Western Balkans Intermodal Study

Transcription

1 Western Balkans Intermodal Study Support to the Transport Dimension of the SEE 2020 Strategy Final Report February 2016 Reference: Regional Cooperation Council Secretariat Attention to: Administration Department Building of the Friendship between Greece and Bosnia and Herzegovina Trg Bosne i Hercegovine 1/V Sarajevo Bosnia and Herzegovina Disclaimer This study has been funded by the Regional Cooperation Council. The responsibility for the content, the views, interpretations and conditions expressed herein rests solely with the authors and can in no way be taken to reflect the views of the RCC or of its participants, partners, donors or of the European Union.

2 General information Author(s) Project name Document name Date February 2016 Z. Janjos, O. Cokorilo, V. Maras, I. Ivkovic, I. Cavka, S. Cokorilo Support to the Transport Dimension of the SEE 2020 Strategy - Western Balkan Intermodal Study Western Balkans Intermodal Study - Interim Report Reference FINAL REPORT Intermodal Study Addressee(s) Sent to: Name Organisation Sent on (date): A. Redzepagic-Colic Regional Cooperation Council Secretariat 21/12/2015 M. Hadjiska-Trendafilova Regional Cooperation Council Secretariat 21/12/2015 Copy to: Name Organisation Sent on (date): M. Gjorgjievski SEETO 21/12/2015 N.Begovic SEETO 21/12/2015 History of modifications Version Date Written by Approved and signed by: 1 21/12/2015 Authors Z. Janjos 2 15/1/2016 Authors Z. Janjos 3 22/2/2016 Author Z. Janjos 2

3 ABBREVIATIONS AES - Automated Export System AGTC - European Agreement on Important International Combined Transport Lines and Related Installations AGC - European Agreement on Main International Railway Lines AGN - European Agreement on Main Inland Waterways of International Importance AIS - Automated Import System CIM - Common Consignment Note CTQI - Container Terminal Quality Indicator DMS - Declaration Management System EC - European Commission ECS - Export Control System EMCS - Excise Movement and Control System EU - European Union FIATA - The International Federation of Freight Forwarders Association FBL - FIATA Bill of Lading GDP - Gross Domestic Product ICS - Import Control System ILO - International Labor Organization IMO - International Maritime Organization ITU - Intermodal Transport Units IWW - Inland Waterways LU - Loading Units MoU - Memorandum of Understanding NCTS - New Computerized Transit System RP - Regional Participant RCC - Regional Cooperation Council Secretariat REBIS - Regional Balkans Infrastructure Study SEAP - Single Electronic Access Point SEE - South East Europe SEETO - South East Europe Transport Observatory SGKV - Studiengesellschaft für den Kombinierten Verkehr SIMTAG - Safe Intermodal Transport Across the Globe SITC - Standard International Trade Classification SW - Single Window SWOT - Strengths, Weaknesses, Opportunities and Threats TEN-T - Trans- European Transport Networks TEU -Twenty foot Equivalent Unit tkm - tone kilometer ToRs - Terms of References UIC - International Union of Railways UNECE - United Nations Economic Commission for Europe WB - Western Balkans 3

4 Table of Contents ABBREVIATIONS... 3 List of Tables... 7 List of Figures Objective and Purpose of the Report Background State of the Art in the SEE Region - Intermodality Dimension Legal and institutional framework for Intermodality in the Western Balkans Identification of Intermodal Industry Standards Current state - Description of Transhipment Points (Terminals, Freight Villages, Logistics Nodes, Customs Terminals, Cross Dockings, etc,) Promotion of the Geographical Scope of the Research Capitalization Plan - Existing Studies Description of Transhipment Points by Regional Participant Transport Demand Data Collection on Transport Demand Initial and Final Questionnaire Transport Demand for Container Transport - Results Economic Development and Foreign Trade of SEETO Regional Participants Containerisation Factors Intermodal Potential of SEETO Regional Participants Transport Supply Capacity Utilization of Intermodal Terminals in SEETO Regional Participants Capacity Utilization of Intermodal Terminals in Albania Capacity Utilization of Intermodal Terminals in Bosnia and Herzegovina Capacity Utilization of Intermodal Terminals in Kosovo* Capacity Utilization of Intermodal Terminals in The Former Yugoslav Republic of Macedonia Capacity Utilization of Intermodal Terminals in Montenegro Capacity Utilization of Intermodal Terminals in Serbia Roadmap on Intermodal Transport for SEETO Regional Participants

5 7.1. The Level of Development of Intermodal Transport in SEETO Region Identification of Bottlenecks and Improving Measures of Intermodal Transport in SEETO Regional Participants Preface Legislative, Regulatory and Administrative Bottlenecks Legislative, Regulatory and Administrative Measures for Improving Intermodal Transport Planning Documents for Development of Intermodal Transport Proposed Measures of Transport Policy for Development of Intermodal Transport Possible Incentives for Development of Intermodal Transport Organizational Bottlenecks Organizational Measures for Improving Intermodal Transport Organization of the Bodies Responsible for Transport Organization of Transport Planning and Performance (Logistics Aspect) Scientific and Professional Support and Promotion Technical and Technological Bottlenecks Measures of Technical and Technological Improvement of Intermodal Transport Means of Transport Reloading Equipment IT Equipment Bottlenecks of Monitoring and Data Collection in Intermodal Transport Measures for Monitoring System, IT Systems and Support Bottlenecks Caused by Inappropriate State of Transport Infrastructure The Measures for Improvement of Infrastructure for Intermodal Transport Investment Projects of Transport Infrastructure (Railways and IWW) Investments in intermodal terminals Bottlenecks Caused by Lack of Adequate Staff Personnel Educational Measures for Human Resources Disbalance of Transport Volume and Structure of Transport Achieving a Respectable Transport Volumes and Structure of Transport Assessment and Identification of the Main Intermodal Corridors in the SEETO Region SITC 1. IWW (Novi Sad Belgrade Samac) rail (Samac Sarajevo Ploce) maritime (Ploce overseas destinations); SITC 2. IWW (Novi Sad Belgrade Brcko) rail (Brcko Tuzla Doboj Banja Luka);

6 SITC 3. Rail/IWW/Road (Hungarian border Novi Sad Belgrade) Road/Rail (Belgrade Nis Skopje Greek border); SITC 4. Rail/IWW/Road (Hungarian border Novi Sad Belgrade) (1 Road/Rail (Belgrade Podgorica Bar) maritime (Bar overseas destinations); 2 Road/Rail (Belgrade Podgorica Durres) maritime (Durres overseas destinations)); SITC 5. Rail/IWW/Road (Hungarian border Novi Sad Belgrade) Road (Belgrade Nis Pristina Durres) maritime (Durres overseas destinations); SITC 6. Rail/Road (Durres Tirana Skopje Bulgarian border); SITC 7. (1 Road/Rail (Bar Podgorica) road (Podgorica Pristina Nis); 2 road (Durres Pristina Nis)) road/rail (Nis Bulgarian border) GAP Assessment Analysis of the Main Logistics Corridors of the SEETO Network Strengths, Weaknesses, Opportunities and Threats (SWOT) Analysis of the Intermodal Transport System Identification of Potential Efficiency-Enhancing Measures Pilot Actions Conclusions Annexes Annex 1 - Legal Framework by Partner Participant Annex 2 - Definitions Annex 3 - Capitalization Plan - Existing Studies Intermodal National Studies Intermodal International Studies Regional Transport Studies National Transport Studies Annex 4 - Description of Transhipment Points by Regional Participant Albania The Port of Durres The Port of Vlore The Port of Vlore 1 (Petrolifera Italo Albanese-PIA) Bosnia and Herzegovina The Port of Ploce (Croatia) The Port Of Brcko Inland Multimodal Facilities in Bosnia and Herzegovina

7 Kosovo* The Former Yugoslav Republic of Macedonia Montenegro The Port of Bar Serbia Port Danube Bogojevo The Port of Backa Palanka The Port of Krajina Prahovo The Port of Smederevo The HIP Azotara Port of Pancevo RTC Port Leget, Sremska Mitrovica The Port of Senta The Port of Novi Sad The Port of Belgrade Port Napredak AD, Apatin Port Zorka Sabac Port CFDT, Beocin Port Danube Pancevo Cargo transport centre Sabac Free Zone Pirot Cargo Transport Centre Vrsac Logistics centre Belgrade Railway station Subotica Railway Station Novi Sad-Shunting Station Railway station Red Cross Nis Railway Station Radinac (Smederevo) Railway Station Uzice Railway Station Kragujevac Literature List of Tables Table 1 Controllable and uncontrollable factors at the container terminals Table 2 Proposed Initial List of SEETO Terminals to be Observed Table 3 Foreign Trade of Albania (tonnes)

8 Table 4 Foreign Trade of The Former Yugoslav Republic of Macedonia (tonnes) Table 5 Foreign Trade of Kosovo * (tonnes) Table 6 Foreign Trade of Montenegro (tonnes) Table 7 Foreign Trade of Serbia (tonnes) Table 8 Export and Import Of Selected SEETO Regional Participants in 2013 (tonnes) Table 9 Total throughput of selected ports nearby SEETO region Table 10 Containerisation Factors Table 11 Potential of intermodal transport of Albania (TEUs) Table 12 Potential of Intermodal Transport of The Former Yugoslav Republic of Macedonia (TEUs) Table 13 Potential of Intermodal Transport of Montenegro (TEUs) Table 14 Potential of Intermodal Transport of Serbia (TEUs) Table 15 Multimodal facilities and intermodal terminals in SEETO regional participants Table 16 Capacities and realised TEU traffic in multimodal facilities in SEETO regional participants Table 17 Classification of intermodal terminals in SEETO regional participants Table 18 Identification of the most important players in the intermodal transport service in the existing situation in the SEETO region Table 19 Realised container traffic, European Top Ports, (x1000 TEU/year) Table 20 The potential infrastructure railway projects important for intermodal transport Table 21 The proposal of the main intermodal terminals (hubs) in the SEETO region Table 22 Relation between waterway class and container capacity of vessels Table 23 Albania - SWOT analysis Table 24 Bosnia and Herzegovina - SWOT analysis Table 25 Kosovo* - SWOT analysis Table 26 The Former Yugoslav Republic of Macedonia - SWOT analysis Table 27 Montenegro - SWOT analysis Table 28 Serbia - SWOT analysis Table 29 Potential efficiency - enhancing measures Table 30 Studies of Relevance for the Western Balkan Intermodal Study Table 31 Lengths of 11 quays Table 32 Features of Cranes List of Figures Figure 1 Potential areas for performance measures in intermodal transport research Figure 2 Notable logistics and industrial investment transactions (2013) Figure 3 Real GDP Growth Rates (%) in the SEETO Regional Participants Figure 4 Roadmap on intermodal transport for SEETO regional participants Figure 5 Realised container traffic in sea ports of SEETO region Figure 6 The current main intermodal chains in SEETO region Figure 7 Position of the Port of Ploce, Port of Bar and Port of Durres within European container port system Figure 8 Legislative, regulatory and administrative measures Figure 9 Organizational measures

9 Figure 10 Technical and technological measures Figure 11 Measures for monitoring system, IT systems and support Figure 12 Infrastructure measures for intermodal transport Figure 13 The proposal of the main intermodal terminals (hubs) in the SEETO region Figure 14 Relationship between vessel sizes, annual transport volumes and transport frequencies (75% loading degree = minimum; 100% loading degree =maximum) Figure 15 the Port of Durres Figure 16 the Port of Vlore Figure 17 the Port of Vlore 1-PIA Figure 18 Service lines from-to and transport connections of the Port of Vlore 1-PIA Figure 19 the Port of Ploce Figure 20 Feeder lines from-to of the Port of Ploce Figure 21 the Port of Brcko Figure 22 Port of Bar Figure 23 the Port of Bogojevo Figure 24 the Port of Backa Palanka Figure 25 the Port of Krajina Prahovo Figure 26 Port Feranex AG d.o.o Figure 27 New Port Figure 28 Old Port Figure 29 Port Tommy Trade Ltd Figure 30 HIP Azotara Port of Pancevo Figure 31 RTC Port Leget, Sremska Mitrovica Figure 32 the Port of Senta Figure 33 the Port of Novi Sad Figure 34 the Port of Belgrade Figure 35 Port Napredak AD, Apatin Figure 36 Port Zorka Sabac Figure 37 Port CFDT, Beocin Figure 38 Port Danube Pancevo Figure 39 CTC Sabac Figure 40 Free Zone Pirot

10 1. Objective and Purpose of the Report In the framework of further developing an efficient TEN-T Comprehensive Network to the Western Balkans and strengthening integration and complementarity among the modes of transportation and transport logistic chains in the SEE, Regional Cooperation Council (RCC) Secretariat decided to tender a project for the assistance in the implementation of the project SEE 2020 Jobs and Prosperity in European Perspective, in the area of transport under the Sustainable Growth pillar of the Strategy. City Net Scientific Research Center Ltd. was awarded the contract for the services. On the basis of such request we hereby submit the Final Report for the performance of services under the assignment "Western Balkan Intermodal Study", as described in the ToR - report on current state (proposed after 12 months). This report outlines first draft of the study which includes: summary of the review of existing studies and stock taking, market analysis, assessment of existing intermodal standards, analysis of legal and institutional framework, review of terminals, transport demand and supply, assessment of the main logistic corridors, gap assessment analysis of the main logistic corridors of the SEETO network, SWOT analysis as well as identification of potential efficiency-enhancing measures, etc. The overall objective of the current project is to contribute to the long-term sustainable development of the logistics infrastructure and multimodal transport in SEE. This should be reached through the integration of all transport sectors, thus increasing the possibility to ensure: cargo mobility, more efficient application of the means of transport, the quality of logistics and related services; and improving the attractiveness and competitiveness of the whole region, making a better use of national and regional resources and reducing cargo carriage costs as well as environmental impact of heavy duty vehicles. The specific objectives of the current project include: Understanding market requirements: Assessment of the major international trade lanes for target markets (continental and maritime/container hinterland). Understanding why the transport of the target goods is dominantly mode-shared by the road transport thus highlighting the challenges for implementing competitive intermodal services. Revealing the fundamental service requirements of forwarders - and shippers towards intermodal services for each target market particularly as concerns transit time, earliest cut-off time, latest time of delivery, rate of punctuality and tolerances, consistency, cost, and, eventually, accompanying logistical services. Identification of the type of intermodal equipment (loading units) employed (semi-trailers, 45 units, swap bodies, reefers, and containers). The results of the preparatory work related to the study are summarized in a roadmap on intermodal transport for each of the respective SEETO Regional Participants, that shall contain the current status and future prospects of intermodal transport in that regional participant and any regulative, financial or operational measure required to improve the situation. It also identifies relevant actors and time horizons for the realization of the intermodal strategy. In such way, the study will promote the participative approach and will ensure the ownership of the process among the SEE parties. Assessment of the main logistic corridors: Based on the information on transport flows and existing capacities, the location of the major hubs, logistic centres and points of transhipments on the SEETO Comprehensive Network are identified. They, among other things, promote seamless transport, regional 10

11 integration, increased mobility and sustainable development. Among the criteria which were used here are transport volumes, transport infrastructure, main cargo types, multimodality, transport modes, length per mode, transport times, average length of transport chains, major problems/bottlenecks, effects on environment, human habitat, etc. Corridors were assessed so as to achieve an adequate geographical and modal balance. Carrying out gap assessment analysis which included a high-level review and analysis of the physical and non-physical bottlenecks/barriers including missing services on the assessed logistic corridors. Carrying out SWOT analysis which included identifying and assessing strengths for growth, main impediments to the efficient performance of the intermodal transport network of the SEE region, related opportunities and threats. Identifying efficiency-enhancing interventions using a preliminary economic analysis: Identification of the short-term measures to recover the intermodal transport chains with the existing capacities; Proposal for the pilot actions which will have domino catalytic effects on other industries; Identification of long-term measures and recommendations for strategic development of intermodality in SEE region. Based on the provided research which is presented in 14 chapters, including annexes, the presented study should encourage development of intermodality in the Western Balkan regional participants until

12 2. Background 2.1. State of the Art in the SEE Region - Intermodality Dimension By 2020, the European intermodal transport system, featuring also Multimodal and Combined Transport, is envisaged as accounting for 40% of the movement of goods, as the transport of freight, even bulk, will become increasingly unitized. Intermodal transport will be an industry with its own identity, its own strategy, and its own voice 1. However, in the SEE Region, the development of the intermodality is still at the very early stage. Transportation infrastructure is poor, underinvested, fragmented, and varies in terms of quality. From year 2004 till now the dominant investment orientation was represented mostly in road infrastructure projects (around 75% of total investments). Lack of modern intermodal and logistic infrastructure and legal background harmonized with EU standards directly affects the development of trade and international transport (import, export and transit) in the region. In order to attract inter-regional and international transport flows, it is of the utmost importance to promote regional cooperation in removing existing barriers and bottlenecks in intermodal logistic chains, and thus improve regional connectivity. In order to ensure sustainability of transport in the region, the focus should be redirected to environmentally friendly modes of transport, railways and inland waterways. To date, there has been no such comprehensive regional study focused on intermodal transport, nor have there been systematic update and analysis of the collected data, information and projections necessary for infrastructure planning and programming and consequently, for decisionmaking on the future infrastructure investments. Considering changes in regional transport flow patterns and the EU accession perspective, as well as changes in regional economic conditions, it is necessary to update the data and information on the logistic flows of the SEETO Comprehensive Network, both revising and validating more efficient transport chains. The need to enhance intermodal operations in the SEE is widely recognized as essential in order to encourage economic development and job creation. The favourable transit position of the region and well developed SEETO Network offer great potential for the development of intermodal transport, both internally, among the regional participants, and internationally. The main problems that the development of the intermodal transport in SEE region is facing refer to the following issues: Institutional issues such as weak institutions, inadequate organization, non-existence of relevant associations, limited strategic foresight. Planning process - insufficient support to the comprehensive and wide-ranging planning process in the logistic transport chains. Operational issues, which comprises weak coordination and cooperation among stakeholders in the transport chain, as well as a lack of policy initiatives by governments for intermodal transport organization. Lack of infrastructure facilities - inadequate and weakly developed suitable infrastructure or superstructure, old mechanization and equipment. Economic constrains lack of the concentration of considerable transport volumes at a reduced number of terminals to enhance intermodality in the region. Tariff policy issues, which do not stimulate the use of intermodal transport. Awareness issues - underdeveloped awareness of the benefits which an intermodal transport system provides and inadequate marketing of the benefits. 1 Strategic Intermodal Research Agenda 2020 SIRA, 2005, European Intermodal Research Advisory Council 12

13 Policy questionnaires and check-lists - to enable SEETO to better track the progress of the national transport reforms, to ensure greater visibility in front of the EC and international stakeholders and to assess the capacities and needs for future assistance in the field of intermodal transport. Support to intermodal transport terminals (location equipped for the transhipment and storage of intermodal transport units-itu-s) is a precondition for the development of modern transport and logistics centres. However, in short term period priority should be given to further reforms in transport sector with a special focus on horizontal (soft) measures that complement the development of infrastructure and increase the quality of transport services. Local public or private companies do not recognize the advantages of intermodal and container transport due to the failure of regional state policies. Inter-modal stimulation measures are well known in many EU countries - such stimulation measures provide subsidy to operators, stimulating fiscal and economy policies, tariff policy, simplifying border procedures (time, technicalities and costs), open access to the terminals etc. 13

14 3. Legal and institutional framework for Intermodality in the Western Balkans The requirements for the operation of more efficient and more environmentally friendly transport systems - which would be able to link modal infrastructure and related services on one side, and the nodes of the national and European economy on the other should be strengthened. In such a context, intermodal freight transport has been identified as a priority for support by the European Commission. Regarding legal and institutional framework to intermodal transport it could be highlighted that: national/regional and European regulation is focused on protecting competition in the common market rather than facilitating the intermodal transport development; the existing regulation in transport sector is formulated and applied separately for air, maritime, rail and inland waterways rather than intermodal (particularly within the antitrust regulation); intermodal arrangements must have separate approvals from each of the affected regulators which is perceived as a constraint by carriers, shippers and providers. The specific regulations to the intermodal transport in SEETO Regional Participants and wider (for the whole region) are requirements to attain the performance and the development of this service. The regulation is not the only requirement to increase the performance of intermodal transport but the regulation must be part of a set of measures and polices in order to boost the intermodal transport activity. The White Paper on EU Transport Policy for 2010, which proposes specific measures to be taken at Community level under transport policy, recognizes a growing imbalance between modes of transport in the European Union. This persisting situation is leading to an uneven distribution of traffic, generating increasing congestion, particularly on the main trans-european corridors and in towns and cities. To solve this problem, two priority objectives need to be attained: regulated competition between modes; a link-up of modes for successful intermodality. EU emphasizes that a strategically important place should be reserved for the development of integral transport as a more efficient way of delivering goods to the biggest EU centres. The REBIS study (Regional Balkans Infrastructure Study (REBIS, Final Report 2003), funded by EU Commission/EAR, CARDS Programme 2000, and focusing on the development of a multi-modal Core Transport for the Balkan region) recommends creating the initial conditions for an efficient development of combined transport in the Balkans, which include, in the short term, improving the knowledge of the market and the creation of a new, adequate and a more efficient regulatory, organizational and institutional framework. In the mid- and long-term, the strategy for the Western Balkan transport system should enable the realisation of at least three strategic goals: 1) Faster development and rising to a higher technical, technological and organisational level of the whole transport system, which creates preconditions for more efficient and rational meeting of transport needs as well as reaching European standards: Future integration of intermodal terminal planning into national, regional or cross-border transport and land-use planning should consider three examples of the best EU practice: In the framework of multi-annual programs on land use, combined transport terminals are included and by involving local public actors in the proposed investments (France); 14

15 Support to the Transport Dimension of the SEE 2020 Strategy Planning and determination of the locations for combined transport terminals is undertaken by its operators, taking into account different regulations in various regions, particularly in terms of construction and planning requirements, as well as of local conditions (Germany); Regional authorities are responsible for establishing logistical activity zones. However, a coordinated plan of logistical hubs has been developed over the past few years at the national level that has led to an improvement in the current infrastructures and the introduction of railroads in ports. Also, motorways of the sea routes have been developed and new short sea shipping transport routes have been opened, allowing road transport to be loaded regardless of whether it is accompanied or not (Spain). Taking administrative measures to improve terminal operations and facilities should be based on terminal ownership for certain SEETO Regional Participant. European practice could be understood on the example of Czech Republic: regarding the private ownership of all terminals, it is dependent solely on the owners (operators) of terminals. Moreover, decision makers for each Regional Participant should consider the example of France where the infrastructure manager is currently in the process of establishing an operator to improve and optimize the operation of terminals. Financial support for investments (installations, rolling stock, systems, etc.) is highly important for SEETO Regional Participants. An example of the best European practice has been foreseen on the model of Switzerland. Under the Ordinance on promotion of rail freight transport, the Swiss Government can award non-reimbursable investments or loans for: - construction, procurement, renovation or extension of structures, installations and equipment for transhipment between modes of transport; - development of rail installations for combined transport; - procurement of rail wagons for combined transport; - other investments that facilitate and promote combined transport. Contributions for investment are given only if the applicants also invest some of their own resources. According to legislation, which only provides for financial support for projects, the Swiss Government does not plan terminals. The applicants (owners or terminal operators) receive, if their project has been deemed worthy, a starting financial contribution, provided that each of them puts forward at least 20% of their own funding. The incentive contribution from the Swiss Government depends on the project interest from the transport policy point of view, its profitability and its evaluation by a cost-utility analysis. The available contribution is SwF 40 million a year, according to the multiannual programme for Under certain conditions, financial support could also be provided for the construction of terminals outside Switzerland, particularly if it contributes to an increase in the share of rail traffic through Switzerland. Under the legislation regulating the connection of rail sidings, private companies may benefit from non-recoverable grants for construction of branch lines directly serving their sites. These funds amount to around SwF 20 million per year. Furthermore in Austria, The "innovation programme for combined freight transport", contains substantial financial measures for the promotion of combined transport in Austria. It supports investments in installations, systems and mobile equipment necessary for the transport or handling of goods in combined transport. 2) Establishment of such a structure of transport system and a transport services market that correspond to the valorisation of competitive advantages of all transport modes on certain routes: Establishing fair competition between modes should be based on the best practice of Germany which promotes fair competition, for example, through public (macro) policy measures and financial support of combined transport. The (financial) support provided for combined transport terminals allows for optimal transhipment operations between transport modes. There are different strategies for developing cheaper and more efficient 15

16 Support to the Transport Dimension of the SEE 2020 Strategy interfaces between modes of transport, like in Romania where operators directly take steps for cheaper and more efficient interfaces between modes of transport; Financial support for operations (specific, initial operations, etc.) - various EU countries do not provide any financial support for operation nor they provide start-up aids for new lines. Some developed countries (Austria, Germany, France, Belgium) provide financial support for combined transport of freight. For Western Balkan regional participants more efficient are fiscal support measures to be implemented. This incentive tools are exemptions from Customs duties and fund levies, investment allowances and value added tax (VAT) exemptions for imported and locally purchased machinery and equipment (as it is implemented in Turkey). Good example is exemption from restrictions and traffic bans provided in Poland where exemptions for vehicles used in combined transport are applicable for traffic bans on Sundays and national holidays and during holiday periods; Transport operations improvements could be achieved by liberalized access to the rail networks (Austria, Belgium, Bulgaria, Czech Republic, France, Germany, Lithuania, Poland, Romania, Slovakia, Slovenia, Spain, Switzerland, Turkey, Ukraine) and inland water transport (liberalized access to inland water transport according to the EU aquis communautaire and the Belgrade Convention (Austria, Bulgaria, Slovakia)). 3) Further integration of domestic into international transport tendencies, according to the existing harmonised corridors at the EU level. Therefore, development of intermodal transport terminals is a precondition for the development of modern transport and distribution technologies within the SEETO region: Importance of intermodal transport in national transport policy is considered to be of central importance for the most economies in the SEE region and wider. The Western Balkan regional participants could follow the example of many developed countries (Germany, Austria, France, Spain, etc.), but due to the level of intermodal services maybe the most appropriate example is Poland. It defines development of combined transport as one of the main priorities in transport policy. In accordance with the EU accession negotiations, the common rules for certain types of combined transport (Directive 106/92) should be implemented in the future. In such cases, the legal conditions of combined transport s performance are comparable with the EU standards. New regulations would create possibilities for using Public-Private-Partnerships (PPP) for financing combined and intermodal transport infrastructure; Taking measures to improve national and international policy coordination (environment, land use, transport) is based on constant activities provided between different working groups, experts, civil servants, etc., in the field of transport, environment and trade that include planning measures related to environment, land use planning and combined transport (Germany, Austria, Belgium, Slovenia, etc.). This set of measures could be performed within SEETO regular activities in the future; Regulatory support measures considering liberalization of initial and terminal hauls for SEETO Regional Participants should be open for the private interest in the construction of terminals. It guarantee the development of a modern terminal network, regardless of the ownership of the terminals, since this is a precondition for better haulages and more developed intermodal system, as well (Bulgaria). Furthermore, privatization of some public terminals (harbours) should be considered (Turkey). There is a lack of specific regulations referring to intermodal transport which address development of terminals and services in Western Balkan regional participants. Moreover, intermodal transport is a consequence of the needs regarding market demand, fastening traffic flows and goods manipulating process, etc. All this produced variety of standards (for pallets, containers, etc.) rather than regulations, which are dedicated to the requirements and specificities of certain 16

17 transport mode aiming to adjust to existing and projected trade flows. SEETO Partner Participants record insufficient trade flows able to generate intermodal transport, thus this type of services are cost efficient with high freight flows and goods manipulating processes. Moreover, this is typical type of transport service for countries with higher standard, export import, GDP and similar economical parameters. In most countries intermodal transport is considered a local issue, which implies that local authorities are responsible for the majority of the regulations in this area. To minimize the negative impacts of freight transport, local authorities try to control goods transport operations by using different regulations adjusted by different transport mode rather than uniform regulations for intermodal transport. Even more, many local authorities do not have an extensive freight transport policy which is also the case in Western Balkan regional participants. In Europe, intermodal transport has an important role in the transport system, because Europe has realized long time ago the fact that the marine, rail, road and inland waterway transport should act as a unique system on the market, and not to be a competition to each other. Sea ports are the main generators of cargo flows and intermodal transport, with the Netherlands, Germany, Belgium, France, Spain and Italy being most developed ones. The great advantage of the northern European ports is a good rail connection with the interior and developed traffic on inland waterways. In this way, large amounts of cargo can be transported to the end user, with low transportation costs, while there is no congestion on the roads. Therefore, intermodal transport is promoted through policies that are addressed at all political levels. The policy maker s role in intermodal transport policies is to assure an environment for a smooth functioning market, maintain a complete and interoperable multimodal transport network and promote its optimized use to minimize environmental externalities. Intermodal transport policy in Europe is based on a co-modal approach, the efficient use of different modes on their own and in combination, to achieve a high level of both mobility and environmental protection. Various transport policies aim to initiate a modal shift of freight from unimodal road transport to modes that are environmentally more efficient. In 2007, the European Commission (EC) announced a European freight transport action plan. One of the concepts introduced is that of green transport corridors. Green transport corridors include shortsea shipping, rail, inland waterways and road transport combinations to enable environmentally friendly transport solutions for the European industry. An existing legal framework for each SEETO Partner Participant is presented in Annex Identification of Intermodal Industry Standards To utilise containerisation potential, SEETO regional participants need to increase the market share of intermodal transport. Such challenges require development of efficient network of intermodal terminals and easy access to intermodal services. Therefore, reliability and efficiency of intermodal systems and corresponding planning processes are gaining importance. Posset et al., 2010, define the following physical factors as the primary influences on the performance of intermodal terminals: geographical position of the terminal within the transport network (connectivity to rail, road and inland waterways); size and length of the rail handling tracks; and number and capabilities of the handling equipment (cranes and stackers). Similar elaborations of multimodal capacities for the SEETO region and its links to the existing corridors are given in the Annex 3. In addition, successful implementation of intermodality concepts needs definition of clear standards intended to help actors in intermodal transport chains to measure the performance and quality of its systems, to understand their strengths and 17

18 weaknesses and to contribute to the cost reduction in the chains. In other words, they should enable management of the most critical success factors of an intermodal operator. However, different authors claim that such standards or factors or indicators have not generally been agreed on European level (Stölzle et al. 2008). Development of an intermodal terminal network should take into account existing standards or indicators for performance measurement and mutual comparison of terminals. SEETO regional participants belong to the group of developing economies, making them particularly suitable for application of these methodologies. However, such comparisons should not be the aim for themselves. They are intended to indicate why the terminal is performing the way it is. Terminal decision makers should define the targets, which the terminal is aiming to achieve, based on their own evaluations. It will provide comprehensive insights into the factors of primary importance for the achieved performance levels; the aspects of performance which should be improved further and identify future development trends of the terminal. The performance measurements are aimed to indicate how certain terminal operations affect the results. Therefore, these measurements should be performed in a standardized and widely accepted way. Posset et al., 2010, identify the flowing benefits coming from the application of harmonized and standardized measurements in intermodal transport: comparability of performance between all transport modes; standardized method for data collection and editing; common basis of comparable data on performance; more transparency in reporting on performance; increased quality and attractiveness of intermodal transport; timely feedback for users that ensures action on time. The same authors (Posset et al., 2010) have identified the potential areas for performance measures in intermodal transport research. These areas are assigned to one or more of the main components of the intermodal transport system. The main components include road transport, rail transport, inland navigation and intermodal terminals. Our particular focus is on terminal performance measures and we can see from Figure 1, corresponding 14 different categories. 18

19 Figure 1 Potential areas for performance measures in intermodal transport research In addition, Bichou, 2013 argues that any reliable performance measurement study should incorporate factors controllability issues. Therefore, there is a need to differentiate between controllable and uncontrollable factors at the container terminals (Table 1) i.e. improvement of efficiency and effectiveness may be or is not within the control of the terminal operator. The authors claim that only controllable factors should be included in the benchmarking analysis, while the extent to which uncontrollable factors influence port efficiency should also be considered. Table 1 Controllable and uncontrollable factors at the container terminals Controllable factors Service and waiting time Dedicated/priority berthing arrangements Capacity development and expansion Terminal layout and configuration Terminal procedures Working hours, shift/labour arrangements Terminal and handling charges Type, size and maintenance of equipment Routing and stacking of containers Equipment allocation and deployment Berth and yard management systems ICT and TOS modules Reliability and level of customer service Uncontrollable factors Tidal and weather restrictions Other physical and technical constraints Trade pattern, traffic type and mix Container status, type, and dimensions Vessel size and type Pattern/frequency of shipping service Arrival pattern of ships, trucks and trains Stowage and by-plan Landside and intermodal connections Customs and trade related procedures Healthy and safety requirements Other regulatory requirements 19

20 It is well-known from the literature that it is not possible to identify one single holistic benchmark which would be applicable to the whole container terminal or to any port. Analysis of the terminal s performance can only be made after handling, processing and elaborating all values assigned to any of the terminal performance factors. It will enable identification of the terminal s strengths and weaknesses. These weaknesses can be tackled and improved by analyzing how and what the other terminals, with higher benchmark scores, are doing in a different way. So, this process is very helpful in identifying how utilization of existing equipment may be improved before making and realizing a decision to invest in new equipment and infrastructure at the terminal. Benchmarks for the intermodal terminals in the SEETO regional participants should be set against a range of terminals in the nearby as well as competing regions and economies. Higher level benchmarks would encompass wider geographical areas and more developed intermodal terminals. Thus set benchmarks would also constitute objectives the terminals should aspire to in their development phases. However, in any stage, local conditions and characteristics of the terminals, such as size, connections with main corridors, available equipment, should always be taken into account. Rankine, 2003 differentiates between vessel 2, yard 3, gate 4 and equipment 5 measurement for the container terminal productivity benchmarks. Among them, there are four types of more commonly used benchmarks: workforce productivity (TEU/employee/year) may indicate a need for implementation of better training, review of working practices and optimisation of staff utilisation; crane productivity (TEU/crane/hour) indicates the efficiency of systems operating around the crane rather than the crane itself; berth productivity (TEU/m of berth length); yard productivity (TEU/hectare of yard) may be used for assessment of competitor terminal yard productivity levels as well as needs for improvements of yard operations or investments in expensive additional land for stacking areas. In addition, less commonly used benchmarks may include (Rankine, 2003): Yard Equipment Productivity (TEU/Unit/hour); Vessel Turnaround (hours) may indicate needs for simultaneous bunkering or reprovisioning and unloading activities; Berth Occupancy (% age) important for avoiding vessel waiting time delays; Dwell time in Yard (days) point out the efficiency of clearance procedures, needs for different policies on daily storage charges as well as needs for capital expenditure for additional equipment, area increase, improvement to pavements, etc; Vehicle turnaround time within the terminal (minutes) measure of the efficiency of the gatehouse and the yard procedures; Loss or damage (per 1000TEU) indicate whether or not the container handling is complying with International Standards and/or whether insufficient resources are being applied to the security of containers within the terminal and those being released from the terminal. 2 Vessel measurements: number of lifts per crane operating hour; average delay per vessel departure; number of lifts per vessel hour; number of lifts per quay laborer hour; 3 Yard measurements: average truck cycle time; no. lifts per yard crane operating hour; net container lifts per gross container lifts; TEUs stored per hectare of terminal; mean storage dwell time; mean stack height; number of lifts per yard laborer hour; 4 Gate measurements: entry gate delay per arriving truck; exit gate delay per departing truck; trucks per gate per operating hour; trucks per gate laborer hour; 5 Equipment measurements: equipment availability available/required; mean time between failures; mean time to repair per failure. 20

21 All these industry standards usually do not exist, as data for relevant intermodal terminals may not be available. It particularly relates to the terminals in developing regions like SEETO with a vast space for further improvements of intermodal services. However, lack of availability of all required data should not prevent researchers from trying to conduct the benchmarking exercise by using information that can be found from the terminals and other sources. Determination of this data is intended to enable comparison of accepted industry norms and existing best practice in other intermodal terminals of similar size or even slightly larger. Any identified underperformance at the terminal needs to be linked with definition of what measures have been implemented at the best practice terminals (Rankine, 2003). Application of these measures at the elaborated terminal should be considered and analysed. It will clearly indicate the growth potential of certain systems within the terminal. Obviously, all these analyses may efficiently be used in the planning processes at intermodal terminals both in case of expansion or development of intermodal terminal. Development of intermodal terminals is of particular importance for SEETO regional participants where identified intermodal potential in chapter 3.4 clearly indicate the need for establishing and building a network of intermodal terminals. 21

22 4. Current state - Description of Transhipment Points (Terminals, Freight Villages, Logistics Nodes, Customs Terminals, Cross Dockings, etc,) 4.1. Promotion of the Geographical Scope of the Research The European economy emerged from recession in 2013, and consensus forecasts suggest that the Eurozone GDP will grow slowly by just over 1% per year in later years. The recovery has been largely led by the manufacturing sector, as European exporters have benefited from increased demand of faster-growing economies such as the US. However, more modest improvements have been seen in the service sector, which is also an important driver of logistics market demand. Within the SEETO region it is expected that the logistic market will continue to rise much slower than in the countries of the Eurozone. Nevertheless, future market development, better logistic chains connectivity with the developing countries and improved trade schemes would bring significant improvements in this field. Following figure describes this gap within the region. Source: Knight Frank/Real Capital Analytics, 2014 Figure 2 Notable logistics and industrial investment transactions (2013) 22

23 4.2. Capitalization Plan - Existing Studies Capitalization plan is based on variety of studies provided in the SEE regional participants. All relevant studies are divided into four categories: intermodal national studies, intermodal international studies, regional transport studies and national transport studies (Annex 3). Based on the collected data, the list of potential terminals and/or cargo logistic centres by partner and and connectivity (corridors Vc, VIII, X, Danube river, Sava river and Routes 2, 4, 7 9A, 10) was identified identified as it is shown in the Table 2 below. The following list of proposed terminals is based on the following principles: covering existing corridors regarding road, railways, airports and ports (at least two of them); balanced approach according to proposed number of terminals by regional participant; taking into account existing infrastructure as well as planned one, which is identified in national/regional intermodal/transport studies, etc.; the list could be reduced in the final report, but it seems that it is better to analyze wider region in the first steps; the final list will be based on intermodal standards, current and future potential of the certain terminal, number of terminals per regional participant or WB region, terminal closeness (catching area) and other relevant parameters. Table 2 Proposed Initial List of SEETO Terminals to be Observed Terminal name Regional participants Corridor Route Type (bimodal, multimodal) Identified in the study (Y/N) Existing (E) Planned (P) e Seaport Vlora Albania VIII Route 2 road-rail-sea port y Seaport Durres Albania VIII road-sea port y e Tirana Albania VIII road-rail n - Shengjin Albania Route 2 seaport-railroad y p Port of Bosnia and Vc - rail-road-port y e Ploce/Doljani Herzegovina/Croatia Mostar Bosnia and Vc - road-rail y e Herzegovina Sarajevo Bosnia and Vc - road-rail y e Herzegovina Zenica Bosnia and Vc - road-rail y p Herzegovina Bosanski Bosnia and Vc/Sava river - road-rail-river y p Samac Herzegovina port Tuzla Bosnia and Vc Route 9A road-rail y e Herzegovina Brcko Bosnia and Route road-rail-river y e Herzegovina 9A/Sava port River Banjaluka Bosnia and - Route 9A road-rail y p Herzegovina Doboj Bosnia and - Route 9A road-rail y p 23

24 Terminal name Support to the Transport Dimension of the SEE 2020 Strategy Regional participants Corridor Route Type (bimodal, multimodal) Identified in the study (Y/N) Existing (E) Planned (P) Herzegovina Kosovska Kosovo* 6, Route 10 road-rail n - Mitrovica Pristina/Miradi Kosovo* Road Route 7 and rail Route 10 road-rail y e Kicevo The Former VIII road-rail n - Yugoslav Republic of Macedonia Skopje The Former VIII/X Route 10 road-rail y e Yugoslav Republic of Macedonia Kumanovo The Former VIII/X road-rail n - Yugoslav Republic of Macedonia Gevgelija The Former X road-rail n - Yugoslav Republic of Macedonia Seaport Bar Montenegro Route 4 road-railseaport y e Podgorica Montenegro Route road-rail n - 4/Route 2 Bijelo Polje Montenegro Route 4 road-rail n - Nis Serbia Xc road-rail y e Pirot Serbia Xc road-rail n - Krusevac Serbia X road-rail y p Kragujevac Serbia X road-rail y p Smederevo Serbia X/Danube road-rail-river y p river port Belgrade- Serbia X/Danube Route 4 road-rail-river y e Batajnica river port Novi Sad Serbia Xb/Danube road-rail-river y e river port Subotica Serbia Xb road-rail y e Apatin Serbia Danube road-rail-river y e River port Port of Serbia Route 4 road-rail-river y e Pancevo port Prahovo Serbia road-rail-river y p port Port of Sabac Serbia Other routes road-rail-river y e Kraljevo Serbia Road Route 5 and Rail Route 10 port road-rail n - Vrsac Serbia Route 4 road-rail y p Uzice Serbia Route 4 road-rail y p 4.3. Description of Transhipment Points by Regional Participant In the existing situation within the SEETO region, operation of multimodal transport, activities and services has been determined for a total of 45 multimodal points (Annex 4), as follows: 6 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 24

25 in Albania: Support to the Transport Dimension of the SEE 2020 Strategy Port of Durres (bimodal point: road-corridor VIII, sea-adriatic Sea); Port of Vlore (trimodal point: road-corridor VIII, rail-corridor VIII, sea-adriatic Sea); Port of Vlore 1 (Petrolifera Italo Albanese-PIA) (trimodal point: road-corridor VIII, rail- Corridor VIII, sea-adriatic Sea); in Bosnia and Herzegovina: Port of Ploce (trimodal point: road-corridor Vc, rail-corridor Vc, sea-adriatic Sea); Port of Brcko (trimodal point: road-near Corridor X, rail-route 9a, river-sava River); Railway station Alipasin Most (Sarajevo) (bimodal point: road-corridor Vc, rail-corridor Vc); Logistic centre 1 (Sarajevo) (bimodal point: road-corridor Vc, rail-corridor Vc); Logistic centre 2 (Sarajevo) (bimodal point: road-corridor Vc, rail-corridor Vc); Railway station Banja Luka (bimodal point: road-route 2a, rail-route 2a); Railway station Tuzla (bimodal point: road-corridor Vc, rail-route 2a); Railway station Zenica (bimodal point: road-corridor Vc, rail-corridor Vc); Railway station Mostar (bimodal point: road-corridor Vc, rail-corridor Vc); Railway station Doboj (bimodal point: road-corridor Vc, rail-corridor Vc); Travnik, Mostar, Tuzla, Zenica (terminals for customs bimodal points-see above); in Kosovo* 7 : Railway station Donje Dobrevo (Miradi) bimodal point: road-route 7, rail-route 10); in The Former Yugoslav Republic of Macedonia: Tovarna, (container terminal) (bimodal point: near Skopje, road-corridor VIII, rail-corridor VIII); Trubarevo, (railway facilities) (potential bimodal point: near Skopje, road-corridor VIII, rail- Corridor VIII); Jurumleri, (railway facilities) (potential bimodal point: near Skopje, road-corridor VIII, rail- Corridor VIII); Bunardzik (railway facilities) (potential bimodal point: near Skopje, road-corridor VIII, rail- Corridor VIII); Kicevo (railway facilities) (potential bimodal point: near Skopje, road-corridor VIII, rail- Corridor VIII); in Montenegro: Port of Bar (trimodal point: road-route IV, rail- Route IV, sea-adriatic Sea); in Serbia: Port Danube Bogojevo (trimodal point: road-near Corridor X, rail-near Corridor X, river- Danube River); Port of Backa Palanka (trimodal point: road-near Corridor X, rail-near Corridor X, river- Danube River); 7 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 25

26 Port of Krajina Prahovo (trimodal point: road- near Route 6, other routes, river-danube River); Port of Smederevo (trimodal point: road-corridor X, rail-corridor X, river-danube River); HIP Azotara Port of Pancevo (trimodal point: road-route 4, rail-route 4, river-danube river); Port of Leget, Sremska Mitrovica (trimodal point: road-corridor X, rail-corridor X, river- Danube River); Port of Senta (trimodal point: road-other routes, rail-other routes, river-tisza River); Port of Novi Sad (trimodal point: road-corridor Xb, rail-corridor Xb, river-danube River); Port of Belgrade (trimodal point: road-corridor X, rail-corridor X, river-danube River); Port Napredak AD, Apatin (trimodal point: road-other routes, rail-other routes, river- Danube River); Port Zorka Sabac (trimodal point: road-near Corridor X, rail-near Corridor X, river-sava River); Port CFDT, Beocin (trimodal point: road-near Corridor X, rail-near Corridor X, river-danube River); Port Danube, Pancevo (trimodal point: road-route 4, rail-route 4, river-danube River); Cargo transport centre Sabac (trimodal point: road-near Corridor X, rail-near Corridor X, river-sava River); Free Zone Pirot (bimodal point: road-other routes, rail-other routes); Cargo transport centre Vrsac (bimodal point: road-route 4, rail-route 4); Logistics centre Belgrade (bimodal point: road-corridor X, rail-corridor X, near Danube River also); Railway station Subotica (bimodal point: road-corridor X, rail-corridor X); Railway station Novi Sad-Shunting station (bimodal point: road-corridor X, rail-corridor X, near Danube River also); Railway station Red Cross, Nis (Nis) (bimodal point: road-corridor X, rail-corridor X); Railway station Radinac (Smederevo) (bimodal point: road-corridor X, rail-corridor X, near Danube River also); Railway Station Uzice (Uzice) (bimodal point: road-route 3, rail-route 4); Railway station Kragujevac (bimodal point: road-near Corridor X, rail-near Corridor X). 26

27 5. Transport Demand 5.1. Data Collection on Transport Demand During this period, the consultants continued the data collection on back-ground information for the estimation of current and possible container traffic through intermodal centres and terminals within the region. Data collection phase is understood as a basis for the study s success, so the relevant information (traffic flows, TEU, modal split, corridors, existing and planned terminals, etc.) were carefully obtained with the special attention to the time framework when those studies were done or are referred to. Most of the materials were available from the start of the project, but several projects / studies have been obtained by the team only recently or the team is still in process of receiving them. Until the time that this report was written, some data have still been missing, since the deadline for the REBIS study has been postponed. It appeared that it is extremely difficult to get precise statistical data on the container flow, either from customs or from national statistics. The type of information recorded by the various institutions are not coinciding, as their interests differ; and establishing figures on the present flows need certain level of interpretation. Moreover, some databases such as EUROSTAT provide general data which could be used after detailed selection and after different assumptions are provided. The team carefully analyzed relevant studies/projects to assess the intermodal potential in the SEETO region (Albania, Bosnia and Herzegovina, Kosovo* 8, Montenegro, Serbia and The Former Yugoslav Republic of Macedonia) with the main aim to identify main intermodal corridors and cargo logistics centres, thereby contributing to achievement of the SEE 2020 strategy goals Initial and Final Questionnaire The final network of intermodal terminals will be determined on the basis of several objective criteria e.g. market demand, traffic data and terminal development plans, national strategies for the development of transport infrastructure, etc. The aim of the final questionnaire is to evaluate the cargo and logistics centres on the basis of their relevant characteristics, such as terminal types, location, availability, scope of services offered, multimodal connections, or innovations. These indicators will be investigated in all SEETO region participants, and the data will be collected in a database that will be important for the further development of intermodal transport in the Western Balkan region, in terms of infrastructure investments and better integration of identified terminals in the whole system. In this regard, the database should serve as a decision making tool of the relevant authorities and business operators - partners. Initial questionnaire was prepared to inform participants, stakeholders and terminal operators about our intentions and to collect initial information about observed facility. The final questionnaire which requires more sophisticated set of questions was provided as on-line questionnaire available on: MWFJ3Pghc3QDDyYYEMpnoM774/viewform?usp=send_form. 8 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 27

28 5.2. Transport Demand for Container Transport - Results Competitiveness of the SEETO region is highly dependent on the efficiency of its transport system. The transport role will even gain in importance with the projected growth of both domestic and international trade, the possible joining of the SEETO regional participants to the EU and enhanced cooperation between and outside the SEETO region. Economies of these regional participants, their transport infrastructure and transport operators (barge, rail or road) should meet each other in intermodal terminals. Therefore, intermodal terminals, as key points in the transport infrastructure, link together market and infrastructure potentials. Building these terminals should contribute to and impose economic growth as well as increase competitive advantages of the region. This section provides an analysis of market situation, i.e. transport demands in the SEETO regional participants, by focusing on the potentials for container transport development. The analysis is made by processing data obtained from various sources. The most important data sources are: National Statistical Offices of SEETO Regional Participants; EUROSTAT; other relevant studies (elaborated in the Chapter 2 Background); available public information (internet, journals, etc.). Initially, majority of required data had been expected to be collected by means of questionnaire (sections 5.1.1). However, low response rate of existing terminal operators in the region forced us to search for alternative data sources. Therefore, the information in this document is provided as is and no liability for their correctness, guarantee or warranty is given that the information is fit for any other particular purpose. The main aim of the analysis is to elaborate market potential for establishing intermodal connections in the SEETO region. That means determination of cargo flows with a potential to contribute to the development of intermodal services. Based on the selected flows, it would be able to estimate if the identified intermodal potential justifies the development of intermodal terminals in the region Economic Development and Foreign Trade of SEETO Regional Participants Differences in economic development of SEETO regional participants do not display big imbalances. GDP per capita ranges from around 2500 to 5000 in the period between 2010 and These development trends also impact the actual structure of cargo flows in the SEETO regional participants, obviously not favouring intermodal services. It is in accordance with findings of other relevant studies and researches, linking up the level of regional participant s economic development with the number of transport intermodal cargo units (Wiśnicki, 2012). Real GDP growth rates are given in Figure 3. However, to our knowledge, the potential for development intermodal services in the SEETO regional participants has not been studied so far, so it is the focus of this chapter. 28

29 GDP growth rate % Support to the Transport Dimension of the SEE 2020 Strategy 12,0 10,0 8,0 6,0 4,0 2,0 0,0-2,0-4,0-6,0-8, Montenegro The Former Yugoslav Republic of Macedonia Albania Serbia Bosnia and Herzegovina Kosovo* Source: EUROSTAT Figure 3 Real GDP Growth Rates (%) in the SEETO Regional Participants The size of the foreign trade of a selection of SEETO regional participants is given in Table 3 (Albania), Table 4 (The Former Yugoslav Republic of Macedonia), Table 5 (Kosovo* 9 ), Table 6 (Montenegro) and Table 7 (Serbia). Mutual trade flows between these regional participants in 2013 are given in Table 8. Available foreign trade statistics for Bosnia and Herzegovina at websites of corresponding statistical offices are only given in monetary units. Transferring this data in units expressed in tonnes should include adoption of numerous assumptions, so these statistics are not presented here. Table 3 Foreign Trade of Albania (tonnes) Foreign trade (tonnes) Total (all Export 2,660,938 3,406,283 3,758,304 4,420,177 regional Import 4,668,811 4,462,764 3,991,824 3,940,394 participants) Serbia Export 5,426 29,785 52,693 74,960 Import 295, , , ,364 Kosovo * Export 418, , , ,128 Import 119, , , ,193 Montenegro Export 83, , , ,760 Import 25,172 32,715 27,031 51,331 Bosnia and Export 1,264 1,416 2,480 2,551 Herzegovina Import 61,709 87,807 61,253 62,487 The Former Export 248, , , ,784 Yugoslav Import 140, , , ,351 Republic of Macedonia Source: Albanian Institute of Statistics 9 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 29

30 Table 4 Foreign Trade of The Former Yugoslav Republic of Macedonia (tonnes) Foreign trade (tonnes) Total (all Export 3,287,338 3,362,247 2,966,293 2,588,023 regional Import 5,748,184 6,297,445 6,113,415 5,510,544 participants) Serbia Export 338, , , ,370 Import 598, , , ,385 Kosovo *10 Export 1,106,356 1,019, , ,178 Import 72, ,501 86,345 81,300 Montenegro Export 37,714 37,813 34,566 26,702 Import 1,690 3,751 7,824 9,770 Bosnia and Export 94,907 82,528 80,523 96,943 Herzegovina Import 68, ,407 99,948 94,678 Albania Export 141, , , ,640 Import 246, , , ,034 Source: State Statistical Office of The Former Yugoslav Republic of Macedonia Table 5 Foreign Trade of Kosovo * (tonnes) Foreign trade (tonnes) Total (all Export 421, ,268 regional Import 4,674,204 4,355,428 participants) Albania Export 155, ,306 Import 841, ,353 Bosnia and Export 3,456 3,920 Herzegovina Former Yugoslav Republic of Import 151, ,379 Export 90,790 83,329 Import 796, ,087 Macedonia Montenegro Export 16,791 17,814 Import 61,050 73,207 Serbia Export 35,009 71,663 Import 1,052,473 1,102,534 Source: Kosovo Agency of Statistics Table 6 Foreign Trade of Montenegro (tonnes) Foreign trade (tonnes) Total (all regional participants) The Former Yugoslav Republic of Macedonia Export 705, , , ,008 Import 2,100,203 2,081,085 1,949,633 1,948,934 Export 1,688 3,691 7,938 9,807 Import 38,075 38,533 35,586 28,293 Kosovo* Export 68,615 75,084 69,176 78,233 Import 5,695 8,102 8,011 7,304 Serbia Export 173, , , ,262 Import 825, , , ,986 Bosnia and Export 58,507 52,784 39,691 56,941 Herzegovina Import 290, , , ,595 Albania Export 29,364 33,777 27,006 51,955 Import 85, , , ,061 Source: Statistical Office of Montenegro - MONSTAT 10 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 30

31 Table 7 Foreign Trade of Serbia (tonnes) Foreign trade (tonnes) Total (all Export 10,318,515 10,697,604 10,400,215 11,181,482 regional Import 14,092,351 13,963,779 12,085,613 12,127,405 participants) The Former Export 641, , , ,817 Yugoslav Import 333, , , ,656 Republic of Macedonia Kosovo *11 Export n/a n/a n/a n/a Import n/a n/a n/a n/a Montenegro Export 920, , , ,646 Import 170, , , ,578 Bosnia and Export 1,231,819 1,288,232 1,085,259 1,259,404 Herzegovina Import 1,248,824 1,671,435 1,098, ,295 Albania Export 289, , , ,927 Import 8,675 29,691 50,093 75,614 Source: Statistical Office of the Republic of Serbia Table 8 Export and Import Of Selected SEETO Regional Participants in 2013 (tonnes) Import Albania Bosnia and Kosovo * Montenegro The Former regional participants Export regional participants Herzegovina Yugoslav Republic of Macedonia Albania 2, , ,760 / 206, ,784 / 286,034 Serbia 74,960 / 75,614 Bosnia and Herzegovina 62,487 n/a / 248,595 94, ,295 Kosovo * 198,193 n/a / 7,304 81,300 n/a Montenegro 51,955 / 112,262 / 56,941 / 78,233 / 9,807 / 9,770 51, ,578 The Former Yugoslav 172,640 / 26,702 / 296,370 / 96, ,178 Republic of 175,351 28, ,656 Macedonia Serbia 289,527 / 295,879 1,259,404 n/a 759,646 / 684, ,817 / 710,385 Note: Double values in a cell indicate differences in the data taken from the various national statistical offices (the first values are always from the statistical office of export regional participants). The analysis of total foreign trade flows indicates that all SEETO regional participants have a big surplus of import over export (except for Albania in 2013). However, looking into their mutual flows gives us a bit different conclusions. Serbia s exports dominate its imports over any other analysed regional participant. Albania s balance is positive in the trade with Kosovo*, Montenegro and The Former Yugoslav Republic of Macedonia. Export from Kosovo* is notably higher than import, while its trade flows are almost balanced with Bosnia and Herzegovina. Total trade flows between Bosnia and Herzegovina and Albania or Montenegro and The Former Yugoslav Republic of Macedonia are not so significant. Share of trade flows between SEETO regional participants in the total trade flows is in the range of 10 to even 50%, making these regional participants important trade partners to each other. On the other side, container transports flows in the SEETO region are difficult to estimate. It is mainly due to the lack of official statistical data on intermodal flows. However, container transport 11 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 31

32 flows to/from Serbia are estimated at 60,000 TEU/annum in 2012 (Brnjac et al., 2013). In a big portion, this throughput relates to overseas destination flows transhipped mostly at the Port of Rijeka and the Port of Bar. The rest is realized through the ports of Koper, Constanta and Thessaloniki. These findings are also in accordance with an analysis given in the DaHar study, 2014, dealing with the import flows to Serbia in Total import flow is calculated as 39,550 TEU, out of which the biggest share is realized through the Port of Rijeka % (22,500 TEU) and the Port of Bar % (10,850 TEU). In addition, Egis, 2012 estimates Kosovo s 12 * overseas trade at more than 300,000 tons or about 12,000 TEU. These trade flows mainly use ports of the neighbouring economies in Durres (Albania), Bar (Montenegro) and Thessaloniki (Greece). Furthermore, report of DB, VVC, via Donau, 2011 estimates sea container freight from and to Bosnia and Herzegovina to ca. 25,000 TEU p.a. Main seaport for Bosnia and Herzegovina is the Port of Ploce with container transport to/from Bosnia and Herzegovina amounting to 18,000 TEU/a, (ca. 70 %). The remaining flow of around 7,000 TEU p.a. uses other North Adriatic ports, mainly the Port of Rijeka (10 %) and the Port of Koper (10 %). Container flows to/from Albania are mainly related to the throughput of the Port of Durres, while intermodal flows in Montenegro are realized through the Port of Bar. Details about SEETO region ports, including the Port of Ploce, are given in Chapter 6. As it may be concluded, export and import trade flows of SEETO region are mostly realized through the ports located nearby SEETO region. In other words, SEETO regional participants represent the hinterland of the following ports: Port of Constanta, Port of Koper, Port of Rijeka and Port of Thessaloniki. Total throughputs of these ports in period are given in Table 9. By looking into the throughputs expressed in TEUs and by comparing these values with the corresponding and estimated total annual port capacities, it will be possible to calculate utilisation rates of these ports. Therefore, it ranges from over 35 % for the Port of Rijeka to over 80 % for Koper and Thessaloniki ports. The Port of Constanta has not reached a 50 % of its throughput of over 1,4 million TEUs reported in Table 9 Total throughput of selected ports nearby SEETO region Total (t) Containe r (TEU) Total (t) Containe r (TEU) Total (t) Containe r (TEU) Total (t) Containe r (TEU) Constanta 5,887, ,694 6,517, ,796 6,680, ,059 6,543, ,124 Koper Rijeka Thessaloniki 15,372, ,183, ,548, ,731 17,051, ,314 17,880, ,744 17,999, , ,048 9,390, ,667 8,554, ,016 8,687, , ,282 13,082, ,870 13,846, ,900 12,983, , Containerisation Factors United Nations Economic Commission for Europe (UNECE) makes a difference between intermodal and combined transport (SETA, 2013; UN; Wiśnicki, 2012). Intermodal transport is defined as carriage of cargo in one and constantly the same cargo unit or vehicle with use of two or more means of transport without reforming the cargo unit during any change of means of transport. On the other side, intermodal transport with major part of the journey carried out by rail, inland waterways or sea and as short as possible any initial and/or final legs by road, is defined as combined transport. In both cases, standard intermodal cargo units (ITU or UTI), such as containers (10, 20, 30, 40 and 45 ), swap bodies (class with the length up to 7,82 m and a class 12 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 32

33 with the length up to 13,60 m), semi-trailers and complete road trains (trailer with a truck tractor) are used and carried by different transport modes. However, not all types of cargo are suitable for transport in containers. For some cargoes, sizes of individual shipments are large enough to be shipped in complete shiploads. These cargoes are transported in bulk. In addition, nature or weight characteristics of different types of cargoes are not adequate for container transport. Such types of cargoes include animals, explosives, precious metals and stones, heavy machinery (El-Sahli, 2011). Therefore, this analysis of the intermodal transport demands in the SEETO region should take into account containerisability of trade flows. Based on the physical nature of goods, i.e. its suitability to be transported in containers without being damaged, Containerisation International Yearbook (1971) classified goods as: suitable for containers Class A; goods of limited suitability for containers Class B; goods not suitable for containers Class C. This division is based on the UN Standard International Trade Classification (SITC), product level. However, analysis of containerisability potential of trade flows should not be based only on the nature of goods. Elaboration of trade volumes in the context of technological advances in the region is also needed to be performed. In that sense, containerisation coefficients or factors are introduced and used to describe cargo suitability to intermodal technologies. These coefficients determine the part of cargo, belonging to the specific cargo group, which may be carried out in intermodal transport units (Wiśnicki, 2012). Various authors suggest different values of containerisation factors for elaborated cargo groups (Table 10). Average values are used in this report. Table 10 Containerisation Factors Source: Cargo group DB, VVC, via Donau, 2011 Transcare; % DB, VVC, via Donau, 2011 Pentaplan; % Wiśnicki, 2012 Agriculture and forestry , 90 Other feeder and foodstuff , 90 Coal Mineral oil and derived products Ores and metal scrap Iron, steel and non ferrous metals Stone, soil Fertilizers Chemical products Vehicles, machinery, other finished and semi finished products , 80, Intermodal Potential of SEETO Regional Participants Successful implementation of intermodal transport in any region is highly dependent on actual and/or potentially sufficient freight transport volumes. In this chapter, the foreign trade statistics for SEETO regional participants, taken from national bodies in charge of statistics, were used to analyze the potentials for development of intermodal freight transportation between these regional participants and wider. Potential volumes of trade flows suitable for container transport expressed in TEUs in the SEETO region are obtained by applying containerisation factors to these flows according to the standard formula of 12.5 t per TEU (DB, VVC, via Donau, 2011). 33

34 By following the same approach as in DB, VVC, via Donau, 2011, foreign trade flows mainly transported by deep or short sea shipping should be extracted, as the containerisability potential of these flows is the highest due to their inherent multimodality. This means that intermodal freight transport corridors that use road and rail are competitive alternatives to road-only freight transport for medium to long-distance transportation hauls (Janic, 2008). Therefore, the flows between SEETO regional participants and North and South America, Africa, Asia, the United Kingdom, Scandinavia, North-west Europe, Iberian Peninsula, Eurasia, Middle East and Australia are taken into account. We will encompass all these flows by term Other countries. Therefore, potential container flows between Serbia and other SEETO regional participants as well as between Serbia and Other countries are given in Table 14. Table 13, Table 12 and Table 11 present the flows on the similar directions for Montenegro, The Former Yugoslav Republic of Macedonia and Albania, respectively. Even though these flows are given for four of the analysed six regional participants, their sizes enable us to make appropriate conclusions on the intermodal potential of the region. The conclusions are divided in two parts. Firstly, we present the drawings on the adopted approach and applied methodology. This is followed by our findings on the intermodal potential of the SEETO regional participants. Table 11 Potential of intermodal transport of Albania (TEUs) Regional participants Average Serbia Export Import 11,635 8,759 6,625 8,025 8,761 Bosnia and Export Herzegovina Import 1,580 2,164 1,885 1,763 1,848 Kosovo *13 Export 5,104 8,682 11,672 11,193 9,163 The Former Yugoslav Republic of Macedonia Import 4,458 5,026 5,201 7,380 5,516 Export 1,631 2,750 2,221 2,363 2,241 Import 4,475 4,583 4,702 5,170 4,732 Montenegro Export 962 1,338 1,735 2,403 1,609 Import 813 1, ,030 1,251 Other Export 3,683 3,020 4,007 5,755 4,116 countries Import 19,637 20,941 20,175 22,477 20,807 Table 12 Potential of Intermodal Transport of The Former Yugoslav Republic of Macedonia (TEUs) Regional participants Average Serbia Export 15,120 15,319 15,469 13,083 14,748 Import 22,138 21,216 20,494 20,883 21,183 Bosnia and Herzegovina Export 4,194 3,629 3,683 4,414 3,980 Import 2,415 4,561 3,314 4,222 3,628 Kosovo* Export 20,084 16,576 15,009 12,173 15,961 Import 1,818 3,041 2,725 2,269 2,463 Albania Export 3,777 4,127 3,895 4,557 4,089 Import 5,454 11,943 4,378 6,145 6,980 Montenegro Export 1,666 1,686 1,645 1,414 1,603 Import Other countries Export 11,065 13,561 11,435 7,867 10,982 Import 40,051 37,031 47,926 45,296 42, *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 34

35 Table 13 Potential of Intermodal Transport of Montenegro (TEUs) Regional participants Average Albania Export ,539 1,061 Import 3,110 4,969 6,090 7,521 5,423 Bosnia and Export 2,276 2,119 1,522 1,850 1,942 Herzegovina Import 9,754 10,007 8,904 8,725 9,348 Kosovo* 14 Export 2,337 2,782 2,430 3,034 2,646 The Former Yugoslav Republic of Macedonia Import Export Import 1,474 1,584 1,535 1,373 1,492 Serbia Export 4,246 3,904 3,581 3,743 3,869 Import 34,881 33,217 31,117 29,635 32,213 Other Export 1,386 1, ,085 1,385 countries Import 6,741 6,345 6,388 6,373 6,462 Table 14 Potential of Intermodal Transport of Serbia (TEUs) Regional participants Average Albania Export 12,385 9,387 7,237 8,866 9,469 Import ,833 4,452 2,119 Bosnia and Export 53,204 54,160 47,024 51,921 51,577 Herzegovina The Former Yugoslav Republic of Macedonia Import 23,483 27,395 20,070 20,580 22,882 Export 26,335 26,334 26,748 24,817 26,058 Import 12,613 13,162 13,035 11,234 12,511 Montenegro Export 45,423 43,037 38,263 37,727 41,113 Import 4,276 4,659 3,812 3,698 4,111 Other Export 22,114 14,752 14,526 17,483 17,219 countries Import 44,767 48,600 48,858 51,592 48,454 Regarding the approach and methodology, it could be said that: the container volumes presented in Table 14, Table 13, Table 12 and Table 11 are independent of transport modes; assumptions that only a share of trade flows could be transported in containers are adopted, as sometimes shipments are not suitable for intermodal transport due to their small size or lack of appropriate transport network; the container transport volumes presented in the Table 14, Table 13, Table 12 and Table 11 must be considered as approximate; even though we applied the containerisation factors, the types of goods suitable for intermodal transportation depend on the point of view and system definition; in case of any doubt related to the containerisability of goods, goods categories are not selected for the analysis of potential container flows; the quality and usability of the existing data varies with each analysed SEETO regional participant; 14 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 35

36 the estimation of the future container volumes should be based on an assumption for the modal split in and economic growth of these regional participants. More importantly, the obtained results allow us to draw conclusions about the feasibility of intermodal transportation in the SEETO region. Based on the data from Table 14, Table 13, Table 12 and Table 11, as well as on the given trade flows the following can be pointed out: containerisation potential of the SEETO region is relatively significant and has not been achieved so far; it clearly supports the need for future development of intermodal transport services and infrastructure including terminals in the region; previous conclusion is in accordance with the findings of other relevant studies, e.g. DB, VVC, via Donau (2011) claimed the same for Bosnia and Herzegovina and estimated its containerisation potential at 70,000 TEU in 2005 and 63,000 TEU in 2006; relatively small transport distances between SEETO regional participants could notably reduce the size of the estimated container flows from Table 14, Table 13, Table 12 and Table 11; we take into account only full containers, but ratio of empty and full containers may further impact the export and import flows in this region. 36

37 6. Transport Supply Support to the Transport Dimension of the SEE 2020 Strategy The analysis was conducted using data obtained on the basis of investigated relevant studies, statistical books, available public data and final questionnaires forwarded to identified multimodal facilities. In the existing situation within the SEETO region, operation of multimodal transport, activities and services have been determined in multimodal facilities for a total of 42 sites, as follows (Table 15): Table 15 Multimodal facilities and intermodal terminals in SEETO regional participants SEETO regional participants Number of multimodal facilities Intermodal terminals Albania 3 1 Bosnia and Herzegovina 11 4 The Former Yugoslav Republic of Macedonia 5 1 Kosovo* Montenegro 1 1 Serbia 25 8 Total As can be seen in Table 15, about 34% of multimodal facilities in the SEETO region have attributes of intermodal terminals. Table 16 presents the data relating to the capacity and realized container traffic (TEU traffic) of all multimodal facilities in SEETO region. Table 16 Capacities and realised TEU traffic in multimodal facilities in SEETO regional participants TEU equipment TEU storage TEU storage TEU traffic TEU capacity Republic of Albania Port of Durres Yes Yes 3,000 TEU n.a. n.a. 15,286 21,879 38,800 46,798 68,622 71,612 78,312 80, , ,000 Port of Vlore Not exist Not exist Port of Vlore 1 (Petrolifera Italo Albanese-PIA) Not exist Not exist Republic of Bosnia and Herzegovina Port of Ploce Yes Yes 1,800 TEU n.a. n.a. 17,065 18,150 29,385 35,124 25,931 20,420 22,300 21,640 18,713 40,000 Port of Brcko Not exist Not exist Railway station Alipasin Most (Sarajevo) Yes Yes 6,000m² n.a. n.a. 8,191 a 8,712 a 14,104 a 16,859 a 12,446 a 9,801 a 10,704 a 10,387 a 8,982 a n.a. Logistic centre 1 (Sarajevo) Not exist Not exist Logistic centre 2 (Sarajevo) Not exist Not exist Railway station Banja Luka Yes Not exist <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a Logistic centre Tuzla Yes Yes 5,000m² n.a. n.a. 2,047 a 2,178 a 3,526 a 4,214 a 3,111 a 2,450 a 2,676 a 2,596 a 2,245 a n.a. Railway station Zenica Yes Not exist Railway station Mostar Yes Not exist Railway station Doboj Yes Not exist Travnik, Mostar, Tuzla, Zenica (terminals for customs) Kosovo* Donje Dobrevo (Miradi) Yes Yes 200 TEU <1,000 a <1,000 a <1,000 a 1,000 <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a FYROM Tovarna-Skopje Yes Yes 600 TEU <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a <2,000 a 15 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 37

38 TEU equipment TEU storage TEU storage TEU traffic TEU capacity Republic of Montenegro Port of Bar Yes Yes 2500 TEU 12,592 17,854 27,095 43,708 34,692 30,156 31,562 30,798 33,029 50,000 Republik of Serbia Port Danube Bogojevo Not exist Not exist Port of Backa Palanka Not exist Not exist Port of Krajina Prahovo Yes Yes 850m² <200 a <200 a <200 a <200 a <200 a <200 a <200 a <200 a <200 a n.a. Port Feranex AG JSC, Smederevo Yes Yes 6000m² <200 a <200 a <200 a <200 a <200 a <200 a <200 a <200 a <200 a n.a. Port of Smederevo-Zelezara Smederevo JSC Not exist Not exist Tomi Trade, Smederevo Yes Yes 1000m² HIP Azotara Port of Pancevo Not exist Not exist Port of Leget, Sremska Mitrovica Not exist Not exist Port of Senta Yes Yes 450m² <200 a <200 a <200 a <200 a <200 a <200 a <200 a <200 a <200 a n.a. Port of Novi Sad Yes Yes 3000m² <500 a <500 a <500 a <500 a <500 a <500 a <500 a <500 a <500 a <500 a <500 a n.a. Port of Belgrade Yes Yes 3600m² 2,200 3,000 3,000 a 3,000 a 3,000 a 2,500 a 2,000 a 1,627 1, ,000 Port Napredak AD, Apatin Not exist Not exist Port Zorka Sabac Not exist Not exist Port CFDT, Beocin Not exist Not exist Port Danube, Pancevo Yes Yes 3600m² a 500 a 500 a 500 a 500 a <500 a <500 a <500 a <500 a <500 a n.a. Cargo transport centre Sabac Not exist Not exist Free Zone Pirot Not exist Not exist Cargo transport centre Vrsac Not exist Not exist Logistics centre Belgrade ZIT Yes Yes 6,000+20,000m² 30,800 31,000 a 31,000 a 31,000 a 30,000 a 29,000 a 29,000 a 28,000 a 28,000 a 28,000 a n.a. Railway station Subotica Not exist Not exist Railway station Novi Sad-Shunting st. n.a. n.a. Railway station Red Cross, Nis (Nis) n.a. n.a. Railway station Radinac (Smederevo) Not exist Not exist Railway Station Uzice (Uzice) Not exist Not exist Railway station Kragujevac Not exist Not exist Source: DPA, 2010; DPA, 2015; GOM, 2010; Korpa, A. 2014; Metalla and Koxhaj, 2012; MTMAM, 2013; MTMAM, 2014; POB, 2010; POB, 2011; POP, 2014; POP, 2015; PBLB, 2009; PBLB, 2010; PBLB, 2011; PBLB, 2012; PBLB, 2013; PBLB, 2014; Questionnaires, Interviews, Experts estimation. **in Croatia, very important for intermodal transport in Bosnia and Herzegovina In order to perform classification and comparison of intermodal terminals in SEETO regional participants at this point the classification of intermodal terminals in Europe by the main types in linking of different modes of transport is shown: RAIL ROAD TERMINALS For swap bodies, semi trailers and containers. Three volume ranges are estimated: Terminals with a capacity of less than 20,000 LU/year (Loading units per year), Class A3; Between 20,000 and 100,000 LU/year, Class A2; More than 100,000 LU/year, Class A1. RIVER ROAD TERMINALS For containers. Two ranges of volumes are established: Less than 30,000 LU/year, Class B2; 38

39 More than 30,000 LU/year, Class B1. RIVER RAIL ROAD TERMINALS For containers. Two ranges of volume are established: Less than 50,000 LU/year, Class C2; More than 50,000 LU/year, Class C1. MARITIME FULL CONTAINER TERMINALS WITH ROAD AND RAIL CONNECTIONS For containers. Two ranges of volume are established: Less than 100,000 LU/year, Class D2; More than 100,000 LU/year, Class D1. MARITIME FULL CONTAINER TERMINALS WITH ROAD RAIL RIVER CONNECTIONS For containers. Three volume ranges are estimated: Less than 200,000 LU/year, Class E3; Between 200,000 and LU/year, Class E2; More than 500,000 LU/year, Class E1. RAIL RAIL TRANSFER TERMINALS Two main categories are estimated, corresponding to different sizes and organisations: Volumes less than 300,000 LU/year, Class F2; Volumes more than 300,000 LU/year, Class F1. According to the listed standards and data on the classification of intermodal terminals in SEETO regional participants is presented in Table 16, in Table 17. Table 17 Classification of intermodal terminals in SEETO regional participants SEETO regional participants Intermodal terminal TEU traffic in 2013 Class Albania Port of Durres 109,055 Class D1 Bosnia and Herzegovina Port of Ploce** 18,713 Class D2 Railway station Alipasin Most (Sarajevo) 8,982 Class A3 Logistic centre Tuzla 2,245 Class A3 Banja Luka <2000 Class A3 The Former Yugoslav Republic of Macedonia Tovarna-Skopje <2000 Class A3 Kosovo* 16 Donje Dobrevo (Miradi) <2000 Class A3 Montenegro Port of Bar 33,029 Class D2 Serbia Port of Krajina Prahovo <200 Class C2 Port Feranex AG JSC, Smederevo <200 Class C2 Port of Senta <200 Class C2 Port of Novi Sad <500 Class C2 Port of Belgrade 188 Class B2 Port Danube, Pancevo <500 Class C2 Logistics centre Belgrade ZIT 28,000 Class A2 **in Croatia, very important for intermodal transport in Bosnia and Herzegovina 16 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 39

40 Based on criteria: Support to the Transport Dimension of the SEE 2020 Strategy Terminals are places of concentration of intermodal flows in SEETO regional participants; Sites are in the larger economic centres; Sites are near important transport corridors (rail, IWW, sea, road); Respectable TEU traffic and equipment for intermodal transport (in the Western Balkans); and bearing in mind the list of intermodal terminals presented in Table 17, it is possible to identify the most important players in intermodal transport service in the existing situation in the SEETO region (Table 18). Table 18 Identification of the most important players in the intermodal transport service in the existing situation in the SEETO region TEU traffic in SEETO regional participants Intermodal terminal Class 2013 Albania Port of Durres 109,055 Class D1 Bosnia and Herzegovina Port of Ploce** 18,713 Class D2 Railway station Alipasin Most (Sarajevo) 8,982 Class A3 Logistic centre Tuzla 2,245 Class A3 Banja Luka <2000 Class A3 The Former Yugoslav Republic of Macedonia Tovarna-Skopje <2000 Class A3 Kosovo* 17 Donje Dobrevo (Miradi) <2000 Class A3 Montenegro Port of Bar 33,029 Class D2 Serbia Port of Novi Sad <500 Class C2 Port of Belgrade 188 Class B2 Logistics centre Belgrade ZIT 28,000 Class A2 **in Croatia, very important for intermodal transport in Bosnia and Herzegovina 6.1. Capacity Utilization of Intermodal Terminals in SEETO Regional Participants Capacity utilization of intermodal terminals is variable in value and depends on the larger number of direct or indirect factors. Direct factors are: Container traffic volume; Reloading equipment for containers (the current level of development, the purchase of additional reloading equipment, etc.); Space for manipulation; Container storage Capacity Utilization of Intermodal Terminals in Albania In the Port of Durres container transhipment capacity in 2008 amounted to 80,000 TEU/year. In 2008, realized volume of container traffic amounted to 46,798 TEU/year, which indicates that the utilization factor was 58.49%. From 2008 till now, capacity was continuously increased so that the current container transhipment capacity is 180,000 TEU/year. Realised volume of container traffic in 2013 amounted to 109,055 TEU/year, which indicates that utilization factor is 60%. All of this 17 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 40

41 indicates that practically from 2008 to 2013 utilization factor had values less than 58%, especially if the continuous growth in container traffic volumes during this period is taken into account. Apart from the above data provided by the port authority, according to draft of the REBIS study (REBIS, 2015), annual capacity is given based on calculated current operating conditions (capacity calculations with existing operating conditions). These values are: Seaside: 620,000 TEU/year; Yard-side: 150,000 TEU/year. Seaside and yard-side capacities have been calculated individually and the lower figure was set as the terminal capacity. Taking into account the previous sentence, the capacity utilization would be 0.72% in In this case yard-side capacity represents practically a bottleneck in the transhipment of containers. In the case of the possibility of realizing a capacity of 620,000 TEU/ year, in 2013 capacity utilization of the Port of Durres would be 0.18% Capacity Utilization of Intermodal Terminals in Bosnia and Herzegovina In the Port of Ploce the largest container traffic volume was realized in 2008 in the amount of 35,124 TEU/year. In 2008 the utilization factor was on the verge of maximum value (capacities up to 2010 amounted about 40,000 TEU/year). Utilization factors in 2006, 2007, 2008 and 2009 have the following values respectively: 43.38%, 73.46%, 87.81% and 64.82%. The new container-multifunctional terminal was built in August 2010 in the south of the 5 pier with the possibility of further expansion (depending on traffic volume). Phase IA of the project "Trade and Transport Integration", included the following: pier 7, 280 meters in length, 27 meters in width, with a Ro-Ro ramp, a warehouse, roads and facilities. Container terminal in the Port of Ploce was introduced in 2010 with transhipment capacity for 60,000 TEU (Rathman et. al, 2015). Utilization factors in 2010 and 2011 have the following values respectively: 34.03%, 37.31%. Today the capacity of the Port of Ploce is around 500,000 TEU/year. Capacity utilization, according to the realized traffic for 2012 and 2013 were 0.043% and 0.037% respectively. Apart from the above data provided by the port authority, according to REBIS study (REBIS, 2015), annual capacity is given based on calculated current operating conditions (capacity calculations with existing operating conditions) and the estimations for the maximum port capacity that can be achieved under intensive operating conditions. These values are: Calculated current operating conditions Seaside: 450,000 TEU/year; Yard-side: 500,000 TEU/year; Calculated for maximum capacity Seaside: 610,000 TEU/year; Yard-side: 600,000 TEU/year. Capacity utilization in relation to these values would have values very similar to the values obtained on the basis of data from the port authority (0.03 to 0.04% in 2013). Intermodal terminal in Sarajevo ( Intereurope RTC -Alipasin most). Taking into account the data on container traffic volumes of the Port of Ploce, (dominantly the largest direct supplier to intermodal terminal in Sarajevo), poor equipment for reloading of containers, space for manipulation and storage capacities, the estimation of utilization factors from 2009 to 2014 is carried out. These values range from 60% to 70%. Smaller values of utilization factors are related to periods with smaller values of container traffic volumes (2010, 2012 and 2013). 41

42 Completely analogous situation regarding utilization factors has been identified for intermodal terminals in Tuzla and Banja Luka Capacity Utilization of Intermodal Terminals in Kosovo* 18 Kosovo Railways carried less than 1,000 containers in 2009 via the Donje Dobrevo (Miradi) terminal. The containers usually come from the Port of Thessaloniki and then through The Former Yugoslav Republic of Macedonia. Bearing in the mind the unfavourable economic situation in the region from 2009 to 2014, the estimated values of realized TEU traffic in this period are around 2,000 TEU/year. Due to poor equipment for reloading of containers, space for manipulation and storage capacities, the estimation of utilization factors from 2009 to 2014 is carried out. These values range from 60% to 70% Capacity Utilization of Intermodal Terminals in The Former Yugoslav Republic of Macedonia The Former Yugoslav Republic of Macedonia has one small container terminal close to Skopje at Tovarna, near to the to the railway station. Taking into account the position of the terminal, established transport offer on the axis Belgrade-Skopje-Thessaloniki, the economic situation in the region, TEU equipment, in this moment estimated values of realized TEU traffic from 2009 to 2014 are around 2,000 TEU/year. Values of utilization factors from 2009 to 2014 are in the range from 60% to 70% Capacity Utilization of Intermodal Terminals in Montenegro In the Port of Bar the largest container traffic volume was realised in 2008 in the amount of 43,708 TEU/year. Bearing in mind that the capacity of the Port of Bar is 50,000 TEU/year, utilization factor in 2008 was 80.74%. Due to unfavourable economic circumstances in catchment area of the port, container traffic volume was reduced in the period from 2009 to 2013, and amounted to an average value of 32,000 TEU/year with a deviation to 7.50%. Utilization factors from 2009 to 2013 had relatively uniform size ranging from minimum 60.31% (2010) to maximum 69.38% (2009). Apart from the above data that provides port authority, according to REBIS study (REBIS, 2015), annual capacity is given based on calculated current operating conditions (capacity calculations with existing operating conditions). These values are: Seaside: 285,000 TEU/year; Yard-side: 255,000 TEU/year. According to these values, the capacity utilization to both cases in 2013 had similar values from 0.11 to 0.13% Capacity Utilization of Intermodal Terminals in Serbia In the Port of Belgrade the largest container transport volumes were realized in the period from 2004 to 2007 by 3,000 TEU/year so that utilization factors have little value of 30%, taking into account transhipment capacities of the Port of Belgrade (12,000 TEU/year). From 2010 till now, a rapid decreasing in container traffic can be noticed (Table 16), so that the utilization factors have symbolic value of: 16.27% (2010), 12.75% (2011), 8.74% (2012), 1.88% (2013) and 1.29% (2014; in 2014 container traffic was only 129 TEU). 18 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 42

43 Apart from the above data that is provided by the port authority, according to REBIS study (REBIS, 2015), annual capacity is given based on calculated current operating conditions (capacity calculations with existing operating conditions). These values are: Seaside: 33,000 TEU/year; Yard-side: 12,000 TEU/year. The largest generator of intermodal transport in Serbia is public enterprise "Railway intermodal transport-zit. Total container traffic volume in 2004 was 30,800 TEU/year. Since the volume of container traffic in Serbia in the period from 2004 to 2014 was between 60,000 TEU/year to 65,000 TEU/year it is estimated that the average container traffic in the terminal was about the value of 30,000 TEU/year. Taking into account the level of reloading equipment, the space for manipulation and storage capacities it is estimated that the average capacity utilization in this period was about 50-60%. Lower values correspond to the period from 2008 to Here it should be noted that in the intermodal transport service of Belgrade site could be soon a new intermodal terminal in Batajnica. Representatives of the state institutions signed the Protocol on cooperation in construction in June 2015 and announced that the work would begin in The works will be completed within two years. Capacity of intermodal terminal will be 80,000 TEU/year where it will interchange rail and road transport. Intermodal terminal will have an area of 13 hectares. In other intermodal terminals in Serbia (Port of Krajina Prahovo, Port Feranex AG JSC-Smederevo, Port of Novi Sad and Port Danube-Pancevo) realized container traffic volumes are insignificant and they are primarily effect of renting reloading equipment, space for manipulation and container storage to private firms which are to some extent concerned with intermodal transport. Transhipment of containers at these ports across the Danube River is almost non-existent. Bearing in mind the declared value of container traffic in these ports, utilization factors have a very low value throughout the period from 2003 to According to REBIS study (REBIS, 2015), annual capacity of the Port of Novi Sad is given based on calculated current operating conditions (capacity calculations with existing operating conditions). These values are: Seaside: 60,000 TEU/year; Yard-side: 10,000 TEU/year. 43

44 7. Roadmap on Intermodal Transport for SEETO Regional Participants Roadmap on intermodal transport (Figure 4) represents a regulatory, organizational, institutional, technical and technological framework for improving the existing situation of intermodal transport on the multimodal network in SEETO region. Also, identification of the Roadmap on intermodal transport involves identification and analysis of the existing level of development of intermodal transport in the observed region. Based on the assessment of the level of development it is possible to determine the existing factors which favourably or adversely affect the functioning of intermodal transport. Therefore, the main goal of creating the Roadmap is to eliminate the adverse factors and suggest and propose recommendations for improvement of intermodal transport on local (SEETO regional participants) or regional level. Figure 4 Roadmap on intermodal transport for SEETO regional participants 44

45 TEU/Year Support to the Transport Dimension of the SEE 2020 Strategy 7.1. The Level of Development of Intermodal Transport in SEETO Region Intermodal transport in SEETO region is in the initial stage of development and primarily refers to and is identified as the transport of containers in intercontinental traffic. In comparison with EU countries can be regarded as completely undeveloped. It is very easy to make such conclusion by comparing the total number of transported TEU, the level of participation of intermodal transport in total freight transport, development of necessary infrastructure facilities, and the level of development of the necessary legislation and other regulations, standards or national transport policy in this area. Bearing in mind the above described consultants observations, in Figure 5 is given container traffic for three sea ports within SEETO region: Port of Ploce, Port of Bar and Port of Durres. Sea ports are the main actors and biggest generators of intermodal transport in the world in comparison with dry ports or river ports. Therefore, they are also suitable for the assessment of the development of intermodality for themselves and for the catchment areas which serve as the main providers of transportation services Port of Ploče Port of Bar Port of Durres Figure 5 Realised container traffic in sea ports of SEETO region Source: DPA, 2010; DPA, 2015; GOM, 2010; Korpa, A. 2014; Metalla and Koxhaj, 2012; MTMAM, 2013; MTMAM, 2014; POB, 2010; POB, 2011; POP, 2014; POP, In the Figure 5 can be seen that the maximum container traffic in the two ports, Port of Bar and Port of Ploce, was realized in 2008 and was amounted to 43,708 TEU/year and 35,124 TEU/year respectively % of the container traffic, the Port of Ploce realizes with the Bosnia and Herzegovina, while about 40% of container traffic the Port of Bar realizes with Serbia. Starting from 2009 the container traffic is stagnant or even decreasing tendencies with decreasing rate that goes up to 10%. A leader in container traffic in SEETO region is the Port of Durres. Characteristic for this port is constant increase in traffic from 2005 to 2013 (in 2013 the value was 109,055 TEU/year). Comparing these values with the values in the Table 19 a symbolic volume of intermodal transport in all three ports is noticeable. 45

46 Table 19 Realised container traffic, European Top Ports, (x1000 TEU/year) Port %2013/2009 Country Region 1 Rotterdam 9,743 11,146 11,876 11,865 11, % Netherlands N.Europe 2 Hamburg 7,008 7,900 9,014 8,891 9, % Germany N.Europe 3 Antwerp 7,310 8,468 8,664 8,635 8, % Belgium N.Europe 4 Bremerhaven 4,536 4,871 5,915 6,115 5, % Germany N.Europe 5 Algeciras 3,043 2,810 3,602 4,114 4, % Spain Med.Europe 6 Valencia 3,654 4,207 4,327 4,469 4, % Spain Med.Europe 7 Felixstowe 3,100 3,400 3,400 3,700 3, % UK N.Europe 8 Piraeus ,680 2,734 3, % Greece Med.Europe 9 Gioia Tauro 2,857 2,851 2,305 2,721 3, % Italy Med.Europe 10 Duisburg 935 1,181 2,500 2,600 3, % Germany N.Europe 11 Marsaxlokk 2,260 2,371 2,360 2,540 2, % Malta Med.Europe 12 St Petersburg 1,342 1,931 2,365 2,524 2, % Russia N.Europe 13 Le Havre 2,241 2,358 2,215 2,306 2, % France N.Europe 14 Zeebrugge 2,258 2,390 2,206 1,953 2,026 90% Belgium N.Europe 15 Genoa 1,534 1,759 1,847 2,064 1, % Italy Med.Europe 16 Barcelona 1,800 1,946 2,034 1,756 1,720 96% Spain Med.Europe 17 Southampton 1,400 1,540 1,563 1,475 1, % UK N.Europe 18 La Spezia 1,046 1,285 1,307 1,247 1, % Italy Med.Europe Source: IAPH Low purchasing power of the population in catchment area and unfavourable operating conditions of the rail corridor Vc, rail corridor VIII and rail route R4 threaten the competitiveness of ports in the segment of container traffic and represent a significant limiting factor. Furthermore, the Port of Ploce is still operating in the railway corridor with several operators and administrations. This situation makes difficult access to expansion of its operations in the future markets. In other two ports the situation is similar. Apart from the influence of insufficiently economically developed areas, the Port of Ploce and the port of Bar are mainly focused on working with a limited number of clients in the industrial and market catchment areas that are subjected to unpredictable fluctuations and crises. 46

47 In Figure 6 are shown current main intermodal flows in SEETO region. Figure 6 The current main intermodal chains in SEETO region 47

48 Also, the sea ports in SEETO region are confronted with the risk of competition from other ports, (Figure 7) especially with: North Adriatic Multi-port gateway region (Ravenna, Trieste, Venice, Ancona and Monfalcone in Italy; Koper in Slovenia) and the Port of Rijeka (Croatia) in terms of supply of the Central-Western European markets Black Sea West Multi-port gateway region (Burgas, Varna in Bulgaria; Constanta in Romania) in terms of supply of Central-Eastern European markets The Port of Durres in consecutive years, achieved an increase in container traffic due to export and import with Kosovo* 19 (52%), The Former Yugoslav Republic of Macedonia (10%) and Serbia (7%). Out features of the current operations for all three sea ports within SEETO region is such that they are each other's competition. Figure 7 Position of the Port of Ploce, Port of Bar and Port of Durres within European container port system Source: Notteboom, T.E From the standpoint of the performance of intermodal transport service (inland aspect), missing infrastructure facilities for the successful development of intermodal transport are reflected primarily in the lack of appropriate terminals. Result of this situation is that the presence of other intermodal transport technologies, Huck-pack and Ro-Ro, in total intermodal flows is negligible. In Albania, Bosnia and Herzegovina, The Former Yugoslav Republic of Macedonia, Kosovo*, Montenegro, and Serbia, there are no Ro-La terminals. 19 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 48

49 In the whole course of the Danube River through Serbia and the Sava River through Bosnia and Herzegovina there are no ramps (terminals) for Ro-Ro transport. In the absence of adequate domestic vehicles and cargo transhipment capacity, interchangeable courts are mainly transported by trucks of foreign companies. In Serbia, only about 500 containers are owned by domestic companies, most of which are 20ft open top, which can operate only in domestic-internal transport. For this reason, the identification of projects whose implementation will increase participation of intermodal transport in total freight transport is primarily directed towards the projects of terminal for reloading of intermodal transport units. For transport of containers by railway, series K, R and S of wagons are used. The railway network in SEETO region is characterized by poor operating conditions and low level of service. In this part of the chapter the railway infrastructure of the SEETO regional participants is summarized. Albanian rail network is small, with 444km of single track non-electrified rail with standard gauge, of which 424km is operated. The maximum speed is generally 42km/h or 37km/h including stops and with a few sections at only 20km/h. This reflects poor track condition and the absence of a signalling system, as well as the existence of many illegally constructed level crossings that pose safety risks and further reduce speeds. In the last ten years, only 35.6km of track has been renewed, while a further 54.2km of track was renewed between 11 and 20 years ago. Based on the most recent assessment of the track and other fixed infrastructure, the track appears stable and the underlying embankment can support the rail bed. Ballast is generally rounded and in need of replacement. The existing track is designed to Albanian standards using S42 (42 kg/m) and S49 (49 kg/m) while the required standard rail in Europe is the UIC54. All the rolling stock is characterized by its age, and its poor overall condition, reflecting inadequate investment over the last decade. Of its 55 locomotives, 25% are under 20 years of age, with the bulk of the locomotives acquired over 30 years ago. Generally locomotives have low power capability, with a hauling capacity of about 1,000 tons. A good portion of the locomotives is inoperable. Each year their number in operation decreases. Funds are often in short supply to make necessary repairs, or to procure essential spare parts. The operational fleet of freight wagons is 241. Freight wagons are over thirty years of age ( 49

50 The railway network in Bosnia and Herzegovina extends for some 1,017km. It is based on a standard gauge (1,435mm) and the majority is single track (92%). After extensive rehabilitation, more than 85% of the network is now classified as D4 in terms of UIC load categories, allowing maximum loads of 22.5 tons per axle, or 8.0 tons per linear meter. Around 76% of the network is electrified with a mono-phase 25kV, 50 Hz AC system. The only non-electrified part of the railway network is located in the north-eastern part of the country, around Tuzla, but it is important in traffic terms. All lines are single-track, except one section of 87 kilometres of Corridor Vc between Zenica and Doboj. The condition of the rolling stock on both railways ŽFBH (Zeljeznice Federacije Bosne i Herzegovine) and Zeljeznice Republike Srpske (ZRS) is generally poor. The locomotives and wagons, of both railways have a high average age. ZBIH disposes of 2,000 freight wagons; 200 of them are suitable for container transports (Lab not UIC-standard, not in use in the moment but a reserve for Ploce transports, Rp platform wagon UIC conform). A similar situation can be assumed in ZRS. The overall condition of the railway network in Bosnia and Herzegovina remains poor, with operational weaknesses reducing line capacity markedly. Overall operating speeds remain low, due to the following: temporary speed restrictions arising from the condition of some tunnels (notably Tunnel Ivan south of Sarajevo where there is a speed restriction of 40km/h); poor track alignment (due to topography and gradient) and condition; the number and functioning of crossings. On around 80% of the railway lines on Corridor Vc, train speed is limited to a range of between 30km/h and 70km/h, depending upon the conditions of the track. In addition, there are limitations in ballast in the curves, weak sleepers, and inadequate fastenings. Another significant problem is the length of the crossing sidings in stations (with a usable length of 570m), leading to restrictions on train length (550m) and train weight (1,500t) ( The rail network in Kosovo* is to day old, and not in good conditions to meet the needs of both passengers and freight. The Kosovo Railways operate more than 333km of non-electrified single track lines. The maximum design speed limit is 70km/h even though the geometry of many parts of the network would permit to allow 160km/h. Real operating speed is lower by 60-70% of the design speed. It does not provide adequate links with neighbouring economies and ports to offer freight (no connections with Albania and Montenegro). The signalling and telecommunications equipment are under modernization. It needs urgent modernisation and development to face future needs providing sustainable transport services. In 2014, Kosovo* has 10 locomotives in its fleet with classes which originate from many places (variety of brands), some from Norway, Croatia, former Yugoslavia. There were a lack of proper maintenance documentation, spare parts and tools, and the staff was inexperienced. The existing fleet of freight wagons is quite large. The updating of available inventory has shown that at least 422 freight wagons, of which 150 4axle wagons, exist in the railway network and are estimated to be mainly in poor condition ( 50

51 The rail network of The Former Yugoslav Republic of Macedonia is small, with 699km of single track rail -with only 235km electrified. The main line of Pan-European Corridor X traverses FYR Macedonia from Tabanovce to the capital Skopje to Gevgelija, as well as the branch Corridor Xd from Veles to Bitola to Kremenica (146km). Along Corridor X the line is electrified and has a Siemens safety control system -the railway sections along this corridor are expected to be linked to a telecommunications system in the future. Train design speed is limited to a range of between 30km/h and 70km/h, depending upon the conditions of the track. Real operating speed is lower by 50-70% of the design speed. As with the rail infrastructure, the rolling stock of The Former Yugoslav Republic of Macedonia is aged. The number of freight wagons stood about 1,300, out of which 900 wagons are operational, with an average age exceeding 30 years. The number of locomotives stood about 80, although only 15% of them were operational, with the remainder immobilized while they await repairs. The average age of the inventory of locomotives is 37 years ( Montenegrin railway system is one of the smallest railway systems in the region, compared with other economies of the Western Balkans. The total length of the railway network in Montenegro is km, of which: the open tracks is km and 77.21km of station tracks. All railways are single track km are electrified, single-phase 25kV 50Hz system km are non-electrified a open tracks. Rail lines are standard gauge, with the line to Bar electrified. The main line (Bar- Serbian border) has numerous bridges and tunnels and the terrain is mountainous. Old railway (with narrow sidings) that linked Niksic with Bosnia and Herzegovina (and Croatia) is not used for years. Commercial speed on the Bar-Belgrade line is only 50km/h, with the main constraint being the quality of rail infrastructure. Rolling stock of Montenegro consists of 17 locomotives (15 active) and 713 freight wagons: 8 locomotives of class 461, 3 locomotives of class 661, 4 locomotives of class 644, 2 locomotives of class 744 (none of them is active). The average age of locomotives is high, with 71% exceeding 31 years, and none of the stock acquired less than 20 years ago ( 51

52 The total length of the Republic of Serbia railway network is 3,809km, 1,768km of which are the main lines and 1,247km (32.7%) are electrified. Only 7% of the lines (276km) are double-tracked. The average network density, satisfactory on the Republic of Serbia level, is very uneven and significantly decreases towards the south of the country. About 25% of the main tracks on the railway network in the Republic of Serbia are on Corridor X and its branches Xb and Xc. Only about 45% of the railway lines in the Republic of Serbia have allowed axle load of 22.5t, while 30% is less than 16t. Allowed speed exceeds 100km/h on only 3.2% of the lines, and major part (about 50%) of the network allows maximum speed of up to 60km/h. With the exception of the line sections between Belgrade-Sid and Velika Plana-Nis, which are double-track, electrified and in some sections allow greater speeds, all other lines have obsolete technical and technological parameters. Even on these line tracks, there are sections in very bad condition, so that the speed limit is often temporarily set at 20km/h or less. The current condition of the railway infrastructure is specified with the need of track reconditioning and modernizing of about 1,000km of main lines, i.e. about 57% of main routes or 26% of the complete railway network. Public Enterprise (PE) Serbian Railways has about 480 locomotives, 8,500 freight wagons. The rolling stock is relatively old and unreliable. The average age of railway cars is over 30 years and the degree of availability, depending on the type, varies between 26% and 61%. ( Identification of Bottlenecks and Improving Measures of Intermodal Transport in SEETO Regional Participants Preface Bottlenecks identified in different transport modes (especially in rail, inland waterway and road transport) have consequences that are also passed on to effective implementation of intermodal transport. Only those that are solely related to the functioning of intermodal transport in SEETO region will be mentioned at this point. Bottlenecks can be categorized into several groups: legislative, regulatory and administrative; organizational; technical and technological; monitoring and data collection; inappropriate state of transport infrastructure; personnel staff; disbalance of transport volume and structure of transport. Given the above bottlenecks, development of intermodal transport in SEETO regional participants directly or indirectly depends on several general factors, such as: The political stability of the region: Political stability is a prerequisite for prosperity, economic growth and the growth of trade and therefore has a huge influence on the development of intermodal transport in the participants of the SEETO region; EU accession date of SEETO regional participants: Accession had a strong and positive impact on macroeconomic development and political stability of post-communist countries. Similar effects are likely to happen in SEETO regional participants; Macroeconomic development and stability in the SEE regional participants and their neighbouring economies: Due to the sometimes very integrated economy of the former Republic of Yugoslavia and the relatively small territory of all SEETO regional participants that emerged from it, economic development of all regional participants is of great 52

53 importance to them individually, or to any other SEE regional participants in the neighbourhood. Other countries in the near neighbourhood of the Western Balkans and the major western European trading partners (Austria, Germany, Italy, Hungary, Romania, Bulgaria, Greece, etc.) also have a great impact on macroeconomic stability ; The development of the various industrial branches and regions, the extent of attracting foreign investments, the level of competitiveness of products and services to SEETO region and European markets, privatization decisions and regulations in the field of intermodal transport, trade and other agreements with other countries, etc. The impact and the strength of some of these risk factors are very difficult to analyze, and predict in the future period. However, beyond these general factors, measures can be defined on the basis which would lead to the improvement of intermodal transport. The measures are based on several sources including: The analysis of the current state of the entire transport systems in SEETO regional participants; Degree of adaptation of transport systems in SEETO regional participants to establishment of intermodal transport; The existing level of development of intermodal transport in SEETO regional participants; The analysis of market needs for the modes of transport capabilities and reloading equipment, etc. All measures are based on an approach to solving transportation problems (in the field of freight transport) according to EU documents (EU strategies, EU policy and intermodal transport, EU programmes) among which the most important are: White Paper 2011: Roadmap to a Single European Transport Area-Towards a competitive and resource efficient transport system-transport 2020; The Greening transport package; Maritime Transport Strategic goals until 2018; A sustainable future for transport: Towards an integrated, technology - led and user friendly system; Europe 2020: A Digital Agenda for Europe: Intelligent Transport Systems for efficient transport and better mobility; Regional Transport Action Plan for the Mediterranean Region ; SEE 2020 Strategy: Jobs and Prosperity in European Perspective; Maritime Transport and Short Sea Shipping; Towards a rail network giving priority to freight; Trans- European Transport Networks (TEN-T) Policy; TEN-T programme; Marko Polo II ( ); TEMPO programme; EA EASY WAY Programme. The objectives of measures are to promote and encourage co-operation between the various transport modes, allowing the use of their systemic usefulness in a comprehensive intermodal transport system. The effects of it should be: an increase in the transport volumes, increasing of 53

54 employment, environmental protection, reduction of costs in favour of transport and the overall macro-economic development of SEETO regional participants. In the White Paper of the European Union, among other things states (a point is very important in the process of adoption of measures and actions): Creating a balance between transport modes implies looking at the right place for each transport mode and ensures their functioning. Link to miss the most is the lack of strong meaningful connections between sea, inland waterways and railways. The objectives of the measures are that relevant institutions deal with improvement of intermodal transport in SEETO regional participants, thus reaching a satisfactory duration of transport, safety, transport costs, etc. This way, intermodal freight transport should become competitive and harmonized with the requirements for environmental protection, hence raising the quality of life. The measures foreseen: The development of the necessary planning documents (strategies, plans, programs and studies); The adoption of measures of transport policy; Making proposals for the development and modernization of transport infrastructure (transport connections-railway, inland waterways, terminals, logistics centres); Integration into a comprehensive intermodal transport system that would be a part of network of lines and terminals of AGTC (European Agreement on Important International Combined Transport Lines and Related Installations) European network. The organization of intermodal transport system requirements adapting the institutional structure and organization of the relevant ministry, the establishment of regulatory bodies, the management and control system of public transport (administrative boards, the supervisory boards, the port authorities) and improve the system of issuing authorizations to perform activities of intermodal transport (licenses, concessions, permits) carriers, operators and freight forwarders. State budget funds and credits of the SEETO regional participants, as well as a model of publicprivate partnerships, should ensure the development and modernization of transport infrastructure (primary: railways and waterways; secondary: roadways) which are the bottlenecks in the intermodal transport system and encourage faster development and building of terminals, ports and logistics centres. The measures also provide many other activities related to research, development, promotion and lobbying for projects in the areas of transport infrastructure, institutional structure and the education of personnel for current and future intensive work in the bodies of the European Commission and the European Union Legislative, Regulatory and Administrative Bottlenecks Legislative, regulatory and administrative bottlenecks are identified through: Lack of planning documents (strategies, programs and studies) of intermodal transport or inappropriate existing documents aimed at the development of intermodal transport on the territory of SEETO regional participants; Lack of regulations in the field of intermodal transport. Underdeveloped legal framework that regulates the field of intermodal transport. Lack of appropriate legislation that would allow greater participation of private capital when it comes to necessary investment in infrastructure; 54

55 There is no implementation of the standard of infrastructure (especially in rail sector, terminals) and means of transport based on: AGTC, TEN-T requirements; CTQI standard, TSI, UIC requirements; Lack of financial incentives and mechanisms to promote the use of intermodal transport (for example: road transportation from/to the terminal is not exempted from payment of road tariffs in combined transport chain; there is no incentive relating to the leasing or purchase of special vehicles, reloading equipment, swap bodies, containers etc.); Non-liberalized rail sector - discriminatory market conditions due to the centralized railway sector, separately for all SEETO regional participants. Note-Remark: During the identification of legislative, regulatory and administrative bottlenecks a comprehensive approach was applied. Hereinafter it is possible to notice that some participants have already taken some of the proposed measures to remove the bottlenecks. E.g. in relation to the main planning documents: Bosnia and Herzegovina adopted document Study on Intermodal Transport in Bosnia and Herzegovina ; Kosovo* 20 adopted Multimodal Transport Strategy ( ) and Action Plan ( ) and update version Multimodal Transport Sector Strategy and Action Plan for 5 years ; The Former Yugoslav Republic of Macedonia adopted document Study for development of strategic multi-modal transport nodes On the other hand, Albania, Montenegro and Serbia, do not have recent special separate documents dealing with intermodal transport at the level of regional participant. It just means that some participants did more steps in the analysis and development of intermodal transport, and that others, who have not done the same so far, should do it. This approach to interpretation of the legislative, regulatory and administrative bottlenecks and measures for their elimination is applied to other bottlenecks and measures referred to in this study. 20 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 55

56 Legislative, Regulatory and Administrative Measures for Improving Intermodal Transport The measures are given in Figure 8. Figure 8 Legislative, regulatory and administrative measures Planning Documents for Development of Intermodal Transport Strategies for development of intermodal transport Based on the European and SEETO regional participants transport policies, as part of the strategy of intermodal transport it is very important to clearly define the role and importance of intermodal transport in order to achieve the cooperation and coordination of individual modes of transport. The priorities should be directed towards institutional organization and management system, 56

57 financing of project, scheduling the building of transport infrastructure and procurement of transport capacities customized for intermodal transport. The strategy should define and analyze in detail: secondary and tertiary transport nodes in addition to the main intermodal terminals which are defined in this study; the possibilities of improving secondary and tertiary transport nodes to the level of intermodal terminals in the future; new potential intermodal corridors in relation to secondary and tertiary transport nodes, etc. In principle, the basic factors whose influence should be taken into account are the same as in the case of main intermodal terminals: economic strength of centres and regions, existing transport corridors, geographic location, connection with transport infrastructure etc. Also, the strategy should define the required capacity, basic standards for new potential intermodal corridors, and terminals. In the longer term period, strategy should define priorities, schedule and system of financing the building of potential corridors and infrastructure (concessions, credits, private partnership). Before strategy it is necessary to create the study of intermodal transport. National programs of development of intermodal transport in SEETO regional participants Based on the strategy and the study of intermodal transport it is necessary that the competent department in SEETO regional participants creates proposals of a national program of development of intermodal transport. The program should include sources of funding, holders of intermodal services, deadlines, schedule and priorities for at least two to three medium-term periods. On the proposal of governments of SEETO regional participants, the national programme should be adopted by their respective parliaments Proposed Measures of Transport Policy for Development of Intermodal Transport In addition to the strategy for development of intermodal transport (which will clearly define role and place of intermodal transport, multimodal transport network, networks of intermodal terminals), the competent department of SEETO regional participants governments must determine the measures of transport policy: regulatory, administrative, organizational and financial, that will foster wider establishment of intermodal transport and make use of comparative advantages of individual transport modes and their harmonious and balanced development. Regulatory measures must redevelop the area of activity of intermodal transport as relatively new and most complex forms of organization of transport. It should define the status, documents, procedures, standards, implementation of transport policy measures, all in order to create the legal conditions for faster development of intermodal transport in the SEETO regional participants. Regulations must remake the organizational issues of transport systems: organization and structure of the competent body of transport (ministries, departments), the management and supervision of public transport companies, ports and terminals (supervisor boards, management boards, port authorities). It is necessary to define: The status of intermodal transport as an activity of special economic importance; Equipment of terminals and ramps, equipment for containers and swap bodies handling all major producers and consumers of goods. 57

58 It is necessary to determine: An obligation to prepare the logistics program of intermodal transport for internal, urban and distributive transport of goods in towns and major transportation centres (prescribe transport conditions); An obligation of building ramps and equipment for the handling of containers and swap bodies in all commercial, commodity, commodity-transport terminals and production companies that manipulate with greater amount of goods suitable for the use of transport units of intermodal transport. Legislations and secondary legislations It is very important to specify the conditions of competence for accreditation (licenses, concessions, permits) in carrying out activity of all transport services in intermodal transport (for carriers, operators, freight forwarders and transport organizers in terms of technical equipment, personnel and financial capacity). Develop regulation for transport logistics in the urban areas and to oblige city government to create logistics programs for cargo transport in cities. Regulation is necessary to prescribe: Mandatory use of the consignment note; (FIATA, FBL-bill of lading, CIM, etc.); Mandatory use of the e-consignment notes (e-bill of lading, e-cim consignment note); Scope and specification of the ITS working area between users and government services; Mandatory use of the e-customs documents; The obligation of submitting the data to create statistical reports and databases and procedures of information flow. By secondary legislations it is necessary to define procedures and processes for monitoring the transport of goods, adapt and harmonize the individual procedures to their simplicity, strive to increase and speed up the flow, and better use of capacities and management of human resources. Governmental acts of individual SEETO regional participants should define the activity of intermodal transport as an industrial activity of special interest. This will enable implementation of incentive measures and benefits (customs and tax), fuel subsidies and the amount of transported goods (tkm or TEU) in intermodal transport. In cooperation with school and faculties, relevant ministries of transport and education should adapt programs for the education of future personnel of intermodal transport. Open market reforms (liberalisation in rail sector) Liberalisation of the rail sector as main backbone of intermodal services leads to many positive effects. The main are: Operators who have so far used roads for realisation of transport can now use railways as an alternative and more efficient transport mode, without having to depend on individual state railways; Private investors may be interested for investing in railway infrastructure (especially terminals) and operation activity (forwarding firms); Open market conditions lead to pressure on the price of transport in terms of their reduction. 58

59 Technical standards Prescribing the standards for transport lines and nodes (terminals, logistics centres) on intermodal transport corridors and equipment in terminals shall be carried out, as well as work on harmonizing of transport vehicle dimensions, reloading equipment and transport units. Technical characteristics of the network of important international combined transport lines are given in Annex III of AGTC (data relating to: number of tracks-2 for new lines; vehicle loading gauge-target value UIC B, for new lines UIC C; minimum distance between track centres-4m, for new lines 4.2m; nominal minimum speed-100km/h, target value 120km/h, new line 120km/h; authorized mass per axle-20t, for new line 22.5t (speed 100km/h), 20t, for new line 20t (speed 120km/h); minimum useful siding length-600m target value and new line 750m (UNECE, 2010); TEN-T core network requirements for railway transport infrastructure: full electrification of the line tracks and, as far as necessary for electric train operations, sidings; indicators for freight lines of the core: at least 22.5 t axle load, 100km/h line speed and the possibility of running trains with a length of 740 m; full deployment of ERTMS; nominal track gauge for new railway lines: 1,435 mm (OJEU, 2013). TEN-T comprehensive network requirements for railway transport infrastructure: Freight terminals shall be connected with the road infrastructure or, where possible, the inland waterway infrastructure of the comprehensive network. Member States shall ensure that the railway infrastructure: save in the case of isolated networks, is equipped with ERTMS; complies with Directive 2008/57/EC and its implementing measures in order to achieve the interoperability of the comprehensive network; complies with the requirements of the TSIs adopted pursuant to Article 6 of Directive 2008/57/EC, except where allowed by the relevant TSI or under the procedure provided for in Article 9 of Directive 2008/57/EC; save in the case of isolated networks, is fully electrified as regards line tracks and, to the extent necessary for electric train operations, as regards sidings; complies with the requirements laid down in Directive 2012/34/EU as regards access to freight terminals (OJEU, 2013). TEN-T core network requirements for inland waterways transport infrastructure: Member States shall ensure that inland ports are connected with the road or rail infrastructure. Inland ports shall offer at least one freight terminal open to all operators in a non-discriminatory way and shall apply transparent charges. Member States shall ensure that: rivers, canals and lakes comply with the minimum requirements for class IV waterways as laid down in the new classification of inland waterways established by ECMT. At the request of a Member State, in duly justified cases, exemptions shall be granted by the Commission from the minimum requirements on draught (less than 2.50 m) and on minimum height under bridges (less than 5.25 m); rivers, canals and lakes are maintained so as to preserve good navigation status, while respecting the applicable environmental law; rivers, canals and lakes are equipped with RIS (OJEU, 2013). Efficient intermodal transport involves: the use of intermodal wagons suitable for carrying containers and swap bodies of various parameters-these wagons meet UIC requirements and are designed according to TSI, UIC for RIV and TEN RIV traffic operation; the use of containers defined in UIC and UIC 592-4, swap bodies defined in UIC and EN13044, and demountable bodies defined in UIC 591. The European Intermodal Association (EIA) established the working group Intermodal Terminals, which defined a set of minimum requirements for the intermodal terminals of the future ( These standards define the minimum dimensions of a terminal able to guarantee sufficient traffic concentration and independent economic management using the currently available techniques. Germanischer Lloyd has developed the Container Terminal Quality Indicator (CTQI) standard. This benchmarking system is based on the results of different workshops. CTQI t 59

60 will offer the industry new dimensions: they will be able to choose terminals that best suite their needs and supply chain strategy. Intermodal terminals are challenged by increasing requirements for checking and documenting their gate processes. It is not only safety and security that are relevant, but also the liability change. The European Norm EN (2010) standardizes the identification of intermodal loading units. Against that, background camera portals and Optical Character Recognition (OCR) technologies have been implemented in numerous ports, as well as in some continental intermodal terminals. Minimum standards for intermodal terminals are given in AGTC (UNECE, 2010). For the efficient handling of consignments in terminals the following requirements shall be met: The period from the latest time of acceptance of goods to the departure of trains, and from the arrival of trains to the availability of wagons ready for the unloading of loading units shall not exceed one hour, unless the wishes of customers regarding the latest time of acceptance or disposal of goods can be complied with by other means; The waiting periods for road vehicles delivering or collecting loading units shall be as short as possible (20 minutes maximum); The terminal site shall be selected in such a way that: System of responsibility It is easily and quickly accessible by road from the economic centres; Within the rail network, it is well connected with long-distance lines and, for transport connections with wagon-group traffic it has good access to the fast freight trains of combined transport. In the intermodal transport a uniform system of responsibility is introduced. The European Commission is working to improve the system of legislations based on the UNCITRAL (United Nations Commission on International Trade Law-UN Commission on International Trade) conventions (United Nations Convention on Contracts for the International Carriage of Goods Wholly or Partly by Sea (New York, 2008) (the "Rotterdam Rules"); United Nations Convention on the Liability of Operators of Transport Terminals in International Trade (Vienna, 1991); United Nations Convention on the Carriage of Goods by Sea (Hamburg, 1978) (the "Hamburg Rules")). For example, Convention Vienna 1991 sets forth uniform legal rules governing the liability of a terminal operator for loss of and damage to goods involved in international transport while they are in a transport terminal and for delay by the terminal operator in delivering the goods. Generally, these documents become the main source of inspiration for legislative reform in developing countries and transition economies in the field of international transport of goods (including intermodal transport), ( It is necessary to monitor the progress of legislations development for their later implementation. Safety and security The European Commission is starting the making of standards in the existing legislation, and conventions in order to improve or find optimal solutions for safety and security in intermodal transport. It is necessary to monitor the progress for later implementation. Safe Intermodal Transport Across the Globe (SIMTAG) is a programme of activities that will culminate in the development and commercialisation of technologies, processes and services to improve safety and security in intermodal transport. The SIMTAG is bringing innovation and 60

61 technology to intermodal cargo transport in general and to the transportation of dangerous and vulnerable cargo in particular. It is necessary to monitor the progress for later implementation. United Nations Economic Commission for Europe (UNECE), International Maritime Organization (IMO), the International Labour Organization (ILO) have created a joint publication "CTU code" which addresses safety and security concerns through a non-mandatory global code of practice for the handling and packing of shipping containers for transportation by sea and land. Within the CTU Code, comprehensive information and references on all aspects of loading and securing of cargo in containers and other intermodal transport are provided, taking account of the requirements of all sea and land transport modes. The CTU Code applies to transport operations throughout the entire intermodal transport chain and provides guidance not only to those responsible for packing and securing cargo, but also to those who receive and unpack such units. It also addresses issues such as training and the packing of dangerous goods. Elements of evaluation of transport system Indicators of the effectiveness of logistics chains in freight transport are a useful instrument for stimulating quality of service. They can also be used to measure the impact on the environment and society. These indicators already exist in some economies for combined transport by rail, air transport and coastal transport. Unfortunately, there is no common system of indicators for several modes of transport or logistics freight transport as a whole. The indicators would be used to measure and record performance in logistics transport chains and to allow the selection of the optimal logistics chain. The European Commission is working on the development of benchmarks, indicators and labels for the evaluation of efficiency, flowability, ecological justification in order to raise the quality in logistics of transporting for individual transport systems, transport nodes (terminals, ports, airports etc), logistics centres and the entire logistics chain. Identified indicators of effectiveness should be used for systematic evaluation (benchmarking) of intermodal chains and thus demonstrate their effectiveness and suitability in relation to the impact on the environment and society, in particular: Terminals and logistics centres for the purpose of determining their suitability for carrying intermodal transport. Also, in order to improve their services; Transport sub-systems with the aim of showing their effectiveness and benefits in mutual comparison in relation to the impact on the environment and society; Logistics of transport in cities to measure effectiveness, sustainability of final delivery and general planning of transport logistics in the urban area Possible Incentives for Development of Intermodal Transport Measures for development of intermodal transport should also potentially include elements of the public authority (the establishment of the freight transport as a regulatory body). A separate act for reloading equipment and means of transport in the intermodal system is necessary. This equipment should be declared as the one that favours environmental protection, hence providing the possibility to use customs and tax exemptions. Providing funds for building and modernization of transport infrastructure (railways, waterways, roads) that are bottlenecks in the system of intermodal transport and to encourage faster development and building of terminal, port and logistics centre for better use of the existing capacity and a higher level of service traffic load. 61

62 Distribution of transport permits in international road transport should be conditional on the volume of use of Ro-Ro and Ro-La and piggy-back technology in intermodal transport, as well as the establishment of cross-border companies for providing services in intermodal transport. Abolishing restrictions on use of motor vehicles in tourist season in coastal and other tourist areas, in case that the goods are to be transported in intermodal transport system. With SEETO regional participants guarantees, favourable credits, customs and tax exemptions may allow companies easier procurement of equipment for intermodal transport. Reduce the income tax rate generated in intermodal transport. Subsidize the carrier by realized transport volume (tkm or TEU), carried in intermodal transport (e.g. Ro-Ro, Ro-La and piggy-back). Subsidize fuel for waterway and railway sectors in the amount allocated for construction of roads. It is necessary to include the projects which improve the development of intermodal transport in the priority projects, so that the pre-accession EU funds can be used. It is important that individual modes of transport are proportionately financially burdened in accordance with the percentage shares of causing external transport costs (damage, air pollution, etc.). Appropriate Ministry of Transport and Ministry of Education (in SEETO regional participants), in cooperation with schools and faculties must define programs for education and training of personnel as well as the professions and vocations in the activities of intermodal transport Organizational Bottlenecks Organizational problems are numerous. They are largely responsible for inefficiency of the entire transport system, including intermodal transport subsystem. In all SEETO regional participants, there is insufficient development of necessary institutions. The organizational framework is very complex and characterized by unclear and undefined relationship roles of the actors in combined transport. The most significant organizational bottlenecks are: Inadequate institutional structure of relevant ministries (there is no department/sector of intermodal transport), professional associations and non-profit groups and professional and scientific institutions; Poor organization of operators-freight forwarders and carriers (fragmentation and redundancy); Complicated cross border and customs procedures. Inefficient operations and lack of coordination of inspection services (supervision and control services: sanitary, veterinary, phytosanitary and environmental). Significant advancements are expected here with the CEFTA Additional protocol; Ignored role of the professional institutions in the organization of transport in places where the traffic unit is formed or used (trade centres, wholesale trade centres, and manufacturing centres); Lack of functional national societies (members of international associations) as the key links in the entire transport chain and leaders of the development of intermodal transport (although they are registered as companies, they have not yet created the basic conditions for operation). 62

63 Organizational Measures for Improving Intermodal Transport The measures are given on the Figure 9. Figure 9 Organizational measures 63

64 Organization of the Bodies Responsible for Transport Organization of the Ministry Intermodal transport must have a primary place in the organization of lower organizational units in relevant Ministry of Transport of SEETO regional participants (sectors, departments). In this moment, in the existing state these institutional parts are not applied: Albania's Ministry of Transport and Infrastructure has no separate sector or department for intermodal transport In Bosnia and Herzegovina (Ministry of Communications and Transport) there is a unified transport sector made up of two departments: Road and Railway Transport Department and Air, Water and Pipeline Transport Department. Intermodal Transport Department does not exist In Kosovo* (Ministry of Infrastructure) there are Department of Road Transportation, Department of Road Infrastructure, Department of Civil Aviation. Intermodal Transport Department does not exist In The Former Yugoslav Republic of Macedonia (Ministry of Transport and Communications) there are separate departments for rail and air transport modes. Intermodal Transport Department does not exist In Montenegro (Ministry of Transport and Maritime Affairs) there are departments for road, rail, air and maritime transport modes. Intermodal Transport Department does not exist In Serbia (Ministry of Construction, Transport and Infrastructure) there are all transport mode sectors. Intermodal sector exists but it is integrated with rail sector The task of the future sectors (departments) would be conducting intensive activities to overcome the inferior position of intermodal transport compared to other transport modes. In developed countries there is an awareness of all the benefits of intermodal transport and, generally separated organizational "intermodal" institutions do not exist. In the case of SEETO Regional Participants, in the initial stage of development of intermodal transport the existence of these state organs would constitute a catalyst for the establishment of an efficient intermodal transport. In addition to domestic institutions within the ministries it is possible to support development (promotion, establishment, organization and improvement) of intermodal transport in other ways. One of them is the establishment or engagement of non-profit, non-governmental research organizations with the purpose to strengthen intermodal transport and to make intermodal structures more transparent such as SGKV (Studiengesellschaft für den Kombinierten Verkehr). SGKV is active on behalf of the interests of intermodal rational transport chains. The association aims at strengthening and developing combined transport further through bringing together research and practice. SGKV unites over 100 members through terminal operators, universities and haulage companies, different opinions regarding combined transport meet and share a common goal: organizing freight traffic in an environmentally friendly, more efficient, and sustainable way by the means of intelligent intermodal transport chains. 64

65 Strong institutional system is required for managing public transport (ports, terminals, infrastructure, and transport companies). System for managing ports (port authorities) must be aligned with the legal practice in the European Union. It is necessary to examine: The composition of management councils and supervisory boards of other public companies; Opportune for members with respect to the functions they perform. Include users and potential investors to a large extent in management system of supervision Organization of Transport Planning and Performance (Logistics Aspect) Internal transport Internal transport has a far greater significance to the costs and organization of transport than it is perceived in practice. Internal transport is performed in the system of production facilities (in the places where transport units were formed) and in the place of transhipment or consumption. Therefore, it is necessary to oblige all legal entities, users of transport services: To make transhipment places ready for accepting TEU units; To educate personnel for the handling and transport of TEU units. City logistics City logistics in SEETO regional participants does not exist. Cities do not solve the problems of distribution in a systematic and organized way. The largest part of the transport occurs spontaneously and randomly. After the adoption of legislation on the logistics of transport in urban areas, which would oblige all cities to develop a program of City logistics, it is necessary: Spatial planning and building logistics and distribution centres; Adaptation of handling (reloading) facilities and entities (users of transport services) for handling of TEU units; Planning a light transport of goods. Operators-freight forwarders-organizers of transport It is important to tighten measures of granting authorization for the activities (operators-freight forwarders) in intermodal and combined transport. It is necessary to issue separate authorizations to those who fulfil the requirements of personnel and professional competence, financial capacity and technical equipment to provide services in intermodal transport. Carriers It is necessary to tighten the requirement for issuing of permits for the transport in international transport, in terms of adaptability and capability to perform intermodal and container transport, as well as to establish a special license for the carrier qualified (technical, financial and personnel) to perform intermodal and combined transport. Improve labour and social legislation for employees in the public transport of cargo. 65

66 Control services Support to the Transport Dimension of the SEE 2020 Strategy In organization of control services, administrative office for data input and control of transport of goods in one place for one person should be introduced, in order to simplify control. The European Commission has adopted a directive COM (2005) 609 on electronic transport document that will serve the purpose. Border crossing and customs documents Solutions for border crossing (for: customs clearance, phytosanitary control, veterinary and sanitary controls): Improving the cooperation between the national Customs Authorities; Submission of preliminary information, finalisation of the complete electronic data, the use of New Computerised Transit System (NCTS), Declaration Management System (DMS), Excise Movement and Control System (EMCS), Import Control System (ICS), Export Control System (ECS) etc. and next-generation components like Automated Export System (AES), Automated Import System (AIS), Single Electronic Access Point (SEAP) and Single Window (SW) provided by IBM (IBM, 2015; EC, 2014); Harmonisation of the control procedures and organisation of joint control with the neighbouring countries. It is necessary to revise the documents into electronic documents, in accordance with EC Directives and regulations (oblige-enable their applying) Scientific and Professional Support and Promotion Scientific institutions Establish a business and technical cooperation with scientific and professional institutions for the realization of programs of the Ministry of Transport and associations (in SEETO regional participants) in the field of intermodal transport. Develop education programs and professional development of personnel, verification proposal solutions of scientific support programs at national and international level in the field of intermodal transport. Promotional activities The promotion of intermodal transport should be achieved through the provision of necessary information on intermodal transport in catchment areas (of SEETO regional participants), through: Availability of services; Timetables; Prices for services; Technical capabilities of the terminal; Transport facilities; All the other information to users and potential users to facilitate access to intermodal transport. The users of these information will be all the interested carriers, transport organizers or users of the transport. The information will be made widely available through the internet network, which will be collected from all subjects of intermodal transport in intermodal promotion centres across Europe. These centres will become intermodal or co-modal operators of intermodal transport, which would be the realization of the European vision of the future transport of goods. 66

67 The main goals of intermodal transport promotion are: Persuading potential customers and demonstrating the benefits of shifting modes of transport, based on presenting a solution from the practice; To achieve a change in the mindset of the operators and intermediary companies that may have prejudice about the opportunities offered by change of the mode of transport; Pooling and opening information portal (one stop shopping) to facilitate the transition to potential intermodal transport users who may have problems with a strategic reorientation with other modes of transport. It is necessary to coordinate the work of intermodal promotion centres at the level of SEETO regional participants. It is important to create a master centre for promotion of intermodal transport called Intermodal promotion and development centre at the level of SEETO regional participants. Professional carriers associations and professional freight forwarders associations It is necessary to introduce clear rules in the work of associations of carriers and freight forwarders in terms of the number, competence and volume of transport service that can be provided. A possible solution is the establishment of community of associations where it would be decided by the delegate principle and the number of votes would depend on the business efficiency (tkm, TEUkm, profit or available capacity) or by the European Commission ratings of a particular legal entity (participants in intermodal transport) Technical and Technological Bottlenecks Technical and technological problems are: The means of transport for Ro-Ro, Ro-La, Lo-Lo, piggy-back technology are insufficient (lacking wagons and road transport units for transport of containers and swap bodies); Non-existent or underdeveloped infrastructure in intermodal facilities and terminals. Reloading places, terminals, shipping centres, industrial terminals (places where transport units are formed) and shopping centres are not equipped and adapted for the carriage technologies; Poor IT equipment. 67

68 Measures of Technical and Technological Improvement of Intermodal Transport The measures are given in Figure 10. Figure 10 Technical and technological measures Technical and technological problems are: undeveloped and unadjusted systems of transport, transhipment, and handling of cargo in intermodal transport Means of Transport Means of transport for Ro-Ro, Ro-La, piggy-back technologies are present in insignificant amounts (lack of wagons and road transport units for the transport of containers and swap bodies). The implementation of Ro-Ro services is often presented as one of the most successful experiences from Motorways of the Sea, for both the EU and Black Sea countries. In consequence, almost 50% of Turkish of non-bulk product transport to the EU uses maritime routes, presently concentrated at the Trieste port in Italy. The new Ro-Ro lines will help create new opportunities and routes between the EU and Turkey. This will mitigate the most congested part of this network, in particular Istanbul Strait, and perhaps in the future, the crossing points in the Alps. One of the objectives in modernisation of rail transport in Turkey is to increase cooperation within the railway companies of neighbouring economies in order to provide new intermodal services: Cooperation with Balkan railway companies to launch the Ro-La services and develop intermodal transport services between the EU and Turkey (ITF, 2009). By creating favourable conditions for development of intermodal transport (by changing policies, removal of bottlenecks, etc.) there will be a significant increase in demand of means of transport for TEU traffic. 68

69 Reloading Equipment Reloading places, terminals, shipping centres, industrial terminals (where transport units were formed) and shopping centres are not equipped and adapted for the mentioned transport technologies. The port of Rotterdam is one of the top 3 ferry ports in Western Europe. Four roll-on roll-off operators have their own terminals in the port of Rotterdam and offer multiple daily departures to and from several destinations in the United Kingdom. There are also direct connections to Ireland and Portugal for Ro-Ro transports. The Ro-Ro terminals are connected to European transport network of the port of Rotterdam. Several roll-on roll-off terminals, for instance, have a direct connection with railway shuttles. Short sailing times and guaranteed departure and arrival times ensure that Ro-Ro services are highly reliable. On board in the evening means delivery at the final destination in the morning, and vice versa. Loading and unloading take little time, because the cargo is simply driven on and off board ( Lack of adequate transport capabilities (handling of TEU) especially in inland terminals and logistics centres significantly complicates the further development of intermodal transport. In these cases it is necessary to equip reloading places for handling of TEU units (obligation prescribed by legislations-transport requirements) IT Equipment Building and functioning of the information system for the needs of intermodal transport includes the use of modern IT equipment (hardware and software) Bottlenecks of Monitoring and Data Collection in Intermodal Transport Information systems for monitoring and data collection in intermodal transport are not developed or established. They are not interrelated. There is a lack of qualitative and statistical parameters of freight forwarding companies and agents; monitoring of the market in order to identify generators of intermodal flows, also does not exist. Therefore, it is impossible to create and use a database, which informs users, service providers and other related services participating in the process of intermodal transport; development of telematics is insufficient. 69

70 Measures for Monitoring System, IT Systems and Support The measures are given in Figure 11. Figure 11 Measures for monitoring system, IT systems and support It is necessary to start creating the project of information system, database and statistics immediately, in order to start with the creation of transport logistics database as soon as possible. This database is necessary for planning and organization of intermodal transport, monitoring of traffic flows and information exchange. It is important to consent the users to participate in this project. It is essential to develop the information system of intermodal transport that would connect systems for monitoring traffic (IT systems) into one unit. The creation and use of databases would allow information to users, service providers and other related services participating in the transportation process. The use of single transport documents may significantly accelerate the development of databases and thus improve the efficiency and effectiveness of the information system. Single transport documents for multimodal transport are already operating in the EU. The most frequently used are the FIATA Multimodal Transport B/L, the COTIF CIM Consignment note, the CMR consignment note and the CIM-UIRR notes. Further development in this area involves the use of electronic transport documents. In doing so, it is necessary to eliminate the main hurdles (legal and technological nature) of use of electronic transport documents and eliminate the uncertainty regarding status of electronic transport documents from a legal perspective. It is necessary to use intermodal telematics systems: Tracking & tracing systems (Supply of real-time information, use of GSM and 3G technologies in communications, GPS, GLONASS, digital maps in location) 70

71 Support to the Transport Dimension of the SEE 2020 Strategy Turnaround monitoring systems (Improves capacity utilization of the means of transportation based on data collection for individual transport and transit times for turnaround. Intelligence technology enables automatic turnaround recognition across transit points. Automatically generated reports provide complete information about time loss and delays and enable objective comparisons e.g. of freight carriers or transit points). Automatic stock control systems (Automatic stock control provides an updated day-by-day overview of the stock of different container types at the various branch and loading locations. The transparent reports support efficient dispatching and show any surplus or insufficient stocks in good time Yard management systems (Supplies valuable information for yard management. The system reliably shows where containers are currently located even if they are right at the bottom of a pile) Temperature monitoring and control systems (for temperature-sensitive goods, identification of deviations between actual and target temperature and reported immediately to dispatchers and end customers. Temperature records as well as alert events are logged and can be sent automatically as a report. Based on two-way communication, cooling unit can be remotely-controlled). Telematics systems and information management can be seen in many European projects dealing with harbours (maritime transport), inland waterway transport and intermodal road/railway transport. Some of them are: ALSO Danube project, IP (Intermodal Portal) project and CESAR-web based technology platform for intermodal transport management (created through a partnership of CEMAT, HUPAC, Kombiverkehr, SGKV and UIRR) (FITS, 2003) Bottlenecks Caused by Inappropriate State of Transport Infrastructure State of transport infrastructure at this moment is not conducive for the development of intermodal transport. This particularly applies to the railway infrastructure. Problems and weaknesses are reflected in the lack of planning of building and interconnection of railways, inland waterways, roads and terminals into a single intermodal transport system on the transport corridors, in accordance with the assumptions of the European Union (White Paper) and European Agreement on Important International Combined Transport Lines and Related Installations (AGTC). Transport lines are still insufficiently linked. This situation is characteristic for individual transport modes, as well as in combination with several modes of transport, such as rail-river-sea intermodal facilities. At the same time happens that transport lines have not uniform throughput capacity (for example: axle load on roads and bridges or capacity for ports and terminals). In this respect it should be taken into account that the permissible maximum weights of lorries for TEU transport is 40t or 44t: in Albania 44t; in Bosnia and Herzegovina 40t or 44t (is applicable for 40 feet long ISO containers); in The Former Yugoslav Republic of Macedonia 40t; in Kosovo* 21 n.a.; in Montenegro 40t or 44t (is applicable for 40 feet long ISO containers), and Serbia 40t or 44t (44t is applicable for 40 feet long ISO containers or is applicable for two 20 feet ISO containers), (Legislative acts, 2015). 21 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 71

72 Although it should be one of the tasks of the transport strategy, it is necessary to emphasize the lack of network of terminals. If the network of terminals was proposed, it has not been verified. In this aspect, standards of development and required equipment are not defined. A special problem is the non built terminals of intermodal transport for handling of containers or swap bodies in places where transport units should be formed (in factories or by the user, such as department stores) The Measures for Improvement of Infrastructure for Intermodal Transport After the adoption of the strategy for development of transport system, operational program of building and modernization of transport infrastructure must define the dynamics of implementation with a focus on projects that are bottlenecks in the AGTC, AGC (European Agreement on Main International Railway Lines), AGN (European Agreement on Main Inland Waterways of International Importance) and the TEN-T network (Figure 12), related to: Modernization of existing infrastructure in order to increase transportation capacity and optimal use; Building of new transport links for better connection of the individual subsystems (e.g. in the case of lack in connection of terminals with a national transport network); Building and equipping of terminals as places of crossing of transport modes and the creation of transport process; Building of information centres for collecting, processing and distributing data for efficient development of intermodal transport and transport in general. Figure 12 Infrastructure measures for intermodal transport It should also be noted that industrial sidings are an essential factor in the future development of intermodal transport. Industrial sidings represent a direct rail link between the railway system and major users of railway services, primarily those who in their operations use significant amounts of raw materials and semi-finished products. These users are the ones who belong to the group of producers of large quantities of identical goods. Industrial sidings allow greater acquisition and competitiveness. It is necessary to establish different relations in transport policy towards industrial sidings (building, maintenance, use, etc.). It is necessary to change the existing policy of costs in the building, maintenance and use of industrial sidings, such that they are completely (or to a greater extent than before) counted as a regular cost of the railways. The existing policy of industrial sidings for users of services represents 72

73 a significant financial expense and thus a disincentive effect on the competitiveness of railways to road transport Investment Projects of Transport Infrastructure (Railways and IWW) In this chapter, planned infrastructure enhancement projects on rail, seaports and inland waterways sectors that are highly influential for intermodal (multimodal) transport in SEETO regional participants region are listed. Albania Rail sector In general, the infrastructure is in poor condition with restricted operating speeds between 30 and 40km/h. There are several strategic options for the future of the railways in Albania which are important for intermodal transport: Connecting the Port of Durres to national rail network Upgrading the Tirana-Durres line infrastructure (railway and stations) to allow speeds of +60/80km/h Third investment priority shall be completion of the railway Corridor VIII taking into account possible development of part of corridor VIII in The Former Yugoslav Republic of Macedonia The other rail infrastructure development would be the improvement of the Vore to Bozaj (Hani i Hotit), on the Montenegro border, to allow higher axle loads and to enhance the transport international traffic The improvement of the Durres to Elbasan section could be also the development option Bosnia and Herzegovina Rail sector Based on the Investment plan for railway infrastructure in Bosnia and Herzegovina in the period with the development prospective up to 2020, the potential development railway project are listed: Priority projects 1. Corridor Vc Track overhaul and reconstruction of structures on the sections: Doboj-B. Samac/Samac (63km) Maglaj-Doboj (single track, 25km) Zenica-Jelina (9km) Sarajevo-Podlugovi (24km) Sarajevo-Bradina (41km) Konjic-Mostar Mostar-Capljina Elimination bottlenecks for intermodal transport at the section Ivan Sedlo 73

74 Support to the Transport Dimension of the SEE 2020 Strategy Modernisation of signalling and interlocking system on the sections: Konjic-Mostar Mostar-Capljina Modernisation of telecommunications system on the section: Bos. Samac/Samac-Doboj-Sarajevo-Mostar-Capljina Fibber optical and transmission system and telecommunication knots on the whole length of the Corridor Vc: Bos. Samac/Samac-Sarajevo-Capljina Reconstruction of electrical-energetic facilities on the section: Bos. Samac/Samac-Doboj-Sarajevo-Mostar-Capljina 2. Parallel to Corridor X Track overhaul and reconstruction of structures on the section: Josavka-Kostajnica (70km) Kozarac-Prijedor (8km) Completion of the line Zivinice-Zvornik Modernisation of signalling and interlocking system on the section: Dobrljin-Doboj-Tuzla-Zvornik Modernisation of telecommunications system on the section: Dobrljin-Doboj-Tuzla-Zvornik Fibber optical and transmission system and telecommunication knots on the whole length of the railway line parallel to Corridor X: Dobrljin-Doboj-Tuzla-Zvornik Sea and inland waterway sector Ensuring navigability of the Sava River is the basic prerequisite for the establishment of multimodal supply chains via the Sava River. It is planned to upgrade the Sava River to an annual period of navigability of ten months (currently four months per year). The channel project linking Vukovar on the Croatian Danube River with Bosanski Samac, bypassing the most problematic part of Sava River, is planned for Most experts, however, consider this time horizon unrealistic and do not expect the canal to be opened within the next 20 years. The canal would guarantee navigability during the whole year for the Bosnia and Herzegovina Sava River ports. The Former Yugoslav Republic of Macedonia Priority projects (railways sector) are determined by The Ministry of Transportation and Communications and the PE "Macedonian Railways - Infrastructure". Strategically defined first priority for intermodal transport is to raise the level of service to existing routes in the network, especially those on Corridor X and part of Route 10 from Skopje to Djeneral Jankovic: Telecommunications and signalization and security level crossing improvement along the Corridor X alignment; Lines upgrading (to maximum operating speed at 160km/h) and capital remount on the following sections: 74

75 Tabanovce-Kumanovo (13km); Nogaevci-Negotino (31km); Miravci-Smokvica (12km); Kumanovo Deljadrovci (2km); Djeneral Jankovic- Skopje (20km). The second investment shall be completion of the railway Corridor VIII. Kosovo* 22 The railway infrastructure in Kosovo* is to day old, and not in good condition to meet the needs of both passengers and freight. The proposed orientations towards a multimodal strategy (in terms of development of intermodal transport) require for railways: Progressive implementation of the recommendations of Route 10 feasibility study, to have at least this route in good condition for operations. Southern part of route 10 has to be considered as a priority, but northern part shall not be forgotten; Undertaking market studies to understand the needs for multimodal terminal(s) in Kosovo* and understand their place in a network of intermodal terminals in the Balkans in relation with the development of distribution and logistics centres in the region. Based on Railway Transport in Republic of Kosovo* Action plan and investment plan in following Table 20 gives a summary of the potential infrastructure railway projects they are very important for intermodal transport. Table 20 The potential infrastructure railway projects important for intermodal transport Project Kosovo Polje-Djeneral Jankovic Kosovo Polje-Pristina Kosovo Polje-Lesak Montenegro Type Double track electrification 160km/h Double track electrification 160km/h Single track electrification 160km/h Railway system in Montenegro is one of the smallest railway systems in the region, compared with other regional participants of the Western Balkans. In any case, in order to improve intermodal transport, important projects would be reflected through: The rehabilitation of the existing one track on the part of the Route 4 Bar-Vrbnica (Serbian border) and upgrading to maximum operating speed at 120km/h; The rehabilitation of the existing one track on the part of the Route 2 Podgorica-Albanian border and upgrading to maximum operating speed at 120km/h. Given its size and economic situation, Montenegro was not able to provide funds from the original (at least not in the short and medium term) for large infrastructure projects, such as the railways. It is necessary to provide support from financial institutions and conclude partnership with the private sector, which require precise strategic documents indicating the importance and economic justification of such investments. Serbia Rail sector The identification of development projects on rail network was carried out on the basis of the analysis described in the General Master Plan for Transport in Serbia report and in consultation 22 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 75

76 with the Serbian railways in consideration of the existing bottlenecks and the foreseeable future requirements. The important projects for development of intermodal transport are: Corridor Xb (Belgrade-Novi Sad-Hungarian border): Works for reconstruction and modernization of the existing line (185km) and the upgrading to maximum operating speed at 160km/h; Corridor X (Belgrade-Sid): Works for reconstruction and modernization of existing line (87km) and the upgrading to maximum operating speed at 160km/h; Corridor X (Belgrade-Nis): Works for reconstruction and modernization of existing line (221km) and the upgrading to maximum operating speed at 160km/h; Corridor X (Nis-Presevo-Tabanovce): Works for reconstruction and modernization of existing line (156km) and the upgrading to maximum operating speed at 160km/h; Route 4 (Belgrade-Vrbnica). The project plans the rehabilitation of the existing one track (287km) and upgrading to maximum operating speed at 120km/h. Inland waterways- 1 (Danube River) The majority of the bottlenecks occur on the stretch between km 1,430 and 1,250. On this stretch with a length of 180km, 18 bottlenecks have been identified and they are related to sharp bends or narrow cross-sectional profiles. The most urgent bottlenecks appear to be: Apatin-where a narrow section exits over a large stretch, the sharp bend near Vermelj-Petres, and at Staklar having a radius smaller than the absolute minimum of 750m. Dredging and river training works is needed in location: Bezdan, Siga-Kazul, Apatin, Civutski Rukavac, Vermelj-Petres, Staklar, Bogojevo, Dalj, Sotin, Mohovo, Susek, Futog, Novi Sad, Arankina Ada, Sremski Karlovci, Cortanovci, Beska, Preliv. Inland waterways-2 (Sava River) Bottlenecks on Sava River are related to insufficient dimensions of the fairway. The stretch upstream of the confluence with the Drina River does not provide sufficient depth for navigation and two major bottlenecks have been defined near Jamena and Sremska Raca. The most important bottleneck is the absence of a marking and aids to navigation system on the river. In the present situation only experienced captains, with local knowledge can sail the Sava River, while international vessels do require pilots on board to sail the Sava River. With regard to the minimum available water depth at ENR the same remark is made for the Sava River as has been made for the Danube River. Dredging and river training works are needed in locations: Jamena, Sremska Raca, Drina River Confluence, Sremska Mitrovica, Sabac, Podgoricka Ada/Kamicak, Provo Investments in intermodal terminals Based on the discrete model of choice of sites of the intermodal terminals it is possible to identify the further sites of intermodal terminals (hubs) in the SEETO region. The main criteria for selection are: Terminals are places of concentration of intermodal flows in SEETO Regional Participants; Sites are in the larger economic centres; Sites are near important transport corridors (rail, IWW, sea, road). The network of future intermodal terminals in SEETO region is given in Figure 13 and Table

77 77

78 Table 21 The proposal of the main intermodal terminals (hubs) in the SEETO region SEETO regional participants Sites of Intermodal terminal Type Albania Port of Durres trimodal Bosnia and Herzegovina Sarajevo Tuzla/Brcko bimodal bimodal/trimodal Banja Luka bimodal The Former Yugoslav Republic of Macedonia Skopje bimodal Kosovo* 23 Donje Dobrevo (Miradi)- Pristina bimodal Montenegro Port of Bar trimodal Serbia Batajnica Belgrade Novi Sad Nis trimodal trimodal bimodal Here it should be noted that the Port of Ploce is strategically very important for intermodal transport in Bosnia and Herzegovina but will not be considered as an investment project in SEETO region. Apart from that, the current transhipment capacity of the Port of Ploce is far above the transport demands (TEU traffic), and in this sense does not require additional investments. 23 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 78

79 Figure 13 The proposal of the main intermodal terminals (hubs) in the SEETO region 79

80 Port of Durres, Albania Support to the Transport Dimension of the SEE 2020 Strategy The containers terminal of the Port of Durres has no direct connection to the national rail network; therefore all the containers that arrive or leave the port should be moved by trucks. Construction of railway connection can make this port more attractive to carriers. The fact is that the port of Durres is the only port with increased TEU traffic in the last 10 years. Consequently, in the future it is necessary to monitor the intermodal market and adjust (in a modular way- gradually) the infrastructure of the container terminal of the Port of Durres with the transport demands (TEU). Intermodal terminal Sarajevo, Bosnia and Herzegovina Modernization of existing intermodal terminal Alipasin Most. During the modernisation of an intermodal terminal a modular approach (several phases) should be applied. In the phase 1, it is proposed to upgrade the basic infrastructure like the railway tracks for railway, to optimize their position, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings; and to provide services like customs, terminal management. In the Phase 1 capacity of terminal (reloading equipment, storage capacity, parking area) should be such as to provide about 10-20% increased TEU traffic compared to the current TEU traffic (about 9,000TEU per year). Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phase 2 and Phase 3), it is easily possible to set up further or larger warehouses or new specialised areas for different services if the commercial situation or TEU traffic demand it. Intermodal terminal Tuzla/Brcko, Bosnia and Herzegovina Modernization of existing logistic centre in Tuzla or modernization of the Port of Brcko, on the level of intermodal terminal. The site in Tuzla is reflected in the fact that Tuzla is the third largest city in Bosnia and Herzegovina but has a less favourable geographic position in relation to the main potential intermodal corridors. On the other side, the city of Brcko has an excellent geographical location and connections with future major intermodal corridor in Bosnia and Herzegovina (rail corridor Vc). Bosnia and Herzegovina needs to decide which one will be prioritized in their strategies. In any case, during the modernisation of intermodal terminal Tuzla or the Port of Brcko should apply a modular approach (several phases). In Phase 1, it is proposed to upgrade the basic infrastructure like the railway tracks for railway or optimization of their position, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings to provide services like customs, terminal management. In the Phase 1 capacity of terminal (reloading equipment, storage capacity, parking area) should be such as to provide about 2, TEU per year. Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phases 2 and Phase 3), it is easily possible to set up further or larger warehouses or new specialised areas for different services if the commercial situation or TEU traffic demands it. Intermodal terminal Banja Luka, Bosnia and Herzegovina Construction of new intermodal terminal in Banja Luka: during the construction of an intermodal terminal, a modular approach (several phases) should be applied. In the phase 1, it is proposed to build up the basic infrastructure like the railway tracks for railway, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings to provide services like customs, terminal management. In the Phase 1 capacity of terminal (reloading equipment, storage capacity, parking area) should be such as to provide about 10-20% increased TEU traffic compared to the current TEU traffic (about 2,000TEU per year). Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phase 2 and Phase 3), it is easily possible to set up further or larger warehouses or new specialised areas for different services if the commercial situation or TEU traffic demand it. 80

81 Intermodal terminal Donje Dobrevo (Miradi)-Pristina, Kosovo* 24 Modernization of existing intermodal terminal in Donje Dobrevo (Miradi)-Pristina: During the modernisation of an intermodal terminal should apply a modular approach (several phases). In the Phase 1, it is proposed to upgrade the basic infrastructure like the railway tracks for railway or to optimize their position, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings to provide services like customs, terminal management. In the Phase 1 capacity of terminal (reloading equipment, storage capacity, parking area) should be such as to provide about 10-20% increased TEU traffic compared to the current TEU traffic (about 2,000TEU per year) Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phase 2 and Phase 3), it is easily possible to set up further or larger warehouses or new specialised areas for different services if the commercial situation or TEU traffic demand it. Intermodal terminal Skopje, The Former Yugoslav Republic of Macedonia Construction of new intermodal terminal near Skopje: During the construction of an intermodal terminal a modular approach (several phases) should be applied. In the phase 1, it is proposed to build up the basic infrastructure like the railway tracks for railway, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings to provide services like customs, terminal management. In the Phase 1 capacity of terminal (reloading equipment, storage capacity, parking area) should be such as to provide about 6,000-8,000TEU/year. Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phase 2 and Phase 3), it is easily possible to set up further or larger warehouses or new specialised areas for different services if the commercial situation or TEU traffic demand it. Port of Bar, Montenegro Container terminal of the Port of Bar is under concession by Global Ports Holding (Istanbul, Turkey) since November New Intermodal terminal Batajnica (Belgrade), Serbia Realisation of the project will increase the freight intermodal transport by establishing a new intermodal terminal Batajnica on the Pan-European Transport Corridor X, specifically in Belgrade. This is considered the basis for further development of intermodal transport in the Republic of Serbia. By completing the project, the freight intermodal railway terminal of a capacity of 80,000TEU/year, with a long term targeted capacity of 240,000TEU/year will be established and operational in Batajnica-Belgrade. Beginning of 2016; Project duration: 2 years. Port of Novi Sad, Serbia Construction of container terminal in the Port of Novi Sad: During the construction of a container terminal a modular approach (several phases) should be applied. In the phase 1, it is proposed to build up the basic infrastructure like the railway tracks for railway, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings to provide services like customs, terminal management. In the Phase 1 capacity of terminal (reloading equipment, storage capacity, parking area) should be such as to provide about 8,000-10,000TEU/year. Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phase 2 and Phase 3), it is easily 24 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 81

82 possible to set up further or larger warehouses or new specialised areas for different services if the commercial situation or TEU traffic demand it. Intermodal terminal Nis, Serbia Construction of new intermodal terminal in Nis: During the construction of an intermodal terminal a modular approach (several phases) should be applied.. In Phase 1, it is proposed to build up the basic infrastructure like the railway tracks for railway, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings to provide services like customs, terminal management. In the Phase 1 capacity of terminal (reloading equipment, storage capacity, parking area) should be such as to provide about 6,000-8,000TEU/year. Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phases 2 and Phase 3), it is easily possible to set up further or larger warehouses or new specialised areas for different services if the commercial situation or TEU traffic demand it Bottlenecks Caused by Lack of Adequate Staff Personnel The problem of personnel is expressed in the absence of staff personnel for intermodal transport and the program of schools and faculties for education of personnel is not suited to the needs of intermodal systems. At this moment, the lack of qualified and educated personnel is reflected in the absence of proper logistics managers with experience Educational Measures for Human Resources The problem of personnel is expressed in the absence of qualified personnel for intermodal transport. Also the program of schools and faculties for education of personnel is not adapted to the needs of intermodal transport systems. It is necessary to introduce a system of incentives and preferential treatment for developing interest in the education of personnel for intermodal transport. Programs, vocations and professions It is necessary to establish a curriculum for acquiring vocation and professions in the field of multimodal and intermodal transport. It is necessary to define the vocations and professions in the sector of intermodal transport and prescribe mutual recognition of vocations, professions, diplomas etc. without restrictions in national legislation in SEETO regional participants Disbalance of Transport Volume and Structure of Transport The declining trend in the share of railway transport is evident in the overall transport in Europe. The declines amount to 12% in 2000, 9% in 2010, while 8% is expected in 2020, even though the total transport volume has a growing trend. In the SEETO region similar situation can be observed. Specifics are reflected through: Weak intensity and consolidation of cargo flows on major transport routes which disables the establishment of regular block trains; Transport flows are imbalanced and mainly relate to the import of goods. For this reason, empty containers are often transported in return. Despite achieving positive parameters in railway transport (energy consumption, environmental protection, reduction of road congestion, etc.), railways share in total transport is constantly decreasing, so the question is what kind of economic strategy is in the national economies and the EU in general, that support large financial investment of modernization and development of railway transport. 82

83 The lack of public awareness of the usefulness and efficiency of intermodal transport is evident, especially in the context of its individual transport modes. Railway and inland waterway sector achieved remarkable energy efficiency and comparative advantage over road transport, and this is reflected in the transport of cargo in tons per 1kW pulling power. With pulling power of 1kW the following weight of cargo per transport modes can be transported: waterway 3t, rail 0.4t and road 0.1t Achieving a Respectable Transport Volumes and Structure of Transport The implementation of all measures, referred in this chapter, will lead to the realization of respectable intermodal transport flows (transit, export, import) in the SEETO regional participants with consolidation of cargo flows on major transport corridors, balancing of intermodal transport flows, etc. It is clear that these measures ensure that primarily railway and waterway (river and sea) transport to become the main carriers in the field of intermodal transport service and it is the imperative in many of adopted EU legislations and directives. 83

84 8. Assessment and Identification of the Main Intermodal Corridors in the SEETO Region Increase of international transport activities arise from the growing trade volume, so the use of various transportation modes and logistic efficiency are gaining more importance. Examples from practice confirm that corridor-based planning enables addressing all aspect of transportation processes. This approach identifies transport corridors by taking into account geographical significance, various functions of transport modes, defined thresholds of transport volumes and, as a higher level, key performance measures such as daily traffic, passenger and cargo flows, physical conditions, safety, etc. Transport corridors in general represent a geographical area between two end points, link several transfer facilities and are aimed to provide conditions for transport of cargoes and passengers (Douma and Kriz, 2003). In addition, it is known from the literature that transport corridors, particularly intermodal, will prove to be more effective if they include two or more transport modes and cover an area not exceeding 200 km width (Regmi and Hanaoka, 2012). Development of intermodal transport corridors is one of the emerging transportation concepts aimed at increasing the efficiency and effectiveness of the transport system. It comprises connections of different transportation modes through nodes, providing of logistics services and performing of various transportation processes. Primary role of these corridors is to accommodate existing, as well as future trade flows. The concept of intermodal transport corridors is particularly important for land-locked countries, as connectivity of these countries, i.e. their access to distant markets, may be significantly improved through established and developed intermodal transport corridors. SEETO regional participants are characterized with different levels of transport infrastructure development. The state of intermodal facilities varies among the participants as well. Intermodal transport corridors in the SEETO region may use maritime, inland waterway, rail and road modes for freight transportation. Process of selecting and evaluating intermodal transport corridors in the SEETO region should be based on the identified most important players in the intermodal transport services in the region (Table 19), infrastructure and operational possibilities and existing SEETO Comprehensive network. By following this approach, several potential SEETO intermodal transport corridors (SITC) have been identified, i.e.: SITC 1. IWW (Novi Sad Belgrade Samac) rail (Samac Sarajevo Ploce) maritime (Ploce overseas destinations); This corridor links IWW ports in Serbia and seaport Ploce. On the north, it may be continued to the Port of Vienna, and in that way increase the transport potentials on these directions. The corridor uses transport capacities of the Danube and the Sava rivers up to the Port of Samac, since there is a rail link from this IWW port to the seaport Ploce. Rehabilitation and improvement of the Sava River waterway is one of the SEETO eligible for funding priority projects related to this corridor. The project includes upgrade the Sava River waterway to a minimum navigability Class IV and Class Va, by ensuring a minimum depth of 2.5 m and implementation of River Information Service, RIS, on the entire length of the Sava River. This will improve the connectivity and communication system for navigation, thus improving the safety of inland waterway vessels. Total estimated cost of the project is 21 million Euros. Implementation of this project is expected to be completed by Other IWW SEETO eligible for funding priority projects include: Demining of the Sava river right bank from the confluence of the Drina River to the confluence of Una river (estimated cost: 8 million Euros) and River training and dredging works on critical sectors on the Sava River (estimated cost: 9 million Euros). Estimated cost of IWW Danubean SEETO eligible for funding 84

85 priority projects is 63 million Euros ( River training and dredging works on critical sectors on the SRB-CRO joint stretch of the Danube River and River training and dredging works on critical sectors on the sectors on the Danube River in Serbia between Backa Palanka and Belgrade ). SITC1 follows SETTO rail corridor Vc stretching from river Sava and Croatia to the Ploce port. There is one SEETO eligible for funding rail priority project related to this corridor. It is Overhaul of the railway section Sarajevo-Podlugovi with estimated cost of 22.5 million Euros. Total estimated cost of all these priority projects is million Euros. SITC 2. IWW (Novi Sad Belgrade Brcko) rail (Brcko Tuzla Doboj Banja Luka); This corridor is similar to the SITC1, but it concerns railway transport to Banja Luka as well. It links northern BiH with locations in Serbia and further on in other Danubean countries both upstream to Central and Western European countries and downstream to the Port of Constanta. The proposed corridor follows SEETO rail route 9a and could be connected to SEETO rail corridor Vc and in that way extended to the Port of Ploce. Beside IWW related priority projects as with SITC1 (both on Danube and Sava rivers), SITC2 includes Reconstruction and modernisation of River Port of Brcko as another SEETO eligible for funding priority project. After implementation of this project, the Port of Brcko will increase the interconnectivity with the other land-based transport modes like rail and road and be in shape to significantly contribute to the economic growth of this region and heavy industry in Bosnia and Herzegovina. Total estimated cost of this project is 7 million Euros. Since only IWW projects are prioritized on this intermodal transport corridor, SEETO eligible for funding priority projects linked this corridor are estimated to cost 108 million Euros. SITC 3. Rail/IWW/Road (Hungarian border Novi Sad Belgrade) Road/Rail (Belgrade Nis Skopje Greek border); This is a tri-modal corridor linking Central and Southern European economies. It combines capacities of rail, road and IWW transport to Belgrade, with potentials of rail and road infrastructure to the Greek border. The corridor follows SEETO corridors Xb to Belgrade (road network) or Stara Pazova (rail network) and corridor X to Bogorodica (the Former Yugoslav Republic of Macedonia / Greek border). Priority projects linked to SITC3 may be classified into road, rail and IWW related project. Total estimated cost of road related projects is 106 million euros ( Completion of Belgrade by pass, sector 6: Strazevica- Bubanj Potok, Rehabilitation of the road section Negotino - Demir Kapija ). Further, costs of rail related priority projects are estimated at 1530 million Euros ( Modernization of the Nis-Presevo (border with MKD) railway line, Reconstruction, modernization and construction of the second track on the section Stalac-Djunis of the railway line Belgrade-Nis, Modernization for the contemporary double-track traffic of the single-track section of the railway line Resnik-Klenje-Mali Pozarevac-Velika Plana, Reconstruction and Modernization of the railway line Belgrade - Novi Sad - Subotica - border with Hungary (Kelebija) ). SITC3 encompass as well there Danube related priority projects, costing around 63 million euros ( River training and dredging works on critical sectors on the SRB-CRO joint stretch of the Danube River and River training and dredging works on critical sectors on the sectors on the Danube River in Serbia between Backa Palanka and Belgrade ). In total, estimated costs of all projects linked with SITC3 are 1,699 million Euros, out of which 90 % comes from the rail transport. 85

86 SITC 4. Rail/IWW/Road (Hungarian border Novi Sad Belgrade) (1 Road/Rail (Belgrade Podgorica Bar) maritime (Bar overseas destinations); 2 Road/Rail (Belgrade Podgorica Durres) maritime (Durres overseas destinations)); SITC4 links land-locked countries in the Central Europe with overseas destinations either through the Port of Bar or the Port of Durres. Similarly to SITC3, this corridor follows SEETO corridors Xb to Belgrade (road network) or Stara Pazova (rail network) and corridor X to Bogorodica (The Former Yugoslav Republic of Macedonia / Greek border). Southern from Belgrade, the corridor tracks the SEETO route R4 stretching from either Vatin (road route) or Vrsac (rail route) via Belgrade to Bar. It is also connected to the road route R2b as well as rail route R2 on their parts from Podgorica to the Port of Durres. SITC4 combines capabilities of three transport modes, i.e. rail, road and IWW transport to Belgrade and road and rail transport from Belgrade to the Adriatic Sea. Therefore, it encompasses all SEETO priority projects related to these three modes. Total cost of all priority projects on the stretch of this corridor to Belgrade is 951 million Euros (two Danubean projects, Reconstruction and Modernization of the railway line Belgrade Novi Sad Subotica border with Hungary (Kelebija) and Completion of Belgrade by pass, Sector 6: Strazevica Bubanj Potok ). Priority projects on road routes R2b and R4 are estimated to cost 772 million Euros (R2b: Upgrade of Thumane-Kashar-Vore, Construction of Tepelene bypass and Construction of Lezha bypass ; R4: Completion of Road Route 4, section Matesevo-Andrijevica, Construction of bypass Podgorica (Capital-Smokovac-Farmaci) ). SEETO railway priority projects related to SITC4 will cost 205 million Euros (R2: Improvement of the railway link Durres-Vora-Shkodra-Hani I Hotit 165 million Euros; R4: Rail Route 4 (Bar-Vrbnica) - Signaling Podgorica & Bridges 40 million Euros). Total cost of all SEETO priority projects that may be linked to SITC4 is 1,928 million Euros. SITC 5. Rail/IWW/Road (Hungarian border Novi Sad Belgrade) Road (Belgrade Nis Pristina Durres) maritime (Durres overseas destinations); Similarly to SITC3 and SITC4, this corridor connects Central European countries via Central Serbia to overseas destination through the Port of Durres. Major part of SITC5 represents a network of international roads to Albania and to maritime transport. The corridor follows the same SEETO corridors as SITC3 and SITC4 till Belgrade. Southern, SEETO road corridor X is tracked until Nis and afterwards SEETO road route R7. All SEETO priority projects related to SITC5 may be again divided into two parts: to Belgrade and after Belgrade. Estimated costs of all priority projects on the first stretch have already been calculated for SITC3 and SITC4. Further, SEETO priority projects on route R7 will cost 855 million Euros ( Construction of highway section Merdare Kursumlija Prokuplje bypass Merosina Nis ). Total cost of all priority projects is estimated to 1,836 million Euros. 86

87 SITC 6. Rail/Road (Durres Tirana Skopje Bulgarian border); SITC6 is intended to represent a backbone of transport activities in the southern part of the SEETO region. It is a two-modal (rail and road) corridor linking the northern part of the Former Yugoslav Republic of Macedonia and major portion of Albania with overseas destinations through the Port of Durres. With regards to the SEETO road and rail comprehensive networks, SITC6 corresponds to Corridors VIII of both SEETO networks. Therefore, SEETO priority projects linked to this corridor may be divided into road and rail related. Relevant road related SEETO priority projects encompass: Construction of Tirana bypass (Albania) and Rehabilitation of the road section from Kumanovo to Rankovce (the Former Yugoslav Republic of Macedonia). Estimated cost of both projects is 118 million Euros. In addition, three rail related projects are linked to SITC6. Two of them are to be performed in Albania ( Modernization of the railway line of Tirana-Durres and Development of the Corridor VIII- section Durres-Rrogozhine Pogradec/MKD border ) and one in the Former Yugoslav Republic of Macedonia ( Construction of the railway section Beljakovce-Kriva Palanka-Border with Bulgaria ). Rail priority projects are estimated to cost 737 million Euros. In total, SEETO priority projects linked to this corridor will cost 855 million Euros. SITC 7. (1 Road/Rail (Bar Podgorica) road (Podgorica Pristina Nis); 2 road (Durres Pristina Nis)) road/rail (Nis Bulgarian border). SITC7 is characterised with two stretches from Nis to overseas destinations either via the Port of Bar or the Port of Durres. It also contains road and rail link between Nis and Bulgarian border, i.e. destinations in Bulgaria and further in Turkey. This corridors links the ports in Bar and Durres (as entrances into the SEETO region) to land-locked areas of this region such as Kosovo*25 and South-eastern part of Serbia. It is also a two-modal corridor that puts Nis in the middle of transport activities in the southern part of the SEETO region. SITC7 combines rail and road corridors and routes of the corresponding SEETO comprehensive networks. It follows both rail and road routes R4 on their stretches in Montenegro, road routes R6A and R6B to Pristina, road route R7 between Pristina and Nis and rail and road corridors Xc from Nis to Bulgarian border. Therefore, SITC7 includes 5 SEETO road priority projects (R4: Completion of Road Route 4, section Matesevo-Andrijevica, Construction of bypass Podgorica (Capital-Smokovac-Farmaci) ; R6B: Upgrade (widening) of the section between Pristina - Montenegro border ; R7: Construction section Pristina-Merdare, Construction of highway section Merdare-Kursumlija-Prokuplje bypass- Merosina-Nis ) whose total estimated cost is 1,708 million Euros. SITC7 encompasses also one SEETO rail priority project related to Route R4 ( Rail Route 4 (Bar-Vrbnica) - Signalling Podgorica & Bridges ) with estimated cost of 40 million Euros. Therefore, total estimated cost of both road and rail SEETO priority projects will be 1,748 million Euros. 25 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 87

88 9. GAP Assessment Analysis of the Main Logistics Corridors of the SEETO Network Identified transport corridors are intermodal and include railways, roads, inland waterways, maritime transport, ports, intermodal transfer points and border crossing facilities. They link key points in the SEETO regional participants and are intended to increase the level of intermodal connectivity and speed up the cargo and passenger flows in this region. The corridors are expected to play very important role in the SEETO transport systems of all participants. This section assesses selected intermodal transport corridors in the SEETO region from the infrastructural and operational perspectives. Particular attention is paid to the impact of existing freight flows, transportation costs, transport times, environmental impacts, use of information and communication technologies (ICT), managing and monitoring of transport activities on potentials for development of intermodal transport. The overall goal of this section is to identify gaps and needs for development of those intermodal transport corridors in the region. The applied approach enables comparison of these corridors, identification of development barriers and problems and suggestion of appropriate policy measures. Challenges and policy recommendations will be identified and given with an aim to trigger the future development and operation of potential intermodal transport corridors in the SEETO region. All identified corridors in the SEETO region can be classified as international and transit corridors. They involve at least one border crossing but also give the resource to speeding up the transport of goods and passengers across borders and to facilitation of trade flows in-between and outside the region. The corridors are defined so as to provide for consolidation of cargo flows into larger units and therefore to achieve more efficient utilisation of available transportation resources. Directing existing and future transport flows on these corridors will for sure have effect of advancement of cargo transfer processes among barges, railcars and trucks, reducing transport time and operating costs. Existing freight flows in the SEETO region are often considered as one of the major barriers for the extensive development of intermodal transport. As an example of the required annual freight flow, we analysed the corridors involving inland waterway transportation. We decided to present this analysis (in the text box) as container-on-barge activities are currently almost non-existing, so it clearly indicates the efforts that should be invested in promoting and developing intermodal transportation in the region. Therefore, development of selected intermodal logistics centres and defined network of intermodal corridors may contribute to the consolidation of freight flows for both internal and international markets in quantities sufficient to trigger further growth of intermodal activities within the region. 88

89 Required annual transport volume in intermodal transport corridors incorporating inland waterway transportation Identified corridors SITC 1 and SITC 2 run through the Sava River in both Serbia and Bosnia and Herzegovina. The total amount of freight carried on the Sava River in 1990 amounted to 5.2 million tons of primarily bulk freight. However, in recent years, the Sava River has been neglected and annual traffic volumes have been modest, amounting to less than 400,000 tons on the entire waterway. According to the CEMT and UNECE classification of waterways, sections of the Sava River belong to either class III or class IV. Classification is based on the existing state of Sava River and takes into account its economic importance for international inland waterway transport. From the Sava River mouth (rkm 0.0) up to Samac port, there are three river sections, with total length of 29.8 km, belonging to the CEMT class III. Other sections are classified as CEMT IV class. However, rehabilitation and improvement of the Sava river waterway (recognized as one of the SEETO priority projects) will upgrade it to a minimum navigability class IV and class Vb. Therefore, for the purpose of this study, class IV of all sections up to Samac port will be included now on. Class IV waterways are considered as European inland waterways of international importance. Minimum required draught is 2.5 m, and allows navigation of vessels with carrying capacity between 1250 and 1450 t. Furthermore, Konings (2009) gives an overview of the container capacity of vessels for different waterway classes (Table 22). Table 22 Relation between waterway class and container capacity of vessels Waterway class - type of Container capacity (in TEU) vessel length x width x height II/III 6 x 2 x 2 = 24 IV 10 x 3 x 3 = 90 V 13 x 4 x 4 = 208 VI 17 x 5 x 4 = 340 Source: Konings (2009) Inland shipping companies estimate the break-even loading degree to be 75%. Such estimation takes into account current practice of barge operations, characterized with rather long vessel turn-around times. If these times are improved the break-even loading degree will decrease (Konings, 2009). The same author also explains the relation between vessel sizes, annual transport volumes and transport frequencies services per week (Figure 14). 89

90 Source: Konings (2009) Figure 14 Relationship between vessel sizes, annual transport volumes and transport frequencies (75% loading degree = minimum; 100% loading degree =maximum) Obviously, based on Table 22, navigation of container vessels with up to 90 TEUs may be allowed on Sava river waterway. In order to take advantage of foreseen increased scale of operations and vessel size, inland container vessels with such capacity should be utilised, particularly for transport of containers up to Belgrade. Therefore, Figure 14 and break-even point of 75 %, with service frequency of 2 or 3 services per week, indicate a required annual transport volume on this transport direction to be between and TEUs. Smaller container barge vessels would lead to the reduced required annual transport volume, but to the increased transport costs due to economy of scale. Through development of intermodal transport, utilisation of railways and inland waterways, as more efficient modes, will be increased leading to the reduced costs of international transport activities. Transportation costs will be affected by the level of cargo flows, punctuality of transport services, availability of containers in the region, business relationships between transport operators and shippers, etc. Since suggested corridors are intermodal and international, special attention is to be paid to the specific cost categories like transhipment costs, cross border costs, cost of return of empty containers, handling in ports, road tools, locomotive operation costs, etc. By analysing existing situation within the SEETO region, it may be concluded that several policy and operational measures may be implemented that will lead to the reduced transportation costs. These measures include establishing regular container train and barge services with satisfying operational frequencies, incentives to promote intermodal transport among shippers in the region, support to the further development of freight forwarding industry, facilitating cross-border procedures, etc. Promotion and support activities are aimed to ensure sufficient cargo flows along corridors and therefore avoidance of empty container transportation, i.e. availability of cargo for only one-way trip. Border crossing or any other loss of time, impacts not only transport costs, but trade flows and value of goods as well. In order to achieve the expected effects, all these measures will require improvement and maintenance of existing rail, road and inland waterways infrastructure and modernization of vehicle fleets. Development of intermodal transport activities in the SEETO region may impose longer transport times and it will particularly affects land-locked regional participants (Kosovo* 26, The Former Yugoslav Republic of Macedonia or Serbia) or other areas distant from seaports. Therefore, 26 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 90

91 cooperation between regional participants is taken as crucial to provide for transit and market accesses for remote areas within SEETO region and accordingly to contribute to the increased efficiency of the transport system. Environmental impacts have also been taken into account in defining the suggested intermodal transport corridors. It is well known that emissions and energy intensity of road transport is comparatively higher than other modes. In an effort to reduce the emissions of pollutants from transport operations in the SEETO region, these corridors are intended to enable modal shift from road-only to intermodal transport, i.e. options which include railway and barge transport activities. OECD, 2010 reports that improved logistics organization and corridor route planning could reduce CO 2 emissions by %. Therefore, defined corridors allow for transport of cargoes and passengers using a combination of modes and minimize environmental impacts along these corridors. Use of information and communication technology (ICT) is often considered as a tool for improvement of intermodal transport activities. Streamlining and speeding up of transportation process may be achieved through application of electronic data interchange (EDI) protocols, container tracking using GPS technology, implementation of emerging paperless trade concepts. All these technologies are aimed to enable advanced and real-time provision of numerous data on cargos, consignments or vehicles, increased security and reduced pilferages along the corridors, improved clearance procedures at cross-bordering, etc. ICT will reduce both transportation time and cost. Logistics infrastructure and services will gain importance but will also require various kinds of improvements (e.g. decision support tools assisting logistics service providers to select optimal intermodal route) in the existing logistics practice and industry. Therefore, adequate implementation and utilisation of ICT technologies in transport processes within the SEETO region would require capacity building and training of staff dealing with transport service and infrastructure. Defined intermodal transport corridors are structured to follow the SEETO Comprehensive network. Therefore, condition of the existing transport infrastructure has already been evaluated, bottlenecks, in that context, have been identified and improvement measures suggested in the relevant SEETO editions. On the other side, efficiency of corridors operation would, for sure, arise as an issue of managing transport activities along them. Management of transport corridors, as usual, may lie within national government. Such an approach, applied within the SEETO region context, will require investing lot of efforts to ensure efficient cooperation among various stakeholders from both public and private sector. Increased level of cooperation and coordination between stakeholders, leading to reduced procedural impediments, is often seen as a way to improve the performance of any intermodal transport chain (Caris et al., 2008). In that sense, EC nominated a European Coordinator for each of the nine TEN-T core corridors. They are, among other things, in charge of drawing up the relevant corridor work plan, highlighting difficulties in implementing this work plan, making recommendations in areas such as transport development along corridors or access to financing / funding sources, reporting to the European Parliament, Council, Commission and the Member States concerned on the progress achieved, etc ( It may be concluded that corridor-based management, would be needed in the SEETO region as well, since the TENT-T coordinators now are in charge for the extended TEN- T network in the Western Balkans. Obviously, regional organizations in charge of transport will have an important role to play in managing development of such intermodal transport corridors. Development of identified intermodal transport corridors would require constant monitoring of time and cost of transportation processes along them. Periodic studies on the cost and time levels would be, obviously, needed in that context. In addition, in-depth assessments of required infrastructural and operational improvements, as well as benchmarking studies to set performance targets for the corridors would be performed regularly. All these activities would require 91

92 identification, regular collection and monitoring of key performance indicators related to the defined SITCs. As a conclusion, the following gaps and needs should be taken into account and considered in an effort to improve intermodal transport infrastructure and operational services within the SEETO region: development of selected intermodal logistics centres and network of intermodal corridors, as well as improvements of the existing logistics practice is needed for the consolidation of freight flows in quantities sufficient to trigger further growth of intermodal activities within the region; efforts are needed to direct existing and future transport flows on these corridors as it will advance cargo transfer processes among barges, railcars and trucks and reduce transport time and operating costs; incentives to promote intermodal transport among shippers in the region are required; governmental support to the further development of freight forwarding industry is missing; establishment of regular container train services; establishment of regular container barge services; cooperation between regional participants, providing for transit and market accesses for land-locked economies and remote areas within SEETO region and contributing to the increased efficiency of the transport system, is needed; increased level of cooperation and coordination between stakeholders, leading to reduced procedural impediments and therefore improving the performance of any intermodal transport chain is required; facilitation and streamlining of cross-border procedures; use of ICT (electronic data interchange (EDI) protocols, container tracking using GPS technology, implementation of emerging paperless trade concepts); ICT capacity building and training of logistics service providers and transport staff; implementation of corridor-based management, instead of national, in the SEETO region; periodic studies on the transport cost and time levels along identified intermodal transport corridors; assessment studies of required infrastructural and operational improvements on the corridors; benchmarking studies to set performance targets for the corridors. 92

93 10. Strengths, Weaknesses, Opportunities and Threats (SWOT) Analysis of the Intermodal Transport System In order to have an overall analysis of the current situation, the working group conducted a SWOT analysis highlighting the strengths and weaknesses on the one hand and the opportunities and threats specific for the intermodal transport in SEETO regional participants on the other. Table 23 Albania - SWOT analysis Strengths Rehabilitation of the railway and road infrastructure in the area of the inland ports A leader in container traffic in SEETO region is the Port of Durres The Port of Durres achieved an increase in container traffic due to export and import with Kosovo* 27 (52%), The Former Yugoslav Republic of Macedonia (10%) and Serbia (7%) Opportunities Community policies favourable to the growth of maritime transport, intermodal transport in particular The use of rail and inland waterways in order to minimize the negative impact of the road transport on the environment Upgrading the Tirana-Durres line infrastructure (railway and stations) to allow speeds of +60/80km per hour The improvement of the Vore to Bozaj-Hani i Hotit line, on the Montenegro border, to allow higher axle loads and to enhance the transport international traffic European transport policies Weaknesses The infrastructure is in poor condition with restricted operating speeds between 30 and 40km per hour Lack of infrastructure investment in already existing terminals and related connections Insufficient investment regarding the rehabilitation/modernization of national rail and road network leading to restrictions of speed and the occurrence of high risks points Insufficient road intermodal road terminals and/or ports connections to ensure the attractiveness of intermodal transport for potential beneficiaries Investment deficit in equipment and cargo handling in ports The transhipment facilities in the inland ports are physically outdated Threats Insufficient coordination between transport modes Fragmentation of the transport market Lack of intermodal transport investment Delays in project development, feasibility studies, land acquisition and tendering procedures Delays in priority infrastructure projects at regional and national level 27 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 93

94 Table 24 Bosnia and Herzegovina - SWOT analysis Strengths Strategic geographical terminals location No large investments for the creation of new terminals are required Opportunities Ensuring navigability of the Sava River The modernization of the Port of Ploce as a very important port for intermodal transport in B&H Weaknesses Lack of specialized equipment in operating container in intermodal terminals Low speed transport Low investment in infrastructure The lack of a common voice for stakeholders Administrative bottlenecks The Port of Ploce is still operating in the railway corridor with several operators and administrations which make difficult access to expansion of its operations in future markets The Port of Ploce is mainly focused on working with a limited number of clients in the industrial and market catchment area that is subjected to unpredictable fluctuations and crises Threats Poor condition of railway infrastructure, high rates for use of infrastructure, large distances and long journey times, with consequent loss of international flow of transit and prospective loss of transit traffic Undeveloped and unadjusted systems of transport, transhipment, handling of cargo in intermodal transport 94

95 Table 25 Kosovo* 28 - SWOT analysis Strengths Commercial pricing and time targets in the near future are not out of reach (targeted road and rail services for 800 Euros/TEU in three days to Thessaloniki can be reached) No large investments for the creation of new terminals are required. Few investments are only required to upgrade the terminal and handling equipment in a reduced number of terminals and especially in Miradi Existing railway infrastructure with two main North-South and East-West lines Opportunities Kosovo* overseas trade is more than 300,000 tons (about 12,000 TEU). Continental trade is 3.5 million tons. These values are above the minimum threshold of 100,000 tons per year EU policy based on the development of intermodal transport Implement progressively the recommendations of Route 10 feasibility study, to have at least this route in good condition for operations. Southern part of route 10 has to be considered as a priority, but northern part shall not be forgotten Undertake feasibility studies on the rehabilitation/upgrading of East-West and related Airport and south branch lines to serve areas and important cities such as Podujevo, Jakoba, and Prizren Undertake feasibility studies on the interest of developing a rail missing link with Albania, its main centres and ports Undertake market studies to understand the needs for multimodal terminal(s) for Kosovo* needs and understand their place in a network of intermodal terminals in the Balkans in relation with the development of distribution and logistics centres in the region Weaknesses Intermodal transport services development conditions are lacking because of the deficiencies of supply system (existing infrastructure and technical means) Adequate links with neighbouring regional participants and ports to offer freight services are needed Poor understanding and knowledge of the potential market for such type of transport mode Poor ability of suppliers, and specially the railways, to organise themselves Lack of appropriate marketing strategies directed at each of the different product/market combinations Threats Lack of political support to create and implement the necessary framework for industrial development in Kosovo*, administrative problems and also unreliable and costly electricity and water supply Lack of knowledge by decision makers in Kosovo* of EU transport policy willing to develop intermodal transport Potential for intermodal trips constrained by the relatively short length of inter urban trips in Kosovo* and the planned frequencies of the rail services compared to the frequencies of interurban bus services 28 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 95

96 Table 26 The Former Yugoslav Republic of Macedonia - SWOT analysis Strengths Strategic geographical terminals location No large investments for the creation of new terminals are required Opportunities Raising the level of service to existing routes in the network, especially those on Corridor X and rehabilitation of the line Bitola-Kremenica Telecommunications, signalization and security level crossing improvement along the Corridor X alignment and lines upgrading and capital remount Completion of the railway Corridor VIII Weaknesses The railway network is characterized by poor operating conditions and low level of service Intermodal transport services development conditions are lacking because of the deficiencies of supply system (existing infrastructure and technical means) Adequate links with neighbouring economies and ports to offer freight services are needed Poor understanding and knowledge of the potential market for such type of transport mode Poor ability of suppliers, and specially the railways, to organise themselves Lack of appropriate marketing strategies directed at each of the different product/market combinations Threats Lack of a consistent transport policy, strategy and regulations of intermodal transport Inconsistency in standards of infrastructure and equipment Lack of financial incentives and mechanisms to promote the use of intermodal transport Complicated customs procedures Unclear and undefined relation roles of the actors in combined transport Undeveloped and unadjusted transportation system Undeveloped or unestablished information systems for monitoring and data collection in intermodal transport 96

97 Table 27 Montenegro - SWOT analysis Strengths Strategic geographical terminals location No large investments for the creation of new terminals are required Opportunities Support from financial institutions and partnership with the private sector The rehabilitation of the existing railway network The modernization of the Port of Bar Weaknesses The Port of Bar is mainly focused on working with a limited number of clients in the industrial and market catchment area that is subjected to unpredictable fluctuations and crises Lack of planning of building and interconnection of railways, inland waterways, roads and terminals into a single intermodal transport system on the transport corridors, in accordance with the assumptions of the European Union (White Paper) and European Agreement on Important International Combined Transport Lines and Related Installations (AGTC) Weak intensity and consolidation of cargo flows on major transport routes which disables the establishment of regular block trains Transport flows are imbalanced and mainly relate to the import of goods. For this reason, empty containers are often transported in return Threats Lack of a consistent transport policy, strategy and regulations of intermodal transport Inconsistency of standards of infrastructure and equipment Lack of financial incentives and mechanisms to promote the use of intermodal transport Complicated customs procedures Unclear and undefined relation roles of the actors in combined transport Undeveloped and unadjusted transportation system Undeveloped or unestablished information systems for monitoring and data collection in intermodal transport 97

98 Table 28 Serbia - SWOT analysis Strengths Strategic geographic location of terminals No large investments for the creation of new terminals are required Opportunities Financial and political support for intermodal transport by the Government of the Republic of Serbia and EU The rehabilitation of all existing regional rail networks to upgrade to higher operating speed Conducting the required works, which should be taken, in order for Serbian waterways become part of European Waterway network (overcoming the main identified shallow and narrow bottlenecks by dredging and river training works) Weaknesses Insufficient investment into basic maintenance on the railways Low level of containerization in Serbia, almost no swap bodies and general lack of knowledge on intermodal transport principles and techniques The railway lines in the area of the ports on the Danube are technically outdated Current condition of infrastructure and bad performance of railway transport Absence of a marking and aids to navigation system on the river Threats Enhanced competition by the development of a new railway market and terminals in Serbia and region Lack of a consistent transport policy, strategy and regulations of intermodal transport Inconsistency of standards of infrastructure and equipment Lack of financial incentives and mechanisms to promote the use of intermodal transport Complicated customs procedures Unclear and undefined relation roles of the actors in combined transport Undeveloped and unadjusted transportation system Undeveloped or unestablished information systems for monitoring and data collection in intermodal transport 98

99 11. Identification of Potential Efficiency-Enhancing Measures The main goal of this chapter is to identify the efficiency-enhancing interventions using a preliminary economic analysis based on previous analysis. Due to the fact that intermodal transport is insufficiently developed in the observed Western Balkan region, the whole set of shortterm measures should be proposed to recover the intermodal transport chains with the existing capacities. Identification of long-term measures and recommendations for strategic development of intermodality in SEE region is the second important parameter for the region connectivity regarding SEE2020 strategy defined goals. Due to the complexity of measures regarding certain SEETO Participant, geographical coverage, level of development, provided gap assessment, etc., all measures are divided into following groups: 1. Legislative, regulatory and administrative measures; 2. Organizational measures for improving intermodal transport; 3. The measures of technical and technological improvement of intermodal transport; 4. Monitoring system, IT equipment and support; 5. The measures for improvement of infrastructure for intermodal transport; 6. Human resources. Table 29 Potential efficiency - enhancing measures Measures Short-term measures 1-very high priority 2-high priority Long-term measures 1-very high priority 2-high priority 3-normal priority 3-normal priority 1. Legislative, regulatory and administrative measures 1.1. Planning documents Preparation of studies of Intermodal Transport in SEETO regional participants 1 Preparation of strategies for development of Intermodal transport in SEETO regional participants Preparation of national programs for development of intermodal transport in SEETO regional participants 1.2. Measures of transport policy General measures of transport policy Establishing the status of intermodal transport as an activity of special economic importance An obligation to prepare the logistics of intermodal transport for internal transport, urban and distributive transport of goods in towns An obligation of building ramps and equipment for the handling of containers and swap bodies in all commercial and production companies (intermodal aspect) Legislations and secondary legislations Specify the conditions of competence for accreditation (licenses, concessions, permits) in carrying out the activity of all transport services in intermodal transport Develop regulation for transport logistics in the urban areas 2 Mandatory use of the consignment note 2 Mandatory use of the e-consignment notes (e-bill of lading, e-cim consignment note) Scope and specification of the working area of ITS between users and government services

100 Measures Short-term measures 1-very high priority 2-high priority Long-term measures 1-very high priority 2-high priority 3-normal priority 3-normal priority Mandatory use of the e-customs documents 2 The obligation of submitting the data to create statistical reports and databases and procedures of information flow Obligation of realization of procedures and processes for monitoring the transport of goods Subsidies of fuel and the amount of transported goods (TKM or TEU) in intermodal transport Adaptation of programs for the education of future personnel for intermodal transport Liberalization of the railway sector Technical standards Standards for transport lines on intermodal transport corridors, terminals and terminal equipment Harmonizing of transport vehicle dimensions, reloading equipment and transport units System of responsibility In the intermodal transport introduced a uniform system of responsibility- UNCITRAL (later implementation) Safety and Security Monitoring the progress in European standards and existing legislation and their implementation Elements of evaluation of transport system The use of EU benchmarks, indicators and labels for the evaluation of efficiency, flowability, ecological justification to raise the quality in intermodal transport 1.3. Incentives for the development of intermodal transport Act for declaration to intermodal equipment and means of transport as equipment that favours environmental protection (customs and tax exemptions) Distribution of transport permits in international road transport based on the volume of use of intermodal technologies Facilitating the purchase of equipment for intermodal transport (guarantees, favourable credits, customs and tax exemptions) Reduction of the tax rate on income generated in intermodal transport 1 Subsidize the carrier by realized transport volume of (TKM or TEU) transported in intermodal transport Inclusion of the intermodal projects in the priority projects for the use of preaccession EU funds 2. Organizational measures for improving intermodal transport 2.1. The organization of bodies responsible for transport 2.2. Effective organization of the Ministry of transport 2 Establishment or engagement of non-profit, non-governmental research organizations with the purpose to strengthen intermodal transport Strong institutional system for public transport management (ports, terminals, infrastructure, public transport companies) Harmonized system for ports management (port authorities) in the line with the legal practice in the European Union Inclusion of users and potential investors to a large extent in management system of supervision Organization of planning and performing of transport (logistics aspect) Internal transport-transhipment places must be ready for accepting of TEU units

101 Measures Short-term measures 1-very high priority 2-high priority Long-term measures 1-very high priority 2-high priority 3-normal priority 3-normal priority Internal transport- Education of the personnel for the handling and transport of TEU units Establishment of City logistics (CL) 2 Spatial planning and building logistics and distribution centres (CL) 2 Adaptation of handling (reloading) facilities and entities (users of transport services) for handling TEU units (CL) Planning a light transport of goods (CL) 2 Strict measures of granting authorization for operators, freight forwardersorganizers of transport in intermodal transport Strict measures for issuing permits for the transport in international transport (for carriers) Administrative office for data input and control of transport of goods 2 Solutions for border crossing: data exchange 1 the neighbouring regional participants 2.3. Scientific and professional support and promotion 3. Establishing business and technical cooperation with scientific and professional institutions Prescribing the requirements of establishment, the type and number of required associations that will play the role of promoters Providing the necessary information on intermodal transport in catchment areas Introduction of clear rules in the work of associations of carriers and freight forwarders in terms of the number, competence and volume of transport service provision Measures of technical and technological improvement of intermodal transport 3.1. Means of transport Gradual development of the fleet (means of transport for Ro-Ro, Ro-La, PIGGY BACK technologies) according to transport demand 3.2. Reloading equipment Equipping reloading places (terminals, shipping centres, industrial terminals and shopping centres) for handling of TEU units according to transport demand 3.3. The use of modern IT equipment (hardware and software) 1 4. Monitoring system, IT equipment and support 5. Immediately start creating the project of information system, database and statistics of intermodal transport in SEETO regional participants The use of single transport documents and intermodal telematics systems 2 The measures for improvement of infrastructure for intermodal transport Investment projects of transport infrastructure (railways and IWW), separately in SEETO regional participants (see Chapter Investment Projects of Transport Infrastructure (Railways and IWW)) Investments in intermodal terminals, modular development of intermodal terminals according to transport demand, separately in SEETO regional participants (see Chapter Investments in intermodal terminals) 6. Human resources

102 Measures Short-term measures 1-very high priority 2-high priority Long-term measures 1-very high priority 2-high priority Adaptation of the parts of plan and program of schools and faculties for education of personnel to the needs of intermodal transport systems Introducing a system of incentives and preferential treatment for developing interest in the education of personnel for intermodal transport Defining the vocations and professions in the sector of intermodal transport and prescribe mutual recognition of vocations, professions, diplomas, etc. 3-normal priority normal priority 102

103 12. Pilot Actions Achieving respectable transport volumes and structure of transport is a high priority in the whole region. The implementation of all measures will lead to the realization of respectable intermodal transport flows (transit, export, import) in the SEETO regional participants. Based on the identified short and long term measures, some pilot actions are proposed in a manner to have domino catalytic effects on other industries. Besides all the previously described measures, it should be noted that the direct and indirect factors that can significantly influence on development of intermodal transport in the SEETO region are: political stability and interregional cooperation in the SEETO region, EU accession date of SEETO regional participants, macroeconomic development and stability in the SEE regional participants and their neighbouring countries and the development of the various industrial branches and regions, the extent of attracting foreign investment as high priority measures to be realized in the Western Balkan region. Moreover, lack of the data regarding intermodal terminals and intermodal transport has initiated the need for observing data and data collecting which could be developed under jurisdiction of the certain body. It requires building completely new system which should be regularly updated and used by the private sector. On the other hand, this should be statistical tool, to be used in the region for benchmarking. We have found that the regionality is a basic pre condition for the quality of data, data library and usage, so the SEETO is here seen as a regional observatory for this pilot realization. With the estimated budget of EUR this project could be realized and continued in the future. Second pilot action is tailored for the training centre development which is also foreseen within SEETO, RCC or some other body. With the estimated budget of 650,000 EUR, this centre could provide training services on different issues regarding intermodality and raise the public profile of transport policy based on modal share and intermodality principles. The third proposed action which is estimated to 2.5 to 3 million EUR, concerns networked and efficient intermodal clusters development within Western Balkan region. This project should cover the development and integration of all the following issues: Identification of opportunities for extension of the hubs role beyond transhipment (e.g. storage, handling, packaging, bundling and cleaning), so they could serve as seeds for smart specialisation and the formation of intermodal clusters. Such clusters could integrate manufacturing (e.g. postponed assembly or other non-core manufacturing activities) and advanced intermodal services (e.g. kitting for just in time delivery); Development of governance and business models for such smart specialised intermodal clusters, including sharing of (manufacturing) resources to attract investments in new value-added services; Development of prototype Modular Load Units, optimised for automated handling and high load factors in all transport modes, in line with existing standards; Development of automated loading and unloading systems prototype, extending outside the building or site and taking into account (local) traffic management, thus maximising all assets utilisation and avoiding congested roads, large parking lots and increased capacity of the cargo handling equipment to deal with peak loads; Optimizing environmental performance of intermodal clusters and assessment of the carbon footprint of the existing hubs and proposing solutions to extend their role and automate their services. Expected impact due to the pilot action realization is to achieve the following: Increased added value of hubs, integrating manufacturing and sharing resources to create intermodal clusters with a much higher impact on local economies; 103

104 Less congestion, energy, emissions, carbon footprint, noise and land-use; Improved door-to-door logistics performance (faster, cheaper and more reliable); More efficient goods handling (30% cost reduction) stimulating multi-modal transport solutions; Increased intermodality and higher resilience of the transport system. 104

105 13. Conclusions The provided part of the "Western Balkan Intermodal Study" presents the basis for further development which includes roadmap per economy, swot and gap assessment, future measures and pilot actions to be proposed. The main conclusions are presented below whereas detailed explanations are given in the separate chapters. In existing situation in the SEETO region, 42 locations have been identified, with a total of 46 multimodal facilities. Fifteen facilities have attributes of intermodal terminals. Eleven intermodal terminals have been identified as the main holders of intermodal transport services: 1. Three terminals - type SEA-RAIL-ROAD TERMINALS (the Port of Durres-Albania, the Port of Bar-Montenegro, the Port of Ploce (Croatia-the Port of Ploce is of paramount importance for the economy of the neighbouring state of Bosnia and Herzegovina. For this reason, it is taken into account in the analysis in this study)); 2. Two-terminals - type RIVER-ROAD-RAIL TERMINALS (the Port of Belgrade-Serbia, the Port of Novi Sad-Serbia); 3. Six terminals - type RAIL-ROAD TERMINALS ( Intereuropa RTC - Alipasin most-bosnia and Herzegovina, Logistic Centre Tuzla-Bosnia and Herzegovina, Logistic Centre Banja Luka -Bosnia and Herzegovina, Container terminal Tovarna-Skopje-The Former Yugoslav Republic of Macedonia, Container terminal Donje Dobrevo (Miradi)-Kosovo* 29, Logistics Centre Belgrade ZIT-Serbia). The largest container traffic in the period was achieved in the Port of Durres. In this port container traffic is constantly growing in the reporting period ( ,055 TEU). The Port of Bar and the Port of Ploce achieve the largest container traffic in 2008 (43,708 TEU, 35,124 TEU, respectively). From 2008 to 2013, container traffic generally was constantly declining or stagnating. Currently, all three terminals have equipment and capacities that allow transhipment of containers with the values of utilization factors of about 50-60%. The Port of Belgrade and the Port of Novi Sad have the equipment and capacities that are poorly developed, but due to the extremely small container traffic ( ) they are sufficient for the current intermodal transport demands. An analogous situation is present in the three rail-road terminals but with higher values of utilization factors (similar to sea ports). Trade flow sizes and relevant analyses, presented in Chapter 5, allow us to draw conclusions about the feasibility of intermodal transportation in the SEETO region. Based on the given data and obtained results, the following could be pointed out: containerisation potential of the SEETO region is relatively significant and has not been achieved so far; it clearly supports the need for future development of intermodal transport services and infrastructure including terminals in the region; previous conclusion is in accordance with the findings of other relevant studies, e.g. DB, VVC, via Donau (2011) claimed the same for Bosnia and Herzegovina and estimated its containerisation potential at 70,000 TEU in 2005 and 63,000 TEU in 2006; relatively small transport distances between SEETO regional participants could notably reduce the size of the estimated container flows from Table 14, Table 13, Table 12 and Table 11; 29 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 105

106 we take into account only full containers, but ratio of empty and full containers may further impact the export and import flows in this region. Based on analysis of the existing situation, it can be concluded that the intermodal transport in SEETO region is underdeveloped. Total TEU traffic for all SEETO regional participants in 2013 was around 210,000TEU/year. As mentioned, the biggest TEU traffic was achieved in the Port of Durres, which today amounts to about 110,000TEU/year. But comparing the values of achieved TEU traffic of this port with a distinctive ports in the Mediterranean region (Koper, Rijeka, Trieste, Thessaloniki, Constanta, Piraeus) and wider (Barcelona, Rotterdam, Hamburg, Antwerp), it can be concluded that the Port of Durres has an inferior role in intermodal transport in Europe. Improvement of intermodal transport involves the implementation of a large number of different measures which are listed in this study: legislative, regulatory, administrative, organisational, technical and technological, monitoring procedures, educating and qualifying of personnel. Certain measures in this study are identified as measures of very high priority. At the same time, these are the measures that can be implemented quickly, i.e. in a short period of time and they represent initial steps (a prerequisite for other measures) in the process of development of intermodal transport in SEETO region. They are: Making planning documents (intermodal studies, strategies, national programs-apply to those participants whose do not possess these documents); Establishing the status of intermodal transport as an activity of special economic importance; Immediately start creating the project of information system, database and statistics of intermodal transport; The obligation of submitting the data to create statistical reports and databases and procedures of information flow; Liberalization of the railway sector; Inclusion of the intermodal projects in the priority projects for the use of pre-accession EU funds; Internal transport-transhipment places must be ready for accepting of TEU units; Adaptation of handling (reloading) facilities and entities (users of transport services) for handling of TEU units (City Logistics aspect); Solutions for border crossing (significant progress can be expected in this area, as part of the soft connectivity agenda and the CEFTA Additional protocol): o o o Improving the cooperation between the national Customs Authorities; Submission of preliminary information, finalisation of the complete electronic data exchange; Harmonisation of the control procedures and organisation of joint control with the neighbouring countries; The use of modern IT equipment (hardware and software). Of course, in addition to all proposed measures, special attention should be paid to measures of infrastructure development in the rail sector as the main holder of the intermodal transport in SEETO Region and the modernization or construction of new intermodal terminals. Proposed projects in the rail sector related mainly to the modernization and reconstruction of the rail sections that are on the level of Indicative Extension of TEN-T to the Western Balkans (Core Network Rail Definition). 106

107 Based on the discrete model of choice of possible sites of intermodal terminals, the proposal of the main intermodal terminals (hubs) in the SEETO region is given as follows: Albania o Port of Durres, trimodal terminal; Bosnia and Herzegovina o o o Sarajevo, bimodal terminal; Tuzla/Brcko, bimodal/trimodal terminal; Banja Luka, bimodal terminal; The Former Yugoslav Republic of Macedonia o Kosovo* 30 o Montenegro o Serbia o o o Skopje, bimodal terminal; Donje Dobrevo (Miradi)-Pristina, bimodal terminal; Port of Bar, trimodal terminal; Batajnica-Belgrade, trimodal terminal; Novi Sad, trimodal terminal; Nis, bimodal terminal. During the modernisation or construction of new intermodal terminal, a modular approach (several phases) should be applied. In the phase 1, it is proposed to upgrade (or build) up the basic infrastructure like the railway tracks for railway, optimization of their position, access to the terminal, transhipment area, parking space for lorries and cars, small warehouse facilities and buildings to provide services like customs, terminal management. In the Phase 1 capacity of terminals (reloading equipment, storage capacity, parking area) should be such as to provide about 10-20% increased TEU traffic compared to the current TEU traffic. In the case of construction of new terminals handling capacity of TEU is for: Brcko/Tuzla about TEU/year; Banja Luka about 2,000TEU/year; Skopje about 6,000-8,000TEU/year; Novi Sad about 8,000-10,000TEU/year; Nis about 6,000-8,000TEU/year. Phase 1 shall provide profits (satisfactory return on capital) in a short time period. In further stages (Phase 2 and Phase 3), it is easily possible to set up further or larger warehouses or new specialized areas for different services if the commercial situation or TEU traffic demand it. 30 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 107

108 14. Annexes Annex 1 - Legal Framework by Partner Participant An existing legal framework for each Partner Participant is presented below. ALBANIA The Mission of the Ministry of Public Works and Transport of Albania is: formulation, application and monitoring of the policies, programs, norms and national standards of road infrastructure, transports, public services, space and housing planning, with ascertainment aim of a sustainable development and promotion for private investments and economic growth, considering used sources available in productive, effective and direct manner. The Ministry of Public Works and Transport is the institution in charge of the: Road transport activity, which deals with drafting the policies of road transport (introduction to the transport market of the transport operators for goods and passengers) and regulatory functions (licenses for urban, interurban and international transport of passengers and transport of goods). Road Safety and its component elements Sectoral policies in the field of road safety, aiming at increasing the life and health protection services, through the prevention and minimisation of the road accidents. Maritime Transport: transportation of passengers and goods internal/domestic transportation (cabotage), touristic and sports' navigation, monitoring of maritime traffic and hydrograph/surveillance. The strategy of the Albanian Maritime Transport aims at: Railway transport 1. Creating and reorganising of the Maritime Administrate Institutions as well as capacity increasing in compliance with the European standards; 2. Cooperating with powerful business operator based on the public-private sector partnership for the modernisation of the Maritime Ports as well as creating the Maritime lines for increasing the goods transport for both import-export and transiting; 3. Initiating the actions to ensure the improvement of technical standards and management levels of the Albanian fleet; 4. Reviving the internal Maritime transport especially the passengers transport; 5. Increasing the Albanian ships classifying standards and levels; 6. Encouraging the international tourism sailing, with Maritime sport means and sail boats The policies should meet the objectives. In the framework of the defined strategy and policy, the following objectives are to be met during the mid-term plan: 1. Studying the Community Legislation with regard to railway transport; 2. Implementation of the conducted study on the arrangements for the passengers transport units, the goods transport business units, infrastructure management and maintenance business unit and the railway means services unit; 108

109 3. Participation in the working groups conducting the study "On the establishment of the High Performance regional railway network"; 4. Application of the National Transport Plan conclusions and recommendations on the railway transport; 5. Improvement of the services to passengers on the railway line Tirana - Durres; 6. Prioritisation of the concessionary options for interested foreign companies. All legal initiatives, studies and reforms to be undertaken shall comply with the respective European legislation. Air transport The main policies in the Air Transport aim at: 1. Creating a unique operational and legal infrastructure on both national and regional levels through efficient application of aero-portal legislation and projects in order to ensure the increase in the movement capacities and in finding the efficient methods for private capitals attraction. A special importance shall be given to the rigid implementation of the legal obligations deriving from the adherence to the Air Transport International Conventions and Agreements. 2. Creating a competitive, non-discriminatory, liberalised market for air transport operation services, with a goal to increase the free movement of goods and passengers. 3. Optimising the useful transport elements such as the movement speed and commodity through the liberalisation and the increase of processing capacities in the "Mother Teresa" Tirana International Airport, as well as modernising the air traffic administration through the Air Traffic Master Plan application. 4. Implementing the Rinas Airport Concessionaire Contract that started in Approximating to the international safety and security standards through the compilation of the respective national documentation for the safety and security in the civil aviation, practical application of the documents that regulate the aviation safety procedures as well as the establishment of the "Aviation Electronic Library" for maintaining all the aviation related services information and documentations. The most important agencies under the Ministry of Public Works and Transport are: 1. Albanian Road Authority (ARA); 2. General Directorate of Road Transport service (GDRTS), an executive agency which offers road transport services to private and public subjects; 3. The Albanian Railways (ACHSH); 4. The international association of transporters ANALTIR, as member of IRTU (International Road Transport Union) cooperates with the competent bodies in charge of road transport and represents the interests of international road transporters; 5. Institutes of Transport (Seaports of Durres, Vlora, Shengjin & Saranda). Relevant Albanian laws in the transport sectors are summarized below: Roads: Law no. 8378, dated , "Road Code of the Republic of Albania", amended to partially approximate Directive 96/53/EC of 25 June 1996, "To determine Maximum 109

110 allowed size and the maximum authorized weights of vehicles. "(nr. celex L0053, EC Official Journal, L235/1996, p. 59), amended by Law no , dated "On some amendments and additions to Law no. 8378, dated Road Code of the Republic of Albania "(OJ of the Republic 166/2011), the amendment of Article 177 partially approximates Regulation 3821/85/EC, dated 20 December 1985 of the Council "On recording equipment"(no. celex.1985r3821, EC Official Journal L370/1985); Law Nr.8308, dated "On road transport," amended the Directive approximates nr.96/26/ke of April 29, 1996 of the Council "to be admitted to the activity of road transport operator and goods transport operator passenger road and mutual recognition of diplomas, certificates and evidence of official qualification in order to facilitate for these operators the right to freedom of establishment in national transport operators and international "(nr. celex 31996L0026, EC Official Journal, L124 / 1996, p. 1), repealed by Regulation (EC) no. 1071/2009; Law no , dated "On adoption of the normative act, no. 9, dated , of the Council of Ministers "On the operation and funding sources digital tachograph system in Albania" (OJ of the Republic 194/2009), for the manufacture and distribution of digital tachograph cards pursuant to Regulation No. 3821/85/EC, dated 20 December 1985 of the Council on "recording equipment" (no. celex.1985r3821, EC Official Journal L370/1985); DCM no. 325, dated "On approval of rules for the activity of the operator of road transport of freight and passengers, as well as recognition of official documents, certain of these operators" (OJ of the Republic 49/2008), which approximates Directive no. 96/26/KE of April 29, 1996, as amended by Decision no. 194, on "On some additions and changes in decision no. 325, dated "On approval of rules for the activity of the operator of road transport of freight and passengers, as well as recognition of official documents, certain of these operators" (OJ of the Republic 40/2011), partially approximates Regulation (EC) no. 1071/2009 (nr.celex.32009r1071, EC Official Journal L300/2009, p.51); Decision Nr.1243, dated "On approval of regulation on the organization of working time of persons performing road transport for drivers hours and recording equipment" (OJ of RA 147/2008), approximates Regulation (EC) no. 561/2006 of Parliament and the Council of 15 March 2006 "On the harmonization of laws relating to road transport and amending Council Regulation (EEC) no. 3821/85 and (EC) no. 2135/98 and repeals Council Regulation (EEC) no. 3820/85 "(nr. celex 32006R561, EC Official Journal, L 102/2006), and Directive 2002/15/EC of the European Parliament and the Council of 11 March 2002" On organization of working time of persons performing mobile transport activities "(nr. celex 32002L0015, EC Official Journal, L 80/2002, p.35); DCM No. 207 dated "On approval of regulation to control roadside and at premises of undertakings regarding the implementation of working time rules for persons performing road transport, and for hours drivers ", which partially approximates Directive no. 2006/22/KE, dated 15 March 2006 of the European Parliament and the Council "On the minimum requirements for the implementation of Council Regulation no. 3820/85/KKE and 3821/85/KKE concerning social legislation with regard to road transport activities and repealing Council Directive 88/599/KKE "(nr. celex 32006L0022, L102/2006 EC Official Journal, p.35), as amended; DCM no. 1054, dated "On approval of Regulation on recording equipment in road transport" (F. Z of RA no. 186, v., 2010), in accordance with Regulation nr.3821/85 "On recording equipment in transport Road "(no. celex.1985r3821, EC Official Journal L370/1985); 110

111 DCM No. 101 dated "On approval of rules for transportation permits and transportation operations borrowed from carriers that do not have headquarters in Albania (non-resident), for goods and passengers" (F. Z of RA No. 14, v. 2011), approximates partially Regulation 3118/1993 and Regulation (EC) 107/2/2009 on about cabotage by foreign carriers in Bangladesh, and partially approximates Regulation (EC) 1073/2009, on the international transport of passengers; Among the most important Conventions and the International Road Transport Agreements which Albania has signed and ratified, are: Maritime: 1. European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR), adhered to the Law nr.9272, dated The agreement is made available on 26 January 2005 (Official Gazette of the Republic no. 71/04 ); 2. Convention on International Transport of Delicate Food and Special Equipment used in such Transports (ATP), adhered to the Law nr.9289, dated The agreement is made available on 26 January 2005 (Official Journal RA no. 80/04); 3. European Agreement concerning the Work of Crews of Vehicles engaged in International Road Transport (AETR), ratified by Law no. 9514, dated The agreement is made available on 20 July 2006 (Official Gazette of the Republic no. 49/06); 4. Agreement on International Road Transport of Passengers by Bus Case (Interbus Agreement) - the Republic of Albania has approved the accession to this Agreement with Law no. 9305, dated The agreement is made available on 1 July 2005 (Official Gazette of the Republic no. 92/04). Maritime Code of Republic of Albania nr.9251 date ; Law on the Port Authority of Port of Durres nr date ; Law on Security Forces on ships and ports nr date ; Decision of the Government on creation of the security forces in port of Vlore, Shengjini and Saranda nr. 171 date ; Decision on Announcement of the Raguza nr.1 and 2 as a port refuge nr. 45 date ; Law on some changes on the Port Taxes of the Republic of Albania 9769 date ; Law On Turistic Ports nr date ; Order of the Ministry of Public Works, Transport and Telecommunication on the licensing of maritime Subjects, nr.10, date ; Law on Establish the maritime Administration nr , date ; Order of the Prime Minister nr. 131, date For Approval of the Structure and the Organics of General Maritime Directorate. Railway: Rail transport is based on Law no. 9317, from , "Railway Code of the Republic of Albania" (Official Gazette no. 95/2004, page 6566), which partially approximates Directive 91/440/CEE, 95/18/EC, 2001/12/EC, 2001/13/EC, 2001/14/KE and Regulation 1191/69. This Code is based on the main directives of the EC (first package) for the rail sector development: opening the market to carrier smother than 111

112 Albanian Railways JSC, liberalization, transparency, non discrimination of operators, transport operators, separation from infrastructure managers, etc. In support of Railway Code in force, a number of secondary legislation is also approved, namely: 1. Regulation "On the activity and issue of railway carriers (Official Gazette no. 96, dated , p. 3922). This regulation transposes Directive 1995/18/EC fully to Community legislation; 2. Regulation "On the manner of loading of goods in railway wagons (Official Gazette no. 126, dated September 4, 2011, p. 5467). This regulation is fully supported in the relevant regulations of the International Union of Railways (UIC). Albania is a member of the Intergovernmental Organisation International Railway Transport, since 1984 (OTIF). On 1 June 1984, Albania has acceded to the Convention concerning International Carriage by Rail of 9 May 1980 (COTIF). Albania has acceded to the 1990 Protocol, which includes modification of the Convention concerning International Carriage by Rail (COTIF) of 9 May 1980 (Protocol 1990): UN Convention (UNCE), to facilitate border crossing for goods transported by rail. (Law no dated ); UN Convention (UNCE), to facilitate border crossing for passengers and baggage carried by rail. (Law No. 9168, dated ); Intergovernmental Organisation for International Carriage by Rail (OTIF) since 1984; Convention concerning International Carriage by Rail (COTIF) of 9 May Albania has acceded to this Convention on ; Uniform Rules concerning the Contract of International Carriage of Goods by Rail (CIM); Uniform Rules concerning the Contract of International Carriage of Passengers by Rail (CIV); Regulation concerning the international carriage of dangerous goods by rail (RID); Protocol of 20 December 1990, which includes modification of the Convention concerning International Carriage by Rail (COTIF) of 9 May 1980 (Protocol 1990). Albania has acceded to this Protocol on ; UIC International Union of Railways (Railway sh.a.. Is a member of UIC since 1985); Multilateral agreement On the Establishment of a rail network, high performance, in Eastern Europe ", approved by Law no. 9620, dated (Official Gazette no. 188, dated , p 4731); European Agreement on Main International Railway Lines ", approved by Law no. 9689, dated (Official Gazette no. 28, dated , p 508). Civil Aviation: Law no.9658, dated "Multilateral Agreement between the European Community and its Member States, the Republic of Albania, Bosnia Herzegovina, the Republic of Bulgaria, the Republic of Croatia, The Former Yugoslav Republic of Macedonia, the Republic of Iceland, the Republic of Montenegro, the Kingdom of Norway, Romania, the Republic of Serbia and the United Nations Interim Administration 112

113 Mission in Kosovo* 31 on the Establishment of the European Common Aviation Area (ECAA) "; Law no , dated , "Air Code of the Republic of Albania", as amended, which partially approximates Regulation no. 1008/2008 of the European Parliament and the Council dated September 24, 2008 "On common rules for the operation of air services" (nr.celex 32008R1008 EC Official Journal L 293, , p. 3-20), amended by Law no , dated "On some amendments to Law no , dated "Air Code of the Republic of Albania" (OJ of the Republic no. 164, December 2011); Law No , dated "On the Civil Aviation Authority" amended by Law no , dated "On some amendments and additions to Law No , dated " On the Civil Aviation Authority "(OJ No. of R.SH. 157, dated December 1, 2011); DCM no. 686, dated "On establishment of the National Authority of Investigation of Accidents / Incidents in Aviation Air" (OJ of the Republic Nr.127, date ), which approximates Directive no. 94/56/EC of 21 November 1994 "To establish basic principles in the investigation into accidents and incidents of civil aviation" (nr.celex 31994L0056 EC Official Journal L 319, 12/12/1994 p ); DCM no. 74, dated "On the establishment and operation of the National Committee of Civil Aviation Security"; DCM no. 575 dated "On Approval of the National Program of Civil Aviation Security," which approximates the Regulation no. 2320/2002 of the European Parliament and the Council of 16 December 2002 "That defines common rules in the field of civil aviation security" (nr. celex 32002R2320 EC Official Journal L 355, 30/12/2002 p. 1 22); Instruction No. MPWT. No. 17, dated "On the applicable rules of operation in the field of air services", which approximates the Regulation no. 1008/2008 of the European Parliament and the Council, dated September 24, 2008 "On common rules for the operation of air services" (nr. celex 32008R1008 EC Official Journal L 293, , p. 3-20); Instruction MPWTT, No.3, of , On common rules in the field of civil aviation, which approximates the Regulation of the European Parliament and the Council nr.216/2008, dated "On common rules in the field of civil aviation and establishing the European Agency for Safety Aviation"(nr. celex 32008R0216 EC Official Journal L 079, 19/03/2008 p. 1-49); Joint Instruction No. MPWT and MPAU. 1037/1, dated "On the evaluation and management of environmental noise" (the R.SH OJ No. 55, dated May 10, 2011), which approximates Directive 2002/49 EC of 25 June "In connection with the evaluation and management of environmental noise" (nr. celex 32002L0049 EC Official Journal L 189, , p ); MPWT Order-No. 68, dated "On approval of rules for reporting of events in civil aviation", which approximates Directive 2003/42/EC of the European Parliament and the Council of 13 June 2003 "On the reporting of events in civil aviation" (No. CELEX 32003L0042 EC Official Journal L 167, 04/07/2003 p ); 31 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 113

114 MPWT Order-No. 84, dated "On approval of rules of organization of the process of allocation of slots at airports" that approximates the Council Regulation 95/93/EC of 18 January 1993 "On common rules for the allocation of slots at airports" ( 31993R0095 nr.celex EC Official Journal L 14, , p. 1-6); MPWT Order-No. 85, "On approval of Regulation on air carrier liability in connection with air transport of passengers and their baggage" that perform Council Regulation no. 2027/97 of 9 October 1997, "On the air carrier liability in case of accident" (no. CELEX 31997R2027, EC Official Journal L 285, , f ); Instruction MPWT-No. Nr17, dated "On organization of working time of mobile workers in civil aviation," which approximates the Council Directive no. 2000/79/EC of 27 November 2000 "European Agreement Concerning the organization of working time of mobile workers in civil aviation" (No L007 Celex, EC Official Journal L 302, , p ); MPWT Order-No. 92, dated "On approval of regulation on the harmonization of technical requirements and administrative procedures in the field of civil aviation," which approximates the Council Regulation 3922/91 dated 16 December 1991 "On the harmonization of technical requirements and administrative procedures in the field civil aviation "(no. CELEX 31991R3922, EC Official Journal L 373, 31/12/1991 P ); Conventions and international air transport agreements to which Albania has signed and ratified. BOSNIA AND HERZEGOVINA The Ministry of Communications and Transport of Bosnia and Herzegovina is responsible for the transport infrastructures sector and, among other competences, it has the task to: prepare laws and by-laws referring to roads, railways, ports and pipelines; prepare and participate in development and realization of policy, strategy and studies in the area of transport and transport infrastructure in the part that refers to transport infrastructure; cooperate with national and international institutions and organizations that work on transport infrastructure issues; cooperate with the states being parties to the EU, CEI, Stability Pact, Adriatic-Ionian Initiative and other associations relevant for transport infrastructure issues; coordinate activities related to construction of infrastructure facilities of international and inter-entity significance, where the Corridor Vc (Ploce-Sarajevo-Osijek-Budapest), being part of Trans European Network (TEN), has a special significance; cooperate with competent bodies of neighbouring and other economies on projects of common interest; prepare, implement and coordinate implementation of projects of reconstruction, rehabilitation and construction at international and inter-entity communications with accompanied infrastructure, provide works, goods and services referring to projects implementation, run financial management of projects according to stipulated regulations of internal legislation or donor-creditors, organize and manage working meetings ("task force meeting") regarding rehabilitation, reconstruction and construction of certain transport sub-sectors, manage database on all the projects; participate in the work of international conferences, commissions, expert groups, in relation to preparation and implementation of projects, and cooperate with transport 114

115 corporations, companies, relevant bodies, donors, national and international organizations, international financial (IFI) and other financial institutions related to financing of infrastructure project. The existing laws and regulations in Bosnia and Herzegovina which are important for intermodal transport and need to be modified are: - Law on road traffic safety in Bosnia and Herzegovina - ( Official Gazette of Bosnia and Herzegovina, no. 6/06, 75/06, 44/07, 84/09, 48/10, 18/13) - Law on road traffic safety in the Republic of Srpska - Law on roads of the Federation of Bosnia and Herzegovina - ( Official Gazette of the Federation of Bosnia and Herzegovina, no. 12/10) - The law on internal waters and maritime transport - ( Official Gazette of the Federation of Bosnia and Herzegovina, no. 73/05) THE FORMER YUGOSLAV REPUBLIC OF MACEDONIA The Ministry of Transport and Communications carries out activities that refer to: road traffic and road infrastructure; railway transportation and railway infrastructure; air traffic and air-traffic infrastructure; domestic water traffic; telecommunications and telecommunication infrastructure; broadcasting and broadcasting infrastructure; postal traffic and post infrastructure; other types of transport and infrastructure necessary for transpiration (cable railway and ski-lifts etc.); housing-communal activities, adequate infrastructure, arranging and management with the construction land property of the Republic; and other activities stipulated by the Law. The existing laws and regulations in The Former Yugoslav Republic of Macedonia which are important for intermodal transport and need to be modified are: Laws in the field of aviation Law on the Railway System - 18/04/2010 Law on the Safety of the Railway System Bylaws of the Law on Traffic Safety on the Roads Bylaws of the Law on the Rail System Bylaws of the Law on Transport of Dangerous Goods by Road and Rail Bylaws of the Law on Inland Waterways Bylaws of the Aviation Act Bylaws of the Law on Railways and the Law on Railway Transport 115

116 KOSOVO* 32 Support to the Transport Dimension of the SEE 2020 Strategy The overall aim of the Ministry of Infrastructure in the transport sector is: To contribute to economic growth through the creation of an efficient, low cost and integrated multi-modal system of transport (road, railway and air) that is environmentally safe. The Multi-Modal Transport Strategy and Action Plan is intended to define the long term development of the Transport Sector in Kosovo* up to the year Present situation of the transport infrastructure is based on EU transport and environmental policies. The main legislative framework is in accordance with the White Paper and considers targets for all transport modes by There is no specific law related to intermodal transport, even for combined one. MONTENEGRO The Ministry of Transport and Maritime Affairs of Montenegro performs administrative tasks related to: railway, road, maritime and air traffic, telecommunications and postal activities; safety of railway, road, maritime and air traffic, telecommunications and postal activities; security protection of merchant ships and ports open to international traffic; determination of indicators; prevention and taking emergency measures in case of sea pollution from vessels; transport of dangerous goods in railway, sea and air traffic and inland waterways in accordance with the specific law; internal and international transport of people and goods; national roads; railway infrastructure; infrastructure of civil-air traffic and facilities of safety navigation; railway, road and maritime economy; inland navigation; safety of maritime and inland navigation; ports; monitoring and study of economic conditions and economic position of economic entities in these areas; proposing measures of current and development policies and analyzing their impact on the economic position of economic entities in the state roads, traffic, maritime, electronic communications and postal activities, activities related to the development of electronic communications and information technology and other activities that are under its jurisdiction. The Ministry of Transport and Maritime Affairs of Montenegro has five organizational units, according to new Act of internal organization and systematization adopted in April Organizational units are: Directorate of railway transport, Directorate for road transport, Directorate for public roads, Directorate for maritime affairs and Directorate for air transport. The existing laws and regulations in Montenegro which are important for intermodal transport and need to be modified, are: - Law on safety in maritime transport; - Law on ports ("Official Gazette of Montenegro", no. 51/08); - Law on rail ("Official Gazette of Montenegro", no. 21/2004 and 54/2009); - Law on roads ("Official Gazette of Montenegro", no. 42/2004, ); - Amendments to the law on roads ("Official Gazette of Montenegro", no. 21/2009, ); - Law on road transport. SERBIA The transport sector in Serbia includes road, rail, inland waterways and air modes, and intermodal transportation. The needs of the transport sector, presented in the document Needs of the Republic of Serbia for International Assistance (NAD) reflect the most urgent issues and address priorities for plugging of gaps in relation with requirements of the Strategy of the 32 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 116

117 Railway, Road, Inland Waterway, Air and Intermodal Transport Development in the Republic of Serbia ( ) and the EU accession process. The document defines the following mid-term goals: To increase the effectiveness of all transport modes and the transport system as a whole; To increase the capacity and quality of transport infrastructure and services within the Pan-European Transport; To strengthen and gradually liberalise transport market. Priorities defined in NAD comply with the transport sector objectives defined in the Multi-Annual Indicative Planning Document (MIPD) of the Republic of Serbia, which sets the following specific objectives for transport: To develop the capacities of the national administration to adopt and implement the EU acquis in particular, with regard to the restructuring and market opening of the rail transport sector; To support the modernisation of the transport system within the Pan-European corridor X and to improve the conditions for navigation on the Danube (Pan-European corridor VII). Advantages which the Danube River (Corridor VII) is offering in terms of economic and environmentally friendly transportation and its closeness to the main road and rail Pan-European corridors and routes should initiate further development of intermodal terminals along the Danube; To prepare viable projects for investment; To strengthen regional cooperation and implementing the commitments made in the framework of regional transport initiatives. The goals of transport policy of the Republic of Serbia were adopted in 2008 and provided in the Strategy of the Railway, Road, Inland Waterway, Air and Intermodal Transport Development in the Republic of Serbia ( ) adopted by the Government. At the time of its preparation, Strategy was addressing principles of EU Transport Policy, the requirements of the Stabilisation and Association Agreement (SAA), the Community Strategy Guidelines on Cohesion, the National Plan for Integration with the EU(NPI) and the Multiannual Indicative Financial Framework (MIFF) The strategy is goal oriented and based on the vision for 2015, taking into account social development, determination to accession to the European Union, sustainable development of the transport system and stable institutions. It introduces the principal goal of reaching the necessary capacity, compatibility and interoperability of Serbian transport with the neighbouring and the EU s transport systems, while ensuring lowest possible adverse environmental impact. The main goals of Serbian transport have been introduced as follows: 1. Purposeful planning and transport flows management; 2. Reduction of harmful effects of transport on the environment; 3. Increase of traffic safety; 4. Increase of transport system efficiency; 5. Compensation of the consequences of market deregulation and liberalization in the transport sector. There is particular need for greater multi-modality, better interconnection with other river basins modernizing and extending infrastructure in transport nodes such as inland. Implementation of competitive and environmentally friendly transport solutions has been efficiently combining transport modes by road, rail, IWW. Serbia intends to strengthen its capacities for intermodal 117

118 transportation through construction of the Intermodal terminal in the vicinity of Belgrade. Strengthening of the intermodal transportation capacities does not depend solely on the construction of the intermodal centres, but also on the effective combination of soft measures such is capacity building of the institutions responsible for managing intermodality issues through providing trainings to intermodal centre operators and better alignment of various transport modes. The Ministry of Construction, Transport and Infrastructure of the Republic of Serbia performs the public administration duties in the sphere of railway, road, waterway, air, and intermodal traffic relating to: obligation and ownership rights relations; monitoring; safety and technicaltechnological system structure; status of foreign carriers in transport of goods and passengers on the territory of the Republic of Serbia; navigable waterways where international and multinational navigation regime is valid; development strategy of transport system; development plans and other plans in relation to structure, system organization, and relations in transport of passengers and goods; approval of construction and usage of transport infrastructure and equipment, and capacities which are in the function of utilization of traffic infrastructure; financial and technical control organization. The Ministry of Construction, Transport and Infrastructure also performs the public administration activities referring to: spatial and urban planning; setting out conditions for the construction of the facilities; setting out the housing relations and residential business; construction; construction land; geodesy engineering surveying; and other activities stipulated by law. The Ministry of Construction, Transport and Infrastructure of the Republic of Serbia consists of the following organizational units: 1. Sector for Road Transport; 2. Sector for Roads and Road Safety; 3. Sector for Railways and Intermodal Transport; 4. Sector for Air Traffic; 5. Inland Waterway Transport and Navigation Safety Sector; 6. EU Integration Sector; 7. Architecture, Construction and Investments Projects Sector; 8. Urban and Spatial Planning Sector; 9. Urban and Spatial Planning Agency. The Ministry of Construction, Transport and Infrastructure of the Republic of Serbia as a main institution responsible for transport policy, would have to tackle issues initiated with the approximation of the Serbian legislation with the EU acquis. Effects of Serbia s EU approximation process could be summarised as follows: Restructuring of the public enterprises working in the transport sector and introduction of result oriented management; Introduction of the cost-effective working methods such as performance based maintenance of the road network which should result in savings of budget expenditure, as well as introduction of railway infrastructure maintenance on the basis of the track condition analyses; Market opening, especially in the field of railway transportation; Simplification of the border crossing procedures aiming at reduction of travelling time; Implementation of the measures, which would improve intermodality features of Serbian transport system. 118

119 The existing Serbian laws and regulations which are important for intermodal transport and need to be modified are: - Law on rail ( Official Herald of the Republic of Serbia, no. 18/2005); - Law on safety in railway transport ( The Official Gazette of FRY", no. 60/98, 36/99,"The Official Gazette of RS", no. 101/2005); - Law on international transportation in road traffic ( Official Gazette of FRY No. 60/98, 5/99, 44/99, 74/99 and 4/00, Official Gazette of the Republic of Serbia, No 101/2005); - Federal Law on road safety ( Official Gazette of SFRY number 50/88, 63/88, 80/89, 29/90, 11/91; Official Gazette of FRY, number 34/92, 13/93, 24/94, 41/94, 28/96, 3/02; Official Gazette of RS, number 101/2005; - Regulation on the total duration of managing over vehicle, drivers rest and work of doubled crews on vehicles with relevance to safety of vehicle steering ( Official Gazette of SFRY, no.18/84, 67/85 ); - Regulation on dimensions, total masses and axle load for vehicles and on the basic requirements that must be fulfilled by devices and equipment installed on vehicles in the traffic on roads ( Official Gazette of SFRY, number 50/82, 11/83, 4/85, 65/85, 64/86, 22/90, 50/90, 51/91); - Law on maritime and inland waterways transportation (Official Herald FRY, No 12/99, last Amendment number 101/2005); - The Spatial Plan of the Republic of Serbia until 2010 ( Official Gazette of the Republic of Serbia, No. 13/96). 119

120 14.2. Annex 2 - Definitions There is variety of definitions related to the scope of research. In the text below, some common definitions are presented. in ter mo dal adj. The transfer of products involving multiple modes of transportation truck, railroad or ocean carrier. Multimodal transport (also known as combined transport) is the transportation of goods under a single contract, but performed with at least two different means of transport; the carrier is liable (in a legal sense) for the entire carriage, even though it is performed by several different modes of transport (by rail, sea and road, for example). The carrier does not have to possess all the means of transport, and in practice usually does not; the carriage is often performed by sub-carriers (referred to in legal language as "actual carriers"). The carrier responsible for the entire carriage is referred to as a multimodal transport operator, or MTO. Article 1.1. of the United Nations Multimodal Convention defines multimodal transport as follows: "International multimodal transport' means the carriage of goods by at least two different modes of transport on the basis of a multimodal transport contract from a place in one country at which the goods are taken in charge by the multimodal transport operator to a place designated for delivery situated in a different country" 33. Multimodality has many dimensions. Article 3 (n) of Regulation (EU) 1315/2013 defines, multimodal transport as: the carriage of passengers or freight, or both, using two or more modes of transport. Intermodal freight transport involves the transportation of freight in an intermodal container or vehicle, using multiple modes of transportation (rail, ship, and truck), without any handling of the freight itself when changing modes. The method reduces cargo handling, and so improves security, reduces damage and loss, and allows freight to be transported faster. Reduced costs over road trucking are the key benefit for intracontinental use. This may be offset by reduced timings for road transport over shorter distances. 33 United Nations Convention on International Multimodal Transport of Goods (Geneva, 24 May 1980) 120

121 14.3. Annex 3 - Capitalization Plan - Existing Studies Intermodal National Studies Study for Intermodal Transport in Bosnia and Herzegovina (2008); Facilitating Intermodal Transport in Serbia ( ); Feasibility Study for development of Strategic Multimodal Transport Nodes in The Former Yugoslav Republic of Macedonia. Study for Intermodal Transport in Bosnia and Herzegovina is the final deliverable of project on Intermodal Transport in BiH according to Service Contract No. 2007/ for European Community External Actions. The project was been carried out according to the time schedule from July 2007 to January 2008 by DB International GmbH and Vienna Consult Verkehrsberatungsgesellschaft mbh supported by via donau Österreichische Wasserstraßen Gesellschaft mbh. The project Facilitating Intermodal Transport in Serbia (EU funded project under the frame of the IPA 2008 national program for Serbia) was been carried out according to the time schedule from September 2010 to February 2012 by Egis International. The project was carried out through issued Interim reports and various Working papers submitted by the Consultants during the course of FITS project, which are practically the methodology of the study: N 1: Multi-criteria Analysis of proposed sites, N 2: General Master Plan for Transport in Serbia, N 3: Study Tour to BILK, N 5: Design criteria for the terminal, N 6: Terminal Operation, N 7: Traffic and Market Study, N 8: Selection of proposed location, N 9: Study Tour to Germany, N 10: Training Report, N 11: Logistics Zone, N 12: Stakeholder Analysis, N 13: Terminal Processes, N 14: Railway Technology, N 15: Custom Organisation in the terminal, N 16:General design, N 17: Pre Feasibility Study, N 18: Business Plan, N 19: Corporate Structure, Preliminary Design, Feasibility Study- Economic and Financial Analysis, Environmental Impact Analysis. Feasibility Study for development of Strategic Multimodal Transport Nodes in The Former Yugoslav Republic of Macedonia 34 aimed at preparing the sectoral feasibility study to identify possible locations for strategic multimodal transport nodes in the country. Activities on the identification of the strategic multimodal transport nodes were based on analysis of the opportunities to develop the concept of international multimodal transport enabling "door to door" transport performed by one transport operator. Sectoral feasibility study and identification of strategic multimodal transport nodes and Analysis of costs and benefits of building the most favourable multimodal transport nodes are parts of this study. Based on the multi-criteria analysis, the following most favourable locations for construction of the nodes were determined and selected: Trubarevo, Jurumleri, Bunardzik and Kicevo. The locations have also been adopted by the Government. After implementation of the project results and therefore, the construction of these multimodal nodes, mobility of people and goods is expected to increase, by following market principles and goals such as sustainable mobility and sustainable economic development Intermodal International Studies Imonode; ADB Multiplatform; Acrossee; Alpfrail & Transitects; 34 This analysis is based on the summary of this project, as other project reports were not available to the team of Support to the Transport Dimension of the SEE 2020 Strategy project. 121

122 Sonora; Interim; FLAVIA; COSMOS; MEDNET; WATERMODE; Support to the Transport Dimension of the SEE 2020 Strategy Marco Polo Project AGORA; INTERMODAL TERMINALS. Imonode Efficient Integration of Cargo Transport Modes and Nodes in Cases Area (INTERREG IIIB CADSES): the project followed the objective to promote intermodal transport so as to shift cargo from road to rail or sea transport and to improve the accessibility of this region to an intermodal network of transport services. ADB Multiplatform aimed at better freight mobility, upgrading transport standards, developing unified models of sustainable mobility management and integrated logistics chains and attracting innovative investments for improved accessibility in SEE by: o o o o o assessment of existing transport standards and terminal supply, gap analysis, development of "Corridor quality networks" and "Multimodal Development Centers", harmonisation of existing ICT tools for tracing rail transport and interface with customs, establishment of "ADB Green Transport Agreements" and common training modules, demonstration of viability of four pilot routes crossing SEE region. Acrossee aimed at improving cross-border accessibility in the SEE area and at coordination enhancement among SEE national administrations by: o o o Fostering intermodality and co-modality on transnational corridors; Adopting a common transport model for the entire South East Area; Adopting concrete measures in order to cut the running time in the cross-border points and ease up the existing bottlenecks in the SEE area, as well as to increase operations' transparency. Alpfrail & Transitects projects aimed at overcoming the insufficient supply with attractive rail products by: o o creating sustainable intermodal solutions for transalpine freight traffic which fit changing markets; improving the railway network s attractiveness and accessibility for the logistic market; - The logistic development work package with the project Batco aimed at stimulation and development of economic activities by supporting end users (logistics centers, SMEs etc.) along the Baltic-Adriatic Axis: o Strengthening of intermodal logistics solutions and business models to support their use by SMEs; 122

123 o Support to the Transport Dimension of the SEE 2020 Strategy Creation of transnational business cooperation nodes, which support local organizations in business networking across the larger corridor s geographical area in the development of new services, experts and products. Sonora aimed to develop accessibility in South North direction, between the Adriatic and Baltic seas by: o o o Providing support for the completion of transport infrastructure; Activating and improving multimodal freight logistics services; Developing transnational action plans for future realisations. Interim aimed at the integration of non EU states in the intermodal goods transport (rail, inland/coastal waterway modes) by: o o o o Analysing the supply and demand side of intermodal services; Defining missing services, links, recommendations; Developing new intermodal concepts and IT instruments to support further integration (intermodal integration platform, intermodal information platform for administrations); Benchmarking and elaborating a multimodal action plan. FLAVIA aimed at the improvement of intermodal cargo flows instead of the building of new infrastructure. o Benchmarking, accessibility analyses, running time and bottleneck analyses, implementation of quality standards) new and innovative measures for a better interconnectivity of the regions will be developed and implemented. COSMOS project provided good practice on short to long measures for developing intermodal rail freight services on the South East European axis. MEDNET was a European project, co-financed by the MED Programme, aimed at simplifying and harmonizing maritime and port procedures within the Mediterranean region. At the end of its lifetime, the project primarily recommended actions and measures for facilitating maritime freight exchange, speeding up logistic procedures, and reducing logistics costs WATERMODE - had an objective to promote the coordination between the private and public actors dealing with logistics and spatial planning, for a better management of the multi-modal transport solutions. In particular, the project aimed at increasing the integration of the waterborne transport modes in the logistics chain, supporting the transnational dimension in the national and local strategies for the valorisation of the sea and inland waterways port infrastructures. Marco Polo Project AGORA aimed at improving management capabilities of intermodal terminal operators throughout Europe and increasing capacity by a set of innovative, smart operational measures and the involvement of users. It was also set to create awareness of terminal capacity enlargement needs and contribute to a more effective intermodal transport in Europe by improving know-how and experience and by sharing it with all intermodal stakeholders: terminal and intermodal operators, railway undertakings, customers e.g. shippers and logistic service providers, and infrastructure managers. Hereby this action matched the Marco Polo objectives concerning the improvement of co-operation among stakeholders and dissemination of results. The action created a Good practice manual on efficient terminal management, a website, training courses, and seminars with stakeholders including intermodal business actors, as well as national and European transport administrations. 123

124 INTERMODAL TERMINALS in Europe ( provided the interactive database which was developed within the framework of the AGORA project to access uniform information on intermodal transport terminals in Europe Regional Transport Studies Regional Balkans Infrastructure Study (REBIS) (2003); Regional Balkans Infrastructure Study (REBIS) Update (2013); Multimodal Flagship Axes Initiative (2013); South East Europe (SEE) 2020 Strategy, Dimension Transport (2013); South East European Transport Axis Cooperation (SEETAC) (2012); Support in the implementation of the Transport Community Agreement (EU TCA) (2012); Western Balkans Trade Logistics Project (2012); TEM and TER Revised Master Plan (2011); Railway Reform in South East Europe and Turkey: On the Right Track? (2011); Railway Reform in the Western Balkans (2005); Transport Infrastructure Regional Study in the Balkans (TIRS) (2002). Regional Balkans Infrastructure Study (REBIS) - the EC funded project conducted in The study focused on the development of a multi-modal Core Transport Network for the Balkan region, similar to the TEN-T network. The main objective of the study was to assist the Regional Participants (Albania, Bosnia and Herzegovina, Croatia, The Former Yugoslav Republic of Macedonia, Serbia, Montenegro, and Kosovo* 35 ) in developing coherent transport strategies, identifying transport infrastructure projects and developing both short and long term investment plans, as well as investigating international co-financing possibilities. The Core Transport Network proposed includes the main corridors and routes between the five capitals of the region and the cities of Banja Luka, Podgorica and Pristina. It also links these cities to the capitals of the neighboring countries and connects to the strategic ports at the Adriatic Sea. The network includes the river Danube, the ports of Durres, Rijeka, Split, Dubrovnik, Ploce, Bar and Vlore and the airports of the five capitals and of Banja Luka, Split, Dubrovnik, Nis, Pristina and Podgorica. Regional Balkans Infrastructure Study (REBIS) Update was launched in October 2013 with the following aims: (i) Development of a transport demand model; (ii) Identification of the main corridors/routes on the SEETO Comprehensive Network; (iii) Analysis of the physical and non physical barriers on the Network; (iv) Identification of potential efficiency - enhancing investments and measures; and (v) Development of a priority action plan for physical and non physical improvements. Multimodal Flagship Axes Initiative (2013) had a main objective to identify physical and non-physical bottlenecks, as well as to propose and analyse plausible measures for reducing travel times and transport costs on the following axes: Corridors Vc, VIII and X, Routes 4 and 7 and the Danube River. It is noted that the above axes were selected based on the following criteria: Regional balance and inclusion of at least two Regional Participants on each axis; Traffic flows; 35 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 124

125 Support to the Transport Dimension of the SEE 2020 Strategy Linkage to ports / terminals; Border crossing traffic and detected delays. The initiative consisted of an ambitious and complex project which was elaborated in two phases: Phase 1 (performed by SEETO Secretariat) included the collection of infrastructure and traffic data and the identification of bottlenecks, and Phase 2 which included the technical assistance to work on elaboration of administrative bottlenecks, assessment of their impact on the corridors performance, and the identification of measures. It was expected that the work undertaken within this initiative would indicate some envisioned priorities in the region. South East Europe (SEE) 2020 Strategy, Dimension Transport, a project funded by the EU and conducted in 2013, aimed at improving the socio-economic growth rates, improving thus, the prosperity of all SEE citizens and facilitation of eventual integration with the EU. The Strategy was centred on a set of interlinked development pillars: integrated growth, smart growth, sustainable growth, inclusive growth, governance for growth. Within the transport area (Dimension Transport of the Strategy), some ambitious goals were set, including the following: (i) decrease of the cost of transport per unit of transport service for 20%, and decrease in TEU11 transport costs to the EU average; (ii) improvement of transport infrastructure utilization rates to over 40% of designed capacity; (iii) higher energy efficiency by decreasing energy consumption per unit of transport service for 20%; and (iv) increase railway/ waterborne share to country specific targets to be defined in the national Action Plans and facilitate air transport. The key strategy actions in Dimension Transport were: To develop and implement measures to improve the utilization rate of transport infrastructure on the SEETO Comprehensive Network by removal of physical and nonphysical bottlenecks and unnecessary technical cross border barriers; To ensure harmonisation with the EU transport regulatory framework for creating common market conditions and safety standards in the region; To develop co-modal solutions by optimization of individual transport modes and focus on energy efficient and environmentally friendly transport modes; To introduce measures for reducing energy consumption and costs per unit of transport service; To put forward measures to improve the ratio of railway and waterborne transport, foster liberalisation of railway services and open the rail transport market to competition; To enhance aviation transport activities and air traffic cooperation in the region and implement JSPA initiative to facilitate air transport; To increase the use of Intelligent Transport System in the transport sector. South East European Transport Axis Cooperation (SEETAC) (2012), funded under the South East Europe Programme, aimed at analyzing possible integration between the Western Balkans and the EU transport systems in order to generate transport continuity and infrastructure development in the European area and beyond. The overall objective was the establishment and implementation of an effective and coordinated South East Transport Axis (SETA) framework, at the same time contributing to reaching the EU's objectives of transparency & information reliability; harmonized and efficient institutional framework, as well as rapid implementation of the transport priority projects. The SEETAC project also focused on cross-border bottlenecks and respective solutions and offered significant advantages to all the partners in terms of spatial planning and regional cooperation and integration, and offered solutions to the existing problems in the traffic sector in general. Support in the implementation of the Transport Community Agreement (EU TCA) was conducted in 2012 and aimed to: (i) improve, develop and maintain transport infrastructure that is 125

126 integrated in the Pan-European corridors and conforms to international standards; (ii) create and ensure a favourable regulatory environment in order to maximize and enhance the quality of services in the area of transport; (iii) improve traffic safety and security, ensuring environmental protection; (iv) pursue membership and cooperation of Kosovo* 36 with international organisations in the area of transport. Western Balkans Trade Logistics Project conducted in 2012 and implemented by The International Finance Corporation (IFC), with support from the European Commission under the Instrument for Pre-Accession Assistance (IPA) Multi-Beneficiary Program, aimed at reducing regulatory and administrative constraints related to trade logistics and harmonizing cross-border clearance systems in the Western Balkans. The analysis and recommendations were based on observations of the processes and procedures involved in the import, export, and transit of goods in the region, and on interviews conducted with multiple stakeholders. The focus of this report was on both the trade logistics process as it is in practice involved in import/export activity, as well as on its perception by the business community. Based on the study findings, several issues were identified both at regional and national level. Regional issues refer to the process of mutual recognition of certificates; the lack of synchronization of the working hours of customs and technical control agencies; data exchange between border authorities; the large number of documents required for import and export; the complexity of clearance procedures for air cargo; limited dialogue between public sector and private sector players on trade logistics issues. Furthermore, the study identified several issues that are prevalent in all or several countries of the region and are considered to best be addressed at individual country level. Such issues refer to data exchange between agencies involved in the import/export process; the implementation of risk management techniques; the simplification of procedures; the use of electronic payment systems; missing sub-regulations, manuals, and standard operating procedures. TEM and TER Revised Master Plan was conducted in The Trans-European North-South Motorway (TEM) and Trans-European Railway (TER) projects were unique Pan-European transport infrastructure projects bringing together countries of the European Union (EU), EU candidates, as well as other United Nations Economic Commission for Europe (UNECE) Member States in Central, Eastern and South-Eastern Europe and the Caucasus. The main objectives of the revised master plan were to analyse the results of the road and rail infrastructure development in 25 participating economies of Central, Eastern and South-Eastern Europe and the Caucasus in the period from 2005 to 2010; to describe the existing status of road and rail networks; and to finally set out the road and rail networks development programme until the year The revision was conducted, taking into account political, economic and technological changes which have taken place and new challenges have emerged since the development of the original Master Plan, while four additional economies Albania, Armenia, Azerbaijan and Montenegro joined the revision process. More specifically, the revised Master Plan placed emphasis on the recent and expected future developments, while addressing the modifications of the TEM and TER Master Plan backbone networks identified in Furthermore, it reflected changes in traffic flows, political changes in the region, the needs of new participating economies, the desire to harmonize TEM and TER networks with other international transport networks, changes in priorities, as well as the need to connect these networks in the best way with important international combined transport routes and with transhipment points and nodes. During the elaboration of this study, the road and rail missing links identified in the original report were also considered and the great majority of them were included in the revised networks. Railway Reform in South East Europe and Turkey: On the Right Track? (2011) - focused on the progress made since 2005, when the first Railway Reform study was conducted, in terms of institutional reforms, operating and financial performance, and integration. Based on the modest 36 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 126

127 progress detected in implementing substantive rail reform over the examined time period, the study was concluded with a set of recommendations and actions, which to a significant extent echo the recommendations made in the 2005 report. Railway Reform in the Western Balkans (2005) examined the challenges that the railways of the region face and identified the main issues, such as small size and fragmented railway service, which could be addressed through common solutions. Within the study framework, the railways financial and operational performance, benchmarked against some appropriately selected international railways, was assessed, taking into account the environment in which the railways operate, including the changing demand for rail services, as well as the institutional and the macroeconomic context. Transport Infrastructure Regional Study in the Balkans (TIRS) was conducted in 2002 and aimed at identifying major international and regional routes within the region, defining coherent medium term network to be used as a framework for planning, programming and coordinating infrastructure investments, and finally, defining short-term priority projects suitable for international financing. The study focused on the different national transport infrastructure objectives and strategic plans of each Regional Participant, taking into account the specific characteristics and nature of each economy s transport infrastructure, as well as their economic conditions. The list of projects proposed by the TIRS initiative, for future investments in transport infrastructure in the Balkans region, was established in close liaison with the transport authorities in each Regional Participant, using multi-criteria analysis focusing on both the socio-economic return on investment, and the functionality and coherence of the network National Transport Studies Study on the Transport Master Plan in Bosnia and Herzegovina (2001); Strategy of railway, road, inland waterway, air and intermodal transport development in the Republic of Serbia ( ); General Master Plan for Transport in Serbia (2009); First Five Year Review of the Albanian National Transport Plan (2010); Strategy for Albania ( ); National Transport Strategy for The Former Yugoslav Republic of Macedonia ( ); Multi-Modal Transport Strategy ( ) and Action Plan ( ) for Kosovo* 37 ; Transport development strategy of Montenegro (2007). Study on the Transport Master Plan in Bosnia and Herzegovina (2001), included all transport modes, focusing on target year Among the objectives of the master plan were the integration of the national transport network with the European and neighbouring network; economic recovery and development; seven planning goals; development of a competitive intermodal transport system, etc. The study considered intermodality within European context based on BIH intermodal system. The Transport Master Plan proposed a set of locations, where intermodal transport terminals (ITTs) and combined transport terminals (CTTs) should be developed. 37 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 127

128 Strategy of railway, road, inland waterway, air and intermodal transport development in the Republic of Serbia ( ) provided an overview of transport sector with global description of intermodal current state of the art and future development expectations, until The strategy provided strategic goals of the railway, road, inland waterway, air and intermodal transport development, as well as action plan goals, activities and activity holders of the execution of the Strategy of railway, road, inland waterway, air and intermodal transport development in the Republic of Serbia from 2008 to General Master Plan for Transport in Serbia (2009) focused on expanding and updating the existing transport network, contributing thus to the economic growth at both national and regional level. Master plan was based on roll investment projects provided for all sectors until Projects were compared within the certain mode and generally for the set of parameters. Developed model for all transport modes (excluded aviation sector) is based on TRANSTOOLS software. First Five Year Review of the Albanian National Transport Plan (2010), aimed at subsector plans for road transport, railways, maritime transport, civil aviation and intermodal and combined transport. The strategy dealt with development of multimodal terminals, both existing and planned as well as with development of the logistics industry. The consultant (Louis Berger) concluded with investment and action plans which would continue to support investments in transport, based on regional linkages. Strategy for Albania ( ) was conducted in 2009 by EBRD, aiming at: strengthening state institutions (public administration and civil service reform); investing in infrastructure, including upgrading of the national, regional and local road networks, modernization and expansion of seaports, and improving energy security; further strengthening the banking system (support SMEs/MSEs and bank financing of these companies to improve competitiveness). With regards to the transport related objectives of the EBRD Strategy, the Bank concluded that it will continue to support investments in transport and energy, with emphasis on regional linkages, regional integration and energy security, while it noted that further improvement to basic infrastructure, such as the road network is considered of high importance. National Transport Strategy for the Former Yugoslav Republic of Macedonia ( ) referred to the development of a fully integrated, safe and sustainable transport system which will support the economic growth. The strategy was also conducted with inter and multimodality of transportation systems aiming at: freight and passenger transportation, multi modal nodes - freight intercharge terminals, policy of modal shift, action plan for strategy on multi modal transport, etc. Multi-Modal Transport Strategy ( ) and Action Plan ( ) for Kosovo* 38 was conducted in 2009 and updated in 2012 by EGIS International. The main objective was to contribute to the economic growth through the development of an integrated efficient and sustainable multimodal/intermodal freight and passenger transport. Transport development strategy of Montenegro was conducted in 2007, providing systematic approach of transport development within different transport modes focusing on the development of a safe, reliable and sustainable transport system. Specified activities upon intermodal transport were related: to support transport-logistic uniqueness with railway systems in hinterland; to increase use of logistics services, in order to promote multi-modal transport and facilitated integrations on EU market; to introduce state and private sector in the field of transport with the term establishment of transport-logistic cluster and with activities of inter-modal support, etc. 38 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 128

129 Brief overview of relevant national/international studies considered intermodality, multimodal terminals and logistics corridors in terms of relevance for the study is presented in the table below. Table 30 Studies of Relevance for the Western Balkan Intermodal Study Study/Project/ Strategy/Action Plan Objectives and goals The use and implementation of the results achieved National Transport Strategies and Studies and Master Plans Study for Intermodal Transport in Bosnia and Herzegovina Facilitating Intermodal Transport in Serbia Feasibility Study for development of Strategic Multimodal Transport Nodes in The Former Yugoslav Republic of Macedonia Main goals are related to development of transportation system by economy in the framework of regional transportation network. Mobility, equity, sustainability and accessibility are the main drivers within different transportation modes and infrastructure development. Ultimate goal is to support better connectivity and economic growth of each economy. Logistic terminals and/or corridors are identified both existing and planned investments by Regional Participant. WB economies: Bosnia and Herzegovina, Albania, Serbia, The Former Yugoslav Republic of Macedonia, Montenegro, Kosovo* 39. Identification of current and potential (high priority and others) multimodal/intermodal transport terminals in Bosnia and Herzegovina. Data on current and forecasted multimodal/intermodal transport volumes between existing and potential multimodal/intermodal transport terminals and potential supply chains within the territory of Bosnia and Herzegovina and in the wider region (SEETO region, some countries in the EU). Methodological approach and the principles of economic and service quality evaluation of multimodal/intermodal transport in Bosnia and Herzegovina. Development of multimodal/intermodal transport scenarios. Variable parameters that affect the efficiency (costs, quality, quantity) of intermodal transport. Strategic measures to establish intermodal transport. Data about traffic and market study: Serbian economy, Serbian import and export, transport in Serbia (traffic and transport volumes by transport mode), intermodal transport parameters especially for the zone of Belgrade, rail transport of sea containers, main flows identified by stakeholders, possible TEU flows in Data about legal and frame-work: general procedures, Serbian legislation, procedures for road, procedures for rail, main findings, recommendations and customs services in the terminal. Further weekly shuttle train services forecast ( ) for the potential Belgrade intermodal terminal. General estimate of costs and income. Principles of multi-criteria analysis in intermodal/multimodal terminal site selection. Identification of possible locations for strategic multimodal transport nodes in The Former Yugoslav Republic of Macedonia; Analysis of the opportunities to develop the concept of international multimodal transport enabling "door to door" transport performed by one transport operator; Sectoral feasibility study and identification of strategic multimodal transport nodes; Analysis of costs and benefits of building the most favourable multimodal transport nodes "Guide to Costing of investment projects", published by the The national transport strategies and studies and master plans will form the basis for understanding the main logistic corridors and intermodality participation in modal split for each Regional Participant. During the logistic terminals identification and future development in this sector, national priorities could be clearly overviewed from these documents. Above all, some studies provide results and data to be used for further consideration within the study. Obtained results must be identified within the study and within the high level of prioritization due to the national importance. Holistic approach to the realization of this study indicated that it allows issues we can use in a very wide range of activities presented in the methodology of Support to the Transport Dimension of the SEE 2020 Strategy: data collection on transport demand, high-level review and analysis of the transport demand, high-level review and analysis of the transport supply, identification of Country Roadmap on intermodal transport, identify the main logistic corridors, SWOT analysis, gap assessment analysis, identification of the short-term and long-term strategic measures. This study is focussed on establishing an intermodal terminal in Belgrade but mentioned data can be used for transport demand, high-level review and analysis of the transport demand, high-level review and analysis of the transport supply (all for zone of Belgrade), identification of the short-term and longterm strategic measures. Identified four locations of strategic multimodal transport nodes have to be elaborated in the frame of our project. Defined criteria for the comprehensive analysis of these four locations could be used in the benchmarking process to be performed as our project activity. 39 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 129

130 Study/Project/ Strategy/Action Plan IMONODE ADB Multiplatform Acrossee Alpfrail & Transitects SONORA - SOuth-NORth Axis INterim - Integration in the intermodal goods Transport of non EU states: Rail, Inland/coastal waterway Modes FLAVIA Objectives and goals Directorate General for Regional Policy of the European Commission (2008) applied as a methodology for cost analysis; Defined criteria for the comprehensive analysis of the four locations for multimodal nodes. Secondary aims of the project concern the optimising and rationalising of the transport and handling systems for freight transport, reducing environmental impacts of road traffic, increasing the quality of cargo logistics services, reducing pollution, and saving energy along the two axes no V and X. Country: Austria, Greece, Italy, Slovenia, Hungary, Croatia, Bosnia and Herzegovina, Albania, Serbia, The Former Yugoslav Republic of Macedonia, Romania, Bulgaria Network of multimodal hubs in the South East European area, with common quality and performance standards, connected by innovative ICT and transport services; Development of "Corridor quality networks" and "Multimodal Development Centres". Improve framework conditions for multimodal platforms. Corridor Quality Networks (WP3) ADB Intermodal Route Planner application: Multimodal Development Centres (WP5) Improving cross-border accessibility in the South East Europe Area, promoting the rationalization and the optimization of the existing network and extending the EU transport network to the Western Balkans. Elaboration of an integrated transport model completed with the inclusion of local and international flows. Improving intermodal solutions for transalpine freight traffic Transnational cooperation project within Central Europe Outcomes of INTERIM are: Higher awareness regarding intermodal transport needs Easier exchange of approaches and ideas for improving intermodal transport using the provided GIS/IT tools Better utilisation of existing / creation of new intermodal connection Increase integration of intermodal issues / results of the project in the teaching process of the involved universities The FLAVIA logistic corridor project involves partners from Austria, the Czech Republic, Germany, Hungary, Poland, Romania and Slovakia The use and implementation of the results achieved IMONODE partners will be contacted in order to explore the trade data collected, which will be used for the model development. ADB Multiplatform partners will be contacted in order to explore the trade data collected which will be used for the model development. The work results will indicate some envisioned priorities for the region, which could be taken into account during the prioritization process. Acrossee partners will be contacted in order to explore the trade data collected which will be used for the model development. TRANSITECTS develops and promotes intermodal solutions for transalpine freight traffic, particularly on important transit routes. The project enhance the attractiveness of transalpine freight transport by rail to the logistics market. The project was concluded on 30. September SoNorA is a transnational cooperation project, which aims to help regions across Central Europe in developing accessibility in South North direction, between the Adriatic and Baltic Seas, in terms of: 1. Making the SoNorA network real, through support for the completion of transport infrastructure 2. Activating and improving multimodal freight logistics services 3. Developing transnational action plans for future realisations 4. Supporting new regional development opportunities, due to transport network improvements Duration: 40 months (Nov Feb. 2012). INterim -partners will be contacted in order to explore the trade data collected which will be used for the model development. Duration: May 2006/ 24 months. FLAVIA addresses the following problems in intermodal freight transport: Modal split of rail and inland waterway dropped 130

131 Study/Project/ Strategy/Action Plan COSMOS MEDNET Objectives and goals Slovenia, Czech Republic, Hungary, Croatia, Romania and Bulgaria Simplifying and harmonizing maritime and port procedures within the Mediterranean region. The use and implementation of the results achieved down despite the increased volumes Increasing road congestions Big delays of freight trains at border crossings Obsolete terminal technique Mental barriers of market players against intermodal transport Duration: March April 2013 (38 months). The COSMOS Project sets the following objectives: 1. Designing and implementing good practices to become more efficient in supplying (intermodal) rail services, e.g. in terms of industrialization of railway production, developing procedures for a better synchronization of processes between railways, e.g. interoperability, cross border operations, string-of-pearls / hub / gateway operation concept, train monitoring and customer information systems, wagon management, quality management systems. Compiling a success stories and good practice catalogue. 2. Training on identified good practices for the improvement of skills of managerial and operative staff fostering their implementation of good practices. 3. Periodical exchange of information, or in case of existing cooperation, synchronization of products, services and service parameters between railways on the one side, and between railways, terminal operators and, if applicable, intermodal operators, on the other side. Developing a mechanism and procedure for developing coordinated international intermodal services. 4. Designing and implementing information tools for better distributing and disseminating the development and current state of railway / intermodal services and/or terminal facilities (Knowledge platform) in SEE economies for better accessibility and transparency of railway / intermodal services among each other and towards (potential) customers and shippers. 5. Promoting intermodal transport as such, and in particular supporting schemes for modal shift to (intermodal) rail services (administrative, fiscal, technical, financial measures) towards targeted stakeholders (market parties, operational partners and political/public stakeholders). SERVICE MAP During the COSMOS project also the so-called "service map" was developed, an comprehensive overview of regular intermodal services in South Eastern European economies. ( This project is not relevant for SEETO region. Mednet Project is a European project, co-financed by the MED Programme, which involves 18 partners in 9 different countries, aiming at simplifying and harmonizing maritime and port procedures within the Mediterranean region. The core activities of the project include the development and set-up of an Observatory of Ports Operation in the Mediterranean, as well as the implementation of selected pilot actions in partner 131

132 Study/Project/ Strategy/Action Plan Regional Balkans Infrastructure Study (REBIS) Regional Balkans Infrastructure Study (REBIS) Update Multimodal Flagship Axes Initiative South East Europe (SEE) 2020 Strategy, Dimension Transport Objectives and goals Identification of the SEETO Comprehensive Network and development of a multi-modal Core Transport Network for the Balkan region. Conduction of the traffic surveys. Investigation of the physical state of infrastructure. Preparation of the traffic forecasts for the different traffic modes. Development of a transport demand model for the Western Balkan region, including all transport modes. The development of the model will rely on key variables such as trade flows, income and population and will provide robust estimates of traffic projections for a period of 20 years on the SEETO Comprehensive Network. Identification of the main corridors/routes on the SEETO Comprehensive Network based on the EU TEN- T criteria, which among others, promote the alleviation of bottlenecks and missing links on major routes, regional integration, mobility and sustainable development and meet the required social and economic criteria, and determine main regional transport links. Analysis of the physical and non-physical barriers to the efficient operation of the SEETO Comprehensive Network and the identification of potential efficiencyenhancing investments and measures. Development of a priority action plan for physical and non-physical improvements in the SEETO Comprehensive Network, identifying the time for their implementation, as well as the corresponding cost estimates for the proposed interventions. Analysis of the current state of the examined axes (Corridors Vc, VIII and X, Routes 4 and 7 and Danube River). Identification of bottlenecks on the examined axes. Identification of measures to eliminate bottlenecks in the examined axes. Development and implementation of measures for improving the utilization rate of transport infrastructure on the SEETO Comprehensive Network by removal of physical and non-physical bottlenecks and unnecessary technical cross border barriers. Ensuring harmonisation with the EU transport regulatory framework for creating common market conditions and safety standards in the region. Developing co-modal solutions by optimization of individual transport modes and focus on energyefficient and environmentally friendly transport modes. Introducing measures for reducing energy consumption and costs per unit of transport service. Putting forward measures to improve the ratio of railway and waterborne transport, foster liberalisation The use and implementation of the results achieved ports, putting forward an ideal virtual port that all players and maritime stakeholders will be encouraged to draw best practices from. At the end of its lifetime, the Project will primarily recommend action and measures for facilitating maritime freight exchange, speeding up the goods supply chain and cutting down port logistic costs in the Mediterranean. This project is not relevant for SEETO region but still some examples of good practice should be used for the study. The Core Transport Network proposed includes the main corridors and routes between the five capitals of the region and the cities of Banja Luka, Podgorica and Pristina. It also links these cities to the capitals of the neighbouring economies and connects to the strategic ports at the Adriatic Sea. The network includes the river Danube, the ports of Durres, Rijeka, Split, Dubrovnik, Ploce, Bar and Vlore and the airports of the five capitals and of Banja Luka, Split, Dubrovnik, Nis, Pristina and Podgorica. These main corridors and routes already defined by REBIS study will form the basis for the assessment activity in the project. The work results will determine main corridors/routes on the SEETO Comprehensive Network based on the EU TEN-T criteria, which could be taken into account in the project. Collection of infrastructure and traffic data and the identification of bottlenecks could be used during the elaboration of the project. The key findings could be used for implementing the measures for improving the ratio of railway and waterborne transport, fostering liberalisation of railway services and opening the rail transport market within the SEETO Comprehensive Network to competition. 132

133 Study/Project/ Strategy/Action Plan South East European Transport Axis Cooperation (SEETAC) Support in the implementation of the Transport Community Agreement (EU TCA) Western Balkans Trade Logistics Project TEM and TER Revised Master Plan Railway Reform in South East Europe and Turkey: On the Right Track? Railway Reform in the Western Balkans Transport Infrastructure Regional Study in the Balkans (TIRS) Objectives and goals of railway services and open the rail transport market to competition. Increasing the use of Intelligent Transport System in the transport sector. Analysis of possible integration between the Western Balkans and the EU transport systems in order to generate transport continuity and infrastructure development in the European area and beyond. To improve, develop and maintain transport infrastructure that is integrated in the Pan-European corridors and conforms to international standards. To create and ensure a favourable regulatory environment in order to maximize and enhance the quality of services in the area of transport. To improve traffic safety and security, ensuring environmental protection. To pursue membership and cooperation of Kosovo* with international organisations in the area of transport. To implement a functional structure with sufficient, well-motivated and competent human resources for the sectors of Transport. Survey on transport and infrastructure at border crossings, border administration and other trade logistics issues. Identification of main bottlenecks. Proposed recommendations for improving the existing situation. Analysis of the results of the road and rail infrastructure development in 25 participating countries of Central, Eastern and South-Eastern Europe and the Caucasus in the period 2005 to Description of the existing status of road and rail networks. Setting out the road and rail networks development programme until the year Analysis of progress made since 2005 in terms of institutional reforms within the railway sector of the region. Analysis of progress made since 2005 in terms of international integration of the railways and proposal of necessary actions. Audit of key border-crossing points. To examine the challenges that the railways of the region face and to identify the main issues, such as small size and fragmented railway service. This could be addressed through common solutions. Assessment of the railways financial and operational performance, benchmarked against some appropriately selected international railways, taking into account the environment in which the railways operate, including the changing demand for rail services, as well as the institutional and the macroeconomic context. To identify major international and regional routes in the region. To define a coherent medium term network to be used as a framework for planning. Programming and co-ordinating infrastructure investments. To define short-term priority projects suitable for international financing. The use and implementation of the results achieved The study results could be used for identifying the cross-border bottlenecks and respective solutions and for offering significant advantages to all the partners in terms of spatial planning and regional cooperation and integration, and also for identifying solutions to the existing problems in the traffic sector in general. The proposed work results will be thoroughly considered during the assessment of the major international trade lanes for target markets from Kosovo* 40. The survey results and the overall project findings will be considered during the identification of non-physical barriers and trade facilitation actions. The key findings of the revised Master Plan will form the basis for understanding the specific needs of each regional participant in the SEETO Comprehensive Network. The results will be used during capacity assessment and identification of measures for physical and nonphysical impediments elimination (for the railways). The work results will indicate the main railways issues in the region. The obtained key findings could be used as a data input for the present study. 40 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 133

134 14.4. Annex 4 - Description of Transhipment Points by Regional Participant In the existing situation within the SEETO region, operation of multimodal transport, activities and services has been determined for a total of 45 multimodal points, as follows: Albania The Port of Durres The Port of Durres (Figure 15) is the starting point for Corridor VII and is situated 40km from Tirana city. It lies to the north of Durres bay, at the position of 41 19' North latitude and 19 27' East longitude, registered the 41,670th in the list of World Ports. The Durres port basin covers 670,000m². The port has a surface area of 650,000m², of which: Warehouses and storages cover around: 12,500m² Ferry terminal: 36,300m² Anchorage quays: 66,685m² 213,565m² serve for the roads, railways, parking areas, general storage, etc. Figure 15 the Port of Durres The storage spaces have a capacity of 4-6tons/m². Some 152,960m² of undeveloped land is available for expansion in the future within the port area, near the ferry terminal; there is a vessel repair workshop with a dry dock and fishing harbour. Although in the port s territory, there are railway lines (in quay no. 11,150m; in docks, 1,100m) which are not linked with the national network. As to the national road network, the Port of Durres is well connected. Lengths of 11 quays, with a quay length carrying from 30m to 292m, as well as a projected depth from 7.35m to 11.5m are given in Table 31. Total quays length: 2,275m. 134

135 Table 31 Lengths of 11 quays Name Length (m) Real Depth (m) Usage The Port of Durres has four terminals: Quay Military and border. Quay Police and Customs. Quay General Cargo & Ro-Ro Quay General Cargo & Ro-Ro Quay General Cargo & Ro-Ro Quay /9.85 Bulk cargo (cereals) Quay Containers Quay 7& Bulk cargo Quay Ferries Quay Under reconstruction Quay /9.9 Bulk cargo Container terminal operates in quays 6; Ferry terminal in quays 9; Western terminal extends from western quays 1 to quay 5; Eastern terminal in quays 7, 8 and 11 (quays 10 is under reconstruction). For load-unload operations in the port, three companies in the eastern and western terminal load and unload cargos from the vessel to the mode of transport, vessel-land, vessel-warehouse and vice versa, as well as the storage of goods. In the Port of Durres, goods are handled in container terminal, in the eastern and western terminal. The main ports the containers come from are: Castellon (Spain), Malta (Malta), Gioa Tauro and Taranto (Italy), whereas their main destinations are: Castellon (Spain), Gioa Tauro and Taranto (Italy), China, Malta (Malta). Container terminal built up to the ISPS standard, encompasses around 50,000m² with a throughput of around 180,000TEU/year and operates 24 hours in 365 days. The equipment for handling the containers are: Reach stacker: 2; Forklift (16t): 2; Forklift (32t): 1; Empty container handlers (7t): 1; Trailers: 5; Tyre crane (100t): 1. Eastern and Western terminals handle bulk cargo and general cargo. Until June, 2009 the Eastern terminal handled even fuels, but after the completion of the port in Porto Romano, their handling is carried out there. The structure of handled: cement, corn, iron ore, construction materials, fuel etc. The origin of the main ports the commodities come from is: Italy, Greece, Turkey, Russia and Ukraine, whereas the main destinations of export products are: Italy, Greece and Croatia. 135

136 Eastern terminal uses a general surface area of around 44,300m², of which an area of 11,000m² is for transitory use. Equipment of Eastern terminal: Electro crane (15t) in quay 11: 3; Electro crane (16t) in quay 7: 1; Electro crane (27t) in quay 8: 1; Grapple crane at different capacities: 25. Western terminal consists of docks covering 75,000m² and around 5,260m² of warehouses for handling general cargos as well as 5 silos for storing grains at a capacity of 270 to 280 tons (in quay 5). Equipment of Western terminal: Electro crane type Ganz (5t): 10; Electro crane type Ganz (10t): 2; Grapple crane (5-10t): 16; Auto cranes (45t): The Port of Vlore Vlore main port (Figure 16) is the one used by regular ferries and cargo ships. It should not be mixed with the Petroleum Port and the Fishing Port (both are prohibited areas for yachts) with lay to the North. Vlore main port is not a port in general description. It is only to jetties/piers extending to sea. The port is located in close vicinity of Down-town and is seat of local authorities. There is a Ro-Ro pier with number of steel constructions. This pier is also used by the local ferries and tug/pilot boats. Figure 16 the Port of Vlore The Port of Vlore 1 (Petrolifera Italo Albanese-PIA) Petrolifera Italo Albanese Sh.A. (PIA) (Figure 17) operates a coastal terminal for LPG (Liquefied Petroleum Gases), oil, its by products (diesel, Gasoline etc.) and additional liquid and dry products in the bay of Vlore. This port is located north of the existing port at the position of 40 28' North latitude and 19 26' East longitude and has been built on concession by company Petrolifera Italo Albanese for handling fuel and liquid gas. The new coastal terminal fills a lack of infrastructures and allows customers to supply both the Albanian market and the neighbouring economies 136

137 through the European Corridor VIII (rail plus road) also taking advantage of the favourable location of the Bay of Vlore, located at the entrance of the Adriatic Sea and very close to the main Italian and Greek refineries. Infrastructure and capacity: Total storage capacity (61,000m 3 (tanks) and 4,800 m 3 (spheres)) Number of tanks (13 tanks and 2 spheres); Range of tank capacity (3,300-14,500m 3 (tanks) and 2,400m 3 (spheres)); Products handled (petroleum products (clean and dirty) LPG, other liquid); Services available (Storage hire, in and out via vessels, tank trucks, tank containers, railcars, dedicated loading/unloading system, electronic system for daily stock inventory reporting); Additional services(blending, bunkering and product heating); Sea-tankers accommodation (Jetty; LOA 190m; BEAM-no restriction; depth 10m; draft according to port master; space for simultaneous anchorage of 4 vessels). Figure 17 the Port of Vlore 1-PIA Destinations of transport service are presented on Figure

138 Figure 18 Service lines from-to and transport connections of the Port of Vlore 1-PIA Bosnia and Herzegovina The Port of Ploce (Croatia) The Port of Ploce (Figure 19) is a port of the Central Adriatic Coast at the position of 43 03' North latitude and 17 26' East longitude. It is a very suitable natural harbour situated in a bay, three kilometres from the mouth of the river Neretva in the north-west direction. The bay is protected from the south and south-west by the peninsula of Peljesac which forms a natural breakwater for the port. Figure 19 the Port of Ploce 138

139 The Port of Ploce has natural and geo traffic position, which enables a quality maritime connection both with the cities on the Adriatic Coast and in Italy, and with the ports in the entire world. The port is directly connected with its hinterland in Bosnia and Herzegovina and with the North-East of Croatia, as well as with Central Europe by railway and by road (E-73), which stretches along the route of Corridor Vc (Budapest-Osijek-Sarajevo-Ploce) and turns thereby the Port of Ploce into the sea port of this branch. The Port of Ploce is located next to the Adriatic Highway (E-65), the road that stretches from Trieste via Rijeka and Split to the extreme South point in this part of Europe. The remaining part of the modern motorway is currently being built (to be completed by the end of 2009) and will constitute the quickest connection between the Port of Ploce and Zagreb. Special quality has been achieved by the opening of a weekly feeder line, which connects the Port of Ploce to Malta and Gioa Tauro. The international airports in Split and Dubrovnik (approximately 120km away) and the airport in Mostar-Bosnia and Herzegovina (60km away), are located in the immediate vicinity of the Port of Ploce. The Port of Ploce is registered as a joint stock company for services in maritime transport, port services, warehousing of goods, freight forwarding and activities are: Mooring and unmooring of vessels, yachts and big cabin cruisers, etc; Loading, unloading and reloading goods; Storage and transfer of goods and other materials; Embarkation and disembarkation of passengers; Other services. The Port of Ploce is a multifunctional port used for transhipment of almost all kinds of goods circulating in the international sea transport. Total, annual transhipment capacity of the Port of Ploce is estimated to more than 5 million tonnes of general and bulk cargo (excluding terminals that are currently being built), while the total storage capacity for liquid cargo is around 600,000 tones. The terminals are arranged on 7 operative shores in Ploce with a draught up to 14m and they can accept ships up to the size of Panamax ships. Terminals are directly connected with the gravitational hinterland by railroad which spread over the whole operative length. Transhipment, storage and other related services are conducted on the terminals used for: general cargo, bulk cargo, liquid cargo, grain cargo, wood cargo, alumina and petroleum coke, and containers. General Cargo terminal. The Port of Ploce introduced modern mechanization and technological procedures which together enable a high degree of work efficiency in manipulation of general cargo. General cargos transhipped in the Port of Ploce are: foodstuffs (coffee, sugar, tropical fruits, and other), cattle food, cotton, tobacco and all final or semi-final products of metallurgical and chemical industries. The Port of Ploce offers the possibility of further processing, editing improvement, packaging and sorting of various kinds of goods as well as the possibility to store them for longer periods of time. Infrastructure: quay length: 705m; draught: 9.2m; number of berths: 6; warehouse capacity: 35,834m²; 139

140 Equipment: Support to the Transport Dimension of the SEE 2020 Strategy open storage capacity: 153,925m². shore cranes: 8; auto cranes of 15-60t: 9; forklifts of 2-28t capacity: 100; electric forklifts of t capacity: 16; floating crane of 100t capacity: 1; length of railway tracks: 5,600m. Bulk cargo terminal. The basic capacity used for manipulating bulk cargo in the Port of Ploce is shore 5, where coal, iron ore, pig iron and waste iron are transhipped. The Port of Ploce offers a complete service in the manipulation of all kinds of bulk cargo. The annual bulk cargo traffic of coal, iron ore, phosphate, concentrates, cinder, scrap iron and others is more than three million. Infrastructure: Equipment: quay length: 510m; draught: 14m; storage capacity: 300,000t; number of berths: 3; mooring for ships up to 75,000DWT; reloading capacity 15,000t/day. loaders: 14; bulldozer: 2; shore cranes capacity 10t: 5; mobile crane capacity 63t: 1; mobile crane capacity 140t:1. Terminal for liquid cargo transhipment. There are two terminals in the Port of Ploce, LPT and Oil terminal B&H, for reception and dispatching of liquid cargo: motor gas, gas oil and other liquid cargo. The liquid cargo moor is 63m long and is connected through a pipeline to the capacities of both terminals. The liquid cargo moor is equipped with all the necessary equipment for transhipment of liquid cargo, as well as fire extinguishing equipment and equipment for sea protection from spills of liquid cargo. Infrastructure and capacity of Oil terminal B&H : number of berths: 1; draught: 12m. One-time storage capacity: oil fuel: 40,000m 3 NaOH (55%): 17,000m 3 white products (gasoline, D2, ortoxilen): 20,000m 3 140

141 petrochemical products: 15,000m 3 Technical capacities of oil fuel: shipping: 500t/h; reception: 1000t/h; Technical capacities of NaOH: shipping: 200t/h; reception: 400t/h. Technical capacities of white products: shipping: 350t/h; reception: 350t/h. Technical capacities of petrochemical products: shipping: 250t/h; reception: 250t/h. Capacity of LPT : The full list of truck and wagon cisterns and railway installations; Ship-warehouse with dispatch pumps; Transportation pipelines for product delivery; Manipulation pipelines; Fire protection system with automatic beeper. Grain cargo terminal. The grain cargo terminal is a standalone, technologically complete system with its own shore, railroad and road connectivity. It is designed for transhipment, storage and packaging of crops, oilseeds and other grain cargo. Infrastructure and capacity: quay length: 180m; draught: 9.80m; number of berths: 1; one-time storage capacity: 45,000t; technical capacity transfer: 400t/h; capacity line for packing in bags: 1,000bag/h; The following cargo manipulations are possible: ship-silo; silo-ship; wagon or road vehicle-silo; silo-wagon or road vehicle; direct manipulation: ship-vehicle and vehicle ship through the transportation system. 141

142 Wood terminal. A warm and sunny climate, as well as the proximity of the neighbouring Bosnian forests, dictated the construction of the wood terminal in the Port of Ploce. It took over the role of an accumulative centre which performs drying, sorting, cutting and packaging of the material before it is dispatched to a foreign destination. Closed warehouses, covered facilities and open surface are used for storage, along the shore. Infrastructure and capacity: Equipment: quay length: 110m; draught: 9.2m; number of berths: 1; terminal area: 46,464m²; covered storage: 2,000m²; open storage: 153,925m²; one-time storage capacity: 20,000m²; finishing works-saw mill: 100m 3 /day. forklifts: 10; tug mechanization: 7. Alumina and petroleum coke terminal. Alumina and petroleum coke terminal consists of two separate facilities, constructed using the latest technology. The silo for alumina is a steel container with a supporting transport system which enables the manipulation of alumina unloading from cistern wagons, tank loading and tank emptying into the ship. The petroleum coke storage is equipped with a transportation system based on transport conveyor belts, and transhipment carts used for continued loading of railroad wagons. Possible goods manipulations are ship-truck-storage and storage-wagons. Infrastructure and capacity: Alumina silos (quay length: 180m; draught 9.80m; one-time storage capacity 20,000t; technical reloading capacity 600t/h); Petroleum coke silos (one-time storage capacity 10,000t; technical reloading capacity 260t/h; area closed warehouse 30,000m²); Container terminal. Establishment of the feeder line in March 1999 enabled the Port of Ploce, as well as some other Croatian lines, to be connected with hub ports in the Mediterranean. Thus, port users were presented with an opportunity to engage in world container traffic. In accordance with this, the Port of Ploce undertakes all the necessary steps to improve the container terminal business. This manifests through the processes of informatisation and planned construction of a new, separate and modern terminal. Equipment: reach stacker 45t: 2; heavy lift Linde 42t: 1; tag master: 2; trailer: 6. Destinations of feeder transport service are presented in Figure

143 Figure 20 Feeder lines from-to of the Port of Ploce An integral part of the Port of Ploce is the Port of Metkovic which is located 20 km upstream on the river Neretva. It is specialised for transhipment of cement (silo), cinder, and granulized stone. Its development boomed in 1891 when the narrow gauge railroad Sarajevo-Metkovic was constructed. Since 1982 it operates as a part of the Port of Ploce. It is specialized for transhipment of cinder, bulk and packaged cement and other general cargo. Infrastructure and capacity: Terminal for the transhipment of bulk cement quay length: 110m; river depth: 5m; one-time storage capacity: 4,000t; technical handling capacity: 200t/h. General cargo terminal quay length: 200m; river depth: 5m; auto-lifts: 3; forklifts: 4; tractor: 1; open storage: 10,000m²; warehouse: 1,300m²; Slag terminal quay length: 500m; river depth: 5m; one-time storage capacity: 10,000t; quayside crane capacity 5t: 1; loader: 1; hauling equipment:

144 The whole area of the Port of Ploce has a free zone status, which is managed by the Ploce port authority. According to the laws of free zones, it is possible to conduct production, processing operations, port activities, wholesale, trading intermediation and other services. Apart from the already built facilities and infrastructure, the port has a reserved surface for development of zone activities, which offers huge possibilities to domestic and foreign partners for investment in the zone area. Some key facts that make the Port of Ploce attractive: Geographic position of the Port of Ploce in relation to a potential market (natural seaboard for Bosnia and Herzegovina and Middle European countries and proximity of the EU); Built infrastructure in the port area; Existence of port capacities and available work force for transhipment, storage and services for organizing transportation and performing trading; The possibility to use persuasive measures while developing logistical and distributive activities; Customs and tax privileges; Operative support related to the size of the investment and the number of newly opened work places The Port Of Brcko The Port of Brcko (Figure 21) is located in the north-eastern part of BiH, on the right side of the Sava River waterway. Class IV navigability, an average navigation period of 260 days/year, and gravitation area economy, determined the importance of the port in relation to the upstream piers. Possibility of establishing shipment of goods through Brcko port: it is possible to establish direct shipments of goods from the Sava River to the Danube basin ports in Western and Eastern Europe as well as to ports on the North and Black Sea. Figure 21 the Port of Brcko 144

145 It is connected with the European railway network through section Tuzla-Vinkovci (permitted axle load of 18 tons). In the immediate vicinity of the port is the dual carriageway M14.1. Good connections by land transport sections raise the possibility of establishing a transit cargo flows and flows whose destination is in the narrow of gravitational field of the Port of Brcko. According to the disposition in relation to the waterway, it can be classified as a port of the open coast. The territory of the Port of Brcko spatial capacities covers an area of about 14ha. Much of the area consists of operational coast with auxiliary and supporting facilities, open and closed storage and manufacturing space. Near the operational coast there are three anchorages, formed in accordance with the technological operations and kind of goods. Length of operational coast line along the oblique quay is 104m (76m with vertical quay). Along operational coast line are four shunting tracks, with the total length of 2,586m. The port is connected by single track section with the main train station. Main reloading equipment (two portal cranes type Ganz (5t, l=30m)) with an annual capacity of about 915,000t allows transhipment of general and bulk goods: coast to land and land to coast. Background warehouses servicing forklifts and loaders. To control the traffic flows of goods, changes in modes of transport, the port has 61,000m² and 11,000m² open and closed warehouse spaces respectively. Closed warehouses are typical, classical floor. As part of the port there is customs terminal area of 5,000m² Inland Multimodal Facilities in Bosnia and Herzegovina At the moment, there is only one intermodal road-rail terminal in Bosnia and Herzegovina in Sarajevo, which is also not up-to-date compared to modern terminals in Western Europe, North America or Southeast Asia. Sarajevo-Alipasin Most is the only working multimodal transhipment centre in B&H (privatised to Intereuropa). Characteristics of this terminal are: Total area: 16,000m²; Railway siding, container storage; Equipment: 2 reach stackers, 15 forklifts (12t); Capacity was extended but only for road (parking space for 300 trucks); Only a small part of the total transhipments are rail/road. In Sarajevo, there are also two small facilities: Rail Cargo Austria together with Schier, Otten and Bihateam recently opened a new logistics centre (total area: 5,000 m²). The logistics centre does not dispose of a railway siding. Storage capacity is 6,000 palettes. Customs clearance is offered. A similar logistics centre is run by Schenker. Railway station in Banja Luka does not have reach stacker, only an outdated side loader. Tuzla, Zenica, Mostar, and Doboj: There are no terminals, only loading ramps at the railway station where containers are stripped and the transport is continued by conventional trucks. Mostar has a customs terminal in Capljina for bauxite transport. The company InterEuropa operates customs clearance terminal in the following cities: Travnik, Mostar, Tuzla, and Zenica. All these terminals are exclusively used by trucks, but all of them (with the exception of Travnik) have rail access. 145

146 Kosovo* 41 At Donje Dobrevo (Miradi) station is constructed with a special terminal that can receive all types of freight conventional consignments and containers, and can prepare them for the depot of freight receiver. Terminal has the crane available for manipulation of containers with weight lift of 40t weight, lift is 9m, respectively in five levels, and Terminal space occupies 8,000m 2 of asphalted areas. Length of operational field is 400 meters. Terminal has the track for placement of wagons in loading and unloading. At the terminal platform which is asphalted, 13 wagons with containers can be placed. The other part is also asphalted platform for unloading other freight. Terminal has the side ramp for loading and unloading of freight with length of 120 meters. The containers are usually coming from the port of Thessaloniki and then through The Former Yugoslav Republic of Macedonia. Major drawbacks of the current Donje Dobrevo (Miradi) station are: The layout and handling methods do not fit in with the requirements of a container terminal; Road lanes should be created between railway tracks to make direct road-to-rail handling possible (trucks must get across from one end of the yard to the other); The existing 13 railway tracks are congested with scrap wagons which need to be cleared before layout improvement works; The handling equipment, so far limited to a reach-stacker, has to be supplemented The Former Yugoslav Republic of Macedonia In the territory of The Former Yugoslav Republic of Macedonia there is one multimodal facility close to Skopje at Tovarna, near the railway station. The terminal is equipped with one gantry crane with limited transhipment capacity. Storage area is also small, limited to 600 TEU. Four locations are set out as potential road-rail terminals in the future : Trubarevo, Jurumleri, Bunardzik and Kicevo. Criteria for the selection of the terminal in the Former Yugoslav Republic of Macedonia are: Rail link both ends of the rail terminal; Direct access to national highways; The use of existing railway infrastructure (Trubarevo and Kicevo); Possibility of building a rail terminal for trains with a total length of 450m; Minimum length of track for loading / unloading of 500m; Possible extension of multimodal interchange in the future, if necessary; Possibility of building a terminal for containers; Minimizing the impact of the terminal on the existing environment. 41 *This designation is without prejudice to positions on status, and is in line with UNSCR 1244 and the ICJ Opinion on the Kosovo declaration of independence. 146

147 Montenegro The Port of Bar The Port of Bar (Figure 22) is situated on the entrance to the Adriatic sea, precisely on 42 05' of the North latitude and 19 05' of the East longitude, on distance of 976 nautical miles (nm) to Suez canal and 1190nm to Gibraltar. The Port of Bar owns significant competitive advantages in relation to the Northern Adriatic ports, shortening the transit-time and creating savings in the cost of maritime transport. Integrated with the Belgrade-Bar railway and road traffic network, the port represents very important link in the chain of intermodal transport. Figure 22 Port of Bar The company is organized according to the Law on Business Organization of Montenegro and it is a corporative, logistic, technically and technologically completed unit. Applying the high level of professionalism, openness and transparency in its work, the port completes its function on internal and external level efficiently and effectively, in a constantly and continuously changing environment. The Port of Bar was restructured according to the restructuring program of the Government of Montenegro. Shareholders' General Assembly in the meeting dated reached a decision on restructuring through the dissociation and the incorporation of a new joint stock company the "Container terminal and general cargo" (CTGC JSC). Territory of the Port of Bar and CTGC JSC is 130ha and water area covers app. 70ha. According to Detail Urban Plan, additional 350ha are purposed for the further development of the port area. The Port of Bar includes the following area: Port zone-grain terminal. The silo has 30,000t capacity with a mill and system for stuffing bags and palletizing. 12t capacity gantry cranes are used for unloading ships, while 300t/h capacity loading towers are used for loading operations. 250m long closed transport conveyer band has been installed parallel and directly along the railway lines of the Terminal for bulk cargo and it is designed for reception and dispatch of grain to/from the silo. State of infrastructure: infrastructure partially constructed area; Port zone-production and trade and business system; 147

148 Port zone-consumer goods terminal. The available area on which, according to the Spatial Plan, is envisaged the possibility of building the cold storage plant with surface of 3800m²; State of infrastructure: infrastructure partially constructed area; Port zone-liquid cargo and gas terminal (hill Volujica). Installed storing facilities for liquid cargo are: 23 reservoirs for oil derivatives on the Volujica hill with total capacity of 116,600m 3 owned by Hellenic Petroleum-Greece; 2 reservoirs for leach, total capacity of 10,000m 3 (owned by KAP Podgorica, Montenegro); 1 reservoir for oil, capacity 1,400m 3 (owned by the Port of Bar); Specialized discharging point for acetic acid, 600t/h capacity (owned by the MSK Kikinda, Serbia). The available area: 287,000m²; State of infrastructure: infrastructure partially constructed Port zone-dry bulk cargo terminal. The terminal has a total available development area of 78,000 m², which will be created on the north side of the hill Volujica, after completion of works on the exploitation of technical aggregates stone. Bulk cargo terminal is located on the Volujica quay and avails with three gantry cranes with 12 t capacity as well as three railway tracks. Operational quay of the terminal is 550 m with aquatorium depth of 14 m. It is specialized for acceptance and dispatch of all types of ores, concentrates, as well as other types of bulk cargo. The area of the open storage space on concrete base extends to 27,000 m². State of infrastructure: infrastructure partially constructed area. Port zone-business centre; Production zone-polje (Field of Bar). Infrastructure of the Port of Bar: Quay Volujica (length: m; depth of the aquatorium: up to 14m; sea level: +3m; type of construction: reinforced-concrete structure; laid down on pillars; permitted working load per unit area: 6t/m²); Old quay (length: 280m; depth of the aquatorium: up to 6.2m; sea level: +2.5m; type of construction: concrete gravity wall); New petroleum berth (wheelbase between two wharfs: 66m; depth of the aquatorium: 13.5m; sea level: +2.50m); Berth 26 on Pier II (length: 239m; depth of the aquatorium: 10.5m; sea level: +3m; type of construction: reinforced-concrete structure; laid down on pillars; permitted working load per unit area: 4t/m²); Southern quay of Pier III (length: 135m; depth of the aquatorium: 8.1m;sea level: +3m; type of construction: reinforced-concrete structure; laid down on pillars; permitted working load per unit area: 4t/m²); Operative quay of Pier V (length: 345m; depth of the aquatorium: up to 6.5m; type of construction: concrete gravity wall); Open storage Volujica (surface: 27,000m²); Open storage of Pier III as well as back area of Pier III (surface: 43,453m²); Open storage Tor (surface: 20,000m²); Trucks parking (surface: 12,550m²). 148

149 Ports Equipment: Support to the Transport Dimension of the SEE 2020 Strategy Diesel forklifts (capacity: 2t-42 t); Electrical forklifts (capacity: 1.5t-3t); RO-RO tractors (type: roll-on/roll-off with gooseneck; Ro-Ro trailers with capacity of 60t); Mobile cranes (capacity: 60.5t); Tractors (power: 42.5kW-60kW; trailers: capacity 4t-8t); Wheel loaders (capacity of bucket: 0.31m 3-3.5m 3 ); Wheeled excavator. CTGC JSC includes the following area: Container Terminal. The largest and the most important container terminal covers 2/3 of Pier1 area. It is confined within the operational quay on the south, railway tracks 2163 and 2164 on the north, head of the Pier I on the west and road I-I on the east side. The Terminal is equipped for unloading, handling and loading of containers. Stuffing and stripping of containers are carried out both in warehouses and open storage areas. There is a video surveillance system which provides maximum security and safety of the containers at the terminal. Infrastructure, capacity and equipment: Operational quay: 330m; Berths: 2; Maximum permissible draught at berth 1-10m; berth 2-12m; Railway lines 2x440m; Storage capacity: 2500TEU; Reefer connections: 180; Total terminal area: 80,000m² (possibility for extension + 50,000m²); Estimated annual capacity: 50,000TEU; Equipment capacity: Specialized equipment Container crane 40t with spreader; Reach Stacker 45t; Kalmar forklift 42t; Lancer Boss forklift 42t; Two trucks -trailers; In addition to handling and storage, terminal offers the following additional services: stuffing and stripping of containers, cleaning of containers, washing containers with water and/or chemicals, smaller repairs, reefer containers` monitoring. General cargo terminal. Terminal is located on Pier1 and Pier2 that are, in terms of space and equipment, adequate for acceptance and dispatch of all types of general cargo. General cargo terminal includes closed and open storage systems, and a handling operational area. Infrastructure and equipment: Operational quay: 1,010m; Maximum permissible draught: 11,5m; 149

150 Berths: 7; Support to the Transport Dimension of the SEE 2020 Strategy Railway lines Pier1: 2x710m+360m=1,780m; Pier2: 18x351,67m=6,330m; Pier1+Pier2: 8,110m; Storage capacity (open spaces): 51,250m²; Storage capacity (warehouses): 76,732m²; Cold-storage: 7,800m²; Total terminal area Pier 1: 11,80ha; Pier 2: 27,50ha; Pier 1+ Pier 2: 39,30ha; Estimated annual capacity: 2,139,800t; Specialized equipment: Forklifts 1-2t: 14; Forklifts 2-5t: 17; Forklifts 5-13t: 7; Forklifts 13-40t: 2; Forklifts 40-45t: 3; Car cranes 12-18t: 4; Port Tractors 4; Tractors 13; Trailers 8t-60t: 42; Portal cranes 3t: 3; Portal cranes 5t: 4; Portal cranes 8t: 3; Portal cranes 20t: 2; Portal cranes 40t: 1. Additional services: lashing of cargo on transportation vehicle, repacking, stacking of cargo, ship and container maintenance. Timber Terminal. Previous experience in the work of this terminal has proven: ideal characteristics of technological solutions used in storing and handling activities; and functionality of facilities, in particular in terms of micro-climate impact, which provides ideal conditions for drying and storage of timber. Terminal is ideally connected with railway and road and it has all necessary equipment. Storages are marked with the signalization that is in accordance with software for monitoring of work at this independent port terminal. This monitoring system gives the Company and its customers` constant insight into the condition of goods in stock and communication with the Terminal Operations department. Railway lines: 4 x120m=480m; Storage capacity (open spaces): 45,000m²; Storage capacity (covered areas): 21,213m²; 150

151 Total terminal area: 5,8ha; Estimated annual capacity: 100,000m Serbia Port Danube Bogojevo The Port Danube Bogojevo (Figure 23) is situated on the left bank of the Danube River on its 1,366 th kilometre, near the Croatian border. It is 4 kilometres away from Bogojevo and 34 kilometres downstream from the town of Apatin. The distance to highway E75 is about 40 kilometres, in direction Belgrade-Novi Sad-Subotica; in the province of Vojvodina on Corridor X in direction of Hungary. This is the closest spot to the European Union. The port area is 16ha, where silos of 300t capacity are placed, with reloading capacity of 200t per hour and grains drier with capacity of 40t per hour. A modern warehouse of 7,500m² surface capacities is also located in the port area. It has a sole purpose. Figure 23 the Port of Bogojevo Port Danube Bogojevo presents the optimal location of terminals for reloading and storing grains. In accordance to the Master plan of ports in Serbia supported by the European Agency for Reconstruction Port Danube Bogojevo is defined as reloading terminal primary for grains, but also for fertilizers. Therefore, the main activities of port are reloading and storing of grains and fertilizers. The grains are delivered to the port by trucks that are coming first to the scale which is located just by the entrance of the port. After measurement, the grains from the truck are coming to input hoppers, and further are transferred into silos or drier for grains by striped conveyer belt, to be used in accordance to client s needs. The grains are further transported to Port Constanta at the Black Sea by barge/boat with 2,500t capacity, where the regional centre for storing grains is situated. 151

152 Since June 2005, Port Danube Bogojevo has the status of international port and the ownership structure is divided between majority share of the company Hibrid JSC (60%) and state minority ownership (40%). Port Danube Bogojevo intends to enlarge the capacity of silos in the future, and the reconstruction of the existing quay will also be done, so its length will be 210m. The renewing of railroad approach to the port will start, as well as the installation of another uploading crane. The palette of services will be extended to services of digging, transferring, mixing and selling of sand, and service of reloading the coal and metal will be developed. Except the port services, Port Danube Bogojevo will offer services of merchandise-transport terminal, regarding the fact that the port is placed on border crossing area with the Republic of Croatia and that Corridor X is passing very near. The Port Danube Bogojevo is an open type port. Depth of water in basin is 12m. 167meters long vertical quay is built in the operational part of the bank, with the purpose of transhipment of goods. As its part, new quay, 90 meters long is being used for transhipment of cargo. The port has free space for several terminals, although for simultaneous loading of boats only one binding is in use. Port Danube Bogojevo possesses railway line in length of 300m, which is connected with the Serbian railway. Port Danube Bogojevo owns portable crane that carries 20t, belt conveyer carries 400t per hour, loading hopper and silos in capacity of 300t. Drier capacity for grain products is 40t per hour. Warehouse centre for fertilizers is a part of the port, and it has the ability to receive goods in 90m² The Port of Backa Palanka The Port of Backa Palanka (Figure 24) is located on the left bank of the river Danube, on the 1,295th kilometre of its course, in the agricultural area of South Backa. It is characterized by an excellent strategic position, owing it to the connection with Pan-European Corridor VII (a river and canal system of the Rhine-Main-Danube Canal), which connects it with the countries from the North Sea to the Black Sea. The strategic position is contributed to by the immediate vicinity of the Novi Sad-Osijek-Sombor main road, closeness of the Belgrade-Subotica highway at a distance of 45km and the Belgrade-Zagreb highway, which is 30km away, as well as the railroad track which is just 5km from the port. The Port of Backa Palanka is involved in: Providing port services: Figure 24 the Port of Backa Palanka 152

153 Nautical services: mooring and unfastening of vessels, piloting, manoeuvring, reception and handling of vessels at anchorage, supplying vessels and crew; Transport services: loading, unloading, reloading, transfer and stowage of cargo, storage, disposal and transport operations depending on the type of cargo, preparation and consolidation of cargo for transport; Producing and selling construction material: gravel, sand and concrete. The port uses 322m of regulated operating coast, a gantry crane, mobile port crane, floating crane and port pusher. The depth of water in the port basin ranges from 3.93m to 8.86m. The average size of the vessels reloaded in the harbour is 90m in length, 11m in width, with a capacity of 1,500t and freeboard of 2.5m. The company has been operating as an independent company since 2002, and became a member of the Victoria Group in Due to the available capacities, the port is able to achieve a turnover of 500,000t per year of various types of cargo. Transhipment of goods is done by the gantry crane GANZ 6/12, mobile port crane SENNEBOGEN and floating crane SCHWIMMKRAN 3. The Port of Backa Palanka provides reloading services for all kinds of bulk and general cargo: Bulk commodities-cereals, oilseeds, soy and sunflower meal, mineral fertilizer, gravel, industrial plants etc.; Ferrous metallurgy products packaged in: coils, bars, bales, tied up in ribbons; Heavy loads-machinery and machine parts (individual weight 3-12t); Various packed individual cargo: Cargo in boxes and packages (up to 3t); Cargo in bales and tied up in ribbons (up to 3t); Cargo in barrels (up to 1,000kg); Cargo in bags (10-100kg); Other individual cargos (up to 3t); Cargo on pallets (up to 2t); Wood and wood products. As part of the use of infrastructure structures, the Port of Backa Palanka offers its clients: Use of operational coast-mooring and unfastening of vessels; Reception and handling of vessels at anchorage; Vessel and crew supply; Engagement of the port pilot; Manoeuvring of vessels into the port; Winter services; Administrative and other services. Storage, disposal and transport operations depending on the type of cargo, as well as the preparation and consolidation of cargo for transport are activities which additionally employ the port facilities. 153

154 The Port of Backa Palanka provides the service of storing goods in bulk condition or packaged on the plateau-the open warehouse covering an area of 8,261m² and a warehouse area of 659m² The Port of Krajina Prahovo The International Port of Krajina Prahovo (Figure 25) is the first port in the territorial waters of the Serbian Danube Delta. It is located on the 861th kilometre of the Danube, 625th kilometre of the Danube and across the channel and 3 kilometres downstream of HPP Djerdap II. The port is located on the right bank of the Danube. The main activity of the Port of Krajina Prahovo is the manipulation of loads (activity code 5224). It is qualified for receiving, transhipment and shipping of all types of cargo (either in bulk or packaged form) in an amount of two million tons per year. Figure 25 the Port of Krajina Prahovo In addition, the Company is engaged in the following services: international transportation of goods and passengers in river and lake transport, transport via inland waterways, including transport within ports and docks, warehouses and depots for all kinds of goods, rental of means of transportation by water. The Port of Krajina Prahovo includes banks of the Danube, Prahovo railway station, port and siding with the accompanying infrastructure facilities. It has a total land area of 58,397m². The Port of Krajina Prahovo has the following available facilities: Coastline length of 1,661m (of which 560m is the operative coast, 463m is length of river dikes and river dikes of winter warehouse are 638m long); Open storage: 7,100 m²; Open unfinished storage: 15,755m²; Container space with the crane PD 080 Min : 850m²; Semi-closed storage of 900m²; Winter warehouse: 22,824m²; Local road network: 400m; Port rail tracks: 880m. The Port of Krajina Prahovo has significant movable property. The equipment of the company consists of vessels (ships, trains, barges), cranes, belt conveyors and other equipment for cargo handling. Status of the river fleet has deteriorated due to unfavourable age structure and technological obsolescence. Motor tractor Bukovo and motor pusher Deli Jovan, as well as barges B-71771, 154

155 B-71775, B and T tow are in a poor state and cannot be repaired. The port owns the cranes shown in Table 32. Other equipment of the Port of Krajina Prahovo: Forklift, load capacity 1.5t; Tractor with trailer, type IMT 558; Tractor with tine cleaning barges of debris scattered cargo type Parallels DP18 ; Traction winch covers rail track II and III and serves to move the wagon, or set it within the reach of the crane D3. Services provided by the Port of Krajina Prahovo are: International transport of goods and passengers in river and lake transport; Transport on inland waterways including transport within ports and piers; Transport in the coastal waters, transport of passengers and goods between national ports; Management and transportation of domestic and foreign vessels crew in domestic and international transport; Rent of water transport means; Activities of docking services for all types of vessels and the issuance of documents for stay; Transhipment cargo; Storage and depots for all kinds of goods and storage of goods in free zones; International transport agency and forwarding jobs; Maintenance of transport and transhipment equipment and control of railway and industrial vehicles. Table 32 Features of Cranes Type of crane Manufacturer Year Load Reach Lift height Power (kw) Portal loading/unloading crane- MIN t/180t/h 12m 5.5m/12.5m 183 D1 (defective) Portal loading/unloading crane- MIN t/180t/h 12m 5.5m/12.5m 183 D2 Portal loading crane-uk Comentri Oisel t/h 17m Portal loading/unloading crane- MIN t m 13m/12.5m 150 D3 Portal loading/unloading crane- VEB Kraunbau t 32m 20m 242 D4 Portal loading/unloading crane- Ganz t 30m 23m D5 Portal loading/unloading crane- D6 (defective) Ganz t 25m 20m The Port of Smederevo In the area of the city of Smederevo, there are three ports: Port Feranex AG JSC is situated on the right bank of the Danube river, at the entrance to the city of Smederevo. Near to the port there is Belgrade-Nis highway (Corridor X) and the main road Smederevo-Kovin-Pancevo (Kovin Bridge). Port FERANEX AG JSC (Figure 26) has a vertical side length of 200m with the possibility of access, loading and unloading of all types of river vessels. On the coast there are vertical lifts: 155

156 Port portal crane -loading (5t/ 8t-25m/16 m); Auto crane PH-70 with hack arrow-loading (25t/10m); Auto crane PH-127 with hack arrow-loading (50t/10m). Figure 26 Port Feranex AG d.o.o For cargo handling on coast portal crane of up to 30t, load capacity and forklifts are used, covering 3,000m 2 of open storage area. Within the port there are container terminal (one of the largest in Serbia on the Danube), open storage of 6,000m 2 and a warehouse of granite blocks. Most granite blocks are imported through the Port of Constanta.Other relevant information on the port: Total area: m²; Length of quay: 200 m (vertical) 300m (sloped); Water depth: 3m; Number of berths: 2; ECDIS chart is available; the port carries the attribute of Winter harbour ; Existing rail connection; Length of rail siding: 1,000m; Shunting modes: external; Existing road connection, distance to the nearest highway: 10km; Number of parking places for trucks: 70. The Port of Smederevo-Zelezara Smederevo JSC. The Port Department of the company Zelezara Smederevo D.O.O. is comprised of two units-the Old and the New Port, which is located downtown. The ports are fully equipped and Zelezara Smederevo uses them to unload raw materials delivered by the Danube River, as well as for the loading of barges intended for river transportation of products to customers. The Old Port (Figure 28) contains a closed warehouse with a surface of 420m². The New Port (Figure 27) is located in Smederevo-at the 1,111 th km of Danube's length, beside the M-24 road, and the highway Belgrade-Nis. Two portal cranes, (GANZ 16/27.5t) which were installed in 2005, work in 24/7 working regime and reload the crude ore from barges into trucks. The trucks transport crude ore to the Plant warehouse. The current capacity of the New Port is 2.4 million of tonnes. The plan is to enlarge the capacity of the New Port in order to satisfy the increasing demands for crude ore. 156

157 Figure 27 New Port Figure 28 Old Port Figure 29 Port Tommy Trade Ltd The HIP Azotara Port of Pancevo Due to its infrastructural potentials the HIP Azotara Port of Pancevo (Figure 30) is connected to the following important routes: Pan-European Corridor VII-the waterway stretching from the North to the Black Sea through the Rhein-Main-Danube canal; the Pan-European Corridor X, going from 157

158 the west of Europe and passing through Pancevo; and The Serbian Railways- HIP-AZOTARA Pancevo has at its disposal a marshalling yard and over 15km of railway tracks used for the transport of one million tonnes of goods per annum. The port s dock is basin type. The width of the entrance is 120m, and basin itself enables the access of river-sea ships of over 3,000t capacity. Under favourable hydro meteorological conditions on the whole course of the Danube, HIP Azotara Port of Pancevo operates on average 345 days a year, which is exactly the annual navigational period on the longest river in the European Union. Along the navigable part of the dock there are two quays, closely linked-the oblique quay 200m long with one loading-unloading terminal and the vertical quay 250m long with three loadingunloading terminals. Although both quays lie on very hard banks, the oblique quay is especially equipped for the reloading of heavy cargo. Its capacity reaches 1,800t. The heaviest cargo in the Balkans, approximately 600t, was unloaded at this quay and, as it had been estimated by the experts, the quay withstood. The vertical quay has the capacity of up to 450t. Virtually all types of cargo are received here: bulk cargo and general cargo, but also cargo in bags of various sizes, as well as on pallets. The port possesses three cranes of up to five tonnes capacity, whereas the capacity for loading and unloading the goods in bulk, jumbo bags (500kg) and pallets ranges from 600 to 800t a day. The port possesses a platform for loading the vessels from tip trucks, and a loading hopper for trucks with the capacity of 400t a day. A 120t per hour capacity belt conveyor connects the docks with the NPK complex and blended fertilizers production plant. At the eastern part of the dock there are two terminals for liquid cargo. The older one is used for loading of ammonia, and the newer one for loading of UAN on ships. The UAN terminal has been in use since 2007 when HIP-AZOTARA started producing this popular liquid nitrogen fertilizer. Figure 30 HIP Azotara Port of Pancevo The main segments of HIP-AZOTARA Pancevo Port s operation are the port, transport and storage services. With the aim of efficient performance of everyday activities, the Port has the corresponding infrastructure and equipment. Infrastructure: About 20,000m² of warehouse; The aquatorium covering the area of 29.34ha, 4.5m deep; The length of the dock is 450m (450 and 1,800t capacity); 30km roads; 15.2km railway tracks; 158

159 Ship-loading terminal for liquid fertilizers; Four loading-unloading terminals for heavy, general and bulk cargo for various means of transport. Equipment: Three portal cranes of 5t capacity; Funnel-shaped ship-loader for bulk cargo; Feeding hopper for limestone with conveyor belt; Raw materials feeding hopper for trucks; Two locomotives, 300 and 600HP; Six forklifts; Seven loaders: Ult 160 and Ult 220; One truck crane, 50t capacity; Two excavators; Two weigh stations of the weighing range up to 100t; Railroad scales of the weighing range up to 100t; Two tractors, five trailers, as well as other working equipment RTC Port Leget, Sremska Mitrovica RTC Port Leget (Figure 31) is registered for passenger and goods traffic within inland navigation system, reloading in piers, gravel and sand production and trade, gravel segregation, as well as road transportation. The company was founded on 19th May In the year 1986 the company expanded and acquired the status of a goods transportation centre, thus being integrated in the network of goods transportation centres in the South-eastern Europe through the Traffic Association of Yugoslavia. Today, being located in the eastern industrial zone of Sremska Mitrovica, the company occupies 80ha on the left shore of the Sava River, 133 kilometres away from the mouth of the Danube River i.e. from Belgrade. By factory siding, it is connected with the main railroad line Belgrade-Zagreb and it has a direct access to Belgrade-Zagreb highway. Figure 31 RTC Port Leget, Sremska Mitrovica RTC Port Leget is capable of rendering services of manipulation and storage of all kinds of goods arriving or being dispatched by railway or road traffic. It is also capable of rendering services of sorting, packing, weighing and other manipulation services as per request of its clients. The goods 159

160 are stored in open or covered public and customs warehouses. Covered warehouses occupy the surface of 20,000m² and open warehouses cover an area of 10ha. RTC Port Leget has a vertical shore line of 100m to enable shoring and unloading/loading of all vessels navigating in the Danube basin. A portal crane of the loading capacity of 6,500kg which is available on this shore line enables unloading of all general and bulk cargoes. Many lift-forks and mobile crane trucks of the loading capacity 12.5t manipulating the goods are also available. The fleet exploiting the gravel and sand deposits currently produces one million m 3 of gravel and one million m 3 of sand per year. It is planned to expand the capacities and to enlarge the fleet which would result in a significant production increase in the forthcoming period. The fleet presently consists of 12 barges with the loading capacity of 5,250t, three tug boats: Fruska Gora, Leget and Posavina, a dredger for Bosut gravel excavation, a refiller for Sirmium sand exploitation with the loading capacity of 200m 3 refilling the sand through the 800m long pipe line. Unloading facility transfers the gravel from barges on the shore at the speed of 400t per hour. On the shore in the port there is a separation for gravel segregation. Other relevant information: Number of berths: 1; Rail connection, length of rail siding: 3,100m; Rail tariff point, Shunting modes: external; Road connection, distance to next highway: 1km; Number of parking places for trucks: 80; Forklifts (<3t): 6; Forklifts (3-5t): 1; Forklifts (>5t): 1; Craft assistance; Conveyor belt: 1; Pneumatic equipment: 1; Customs storage/bonded warehouse: 8,000m² The Port of Senta The Port of Senta (Figure 32) is located at a strategic point on the Tisza River in Senta, and most importantly, it is the only international port on this river. It is situated with its quay on the right bank of the river Tisza, on its 121th kilometre. Primarily, the port`s goal is to accept all types of goods transported from Ukraine through the mouth into the Danube and further via Danube River, with the aim of reducing the increased costs of transportation by road. Figure 32 the Port of Senta The port has public and customs open and closed warehouses and performs trading services of the building materials. It also possesses a custom terminal for both road and rail vehicles, as well as for all types of vessels. It is important to note that the Port of Senta transfer capacity is envious 1,500,000t of various goods. Transfer capacities are reflected in: Two transfer points for vessels with the carrying capacity of up to 1,800t; A 25t carrying arc loading bridge; 160

161 Railroad and road lines; Support to the Transport Dimension of the SEE 2020 Strategy Equipment for loading vessel with cereals and other bulk commodities; Unloading place for the rejection of construction material capacity of 120t; Port machinery; Other objects. The annual transfer capacity of the Port of Senta is around 1,500,000t of various goods. The port is equipped with: Two transfer points for marine structures with the carrying capacity of up to 1,800t on a vertical pier system; A 25t carrying capacity arc loading bridge, which integrates river, railroad and road traffic. It is of a universal type, with the equipment for handling containers, grabber and hook; Railroad lines (two rails) 1,050m in length and road lines of 1,170m in length; Equipment for loading marine structures with cereals and other goods "in bulk" onto ships, with the capacity of 3,000t per day; Unloading spot with rejection of building materials (gravel, coal) with the capacity of 120t per hour; Public customs warehouses and public open and closed warehouses with capacity of 18,000m²; Gas station with the capacity of 300,000 litters capable of fuelling river vessels, rail and road vehicles; A terminal for scattered cargo with gravel separation and all the necessary port machinery: 2 to 6t forklifts; ULT 220; Excavator; 9 to 30t trucks. Digital road weighbridge with carrying capacity of 60t; Gravel separation with fractions according to international standards; Offices area occupying 1,950m² where the management services of the port, the customs service Senta, the shipping and foreign trade companies are situated; Restaurant with capacity of accommodating 75 people; Car parking lot for 50 vehicles. The Port of Senta has 18,260m² area covered by closed warehouses, 1,290m² of which are public customs warehouses. Also, there are open storages covering the area of 20,000m², 5,000m² of which are customs warehouses. In the companies warehouses it is possible to store various sorts of goods that do not need some specific kind of storage. This group includes, among the others cereals, cattle food, dried sugar root noodles, goods stored in bags, etc. The port also provides LPG (liquefied petroleum gas) storage-capacity of 1,000m³, with a device for transferring and transporting LPG. The container terminal integrates three types of transportation-river, railroad and road. The ports possess the universal type of crane with carrying capacity of 25t. It is capable of using a hook, 161

162 grabber and spreader. The crane is equipped for handling all sorts of large containers of up to 25t of gross weight. Other relevant information: The River Tisza has a status of international waterway, so the navigation for all flags is allowed. The consent for foreign vessels for entering the river Tisza and the related fees toward the Serbian Ministry of Transport are cancelled, and there is no obligation for use of domestic pilot and domestic pusher The Port of Novi Sad The Port of Novi Sad (Figure 33) is situated with its quay in the central part of the province of Vojvodina on the left bank of the river Danube, on its 1,254th kilometre. The port is of a universal type. Exceptional location: wider area of the port at the junction of river Corridor VII and road Corridor X makes this area an international transport hub. Good geographic position of the port, 300m from the railway Corridor VII and 3,000m of road Corridor X, allows service domestic business environment and participation in international flows of goods, with the development of multi-modal transport. Figure 33 the Port of Novi Sad The position of the Port of Novi Sad makes possible river and river-maritime transport on the Danube in two directions: the East and the West. Direction Danube-East enables connections with all international Danube ports downstream of Novi Sad in Bulgaria (Lom and Ruse), Romania (Cernavoda, Braila, Galati and Giurgiu), Ukraine (Reni and Izmail). At the direction of the Danube to the East takes place and river transportation to ports on the Black Sea and from there to the Mediterranean, the Atlantic and the Indian Ocean. Direction of Danube to the east is used for river transportation to the ports on the Black Sea and from there to the Mediterranean, the Atlantic and the India Ocean Direction Danube-West enables connections with the international Danube ports upstream of Novi Sad in Hungary (Dunaujvaros, Budapest and Komar), Slovakia (Komarno and Bratislava), Austria (Vienna, Linz and Enns) Germany (Deggendorf, Regensburg and Kalhajm), and across the Canal Rhine-Main-Danube transport links are enabled with Germany, Switzerland, France and the Netherlands, the Atlantic Ocean and the North Sea. The Port of Novi Sad has an aquatorium measuring 6ha, with depth of 4-10m. On the 800m long quay, the simultaneous berthing of 5 vessels is possible. The Port of Novi Sad has 44,000m 2 of warehouse and 100,000m 2 of open storage space, public and customs warehouses. The Port of Novi Sad stores domestic and foreign goods intended for export or import. Services of the Port of Novi Sad: 162

163 Transhipment of goods in river, rail and road transport; Transhipment of containers, filling and emptying; Storage of goods in public and customs warehouses; Renting storage space; Parking services; Weighing services; Anchoring of ships, servicing and supply of passenger ships. For a trans-shipment, the Port of Novi Sad has the following capacities: Portal cranes, 5 to 27.5t: 5; Forklifts, 3t: 9; Forklift, 4t: 1; Forklift, 5t: 1; Forklifts, 12.5t: 2; Forklift, 28t: 1; Loaders: 2; Skid steer loader: 3; Tractors: 4; Flatbed trailers: 3; 2 weighbridges, one of which is road - railway, the measuring range of 100t; 3 telescopic funnel portals for transhipment of bulk cargo capacity of 250 tons per hour; 2 packer (packing sack 50 / 1kg and packing jumbo bags of 500 to 2,000 kg); Pump for oil products with a storage capacity of 270,000m 3. For storage services of goods, the Port of Novi Sad has the following capacities: 10 closed warehouse areas of 44,000m²; 5 public and customs warehouses with surface of 4,800m² and 34,000m² respectively. Other relevant information: Number of parking places for trucks: 30; Container maintenance and repair are available; Container warehouse yard: 3,000m²; Bridge scales, Heavy lift: max 100t The Port of Belgrade The Port of Belgrade (Figure 34) is situated with its quay on the right bank of the river Danube, on its 1168th kilometre in the vicinity of Belgrade city centre. Cargo centre is situated at the intersection of the two pan-european transport corridors (river Corridor VII and road Corridor X) and it is an important transport, loading and cargo centre of Central Europe. The Port of Belgradecargo centre provides the exchange of goods using all the benefits of the modern naval, railway, road and multimodal transport. The key segments of its activities are: port services and storage services. 163

164 Figure 34 the Port of Belgrade In order to perform its business operations regularly, The Port of Belgrade has the appropriate infrastructure and equipment. Infrastructure: around 200,000m² of warehouse and 600,000m² of open storage; port aquatory of 11ha, with minimum depth of 4m; operative docking area is 940m long and enables simultaneous handling of 8 vessels; 9,612m of roads; 12,507m long railway track; parking facility of 7,347m² for cargo vehicles and 3,848m² for passenger vehicles; heavy freight terminal of 16,500m²; bulk freight terminal of 5,519m²; container terminal of 12,430m²; anchorage with docking facilities for international vessels with total capacity of 12 vessels. Equipment: Three bridge cranes with load capacities of 3t, 20t and 50t respectively; Manipulator for 27t containers; 9 portal cranes with the capacity of 3 to 6t; 2 motorcar hoists handling 16-40t; 31 forklift trucks with load capacity of 1.2-3t; 12 forklift trucks with load capacity of 4-14t; tugboat; several trucks, tractors, trailers, semi-trailers and other machinery. Other relevant information: ECDIS chart is available; Number of parking places for trucks: 80; Road connection, distance to the nearest highway: 5km; Customs warehouse / bonded 164

165 warehouse: 5,000m²; Free port zone: 5,000m²; Container maintenance and repair are available; Container storage yard: 3,600m² Port Napredak AD, Apatin Port Napredak AD (Figure 35) is situated with its quay on the left bank of the river Danube, on its 1401th kilometre. During its more than four decades of existence, the port has developed itself into one of the leading companies in the exploitation of sand, construction and reconstruction of all types of water projects. Since the 1960s, Napredak Apatin reconstructed a number of dams and canals, mostly in Vojvodina and built a number of objects that can be seen on the rivers and lakes. The last few years, business is largely focused on the manufacture and sale of building materials (sand, gravel) and handling all types of cargo on the Danube, which is done in the port Napredak where the headquarters of company is. The key segments of its activities are: handling all types of cargo on the Danube; sale of construction materials; warehousing and storage; servicing winter ports for all types of ships during the winter. Figure 35 Port Napredak AD, Apatin In order to perform its business operations regularly, Port Napredak AD has the appropriate infrastructure and equipment. Infrastructure: Total area: 30,000m²; Open storage: 25,000m²; Length of quay: 340m (total) 240m (vertical) 100m (sloped); Number of berths: 3. Equipment: Luffing-slewing cranes: 1; Lifting capacity max: 6t; Forklifts (<3t): 1; 165

166 Conveyor belt: 1; Pneumatic equipment: 1. Support to the Transport Dimension of the SEE 2020 Strategy Other relevant information: Number of parking places for trucks: 40; Rail connection, Rail tariff point; Shunting modes: external; Road connection, distance to the nearest highway: 1km; Bridge scales; Heavy lift: max 50t; waste disposal; Bilge water disposal Port Zorka Sabac Port Zorka Sabac (Figure 36) is situated with its quay on the right bank of the river Sava, on its 103th kilometre. It is located 34km away from Corridor X, the main road and rail route connecting Central Europe, Serbia and the Middle East. Gravitational area of the Port Zorka Sabac includes the Macva county, part of Srem, and the eastern part of Republika Srpska in Bosnia and Herzegovina. It is equipped for purposes of trans-shipment throughout the year. The key segments of its activities are: port services and storage services: Handling of cargo on the River Sava; Warehousing and storage. Figure 36 Port Zorka Sabac Port Zorka Sabac has the appropriate infrastructure and equipment. Infrastructure: Total area: 56,000m²; Length of quay: 125m (total) 125m (vertical); Number of berths: 1; Rail connection, length of rail siding: 17,500m; Covered storage: 12,000m²; Open storage: 1,000m²; Equipment: Mobile cranes: 1, Lifting capacity max: 12t; Luffing-slewing cranes: 2, Lifting capacity max: 5t; 166

167 Several Forklifts; Support to the Transport Dimension of the SEE 2020 Strategy Other relevant information: Number of parking places for trucks: 10; Rail tariff point, Shunting modes: own Port CFDT, Beocin Port CFND (Figure 37) is providing port handling services for different types of cargo in the international harbour of the group Lafarge in Beocin, situated on 1,268 th km on the right bank of the Danube. CFND offers port handling services of: Bulk cargo; General cargo. In addition to port handling, CFND is able to provide to its customers services of: Direct loading of grains, fertilizers, coal, construction materials, etc.; Storage and management of the stocked goods (Open storage area: 29,000m²). Port handling equipment included: Portal crane up to 12t; Installation for loading of grains; 5 trucks up to 25t; 2 wheel loaders; 1 Bob-cat. Figure 37 Port CFDT, Beocin Port Danube Pancevo Port Danube Pancevo (Figure 38) is a member of the Group for ports and docks at the Serbian Chamber of Commerce and FIATA Association. It is situated with its quay on the left bank of the river Danube, on its 1153th kilometre. 167

168 Figure 38 Port Danube Pancevo The main segments of Port Danube operation are the port, transport and storage services: Transhipment of goods in the water rail and road transport; Transhipment of containers, loading and unloading; Storage in public customs warehouses; Production and sales of building materials; Freight forwarding services; Renting property and equipment; Parking Services; Weighing Services; Servicing winter ports for all types of ships during the winter. With the aim of efficient performance of everyday activities, the port has the corresponding infrastructure and equipment. Infrastructure: Total area: 2,400,000m²; Number of basins: 1; Length of quay: 760m (total); Number of berths: 5; Rail connection, length of rail siding: 6,100m; Container storage yard: 3,600m²; Covered storage: 40,000m²; Racks: 5,400m²; Open storage: 200,000m²; Customs warehouse/bonded warehouse: 107,000m²; Capacity of silos: 55,000m³ (grain). Equipment: Floating cranes, max 5t: 1; Luffing-slewing cranes, max 27.5t: 3; Forklifts (<3t): 7; Forklifts (3-5t): 5; 168

169 Forklifts (>5t): 7; Conveyor belt: 1; Wheel loaders: 3; Vehicle mounted crane: 4. Support to the Transport Dimension of the SEE 2020 Strategy Other relevant information: ECDIS chart available; Rail tariff point, Shunting modes: own; Road connection, distance to the nearest highway: 20km; Craft assistance; Pneumatic equipment: 1; Container maintenance and repair are available; Bridge scales; Number of parking places for trucks: Cargo transport centre Sabac Basic activities of CTC Sabac (Figure 39) are cargo warehousing and reloading. Enterprise maintains at the East part of an industrial area of the town, by the trunk road M-19 and on 98th km navigation road of the Sava River. The centre is not located at any corridor but has a very good connection to the corridors VII and X. For working and development needs Cargo transport centre Sabac possesses: Total area: 56 ha; Closed warehousing-manufacturing space: 19,329m²; Open storage: 10,000m²; Customs terminal with 3.000m of industrial rail track; 25,600m² of built transport routes; Administrative building: 660m²; Customs office: 550m²; Two transformer stations with power capacity of 3 x 630 KVA; Service shop for reloading mechanization with storehouse; Sales venue: 150m²; TT infrastructure with capacity of 100 direct lines; Certificated vehicle scale with 50t capacity; Water supply and sewerage system along 5 km; Cargo transport centre Sabac has reloading equipment: 2 forklifts carrying capacity 1,5t; 2 forklifts carrying capacity 2t; 2 forklifts carrying capacity 3,5t; 2 forklifts carrying capacity 5t; 1 forklift carrying capacity 10t; 1 car forklift carrying capacity 20t; 1 truck with semi-trailer FAP 2226; 1 SKIP (loader-ditch digger). 169

170 Figure 39 CTC Sabac Free Zone Pirot Free zone Pirot (Figure 40) is situated at the Eastern Serbia gate to the Middle East, along the Corridor X, and the highway E-80 that is the shortest link between Europe and Asia, near the corridors IV and VIII, within an industrial zone that is equipped with complete infrastructure and goods and transportation centre. Company's main activities are: Managing the free zone; Establishing organizational and technical conditions for carrying out activities in the zone; Storage and transhipment of goods; Services in domestic and international transport of goods; Involvement of agents in international trade of goods; Freight forwarding services. Apart from the activities of the free zones, stakeholders can use integrated services in production, storage and movement of goods through the logistics centre of Free Zone Pirot: Monitoring the work zone users; Production and storage; Freight forwarding services; Transhipment; Container terminal; The organization of international transport; Warehousing and open storage. 170

171 Figure 40 Free Zone Pirot Cargo Transport Centre Vrsac In the area of railway station in the Municipality of Vrsac, which is near the area planned for the industrial zone and technological park, the construction of a road-rail intermodal terminal is planned. The terminal should be located in the area between the railway lines to Bela Crkva and Pancevo and should represent the first phase in the construction of the logistics centre. In the first stage, the terminal should become a classic cargo transport centre, which provides: Parking area for road freight vehicles (min for 50 trucks); Area for storage of intermodal units (min 2,000m²); Two railway tracks for the transfer of rail intermodal units to the road vehicles with a portal crane; Ro-La terminal zone; Infrastructural space for the settlement of the logistics support. Spatial resolution of the intermodal terminal in the station Vrsac should be a compromise of existing infrastructure and facilities in it, and projected use of the intermodal terminal services. Additionally, other facilities and logistics services that will attract and increase cargo flows in the terminal are: Transportation of the intermodal transportation units (road traffic and parking space for trucks); Storage (subsystems for warehouse and open storage and handling); Additional services: customs, post office, banks, insurance, etc.; Business-information subsystem; Maintenance and-subsystem for additional services for intermodal units. 171