for South and Central Adriatic Page 51 of 70

52 Figure 7-15: Durres port Source: Municipality of Durres The first three terminals are actually operating under private concession, while the last is under Port Authority administration. In order to be coherent with the increasing demand for the maritime transport within the country and in the region, Durrës Port has already completed investments in quay structure and in the processing sites where the above mentioned terminals have been stabilized. Taking in consideration the nature of operations within Albanian ports and the variety of businesses and their links to Albania and region, Port Authority is evaluating the possibility of construction of a new port for the transfer of two terminals the terminal of minerals and coal, the terminal of cement and clinker. This evaluation is in accordance with the master plan consultancy and also with the orientation of projects strategies of Adriatic and Ionian development. This due to previous experience of terminal shift far from residential areas. EASTERN TERMINAL Eastern terminal is actually operating under private concession, the company EMS. It is situated on an area of nearly 185,000 m2 operating in two quays (10 and 11) with a length of 422 ml. The maximum depth is m in the quay 11. Eastern terminal has an expansion perspective building the eastern reef and using a surface of nearly 135,000 m2. Nowadays in eastern terminal are processed refuged goods, cement and scrap. So far investments: Rehabilitation of squares behind the quay 11 and reconstruction of railway in the eastern quay BEI-BERZH (2007) Rehabilitation of squares behind the quay 10 (2010)-APD (2010) Reconstruction of quay 10-APD (2013) Capitalization of Joint Action Plan for South and Central Adriatic Page 52 of 70

53 Investments in the future: Building of the eastern reef - (APD/Concession) Construction of new squares behind the quay 10- Private Concession Reconstruction of the quay 11-(APD/Concession) FERRY TERMINAL Ferry and Cruise terminal is actually under the private company concession, Albanian Ferry Terminal Operator administration. It s construction was completed in 2012, the investment value of 24 mln euro, is considered to be one of the most modern and advanced in Adriatic sea, as far as ferries, passengers and Ro/Ro are concerned, although not the biggest. With a total surface of 86,500 m 2, paved with concrete and completed with the entire civil infrastructure. The terminal is designed and build to operate an annual processing of 1.5 million passengers, cars and trucks. These capacities reflect the extraordinary traffic during summer months. Ferry processing is effectuated in quays 9a and 9b with a width of 190 ml. Although the terminals 7&8 are in disposal of this terminal for cruise processing. The building of passengers processing is made of metal construction and has a surface of 5,400 m 2. From here ferry passengers have access to the city using the overpass which directly joins ferry terminal to the railway station of the city. So far investments: Works for the developing and reconstruction of ferry terminal- PHARE Programme (2004) Construction of transitory terminal for ferry processing APD (2007) New ferry terminal BEI-BERZH (2012) Investments in the future: The completing of implementation of the electronic check-in for cars and trucks, along with that of the passengers Private concession Establishment of facilities for the cruises Private concession The project of new quay 9 along with the realization of a pier 140x15 m, in the middle of quay 9b and 9c (will be built), for the mooring of ferries and catamarans on the both sides, is being drafted/designed by Durrës Port Authority. The quay aim is the increase of the processing capacity of ferries, cruises and catamarans -APD. Capitalization of Joint Action Plan for South and Central Adriatic Page 53 of 70

54 Reconstruction of quays 7-8. CONTAINERS TERMINAL Actually this terminal is under private concession, «Durrës Container Terminal company. The terminal has a total surface of 65,000 m 2, paved with concrete and completed with the entire civil infrastructure. The processing of container ship is done in quays 6 and 5b, with total length of 315 mln. The quay capacity is of 4 ton/m 2 and the square behind it has a capacity of 10 ton/m 2. Container s terminal, with the increasing of work volumes, has a developing perspective towards the spaces after the quays 4 and 5. In this terminal all the facilities related to customs and boundary control are enabled. Nowadays the terminal operates as customs territory. So far investments: Rehabilitation of squares behind quays 5, 6, 7, 8-BEI-BERZH (2007) Investments in the future: Generally of logistic nature. Infrastructure investments will be of maintenance character considering the fact that the quay and square structure is good. Private concession Figure 7-16: Durres port Source: Municipality of Durres Capitalization of Joint Action Plan for South and Central Adriatic Page 54 of 70

55 WESTERN TERMINAL General goods terminal is actually under Port authority administration. The terminal has a total surface of 92,000 m2, paved with concrete and completed with the entire civil infrastructure. The processing of ship with general goods is done in quays 1,2,3,4 and 5a, with total length of 750 mln. The quay capacity is of 4 ton/m2 and the square behind it has capacity of 10 ton/m2. In general goods terminal is situated the warehouses 4&5 with covered surface of 5,257 m2, in which are stored different goods mainly packed in sacks. In this terminal all the facilities related to customs and boundary control are enabled. So far investments: Reconstruction of warehouse 4 and 5 APD (2004) Rehabilitation of squares behind quay 1 and 2-APD (2012) Study and design for new quays 1 and 2-APD (2013) Investments in the future: Repair of quays 1 and 2,-APD Construction of quays 1 and 2(long-term) Fund not defined Construction of quay 4,(long-term) Fund not defined Capitalization of Joint Action Plan for South and Central Adriatic Page 55 of 70

56 8. CONSIDERATIONS ON FINANCING MODELS One of the goals of the Joint Action plan is to establish bases for obtaining financial support for realization of the proposed actions through Transnational Cooperation projects or through Cross Border Cooperation projects. Considering that the Adriatic programme ends and will not be continued, the proposed actions could be financed from other EU programmes (Adriatic-Ionian Programme, Horizon 2020 and several Cross Border Cooperation Programme e.g. Italy-Albania-Montenegro, Italy-Greece, Croatia-Bosnia and Herzegovina-Montenegro, Croatia-Slovenia, Slovenia-Italy, etc.). ADRIMOB partnership could be continued and even be expanded in the future Adriatic- Ionian Programme, considering that this program includes all ADRIMOB partnership countries (6 countries). New Adriatic - Ionian Programme covers 8 countries, 4 EU countries (Italy, Slovenia, Croatia and Greece) and 4 non EU countries (Bosnia and Herzegovina, Serbia, Albania and Montenegro). Compared to the partnership we have in ADRIMOB, Adriatic-Ionian Programme will cover additionally Serbia from the beginning as well as several new regions of Italy and Greece. Consequently, the focus on possible financing activities (projects) from the Joint Action plan could be on this programme of cooperation. It is important to note that, in general objectives and key elements of this action plan are in line with principal objectives and pillars of the new EU Strategy for the Adriatic-Ionian region. The general objective of the new EU Adriatic-Ionian Strategy is: To promote sustainable economic and social prosperity of the Region through growth and jobs creation, by improving its attractiveness, competitiveness and connectivity, while preserving the environment and ensuring a healthy and balanced marine and coastal ecosystems. The Strategy is also expected to substantially contribute to the EU integration of the Western Balkan countries. Strategy s 4 pillars have been identified, focusing on: Driving innovative maritime and marine growth Connecting the region (transport and energy) Preserving, protecting and improving the quality of the environment Increasing regional attractiveness (tourism) Capitalization of Joint Action Plan for South and Central Adriatic Page 56 of 70

57 The Strategy will help to mobilise all relevant EU funding and policies and coordinate the actions of the European Union, EU and non-eu countries, regions, financing institutions, private sector and non-governmental bodies to promote a more balanced development of the Adriatic and Ionian Region (Source: Based on result of previously mentioned considerations, it can be said that it is possible to continue and upgrade the ADRIMOB partnership on following aspects: further development of Short Sea Shipping lines in Adriatic; improving environmental protection, through joint plans and actions; joint promotion of the Adriatic area through common tourist packages; increasing safety of navigation in Adriatic; harmonization policies in the Adriatic maritime transport; etc. Figure 8-1: Adriatic Ionian macroregion Source: Naturally, potential partners cooperation is not limited only to this programme. There are available funds in other cooperation programmes (cross border or transnational) and also some actions from the Joint Action plan can be funded/cofunded by each partnership countries ADRION Programme The Adriatic-Ionian Programme, in short ADRION, belongs to the family of the INTERREG V transnational programmes part of the Cohesion policy of the Capitalization of Joint Action Plan for South and Central Adriatic Page 57 of 70

58 European Union whose geography coincides with those macroregional strategies namely EUSAIR European Strategy for the Adriatic Ionian Region. In 2000 the EU Strategy launched the Adriatic-Ionian Initiative involving eight countries: four EU Member States (Croatia, Greece, Italy and Slovenia) and four non-eu countries (Albania, Bosnia and Herzegovina, Montenegro and Serbia). The Adrion Programme has, together with Balkan Mediterranean Programme and Danube Programme, succeeded to South East Europe Programme of the previous programming period Its aim is to promote sustainable economic and social prosperity of the Adriatic and Ionian area through growth and jobs creation, by improving its attractiveness, competitiveness and connectivity while at the same time preserving the environment and ensuring healthy and balanced marine and coastal ecosystems. The countries participating in it are 8, of which 4 are EU Member States (Croatia, Greece, Italy and Slovenia), 3 are candidate countries (Albania, Montenegro, Serbia) and 1 potential candidate country (Bosnia and Herzegovina). All the participants are involved in their whole territory, except Italy which is interested only in 12 Regions + 2 Provinces, for a total of 31 regions. Adrion is structured on 4 Priorities: 1) Innovative and smart region; 2) Sustainable region; 3) Connected region; 4) towards a better governance of EUSAIR. They are narrowly interconnected with the EUASAIR 4 Pillars, for instance, Priority 1 on innovation addresses directly Pillar 1 on Blue Growth but also includes elements of the other three pillars, as well as Priority 2 on natural and cultural heritage and biodiversity addresses Pillar 4 on sustainable tourism but also Pillar 3 on environmental quality. Under each thematic objective a list of investment priorities is pre-defined in the Regulation governing the ERDF, reflecting the main challenges Adrion shall face in the future; these are complemented by additional priorities adapted to the specific needs of ETC actions. The basis for the selection of the thematic objective and Investment priorities are: needs identified for the Adrion region, experiences learnt from the previous programming period, the complementarity with EUSAIR and other Macro-regional stategies, regional and thematic programmes INTERREG - IPA CBC Italy-Albania-Montenegro The Italy, Albania and Montenegro IPA CBC Programme ( ) is designed in the framework of the European strategy for a smart, inclusive and sustainable growth and the relevant national strategic documents. The strategy contributes to pave the way of the economic development of the area of intervention (hereinafter region) and has the ambition to contribute to the implementation of the four pillars set by EUSAIR: Blue Growth ; "Connecting the Region"; Environmental Quality ; Sustainable Tourism that are coherent with the following thematic priorities set by IPA regulations and selected by the national delegations as field of the Programme assistance: enhancing cooperation and competitiveness of SME s, improving smart and Capitalization of Joint Action Plan for South and Central Adriatic Page 58 of 70

59 sustainable economic development, protecting the environment and promoting climate change adaptation and mitigation, risk prevention and management, promoting sustainable transport and improving public infrastructures. The overall objective of the Programme is to enhance strategic cross-border co-operation for a smart and a more sustainable development of the Programme area, mainly across the maritime border.. The main expected results are: a. Sustainable cross border transport connections inside the area improved. b. Existing connections, with regular transit times and shared procedures, optimized. c. Quality of interregional connectivity of the area through also an efficient multimodal transport network improved. d. Consolidated supply logistic chain to bring a door-to-door integrated transport system introducing new intermodal maritime-based Interreg IPA CBC "Greece-Albania" Programme The cross-border cooperation programme "Greece-Albania " will support regional cooperation among Greek and Albanian regions in the upcoming programming period. The Programme's overall objective is to "increase the standard of living of the population by promoting sustainable local development in the cross-border area". It concentrates on priorities that are either characterized by significant cross-border effects or present a high potential for achieving added-value through cooperation. The programme will focus on the following priorities: "Promotion of the environment, sustainable transport and public infrastructure" aiming to increase the capacity of cross border infrastructure in transport, water and waste management; increase the effectiveness of environmental protection and energy-efficiency; improve the effectiveness of risk prevention and disaster management with a focus on forest fires. "Boosting the local economy" aiming to preserve cultural and natural resources as a prerequisite for tourism development of the cross border area and to improve crossborder capacity to support entrepreneurship, business survival and competitiveness. Expected results Improved capacity for emergency interventions and management in case of natural disasters especially forest fires Access to improved local transport infrastructures, faster connections to main corridors, efficient border crossing services, transport services using innovative technologies Increased visits by tourists in the cross border area, for all types of touristic activitie Capitalization of Joint Action Plan for South and Central Adriatic Page 59 of 70

60 8.4. IPA CBC Croatia Bosnia and Herzegovina - Montenegro Main objectives The Interreg IPA Cooperation Programme Croatia Bosnia and Herzegovina-Montenegro is designed to strengthen the social, economic and territorial development of the cross-border area between Croatia, Bosnia and Herzegovina and Montenegro. Through the implementation of joint projects and activities, the programme will become a key enabler for generating smart solutions to the needs and the challenges of the people living in those regions. Funding priorities The Programme focuses on five main priorities: Improving the quality of the services in the public health and social care sector. Protecting the environment and nature, improving risk prevention and promoting sustainable energy and energy efficiency. Contributing to the development of tourism and the preservation of cultural and natural heritage. Enhancing regional competitiveness and the development of business environment. Providing technical assistance to increase the efficiency and effectiveness of the management and the implementation of the Programme. Expected impacts Intensified cooperation for creating common impacts: Enhanced accessibility to and effectiveness of public health and social care institutions. Protected environment and biodiversity through improved management systems for risk prevention and the utilization of renewable energy resources and energy efficiency. Diversification in tourism offers stimulating the sustainable use of cultural and natural heritage. The unleash of clustering activities so to enable processes of innovation, development of new technologies and ICT solutions Interreg Italy-Croatia The accession of Croatia to the European Union gave way to the establishment of the first cross-border "Interreg V-A" cooperation programme between Italy and Croatia. The programme will support cooperation across the Adriatic Sea with the objective to increase the prosperity and the blue growth potential of the area. Capitalization of Joint Action Plan for South and Central Adriatic Page 60 of 70

61 Through cross-border partnerships, the programme will enhance the local conditions for innovation in the blue economy sectors within the cooperation area. The programme will also improve the climate change monitoring and support the implementation of adaptation measures. This will increase the safety of the area from natural and man-made disasters by additionally implementing innovative and common spatial information systems. These systems will follow the interaction of all ecosystem components, including human activities that affect the environment. To secure environmental sustainability, the programme will also improve marine and coastal transport services and nodes by investing in port infrastructure and maritime transport thus promoting multimodality. Funding priorities The programme will focus on the following five priorities: 1. Blue innovation 2. Safety and resilience 3. Environmental and cultural heritage 4. Maritime transport 5. Technical Assistance Some of the expected results New platforms, networks and supporting platforms to enhance the knowledge transfer and capitalization of achieved results in the field of the blue economy; Creation of cross-border supply chains by investing in research and innovation; Establishment of better coordinated collective emergency planning and preparedness for flood risks, including the improvement of existing early warning and decision-making support systems; Development of cross-border sustainable tourism products and services; Link between less targeted tourism itineraries and popular destinations to reduce pressure on main sites in the area; Development of cooperation strategies for preservation and promotion of natural and cultural heritage (also by reducing human pressure and seasonality); Development of models for species monitoring and testing sustainable fisheries models; Pilot activities for the implementation of technologies aimed at detecting marine debris (radar, sensor platform, managing of multispectral data, solutions to prevent marine debris); Harmonised administrative procedures and improvement of port quality management system for freight and passengers transport, connections with internal nodes and integrated logistic system; Development of a common vessel traffic centre to monitor area's vessel traffic and safeguard the environment Capitalization of Joint Action Plan for South and Central Adriatic Page 61 of 70

62 9. ELEMENTS OF IMPLEMENTING JOINT ACTION PLAN Considering the successful realized activities and the quality of the results achieved as well as the participation of various institutions/organizations in the partnership after ending of ADRIMOB project a network of partners should be established (through MoU or in some other way) with the intention to: keep communication between actual partners (periodic meetings,...); permanently search for cooperation options; continuously considering adequacy level of the action plan and make necessary changes (adjustments); to coordinate joint preparation of projects and opportunities for financing through some of the calls for proposals; Capitalization of Joint Action Plan for South and Central Adriatic Page 62 of 70

63 10. LESSONS LEARNT WITHIN ADRIMOB PROJECT Considering the cooperation area and the continued growth of tourism and business activities between the Adriatic coast, there was need to define and structure a less polluting transportation system. The need was to plan an integrated strategy of sustainable transport to favor the sustainable movement of the increasing number of people travelling for different reasons: work, tourism, business etc. So the project goal was to strengthen and integrate the network of infrastructures, developing and improving transport services and communication. LESSON 1 learnt within ADRIMOB project is that small-scale interventions can contribute a great deal in upgrading multimodal circuit providing modern and sustainable alternatives to private cars and reinforcing integration for different public transport services. Main objectives were to integrate, complete and upgrade existing infrastructure and services facilitating multimodal mobility in Adriatic Coastal Areas. During ADRIMOB implementation a series of pilot small-scale interventions took place. Those were the soft interventions that shared the same values: Sustainability in terms of environmental impact Integration in terms of integrating existing facilities and services Interconnection in terms of interconnecting ports with major inland transportation hubs and points of interest These interventions which took place during project implementation can be grouped into 3 types: 1. Cycling / Bike facilities 2. Information & Signage 3. Upgrading services 1. Cycling / Bike facilities Province of Ravenna: Free Bike Rental A free bike rental is set near to the passenger terminal of Porto Corsini. Equipped bicycles for different use were purchased together with a wooden "customer house" in order to connect the port area with the inland allow people visiting the surrounding in a sustainable way. Capitalization of Joint Action Plan for South and Central Adriatic Page 63 of 70

64 Figure 10-1: Province of Ravenna: Free Bike Rental Source: Province of Ravenna Regional Unit of Thesprotia: Bike Sharing Stations Two stations for sharing bikes of public use have been established in the city of Igoumenitsa in a way that the new service will interconnect the port of Igoumenitsa with the city center. The pilot system consists of 2 Automated Bike sharing stations (one at the port of Igoumenitsa and one at the city) and 10 bicycles. There is no charge for the use of the bikes. The service can be checked in the dedicated web site in English and Greek, Figure 10-2: Regional Unit of Thesprotia: Bike Sharing Stations Source: Regional Unit of Thesprotia Bari Port Authority: Bikeport Creation of a bike station inside the Bari port, cd. "Cicloporto/Bikeport. Bike port is a place with multifunctional fixed physical presence that provides technical assistance and information services to welcome tourists (cruise), travelers (Ro-Pax) and port users. Capitalization of Joint Action Plan for South and Central Adriatic Page 64 of 70

65 Figure 10-3: Bari Port Authority: Bikeport Source: Bari Port Authority Province of Rimini: Bike sharing points Bike sharing points are placed in the immediate vicinity of the boats to link the harbor area to the old-city centre and favor visits. ADRIMOB has enabled the Province of Rimini to jointly-finance, together with Rimini City Council (with a contribution of 18,000 euro) the start of a bike rental service with bike point set up in Rimini Harbor. Figure 10-4: Province of Rimini: Bike sharing points Source: Province of Rimini 2. Information & Signage Province of Venice: Web-GIS platform The core part of the project is a web portal that allows to know the main characteristic of the territory and dedicated to sustainable means of transport and inland waterways in the province of Venice. It s a cartographic Web-Gis that contains information relevant to navigation and those related to tourism and all cultural aspects. Capitalization of Joint Action Plan for South and Central Adriatic Page 65 of 70

66 Figure 10-5: Province of Venice: Web-GIS platform Source: Province of Venice Municipality of Durres: City signs to improve mobility & on line information 1) Implementation of traffic and city signs that help the tourists and passengers get to the port and to the new passengers terminal. 2) Design, creation of a database and maintenance of the official website of the Sustainable Tourism for Durres: Links to ferries timetables to and from the Port of Durres; dynamic weather forecast; options registration and listing of interested parties, by categories, unlimited (hotels, restaurants, bars, etc.); dynamic currency; contact form; Integrating social networking site. Figure 10-6: Municipality of Durres: City signs to improve mobility & on line information Source: Municipality of Durres 3. Upgrading services Province of Ravenna: Shuttle Services connecting port & main tourist sites Activation of Shuttle Ra.Ce. a seasonal a shuttle connection from Ravenna (including Passenger Terminal of Porto Corsini) and Cervia to Bologna airport, as well as of special bus transport from passenger terminal to the main touristic places of the area and the nearest partner areas. Capitalization of Joint Action Plan for South and Central Adriatic Page 66 of 70

67 Figure 10-7: Province of Ravenna: Shuttle Services connecting port & main tourist sites Source: Province of Ravenna Lesson learnt 2 Encouragement of the local and cross-border partnerships to promote touristic packages that utilize the intermodal transport circuit of Adriatic area; Encouragement of the local and cross-border partnerships to promote touristic packages that utilizes the intermodal transport circuit of Adriatic area; Main objectives were to add value and create conditions for further investments on integrating the multimodal circuit by mobilizing local actors. Collaboration among tour operators, public authorities and transport operators in a mutual beneficially way can effectively promote tourist mobility by public means. Constrains to be addressed: 1. Integrated information at cross-border and intermodal way 2. Technology adoption to provide reliable and advanced services 3. Joint strategy among different actors to provide multimodal options During ADRIMOB implementation cross-border cooperation of different actors has been tested and effectively implemented. Project partners organized solid cooperation among tour operators and transport operators so as to construct, commercialize and promote special attractive tourist packages which utilized the intemodal transport circuit of Adriatic Ionian area. Capitalization of Joint Action Plan for South and Central Adriatic Page 67 of 70

68 Figure 10-8: Promotional materials created within ADRIMOB project Source: ADRIMOB project Capitalization of Joint Action Plan for South and Central Adriatic Page 68 of 70