Europe - Adriatic SEA-WAY

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1 Project title: Europe - Adriatic SEA-WAY Work package: WP4 - Assessment of the Adriatic port system and its integration with hinterland Output No. 2: Assessment of integration of Adriatic port system with hinterland, airports, rail network and main tourist destinations Authors: FB12 - University of Belgrade, Faculty of Transport and Traffic Engineering FB16 - University of Sarajevo, Faculty of Traffic and Communication Project code: 1 str./0011/0 Date: December 2014 / Update June 2015

2 Project title: Project code: Work package: Output title: Authors: Authors: Europe - Adriatic SEA-WAY 1 str./0011/0 WP4 - Assessment of the Adriatic port system and its integration with hinterland Assessment of integration of Adriatic port system with hinterland, airports, rail network and main tourist destinations Final beneficiary FB12 University of Belgrade, Faculty of Transport and Traffic Engineering FB12 Leader: Assist. Prof. Olja Čokorilo, D.Sc. Research team: 1. Assist. Prof. Olja Čokorilo, D.Sc. 2. Prof. Srećko Žeželj, D.Sc. 3. Assist. Prof. Ivan Ivković, D.Sc. 4. Ivana Čavka, M.Sc. 5. Prof. Vlastimir Dedović, D.Sc. 6. Assist. Prof. Branislav Bošković, D.Sc. 7. Assist. Prof. Dragan Sekulić, D.Sc. 8. Assist. Prof. Dušan Mladenović, D.Sc. Final beneficiary FB16 University of Sarajevo, Faculty of Traffic and Communication FB16 Leader: Prof. Samir Čaušević, D.Sc. Research team: 1. Prof. Samir Čaušević, D.Sc. 2. Assist. Prof. Azra Ferizović, D.Sc. 3. Ahmed Ahmić, D.Sc. 4. Amel Kosovac, M.Sc. 5. Adnan Omerhodžić, M.Sc. 6. Alem Čolaković, MA 7. Elma Avdagić, MA Date: December 2014 / June 2015

3 PREFACE The main objective of EA SEA-WAY project is to improve the accessibility and the mobility of passengers across the Adriatic area and its hinterland, through the development of new sustainable and integrated transport services and the improvement of physical infrastructures related to those new services. The report no. 1 Assessment of passengers behaviour and maritime traffic flows, traffic volumes & infrastructure and services contains a description of passenger shipping in the Adriatic zone including cruise and ferry shipping and a current state of terminals and passengers facilities in the Adriatic-Ionian ports. The report no. 2 Assessment of integration of Adriatic port system with hinterland, airports, rail network and main tourist destinations is a joint report, created by two WP 4 partners: University of Belgrade, Faculty of Transport and Traffic Engineering and University of Sarajevo, Faculty of Traffic and Communication. This report elaborates the current condition of road, rail and air transport connections in six countries on the Adriatic-Ionian coasts with emphasis on each regional EA SEA-WAY project partner for wich a detailed separate analyses of these modes of transport are provided. These connections play a crucial role in the general development of the Adriatic area, but also lead to improvement of sea mobility and attractiveness of passenger traffic flows from road, rail and air networks to more sustainable transport means, in line with EU policies. 0

4 INDEX 1. INTRODUCTION Road infrastructure in the hinterland OF ADRIATIC-IONIAN REGION Analysis of road traffic flows within the areas of ports Rovinj, Pula, Krk, Mali Lošinj, Rab, Dubrovnik and Split (Croatia) Region of Istria (port of Pula, port of Rovinj) Primorsko - Goranska Region (ports Krk, Mali Lošinj and Rab) Dubrovnik Neretva Region (port of Dubrovnik) Port of Split Authority Region (port of Split) Analysis of road traffic flows within the areas of ports Trieste, Chioggia, Ravenna, Ancona, Termoli, Bari and Pescara (Italy) Autonomous Region of Friuli Venezia Giulia (port of Trieste) Sistemi Territoriali SPA (port of Venice) Ravenna Province Region (port of Ravena) Ancona Port Authority Region (port of Ancona) Molise Region (port of Termoli) Levante Port Authority (port of Bari) Abruzzo Region (port of Pescara) Analysis of road traffic flows within the area of port of Koper (Slovenia) University of Ljubljana Region (port of Koper) Analysis of road traffic flows within the area of port of Bar (Montenegro) Port of Bar Region (port of Bar) Analysis of road traffic flows within the areas of ports Vlore and Sarande (Albania) Teuleda Region (port of Vlore) Ministry of Public Works and Transport Region (port of Sarande) Analysis of road traffic flows within the area of port of Igoumenitsa (Greece) Igoumenitsa Port Authority Region (port of Igoumenitsa) ASSESSMENT OF THE RAILWAYS IN THE ADRIATIC-IONIAN REGION Transport policy for competitive European railway sector Adriatic-Ionian railway sector general data Analysis of the railway infrastructure in the Adriatic-Ionian Region Analysis of the available rolling stock of Adriatic-Ionian Region

5 Assessment of the passenger railway market in Adriatic-Ionian Region Analysis of passenger traffic volumes Analysis of rail passenger satisfaction level Modal split Achived liberalisation level of rail market in the Adriatic-Ionian Region Analysis of railway safety aspect in Adriatic-Ionian Region Analysis of railway environmental aspect in the Adriatic-Ionian Region Assessment ports hinterland connectivity by rail in Adriatic-Ionian Region Assesment of ports hinterland connectivity by rail in Albania Teluda Region (port of Vlore) Ministry of Public Works and Transport Region (port of Sarande) Assesment of ports hinterland connectivity by rail in Bosnia and Herzegovina (University of Sarajevo-FSK) Assesment of ports hinterland connectivity by rail in Croatia Region of Istria (port of Pula, port of Rovinj) Primorsko-Goranjska Region (ports Krk, Mali Lošinj and Rab) Dubrovnik Neretva Region (port of Dubrovnik) Port of Split Authority (port of Split) Assesment of ports hinterland connectivity by rail in Greece Igoumenitsa Port Authority (Igoumenitsa port) Assesment of ports hinterland connectivity by rail in Italy Region of Friuli Venezia Gulia (Port of Trieste) Sistemi Territoriali SPA (port of Venize) Ravenna Province Region (port of Ravenna) Ancona Port Authority Region (port of Ancona) Molise Region (Port of Termoli) Levante Port Authority (port of Bari) Abruzzo Region (port of Pescara) Assesment of ports hinterland connectivity by rail in Montenegro Assesment of ports hinterland connectivity by rail in Slovenia University of Ljubljana (port of Koper)

6 Assesment of ports hinterland connectivity by rail Serbia (University of Belgrade) Assessment of the rail infrastructure needs in Adriatic-Ionian Region TEN-T Programme Key Investments in Railway Infrastructure of Slovenia Key Investments in railway infrastructure of Italy SEETO Programme Airports and air connections in the region Assessment of the Adriatic-Ionian national airlines Assessment of Adriatic-Ionian basin airports network Autonomous Region of Friuli Venezia Giulia Ravenna Province Dubrovnik Neretva Region Region of Istria Levante Port Authority Ancona Port Authority Primorsko - Goranska Region Sistemi Territoriali SPA Molise Region Abruzzo Region University of Ljubljana Port of Bar Teuleda The Ministry of Public Works, Transportation and Telecommunications Port of Split Authority Igoumenitsa Port Authority Air Transport Capacity and Facts Historic Air Passenger Traffic trends The European Air Transport Market Sources

7 LIST OF TABLES Table 1: Detailed view of the actual traffic flows within the areas of ports Rovinj, Pula, Krk, Rab, Mali Lošinj and Dubrovnik [veh/day] Table 2: Realized average daily traffic volume in the four-year period within the areas of ports Pula and Rovinj [vehkm] Table 3: Realized average daily traffic volume on the road sections "Sušići" (port of Rovinj), "Pula-north", "Loborika" (port of Pula) [vehkm] Table 4: The realized values of average daily traffic volume in the areas of ports Pula and Rovinj according to vehicle categories in years 2012 and 2013 [vehkm] Table 5: The realized average daily traffic volume for the four-year period in the areas of ports Krk, Mali Lošinj and Rab [vehkm] Table 6: Realized average daily traffic volume on road sections "Krk", "Sveti Vid" (port of Krk), "Čunski" (port of Mali Lošinj), "Rab" (port of Rab) [vehkm] Table 7: Realized values of average daily traffic volume within the areas of ports Krk, Rab and Mali Lošinj according to vehicle categories for the years 2012 and 2013 [vehkm] Table 8: Realized average daily traffic volume in the four-year period in the area of port of Dubrovnik [vehkm] Table 9: Realized average daily traffic volume on road sections "Kupari", "Zaton" and "Gruda-SE" (port of Dubrovnik) [vehkm] Table 10: Realized values of average daily traffic volume within the area of port of Dubrovnik according to vehicle categories for the years 2012 and 2013 [vehkm] Table 11: Realized average daily traffic volume in the four-year period within the area of port of Split [vehkm] Table 12: Realized average daily traffic volume on the road sections Donji Seget, Marina, Solin, Stobrec, Jesenice, Dugopolje, Brnaze, Vucevica - jug (port of Split) [vehkm] Table 13: Realized average daily traffic volume within the area of port of Split [vehkm] in 2012 and Table 14: Realized average quartal daily traffic (AQDT) on the road sections within the areas of Italian ports that are analyzed in this study (Trieste, Chioggia, Ravenna, Ancona, Termoli and Bari) [veh/day] Table 15: Realized average daily traffic volume in the four-year period within the area of port of Trieste [vehkm] Table 16: Realized values of average daily traffic volume in the area of port of Trieste by vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 17: Realized average daily traffic volume in the four-year period in the area of port of Chioggia [vehkm] Table 18: Realized values of average daily traffic volume in the area of port of Chioggia according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 19: Realized average daily traffic volume in the four-year period in the area of port of Ravenna [vehkm]

8 Table 20: Realized values of average daily traffic volume in the area of port of Ravenna according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 21: Realized average daily traffic volume in the four-year period within the area of port of Ancona [vehkm] Table 22: Realized values of average daily traffic volume within the area of port of Ancona according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 23: Realized average daily traffic volume in the four-year period within the area of port of Termoli [vehkm] Table 24: Realized values of average daily traffic volume within the area of port of Termoli according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 25: Realized average daily traffic volume in the four-year period within the area of port of Bari [vehkm] Table 26: Realized values of average daily traffic volume in the area of port of Bari according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 27: Realized values of average daily traffic volume in the area of port of Pescara according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 28: Realized values of average daily traffic volume in the area of port of Pescara according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Table 29: Detailed overview of the actual traffic flows within the area of port of Koper [veh/day] Table 30: Realized average daily traffic volume in the three-year period in the area of port of Koper [vehkm] Table 31: Realized average daily traffic volume on road sections in the close vicinity of port of Koper [vehkm] Table 32: Values of the traffic flow for the road section Igoumenitsa-Vassilikos [veh/day] Table 33: Length of railway network lines Table 34: Type of electrification Table 35: Track gauge width Table 36: Length of high speed rail lines Table 37: Passenger cars Table 38: Locomotives and railcars Table 39: Passenger traffic volume (pkm) Table 40: Passenger traffic volume on high speed rails (bpkm) Table 41: Passenger market share between different transport mode (bpkm) Table 42: Passenger market share between different transport mode Table 43: Liberalisation level Number of railway enterprises (2011) Table 44: Principal undertaking share (Degree of market opening passengers) Table 45: Number of railway passengers killed in accidents involving railway Table 46: CO 2 emission from different transport modes Table 47: CO 2 emission from different transport modes in A-I Region in Table 48: GHG emissions by different mode of transport in EU Table 49: GHG Emissions by different mode of transport in A-I countries Table 50: Railway passengers frequency connection with Port of Vlore

9 Table 51: Railway passengers frequency connection with Port of Pula Table 52: Railway passengers frequency connection with Rijeka Table 53: Railway passengers frequency connection with Port of Split Table 54: Passenger operations provided by TRENITALIA Table 55: Railway passengers frequency connection with Port of Trieste Table 56: Railway passengers frequency connection with Port of Ravenna Table 57: Railway passengers frequency connection with Port of Ancona Table 58: Railway passengers frequency connection with Port of Bari Table 59: Railway passengers frequency connection with Port of Pescara Table 60: Railway passengers frequency connection with Port of Bar Table 61: Railway passengers frequency connection with Port of Koper Table 62: Trenitalia investment (mil.eur) Table 63: Investments by FS (mil.eur) Table 64: List of national airlines and related indicators of air transport in the Adriatic- Ionian basin Table 65: Adriatic-Ionian network airports considered among regional participants Table 66: Infrastructure indicators (Trieste airport) Table 67: Indicators of passenger and cargo traffic (Trieste airport) Table 68: Infrastructure indicators (Dubrovnik airport) Table 69: Indicators of passenger and cargo traffic (Dubrovnik airport) Table 70: Infrastructure indicators (Pula airport) Table 71: Indicators of passenger and cargo traffic (Pula airport) Table 72: Infrastructure indicators (Bari airport) Table 73: Indicators of passenger and cargo traffic (Bari airport) Table 74: Infrastructure indicators (Ancona airport) Table 75: Indicators of passenger and cargo traffic (Ancona airport) Table 76: Infrastructure indicators (Rijeka airport) Table 77: Indicators of passenger and cargo traffic (Rijeka airport) Table 78: Infrastructure indicators (Venice airport) Table 79: Indicators of passenger and cargo traffic (Venice airport) Table 80: Infrastructure indicators (Pescara airport) Table 81: Indicators of passenger and cargo traffic (Pescara airport) Table 82: Infrastructure indicators (Portorož airport) Table 83: Indicators of passenger and cargo traffic (Portorož airport) Table 84: Infrastructure indicators (Tivat airport) Table 85: Indicators of passenger and cargo traffic (Tivat airport) Table 86: Infrastructure indicators (Tirana airport) Table 87: Indicators of passenger and cargo traffic (Tirana airport) Table 88: Infrastructure indicators (Split airport) Table 89: Indicators of passenger and cargo traffic (Split airport) Table 90: Infrastructure indicators (Corfu airport) Table 91: Indicators of passenger and cargo traffic (Corfu airport)

10 Table 92: Historical European airport passenger traffic throughput by country (millions) LIST OF FIGURES Figure 1: Road traffic distribution in Croatia (AADT/2010) Figure 2: Road traffic distribution within the areas of ports Rovinj, Pula, Krk, Rab and Mali Lošinj (AADT/2010) Figure 3: Road traffic distribution within the area of port of Dubrovnik (AADT/2010) 12 Figure 4: Road traffic distribution within the areas of ports Rovinj and Pula (road sections: "Sušići", "Pula-north" and "Loborika") Figure 5: Road traffic distribution within the areas of ports Krk, Mali Lošinj and Rab (road sections: "Krk", "Sveti Vid", "Čunski" and "Rab") Figure 6: Road traffic distribution within the area of port of Dubrovnik (road sections: "Kupari" and "Zaton") Figure 7: Road traffic distribution within the areas of port of Split (road sections: Donji Seget, Marina, Solin, Stobrec, Jesenice, Dugopolje, Brnaze, Vucevica - jug ) Figure 8: Traffic volumes on the Italian road network in Adriatic area (year: 2011, quartal 3) Figure 9: Average quartal daily traffic on the road section "Mestre-Trieste" Figure 10: Average quartal daily traffic on the road section "Valli-Chioggia" Figure 11: Average quartal daily traffic on the road section "Chioggia-Ravenna" Figure 12: Average quartal daily traffic on the road section "Raccordo di Ravenna" 35 Figure 13: Average quartal daily traffic on the road section "ss3bis-ravenna" Figure 14: Average quartal daily traffic on the road section "Bologna-Ancona" Figure 15: Average quartal daily traffic on the road section "Jesi-Ancona" Figure 16: Average quartal daily traffic on the road section "Lanciano-Termoli- Canosa" Figure 17: Average quartal daily traffic on the road section "Canosa-Bari-Taranto" 41 Figure 18: Average quartal daily traffic on the road section "Bitonto-Bari" Figure 19: Average quartal daily traffic on the road section "Bari south-bari" Figure 20: Average quartal daily traffic on the road section Pineto-Pescara Figure 21: Average quartal daily traffic on the road section Pescara-Ortona Figure 22: Distribution of traffic flow on the whole territory of the Republic of Slovenia (AADT, 2010) Figure 23: Distribution of traffic flow in the area of port of Koper (AADT, 2010) Figure 24: Distribution of traffic flow within the area of port of Koper (2010) Figure 25: Distribution of traffic flow within the area of port of Koper (2011) Figure 26: Distribution of traffic flow within the area of port of Koper (2012) Figure 27: Distribution of traffic flow on the whole territory of the Republic of Montenegro (AADT, 2007) Figure 28: Distribution of traffic flow on the SEETO comprehensive network - part Republic of Albania (AADT and forecast for 2016) Figure 29: The position of the port of Igoumenitsa on the road network of Greece

11 Figure 30: Frequency of journeys by rail Figure 31: Satisfaction with quality of the facilities and services Figure 32: Satisfaction with ease of buying tickets Figure 33: Satisfaction with connections with other modes Figure 34: Satisfaction with frequency of the trains Figure 35: Satisfaction with punctuality and reliability Figure 36: Satisfaction with the provision of information during the journey Figure 37: Satisfaction with provision of information about train schedules and platforms Figure 38: Passenger market share between different transport mode (bpkm) Figure 39: Fatal train collisions and derailments per billion train-kilometres in for the EU-27, Switzerland and Norway Figure 40: Distribution of accidents Figure 41: Distribution of CO2 emission from transport Figure 42: Distribution of GHG emissions from transport Figure 43: Railways network in Albania Figure 44: Railways network in Bosnia and Herzegovina Figure 45: Rail pasanger flows in Bosnia and Herzegovina Figure 46: Railways network in Croatia Figure 47: Railway network in Greece Figure 48: Railways network in Italy Figure 49: Assigned flows on the rail netvork Figure 50: Railway network in Montenegro Figure 51: Railways network in Slovenia Figure 52: Railway network in Serbia Figure 53: Map of TEN-T Corridors Figure 54: Core railway lines under Comprehensive Network programme of SEETO Figure 55: Indicators of passenger traffic carried by national airlines in the Adriatic basin Figure 56: Airport catchment areas in the Adriatic basin Figure 57: Evolution of global airport passenger throughput Figure 58: European airport passenger traffic throughput in 2012 by country Figure 59: European airport passenger traffic growth 2012 vs by country Figure 60: SEETO comprehensive network airports passenger traffic volume for the period Figure 61: TEN-T of the four EU Core and Comprehensive maps

12 1. INTRODUCTION Hinterland connections in Adriatic-Ionian macroregion that covers coastal areas in 6 different countries (Italy, Slovenia, Croatia, Montenegro, Albania and Greece) are a precondicion of ports development in this region. The report provides the evaluation of the integration among Adriatic ports and their hinterland enabled with road, rail and air transport network that allows to identify needs and priorities, bottlenecks, potentials for passenger transport services/lines and their possible future integrations, as well as to define interventions for more sustainable and efficient passenger transport services in the Adriatic area, hence to decrease CO 2 emissions. At this point, road transport is of the utmost importance for the functioning of ferry and cruiser traffic flows in Adriatic-Ionian region. Expressed flexibility and ability to quickly respond to modern transport demands have enabled the largest share of road transport at the level of the whole transport market. Rapid road transport development can lead to congestions on the main routes in ports as well, and it may have a negative influence on the environment and the health of the population and decrease of traffic safety level. Therefore, it is necessary to make conditions for redirection of the demand to other transport modes with the aim of controlling the excessive development of the road transport. Railways are important part of European transport system and significant contributor to achieving the sustainable transport in the future. Road and railway traffic networks are an indispensable prerequisite for the development and competitiveness of the ports in the Adriatic-Ionian region. New air links within the Adriatic region could also considerably improve mobility and accelerate economic integration and cooperation processes. However, the problem of intraregional connectivity prevails, where majority of destinations from and to the Adriatic airports are in the Western Europe and minor of all air transport operations in the region are realised within the Adriatic network. Underdeveloped connections between the Adriatic ports and major cities represent a barrier for fast and convenient travel within the region. 9

13 2. ROAD INFRASTRUCTURE IN THE HINTERLAND OF ADRIATIC- IONIAN REGION This chapter deals with the road traffic flows analysis within the areas of ports in the Adriatic-Ionian region. The analysis covers a total of 19 ports from 6 countries, as listed below: Croatia (ports: Rovinj, Pula, Krk, Mali Lošinj, Rab, Dubrovnik and Split); Italy (ports: Trieste, Chioggia, Ravenna, Ancona, Termoli, Bari and Pescara); Slovenia (port of Koper); Montenegro (port of Bar); Albania (ports: Vlore and Sarande); Greece (port of Igoumenitsa) ANALYSIS OF ROAD TRAFFIC FLOWS WITHIN THE AREAS OF PORTS ROVINJ, PULA, KRK, MALI LOŠINJ, RAB, DUBROVNIK AND SPLIT (CROATIA) Figure 1 shows distribution of traffic flows in Croatia for the year This figure depicts two main traffic corridors extending from the capital city Zagreb. The first main corridor (highway A1) provides directions to the west and south west, i.e. through Karlovac to the Croatian coast with the value of the average annual daily traffic (AADT) of approximately 30,000 veh/day (average for the period ). The corridor includes the arterial that bypasses Bosiljevo, namely, to Rijeka (highway A6) with AADT value of around 12,000 veh/day and to Zadar, Šibenik and Split (continued highway A1) with AADT value of around 13,000 veh/day. The second main corridor spreads from Zagreb accros Nova Gradiška, Slavonski Brod (highway A3) to the Lipovac border crossing with AADT values of around 20,000 veh/day, 13,500 veh/day, 10,500 veh/day, 6,000 veh/day, respectively. If the geographical positions of the Croatian ports (Rovinj, Pula, Krk, Rab, Mali Lošinj, Dubrovnik) are taken into consideration, it is evident that branches of the first main corridor are of particular importance for the analysis of traffic flows in their respective regions, i.e. roads from junction Bosiljevo to Rijeka and from junction Bosiljevo to Split and Dubrovnik. 10

14 Figure 1: Road traffic distribution in Croatia (AADT/2010) Source: (Hrvatske Ceste, 2011) Figure 2 and Figure 3 show detailed distribution of traffic flows on the Istrian peninsula, the islands of Cres, Krk and Rab, and within the region of the city of Dubrovnik in

15 Figure 2: Road traffic distribution within the areas of ports Rovinj, Pula, Krk, Rab and Mali Lošinj (AADT/2010) Source: (Hrvatske Ceste, 2011) Figure 3: Road traffic distribution within the area of port of Dubrovnik (AADT/2010) Source: (Hrvatske Ceste, 2011) Table 1 contains the values of road traffic flows in the areas that are shown on Figures 2 and 3. The level of detail involves the following data: 12

16 the year in which the actual traffic flow is realized (2010, 2011, 2012 and 2013); categories of motor vehicles - passenger car, bus and truck (available for the years 2012 and 2013); seasonal inequalities. Seasonal inequalities are expressed using a defined average summer daily traffic (ASDT). ASDT represents the average daily number of vehicles that pass through the road section in the summer period, from 1 July to 31 August. Table 1: Detailed view of the actual traffic flows within the areas of ports Rovinj, Pula, Krk, Rab, Mali Lošinj and Dubrovnik [veh/day] Rovinj-Pula area km AADT ASDT AADT ASDT AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. Sušići Limska Draga Kanfara-south Vodnjan N-S Pula-north Loborika Raša Stepčići Medveja Opatija Lupoglav-south Krk area AADT ASDT AADT ASDT AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. Krk Sveti Vid Omišalj Kostrena Križišće Crkvenica N. Vinodolski-N Mali Lošinj area AADT ASDT AADT ASDT AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. Predošćica Čunski Rab area AADT ASDT AADT ASDT AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. Senj-north

17 Senj Sveti Juraj Vlaka Rab Žuta Lokva-south Brinje-south Ogulin-south Otočac-south Dubrovnik area AADT ASDT AADT ASDT AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. AADT Pass. V. Bus Fre. V. ASDT Pass. V. Bus Fre. V. Kupari Zaton Zaton Doli Putnikovic Golubnica Babino Polje Gruda-SE Klek Korčula-west Kula Norinska Metković Rogotin Source: (Hrvatske Ceste, 2010; Hrvatske Ceste, 2011; Hrvatske Ceste, 2012; Hrvatske Ceste, 2013) Region of Istria (port of Pula, port of Rovinj) Graphical presentation of the data from Table 1 for the direct and the nearest roads of the aforementioned ports is depicted on Figure 4. 14

18 AADT ASDT AADT ASDT AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V. AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V Sošići Pula-north Loborika Rovinj-Pula area Figure 4: Road traffic distribution within the areas of ports Rovinj and Pula (road sections: "Sušići", "Pula-north" and "Loborika") Table 2 shows the values of the realized average daily traffic volume expressed in vehicle kilometers [vehkm] within the areas of ports Pula and Rovinj. Data were obtained from Table 1. Table 2: Realized average daily traffic volume in the four-year period within the areas of ports Pula and Rovinj [vehkm] Year Season full-year summer period full-year summer period full-year summer period full-year summer period vehkm 520, , , , , , , ,194.2 Percentage value compared to Based on Table 2 it can be seen that the largest value of a daily traffic volume within the areas of ports Pula and Rovinj is realized in the summer period of 2011 with thousand vehkm, which is 1.61% higher compared to the same period in The smallest positive change in terms of an increase in traffic volume in relation to the year 2010 was recorded in the summer period of 2012 and is 0.15% and 2013 were characterized by a drop in realized vehkm for 5.92% and 8.48%, respectively, if the whole year is being observed, which suggests that traffic volume in this area out of summer season is having smaller value than the equivalent value in By observing all four years, traffic has greater intensity during summer period than in the other months for approximately 85%. 15

19 Table 3 shows the values of the average daily traffic volume for the road sections "Sušići" (port of Rovinj), "Pula-north" and "Loborika" (port of Pula). Table 3: Realized average daily traffic volume on the road sections "Sušići" (port of Rovinj), "Pula-north", "Loborika" (port of Pula) [vehkm] Road section Port of Rovinj Sušići Port of Pula Pula-north Loborika Year Season full-year summer period full-year summer period full-year summer period full-year summer period vehkm 58, , , , , , , ,036.2 Percentage value compared to vehkm 41, , , , , , , ,048.0 Percentage value compared to vehkm 14, , , , , , , ,688.3 Percentage value compared to It is interesting to note that the traffic volume that was realized in 2011 and 2012 at the road section "Sušići" for all vehicle categories is almost identical to the one that was realized in The value of percentage change is less than 1.5% for both, summer and full-year period. In 2013 the realized value of vehkm for the whole year decreased for 4.43% compared to 2010, while in the summer period it can be seen an increase by 3.75%. The road section "Pula-north" is characterised by an increase in the realized traffic volume for all three years (2011, 2012 and 2013) compared to The largest percentage increase was noted in 2011 and for the summer period is 3.88%, while for the full year is 2.71%. During the next two-year period the traffic volume is reduced compared to the year 2011 but still has a higher value than in The road section "Loborika" is specified by the lowest change of the realized traffic volume compared to The highest positive change (3.04%) was observed in the summer period of 2012, while in 2013 was noted a small decline of traffic volume: % and -2.30%. Table 4 shows the values of realized average daily traffic volume measured in vehicle kilometres in the areas of ports Pula and Rovinj according to vehicle categories (passenger and freight) in years (2012 and 2013) for which data were available. 16

20 Table 4: The realized values of average daily traffic volume in the areas of ports Pula and Rovinj according to vehicle categories in years 2012 and 2013 [vehkm] Year Season Year Summer Year Summer Road Section Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. Sušići 49, , , , , , , , Limska Draga 35, , , , , , , , , , , , , , , %Pass. V. 22, Vodnjan N-S 25, , , , , , , , Pula-north 34, , , , , , , , Loborika 12, , , , , , , , Raša 23, , , , , , , , Stepčići 26, , , , , , , , Medveja 33, , , , , , , , Opatija 37, , , , , , , , Kanfarasouth Lupoglavsouth total 65, , , , average 103, , , , , average 414, , , average 104, , , , % 2013/ average By observing the entire area of ports Rovinj and Pula, the share of traffic volume that comes from passenger vehicles (passenger cars and buses) has the average value greater than 86% for all road sections, regardless of whether the traffic volume is realized in the summer period or throughout the whole year. It can be seen that the average value of the share of passenger cars is approximately equal (constant - close to a value of 87%) during the summer period and throughout the whole year and regardless of the year (2012 or 2013). The share of passenger vehicles in traffic flow on the road section "Sušići" (port of Rovinj) is around 85% during 2012 and A similar distribution of the share of passenger vehicles in the traffic flow is also observed on the road section "Loborika" (port of Pula) but with a higher value (approximately 89%). The road section "Pula-north" (port of Pula) is specified by the share of passenger vehicles in the traffic flow which is less for the year 2012 (approximately 81%) than for the year 2013 (approximately 88%) Primorsko - Goranska Region (ports Krk, Mali Lošinj and Rab) Graphical presentation of the data from Table 1 for the direct and the nearest roads of the afore mentioned ports is depicted on Figure 5. 17

21 AADT ASDT AADT ASDT AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V. AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V Krk Sveti Vid Čunski Rab Krk-Mali Lošinj-Rab area Figure 5: Road traffic distribution within the areas of ports Krk, Mali Lošinj and Rab (road sections: "Krk", "Sveti Vid", "Čunski" and "Rab") Table 5 shows the values of realized average daily traffic volume measured in vehicle kilometers in the areas of ports Krk, Mali Lošinj and Rab. Table 5: The realized average daily traffic volume for the four-year period in the areas of ports Krk, Mali Lošinj and Rab [vehkm] year season full-year summer period full-year summer period full-year summer period full-year summer period Krk area. vehkm 158, , , , , , , ,446.1 Percentage value compared to Mali Lošinj area Percentage value compared to , , , , , , , ,283.2 vehkm Rab area vehkm 107, , , , , , , ,401.8 Percentage value compared to In the area of port of Krk the realized total traffic volume during the summer period was twice higher than the overall traffic volume realized during the other months of the year ( ; ; ; ). 18

22 The traffic volume in 2011 had a lower rate compared to 2010, but with a small percentage by observing both time frames. In 2012 it was observed the decline in traffic volume by 5.1% compared to the full year, but an increase of total traffic in the summer period for almost 3%. In 2013 it can be noted an increase in traffic volume throughout the year (4.6%), while a higher increase can be seen during the summer season (6.2%) throughout the whole four-year period. The situation in the area of port of Mali Lošinj is different regarding the realization of traffic volume in relation to the area of port of Krk. The traffic had been in continuous decline starting from 2011 until the end of Rates of traffic decrease related to the average values during the whole year were increasing from 1.85% (2011) to more than 7% (2013). Changes in the decline of traffic volume were even more expressed in the summer months ( %; %; %) compared to Despite of higher rates of decrease of traffic volume during the summer season, in this period was realized an increased value of average traffic ( times higher) compared to its average value during the whole year. Rab island is specific by its values of the realized traffic volumes (average value throughout the whole year and average value during the summer period) that have the same trend over the four year period as realized traffic volume in the area of port of Mali Lošinj but with minor oscillations and smaller rates of traffic decline which can be seen from Table 5. Additionaly, as in the two previous cases, traffic has greater intensity during the summer months as compared to other months (3.5 times higher). Table 6 shows the values of the average daily traffic volume for the road sections "Krk", "Sveti Vid" (port of Krk), "Čunski" (port of Mali Lošinj), "Rab" (port of Rab). 19

23 Table 6: Realized average daily traffic volume on road sections "Krk", "Sveti Vid" (port of Krk), "Čunski" (port of Mali Lošinj), "Rab" (port of Rab) [vehkm] Road Section Luka Krk Year season full-year summer period full-year summer period full-year summer period full-year summer period Krk vehkm 9, , , , , , , ,323.3 Percentage value compared to Sveti Vid vehkm 27, , , , , , , ,358.3 Luka M. Lišinj Percentage value compared to Čunski vehkm 13, , , , , , , ,507.5 Luka Rab Percentage value compared to Rab vehkm 20, , , , , , , ,195.0 Percentage value compared to On the road section "Krk" in the area of port of Krk the realized traffic volume for all the three years after 2010 increases in terms of AADT. In the summer period it is also evident a traffic increase, but with lower rates ranging from 0.74% (2011) to 4.26% (2013). For years 2011 and 2012, on the road section "Sveti Vid" were recorded lower values of traffic volume by observing the whole year, but in a very small percentage (0.2% and 0.69%, respectively). During the summer months it can be seen a continuous traffic growth over the three years period from 2011 to The road section "Čunski" has higher traffic volume in 2011 and 2012 in a small percentage (less than 1%), but it should be mentioned that during the summer in 2012 the traffic had less intensity than the equivalent value in Rates of traffic decrease throughout the year and during the summer period were present in For the road section "Rab" as in the case of the whole region of the port of Rab it is characteristic continuous traffic reduction. Rates of decreas in relation to the whole area were higher which can be seen from the previous two tables. Table 7 shows the values of realized traffic volume measured in vehicle kilometers within the areas of ports Krk, Rab and Mali Lošinj according to vehicle categories (passenger and freight) in years (2012 and 2013) for which data are available. 20

24 Table 7: Realized values of average daily traffic volume within the areas of ports Krk, Rab and Mali Lošinj according to vehicle categories for the years 2012 and 2013 [vehkm] Year Season year summer year summer Road Section Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. %Pass. V. Luka Krk Krk 8, , , , , , , , Sveti Vid 22, , , , , , , , Omišalj 16, , , , , , , , Kostrena 9, , , , , , Križišće 17, , , , , , , , Crkvenica 19, , , , , , , , N. Vinodol.-N 33, , , , , , , , total 128, ,906.6 average 257, ,044.7 average 128, ,678.5 average 248, ,141.2 average % 2013/ Luka Mali Lošinj Predošćica 6, , , , , , , , Čunski 12, , , , , , , , total 18, , average 45, , average 17, , average 43, , average % 2013/ Luka Rab Sveti Juraj 25, , , , , , , , Vlaka 47, , , , , , , , Rab 16, , , , , , , , total 89, ,554.8 average 218, ,887.9 average 87, ,796.0 average 212, ,376.0 average % 2013/ Average values of the share of passenger cars in the realization of the traffic volume are similar to those on the Istrian peninsula. In the area of port of Krk, average values are in the range of 86% to 88% for the two-year period. If the values related to the summer and full-year period are compared, the differences are very small. In the area of port of Mali Lošinj the shares of passenger traffic were slightly lower than in the case of port of Krk (min 85.4% for the year 2012; max 87.6% in 2013). Also, the shares of passenger traffic in the area of port of Rab were slightly lower compared to the equivalent values of the port of Mali Lošinj (min 84.2% in summer period; max 86.8% in summer period) Dubrovnik Neretva Region (port of Dubrovnik) Graphical presentation of the data from Table 1 for the direct and the nearest roads of the afore mentioned ports is depicted on Figure 6. 21

25 AADT ASDT AADT ASDT AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V. AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V Kupari Zaton Dubrovnik area Figure 6: Road traffic distribution within the area of port of Dubrovnik (road sections: "Kupari" and "Zaton") Table 8 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Dubrovnik. Table 8: Realized average daily traffic volume in the four-year period in the area of port of Dubrovnik [vehkm] year season full-year summer period full-year summer period full-year summer period full-year summer period vehkm 246, , , , , , , ,200.1 Percentage value compared to According to data from Table 8, it is evident that the highest traffic volume in the area of port of Dubrovnik was realized during On an annual basis, the value of the traffic value is continuously decreasing from 2010 to 2012 (rate of decline ranges from 2.15% to 4.19%). The realized traffic volume in 2013 is very close to the value of During the summer period, it is also noticeable decrease of traffic that was realized in 2012 and 2013, while in 2011 the traffic had the same intensity as in If the traffic during the summer period and in months beyond the summer period is being compared for all four years, it can be seen that the traffic flow is 4 times higher during the summer period. Table 9 shows the values of the average daily traffic volume on the road sections "Kupari", "Zaton" and "Gruda-SE". 22

26 Table 9: Realized average daily traffic volume on road sections "Kupari", "Zaton" and "Gruda- SE" (port of Dubrovnik) [vehkm] Road Section Year season full-year summer period full-year summer period full-year summer period full-year summer period Kupari vehkm 7, , , , , , , ,666.8 Percentage value compared to Zaton vehkm 68, , , , , , , ,862.1 Percentage value compared to Gruda-SE vehkm 4, , , , , , , ,798.4 Percentage value compared to Based on Table 9 it is evident that in the case of road section "Kupari" traffic volume has approximately the same values for all four years (the maximum change was 1.4% for 2013). During the summer months, an increase in traffic can be noticed ranging from approximately 3% (2011) to 4% (2012) compared to In summer period, traffic flows have values that are 1.5 times (2010) to 1.6 times (2012) higher. The road section "Zaton" is characterized by the largest increase in traffic volume by 5.11% (2011-summer period) compared to the equivalent value in Since 2011, traffic has slightly decreased. Rates of decrease have values of 2.23% and 2.91% in 2012 and 2013, respectively. For the road section "Gruda-SE" it is evident that are present higher percentages of change in traffic volume for the last three years of the four-year period compared to The highest values of the traffic volume were realized in 2013 (percentages of growth were 24.60% and 7.57% for the whole year and summer period, respectively). For the year 2012, it is noticeable traffic decrease of approximately 6%. Table 10 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the areas of port of Dubrovnik according to vehicle categories (passenger and freight) in years (2012 and 2013) for which data were available. 23

27 Table 10: Realized values of average daily traffic volume within the area of port of Dubrovnik according to vehicle categories for the years 2012 and 2013 [vehkm] Year Season Year Summer Year Summer Road Section Pass. V. Fre. V. Pass. V. Fre. V. Pass. V. Fre. V. Pass. V. Fre. V. Kupari 6, , , , , , Zaton 53, , , , , , , , Zaton Doli 23, , , , , , , , Putnikovic 8, , , , , , , , Golubnica 10, , , , , , , , Babino Polje 4, , , , , , Gruda-SE 2, , , , , , Klek 37, , , , , , , , Korčula-west 1, , , , Kula Norinska 17, , , , , , , , Metković 4, , , , Rogotin 20, , , , , , , , total 190, ,509.9 average 356, ,645.5 average 199, ,602.9 average 367, ,891.8 average % 2013/ Based on Table 10 it can be observed that the average values of the share of passenger cars in realizing the overall traffic volume are slightly lower in 2012 than in 2013 (about 83% in 2012 and about 86% in 2013). This factual situation is present for both, the full-year time frame as well as for the summer period Port of Split Authority Region (port of Split) Graphical presentation of the data from Table 1 for the direct and the nearest roads of the afore mentioned ports is depicted on Figure 7. 24

28 AADT ASDT AADT ASDT AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V. AADT Pass. V. Fre. V. ASDT Pass. V. Fre. V Donji Seget Marina Solin Stobrec Jesenice Dugopolje Brnaze Vucevica - jug Split Area Figure 7: Road traffic distribution within the areas of port of Split (road sections: Donji Seget, Marina, Solin, Stobrec, Jesenice, Dugopolje, Brnaze, Vucevica - jug ) Table 11 shows the values of the realized average daily traffic volume expressed in vehicle kilometers [vehkm] within the areas of port of Split. Data were obtained from Table 1. Table 11: Realized average daily traffic volume in the four-year period within the area of port of Split [vehkm] Year Season full-year summer period full-year summer period full-year summer period full-year summer period vehkm 445, , , , , , , ,451.0 Percentage value compared to Based on Table 11 it can be seen that the largest value of a daily traffic volume within the areas of port of Split is realized in the summer period of 2013 with thousand vehkm, which is 1.70% higher compared to the same period in and 2013 were characterized by a largest drop in realized vehkm for 14.51% and 19.72%, respectively, if the whole year and summer season is being observed and 2013 were characterized by an almost the same traffic volumes as of By observing all four years, traffic has greater intensity during summer period than in the other months for approximately 60%. Table 12 shows the values of the average daily traffic volume for the road sections Donji Seget, Marina, Solin, Stobrec, Jesenice, Dugopolje, Brnaze, Vucevica - jug (port of Pula). 25

29 Table 12: Realized average daily traffic volume on the road sections Donji Seget, Marina, Solin, Stobrec, Jesenice, Dugopolje, Brnaze, Vucevica - jug (port of Split) [vehkm] Road section Port of Split Donji Seget Marina Solin Stobrec Jesenice Dugopolje Brnaze Vucevica - south Year Season full-year summer period full-year summer period full-year summer period full-year summer period vehkm 28, , , , , , , ,281.4 Percentage value compared to vehkm 15, , , , , , , ,337.2 Percentage value compared to vehkm 85, , , , , , , ,952.0 Percentage value compared to vehkm 158, , , , , , , ,690.2 Percentage value compared to vehkm 4, , , , , , , ,171.2 Percentage value compared to vehkm 30, , , , , , , ,718.4 Percentage value compared to vehkm 15, , , , , , , ,579.7 Percentage value compared to vehkm 106, , , , , , , ,720.9 Percentage value compared to Almost all the road sections in area of port of Split are characterized by a decrease of vehkms for all years compared to The exceptions are the sections Jesenice (summer seasons 2011, 2012 and 2013), Dugopolje (all periods except for the whole period of 2012) and Vučevica-south (in 2012 and 2013, all season and summer season). The biggest drop of traffic volumes is characteristic for the section Jasenice throughout the season for 2011, 2012 and 2013 by 25%. 26

30 Table 13: Realized average daily traffic volume within the area of port of Split [vehkm] in 2012 and 2013 Year Season Year Summer Year Summer Road Section Donji Seget Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. %Pass. V. Pass. V. Fre. V. 22, , , , , , , , Marina 12, , , , , , , , Solin Stobrec Jesenice Dugopolje Brnaze Vucevica - jug total 70, , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , average 219, , , , ,103.4 average 382, , , average 231, , , , % 2013/ %Pass. V average By observing the entire area of port of Split, the share of traffic volume that comes from passenger vehicles (passenger cars and buses) has the average value greater than 87% for all road sections, regardless of whether the traffic volume is realized in the summer period or throughout the whole year. It can be seen that the average value of the share of passenger cars is approximately equal during the summer period and throughout the whole year and regardless of the year (2012 or 2013) ANALYSIS OF ROAD TRAFFIC FLOWS WITHIN THE AREAS OF PORTS TRIESTE, CHIOGGIA, RAVENNA, ANCONA, TERMOLI, BARI AND PESCARA (ITALY) Traffic corridors with the dominant values of the traffic flow spread on Italian territory at around 7000 km of highways divided into 35 road sections. Ports within Adriatic- Ionian region that are analyzed in this study (Trieste, Chioggia, Ravenna, Ancona, Termoli and Bari) are located near or lie on certain highways. The port of Trieste is located on the highway A4 Torino-Trieste whose length is 524 km with an AADT of over 100,000 veh/day. The port of Chioggia is located near the highway A13 Bologna-Padova with an AADT of around 60,000 veh/day and A57 that passes around Venice with similar characteristics as the highway A4. In addition to the port of Ravenna at a distance of approximately 30 km stretches highway A14 Bologna- Taranto with a total length of 743 km and with an AADT value of around 45,000 veh/day. Close to the A14 road section are also located ports of Ancona, Termoli and Bari. The position of these ports in relation to the main traffic flows in Adriatic region of Italy is shown in Figure 8. 27

31 Figure 8: Traffic volumes on the Italian road network in Adriatic area (year: 2011, quartal 3) Source: (AISCAT, 2011b) Table 14 contains detailed values of traffic flow in the areas of ports Trieste, Chioggia, Ravenna, Ancona, Termoli and Bari. The level of detail involves the following data: the year in which the actual traffic flow is realized (2010, 2011, 2012 and 2013); categories of motor vehicles - passenger car and truck (available for the years 2010, 2011, 2012 and 2013); seasonal inequalities. 28

32 Seasonal inequalities are expressed using a defined average quartal daily traffic (AQDT). AQDT represents the average daily number of vehicles that pass through the road section for a period of three months. Table 14: Realized average quartal daily traffic (AQDT) on the road sections within the areas of Italian ports that are analyzed in this study (Trieste, Chioggia, Ravenna, Ancona, Termoli and Bari) [veh/day] Road section Km Bologna-Padova q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Bologna-Ancona q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Raccordo di Ravenna 29.3 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Padova-Ven-Mestre 56.8 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Mestre-Trieste q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Ancona-Pescara q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Pescara-Lanciano 49.7 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Lanciano-Termoli-Canosa q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Canosa-Bari-Taranto q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Brescia-Padova q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 29

33 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Milano-Bologna q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Valli-Chioggia 69.0 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Chioggia-Ravenna 84.0 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] ss3bis-ravenna 54.2 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Jesi-Ancona 22.2 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Bitonto-Bari 12.3 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Bari south-bari 12.8 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 Pass. veh. [veh/day] Freight veh. [veh/day] Total veh. [veh/day] Source: (AISCAT, 2010a; AISCAT, 2010b; AISCAT, 2011a; AISCAT, 2011b; AISCAT, 2012a; AISCAT, 2012b; AISCAT, 2013a; AISCAT, 2013b) Autonomous Region of Friuli Venezia Giulia (port of Trieste) Figure 9 is based on Table 14 and shows a graphical representation of the average quartal daily traffic flow for port of Trieste in the four-year period. 30

34 AQDT [veh/day] q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Mestre-Trieste Pass. veh. Freight veh. Total veh. Figure 9: Average quartal daily traffic on the road section "Mestre-Trieste" Table 15 shows the values of the realized average daily traffic volume measured in vehicle kilometers within the area of port of Trieste. Table 15: Realized average daily traffic volume in the four-year period within the area of port of Trieste [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 vehkm 588, , , , , , , ,564.0 Percentage value compared to Based on Table 15 and Figure 9 it can be seen a continuous decrease of traffic volume in the area of port of Trieste from 2010 to 2013, except in the summer quarter of 2011, when the flow is almost identical to flow from the year The highest rate of decrease is noticable in 2013 and reaches 11.19% (observing the fullyear period). During the summer months the traffic has higher intensity than in other months (in the range of about 1.4 times in 2010 to 1.5 times in 2013). Table 16 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Trieste by vehicle categories (passenger and freight) in the years 2010, 2011, 2012 and

35 Table 16: Realized values of average daily traffic volume in the area of port of Trieste by vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Mestre-Trieste Pass. V. 588, , , , , , , ,564.0 Fre. V. 234, , , , , , , ,036.0 %Pass. V According to Table 16, the share of passenger vehicles in the total traffic flow during the summer period is approximately 75% for the four-year period, while observing the whole year this share is lower and is approximately 71% for the four-year period Sistemi Territoriali SPA (port of Venice) Based on Table 14, in Figures 10 and 11 are shown graphical representations of the average quartal daily traffic flow within the area of port Chioggia in four-year period. 32

36 AQDT [veh/day] AQDT [veh/day] q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Valli-Chioggia Pass. veh. Freight veh. Total veh. Figure 10: Average quartal daily traffic on the road section "Valli-Chioggia" q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Chioggia-Ravenna Pass. veh. Freight veh. Total veh. Figure 11: Average quartal daily traffic on the road section "Chioggia-Ravenna" Table 17 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Chioggia. 33

37 Table 17: Realized average daily traffic volume in the four-year period in the area of port of Chioggia [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Valli- Chioggia Percentage value compared to , , , , , , , ,142.0 vehkm Road Section: Chioggia-Ravenna vehkm 199, , , , , , , ,008.0 Percentage value compared to According to data from Table 17 and Figures 10 and 11, it is evident that the largest traffic volume in the area of port of Chioggia was realized in 2010, as in the case of port of Trieste. On an annual basis, the value of the traffic volume is continuously decreasing from 2010 to 2013 (rate of decrease ranges from 3.87% to 10.05% - road section "Valli-Chioggia"; 2.96% to 9.12% - road section "Chioggia-Ravenna"). The same situation is in the summer period. The values of the traffic volume are higher during the summer months than in other months (1.26 times) for all years on the road section "Valli-Chioggia", while in the case of the road section "Chioggia- Ravenna" the equivalent value of the ratio of passenger and freight traffic ranges from 1.35 in 2010 to 1.45 in Table 18 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Chioggia according to vehicle categories (passenger and freight) in the years 2010, 2011, 2012 and Table 18: Realized values of average daily traffic volume in the area of port of Chioggia according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Valli-Chioggia Pass. V. 234, , , , , , , ,142.0 Fre. V. 63, , , , , , , ,280.0 %Pass. V Road Section: Chioggia-Ravenna Pass. V. 199, , , , , , , ,008.0 Fre. V. 56, , , , , , , ,730.0 %Pass. V Distribution of the traffic flows by vehicle categories in the area of port of Chioggia is such that the share of passenger vehicles in total traffic volume on the full-year 34

38 AQDT [veh/day] AQDT [veh/day] period is around the value of 80% (for the road section "Valli-Chioggia") and around the value of 78% (for the road section "Chioggia-Ravenna"). It can be seen a slight increase (3.5%) in the share of passenger cars in total traffic in the summer periods for all years on the road sections "Chioggia-Ravenna" Ravenna Province Region (port of Ravena) Based on Table 14, Figures 12 and 13 show graphical representations of the average quartal daily traffic flow within the area of port of Ravenna in four-year period q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Raccordo di Ravenna Pass. veh. Freight veh. Total veh. Figure 12: Average quartal daily traffic on the road section "Raccordo di Ravenna" q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q ss3bis-ravenna Pass. veh. Freight veh. Total veh. Figure 13: Average quartal daily traffic on the road section "ss3bis-ravenna" Table 19 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Ravenna. Data were obtained from Table

39 Table 19: Realized average daily traffic volume in the four-year period in the area of port of Ravenna [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Raccordo di Ravenna Percentage value compared to , , , , , , , , vehkm Road Section: ss3bis- Ravenna vehkm 128, , , , , , , , Percentage value compared to According to Table 19 and Figures 12 and 13, in the area of port of Ravenna the situation regarding the realization of the traffic volume is different compared to the areas of ports Trieste and Chioggia. Traffic is higher in 2011 than in 2010 on the road section "Raccordo di Ravenna", which is a branch that connects the highway A4 with the port of Ravenna. In 2012 and 2013, traffic had lower intensity (rates of decrease were: 5.67%/2.94% in 2012 and 6.43%/2.90% in 2013). During the summer season, traffic had higher intensity ( in 2010 and 2013, respectively). The road section "ss3bis-ravenna" is characterized by continous decrease of traffic volume from 2010 to 2013 in the ranges 2.50%-10.23% per annum and 1.4%-25.8% during the summer period. As in the case of the previous road section, the traffic intensity of this road section increased during the summer period ( times in 2010 and 2013, respectively). Table 20 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Ravenna according to vehicle categories (passenger and freight) in the years 2010, 2011, 2012 and Table 20: Realized values of average daily traffic volume in the area of port of Ravenna according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Raccordo di Ravenna Pass. V. 302, , , , , , , ,898 Fre. V. 84,414 84,832 86,130 85,426 78,012 77,418 79,266 79,266 %Pass. V Road Section: ss3bis-ravenna Pass. V. 128, , , , , , , ,076 Fre. V. 41,228 47,476 42,438 37,092 39,292 38,874 40,370 44,132 %Pass. V

40 AQDT [veh/day] AQDT [veh/day] According to Table 20, it can be seen that the share of passenger cars in total traffic (road section "Raccordo di Ravenna") has a constant value throughout the four-year period (approximately 78%). During the years from 2010 to 2013, this percentage increases slightly from the value of 78.16% to 82.39%. The road section "ss3bis- Ravenna" has also minimal fluctuations of around 1.5% during the entire four-year period, whether it is summer or the full-year period Ancona Port Authority Region (port of Ancona) Based on Table 14, Figures 14 and 15 show graphical representations of the average quartal daily traffic flow within the area of port of Ancona in four-year period q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Bologna-Ancona Pass. veh. Freight veh. Total veh. Figure 14: Average quartal daily traffic on the road section "Bologna-Ancona" q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Jesi-Ancona Pass. veh. Freight veh. Total veh. Figure 15: Average quartal daily traffic on the road section "Jesi-Ancona" Table 21 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Ancona. Data were obtained from Table

41 Table 21: Realized average daily traffic volume in the four-year period within the area of port of Ancona [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Bologna-Ancona Percentage value compared to ,424, ,063, ,416, , ,327, , ,335, ,424,038.0 vehkm Road Section: Jesi-Ancona vehkm 171, , , , , , , ,248.0 Percentage value compared to Based on Table 21 and Figures 14 and 15, it is evident that in the case of both road sections of port of Ancona traffic volume tends to decrease for the entire four-year period. The highest decrease of traffic volume is present in 2013 and was 9.39% lower than in 2010 on the full-year level (road section "Bologna-Ancona"). Almost identical situation exists in the case of road section "Jesi-Ancona", if the equivalent values are compared. During the summer, the rates of decrease were lower than during the other months of the year, but the rate of decrease is higher for the road section "Jesi-Ancona". Traffic intensity is about 1.5 times higher during the tourist season for both road sections. Table 22 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Ancona according to vehicle categories (passenger and freight) in the years 2010, 2011, 2012 and Table 22: Realized values of average daily traffic volume within the area of port of Ancona according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Bologna-Ancona Pass. V. 1,080, ,424, ,063, ,416, , ,327, , ,335,840.0 Fre. V. 350, , , , , , , ,892.0 %Pass. V Road Section: Jesi-Ancona Pass. V. 136, , , , , , , ,472.0 Fre. V. 45, , , , , , , ,202.0 %Pass. V According to Table 22 the share of passenger traffic is about 75% for both road sections in the total four-year period. During the summer period, the percentage is also higher for both road section and is approximately 78%-80%. 38

42 AQDT [veh/day] Molise Region (port of Termoli) Figure 16 is based on Table 14 and shows a graphical representation of the average quartal daily traffic flow for the port of Termoli in the four-year period q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Lanciano-Termoli-Canosa Pass. veh. Freight veh. Total veh. Figure 16: Average quartal daily traffic on the road section "Lanciano-Termoli-Canosa" Table 23 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Termoli. Table 23: Realized average daily traffic volume in the four-year period within the area of port of Termoli [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Percentage value compared to , , , , , , , ,556.0 vehkm Based on Table 23 and Figure 16, as in almost all cases of previously analysed Italian ports, it can be seen a decrease of traffic volume from 2010 to The highest rates of decrease are ranging from 5.03%/1.30% in 2011 to 17.49%/12.61% for the year During the third year quarter, the total traffic intensity is about 2 times higher than in other months for the entire four-year period. Table 24 shows values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Termoli according to vehicle categories (passenger and freight) in the years 2010, 2011, 2012 and

43 Table 24: Realized values of average daily traffic volume within the area of port of Termoli according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Lanciano-Termoli-Canosa Pass. V. 317, , , , , , , ,556.0 Fre. V. 109, , , , , , , ,862.0 %Pass. V Difference in the share of passenger cars in total traffic volume during the summer months and during the rest of the year is constant over the entire four-year period and is about 6-7% Levante Port Authority (port of Bari) Based on Table 14, in Figures 17, 18 and 19 are shown graphical representations of the average quartal daily traffic flows within the port of Bari in the four-year period. 40

44 AQDT [veh/day] AQDT [veh/day] AQDT [veh/day] q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Canosa-Bari-Taranto Pass. veh. Freight veh. Total veh. Figure 17: Average quartal daily traffic on the road section "Canosa-Bari-Taranto" q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Bitonto-Bari Pass. veh. Freight veh. Total veh. Figure 18: Average quartal daily traffic on the road section "Bitonto-Bari" q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Bari south-bari Pass. veh. Freight veh. Total veh. Figure 19: Average quartal daily traffic on the road section "Bari south-bari" 41

45 Table 25 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of the port of Bari. Table 25: Realized average daily traffic volume in the four-year period within the area of port of Bari [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Canosa- Bari-Taranto Percentage value compared to , , , , , , , ,874.0 vehkm Road Section: Bitonto- Bari vehkm 256, , , , , , , ,158.0 Percentage value compared to 2010 Road Section: Bari south-bari vehkm 142, , , , , , , ,956.0 Percentage value compared to According to Table 25 and Figures 17, 18 and 19 the highest decrease of traffic volume during the four-year period is characteristic for the area of port of Bari compared to all previously analysed Italian ports. In particular, this applies to the fullyear periods. The rates of decrease of traffic volume in 2013 have the following values: 20.79%, 15.88% and 14.48% for road sections "Canosa-Bari-Taranto", "Bitonto-Bari" and "Bari south-bari", respectively. If all ports are considered, the rates of decrease have also the highest values during summer and are 15.49%, 8.92% and 8.42% in 2013 for the road sections "Canosa-Bari-Taranto", "Bitonto-Bari" and "Bari south-bari", respectively. Traffic has higher intensity during the summer months for about 1.7 times on the road sections "Canosa-Bari-Taranto" and "Bitonto-Bari" and about 2 times on the road section "Bari south-bari". Table 26 shows values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Bari according to vehicle categories (passenger and freight) in the years 2010, 2011, 2012 and

46 Table 26: Realized values of average daily traffic volume in the area of port of Bari according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Canosa-Bari-Taranto Pass. V. 290, , , , , , , ,874.0 Fre. V. 65, , , , , , , ,540.0 %Pass. V Road Section: Bitonto-Bari Pass. V. 256, , , , , , , ,158.0 Fre. V. 58, ,214 55, , , , , ,142.0 %Pass. V Road Section: Bari south-bari Pass. V. 94, , , , , , , ,922.0 Fre. V. 32, , , , , , , ,666.0 %Pass. V Distribution of traffic volume by vehicle categories is such that for the first two road sections ("Canosa-Bari-Taranto" and "Bitonto-Bari"), the share of passenger cars is approximately 81.5% for the full-year period and approximately 85.6% for the summer period. On the road section "Bari south-bari" equivalent values are slightly lower, i.e. in the full-year period the share of passenger cars in total traffic flow is around the value of 75%, while during the summer period is around 81% Abruzzo Region (port of Pescara) Based on Table 14, in Figures 20 and 21 are shown graphical representations of the average quartal daily traffic flow within the area of port Pescara in four-year period. 43

47 AQDT [veh/day] AQDT [veh/day] Pass. veh. Freight veh. Total veh. 0 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Pineto-Pescara Figure 20: Average quartal daily traffic on the road section Pineto-Pescara Pass. veh. Freight veh. Total veh. 0 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q4 q1 q2 q3 q Pescara-Ortona Figure 21: Average quartal daily traffic on the road section Pescara-Ortona Table 27 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Pescara. 44

48 Table 27: Realized values of average daily traffic volume in the area of port of Pescara according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Pineto-Pescara Percentage value compared to , , , , , , , ,511.6 vehkm Road Section: Pescara-Ortona vehkm 394, , , , , , , ,522.0 Percentage value compared to According to data from Table 27 and Figures 20 and 21, it is evident that the largest traffic volume in the area of port of Pescara was realized in 2010, as in the case of port of Trieste. On an annual basis, the value of the traffic volume is continuously decreasing from 2010 to 2013 (rate of decrease ranges from 1.9% to 9.4% - road section "Pineto-Pescara"; 5.4% to 13.3% - road section "Pescara-Ortona"). The same situation is in the summer period. The values of the traffic volume are higher during the summer months than in other months (1.2 times) for all years on the road section "Pineto-Pescara", while in the case of the road section "Pineto-Pescara the equivalent value of the ratio of passenger and freight traffic ranges from 1.36 in 2010 to 1.42 in Table 28 shows the values of the realized average daily traffic volume measured in vehicle kilometers in the area of port of Pescara according to vehicle categories (passenger and freight) in the years 2010, 2011, 2012 and Table 28: Realized values of average daily traffic volume in the area of port of Pescara according to vehicle categories (2010, 2011, 2012 and 2013) [vehkm] Year Season full-year q3 full-year q3 full-year q3 full-year q3 Road Section: Pineto-Pescara Pass. V. 660, , , , , , , ,512 Fre. V. 229, , , , , , , ,702 %Pass. V Road Section: Pescara-Ortona Pass. V. 394, , , , , , , ,522.0 Fre. V. 132, , , , , , , ,154.0 %Pass. V Distribution of the traffic flows by vehicle categories in the area of port of Pescara is such that the share of passenger vehicles in total traffic volume on the full-year period is around the value of 77% for both sections. 45

49 2.3. ANALYSIS OF ROAD TRAFFIC FLOWS WITHIN THE AREA OF PORT OF KOPER (SLOVENIA) Figure 22 depicts the distribution map of traffic flow (AADT) on the entire territory of the Republic of Slovenia in From this map it can be seen four main traffic corridors extending from the capital city Ljubljana. The first main corridor (highway A2) extends northwest towards Jasenice over Kranj and Bled with an average AADT value of about 30,000 veh/day. The second main corridor (highway A1) extends northeast to Maribor over Celj with an average AADT value of about 38,000 veh/day. The third main corridor (highway A2) extends southeast to the Novo Mesto with an average AADT value of about 25,000 veh/day. The fourth main corridor (highway A1) extends southwest to the port of Koper over Postojna, with an average AADT value of approximately 38,000 veh/day. If the geographical position of the port of Koper is taken into account, it is apparent that the road section of highway A1 which extends southwest from the capital city Ljubljana is of particular importance for the analysis of traffic flow within the area of port of Koper. Figure 22: Distribution of traffic flow on the whole territory of the Republic of Slovenia (AADT, 2010) Source: (DRSC, 2010) University of Ljubljana Region (port of Koper) Figure 23 shows a detailed overview of the distribution of traffic flows in the area of port of Koper in

50 Figure 23: Distribution of traffic flow in the area of port of Koper (AADT, 2010) Table 29 contains the traffic flow values within the areas that are shown in Figure 23. The level of detail involves the following data: the year in which the actual traffic flow is realized (2010, 2011, 2012); categories of motor vehicles - passenger car, bus and truck (available for the years 2010, 2011 and 2012). Table 29: Detailed overview of the actual traffic flows within the area of port of Koper [veh/day] Koper-traffic volumes- year 2010 Road section km AADT M-cycle Pass. Car Bus Fr. Veh. < 3,5t Fr. Veh. 3,5-7t Fr. Veh. >7t Artic. Veh. Valeta - Beli Križ - Piran Valeta Valeta - Lucija Belveder - Valeta RUDA(Izola) - Belveder Koper (Žusterna) - Ruda (Izola) KP(Semedela) - Žusterna(Izola) Koper (Slavček) - Semedela Slavček - Koper Koper - Luka Koper Bertoki - KP (Škocjan) Priklj. Srmin - Srmin Koper - Šmarje Bertoki - Sv. Anton MP Škofije - Škofije Plavje - Škofije

51 Križ.Moretini - Ankaran MP Škofije - Plavje Ankaran - MP Lazaret Koper-traffic volumes- year 2011 Road section km AADT Motorcycle Pass. Car Bus Fr. Veh. < 3,5t Fr. Veh. 3,5-7t Fr. Veh. >7t Artic. Veh. Valeta - Beli Križ - Piran Valeta Valeta - Lucija Belveder - Valeta RUDA(Izola) - Belveder Koper (Žusterna) - Ruda (Izola) KP(Semedela) - Žusterna (Izola) Koper (Slavček) - Semedela Slavček - Koper Koper - Luka Koper Bertoki - KP (Škocjan) Priklj. Srmin - Srmin Koper - Šmarje Bertoki - Sv. Anton MP Škofije - Škofije Plavje - Škofije Križ.Moretini - Ankaran MP Škofije - Plavje Ankaran - MP Lazaret Koper-traffic volumes- year 2012 Road section km AADT Motorcycle Pass. Car Bus Fr. Veh. < 3,5t Fr. Veh. 3,5-7t Fr. Veh. >7t Artic. Veh. Valeta - Beli Križ - Piran Valeta Valeta - Lucija Belveder - Valeta RUDA(Izola) - Belveder Koper (Žusterna) - Ruda (Izola) KP(Semedela) - Žusterna (Izola) Koper (Slavček) - Semedela Slavček - Koper Koper - Luka Koper Bertoki - KP (Škocjan) Priklj. Srmin - Srmin Koper - Šmarje Bertoki - Sv. Anton MP Škofije - Škofije Plavje - Škofije

52 Križ.Moretini - Ankaran MP Škofije - Plavje Ankaran - MP Lazaret Source: (DRSC, 2010; DRSC, 2011; DRSC, 2012) Graphical interpretation of data from Table 29 for roads within the area of port of Koper is shown in Figures 24, 25 and

53 VALETA - BELI KRIŽ-PIRAN VALETA VALETA - LUCIJA BELVEDER - VALETA RUDA(IZOLA) - BELVEDER KOPER(ŽUSTERNA) - KOPER (SEMEDELA- KOPER (SLAVČEK - SEMEDELA) SLAVČEK - KOPER KOPER - LUKA KOPER BERTOKI - KP(ŠKOCJAN) PRIKLJ. SRMIN - SRMIN KOPER - ŠMARJE BERTOKI - SV. ANTON MP ŠKOFIJE - ŠKOFIJE PLAVJE - ŠKOFIJE KRIŽ.MORETINI - ANKARAN MP ŠKOFIJE - PLAVJE ANKARAN - MP LAZARET VALETA - BELI KRIŽ - PIRAN VALETA VALETA - LUCIJA BELVEDER - VALETA RUDA(IZOLA) - BELVEDER KOPER (ŽUSTERNA) - KP(SEMEDELA)-ŽUSTERNA- KOPER (SLAVČEK) - SEMEDELA SLAVČEK - KOPER KOPER - LUKA KOPER BERTOKI - KP (ŠKOCJAN) PRIKLJ. SRMIN - SRMIN KOPER - ŠMARJE BERTOKI - SV. ANTON MP ŠKOFIJE - ŠKOFIJE PLAVJE - ŠKOFIJE KRIŽ.MORETINI - ANKARAN MP ŠKOFIJE - PLAVJE ANKARAN - MP LAZARET VALETA - BELI KRIŽ - PIRAN VALETA VALETA - LUCIJA BELVEDER - VALETA RUDA(IZOLA) - BELVEDER KOPER (ŽUSTERNA) - KP(SEMEDELA)-ŽUSTERNA- KOPER (SLAVČEK) - SEMEDELA SLAVČEK - KOPER KOPER - LUKA KOPER BERTOKI - KP (ŠKOCJAN) PRIKLJ. SRMIN - SRMIN KOPER - ŠMARJE BERTOKI - SV. ANTON MP ŠKOFIJE - ŠKOFIJE PLAVJE - ŠKOFIJE KRIŽ.MORETINI - ANKARAN MP ŠKOFIJE - PLAVJE ANKARAN - MP LAZARET AADT Pass. veh. Freight. veh. Koper traffic volumes- year Figure 24: Distribution of traffic flow within the area of port of Koper (2010) AADT Pass. veh. Freight. veh. Koper traffic volumes- year Figure 25: Distribution of traffic flow within the area of port of Koper (2011) AADT Pass. veh. Freight. veh. Koper traffic volumes- year Figure 26: Distribution of traffic flow within the area of port of Koper (2012) 50

54 Table 30 shows the values of the realized average daily traffic volume measured in vehicle kilometers within the area of port of Koper. Table 30: Realized average daily traffic volume in the three-year period in the area of port of Koper [vehkm] Year Vehicle category all vehicles Pass. V. Fr. V. all vehicles Pass. V. Fr. V. all vehicles Pass. V. Fr. V. vehkm 915, , , , , , , , ,306.0 Percentage value compared to Based on Table 30, it can be seen that the highest value of daily traffic volume in the area of port of Koper was realized in 2010 in the average daily amount of vehkm for all vehicle categories. During the years 2011 and 2012, traffic had been constantly decreasing. Rates of decrease were almost 1.49% in 2011 and more than 5% in From the aspect of participation of different categories of vehicles in the traffic flow, it can also be seen a percentage decrease in realized traffic volume, which is 0.89% for passenger vehicles and 8.77% for freight vehicles in 2011 and 5.15% for passenger vehicles and 15.09% for freight vehicles in Table 31 shows the values of the average daily traffic volume on the road sections which are in the close vicinity of port of Koper. Table 31: Realized average daily traffic volume on road sections in the close vicinity of port of Koper [vehkm] Year Road section Koper (Žusterna) - Ruda (Izola) AADT Pass. veh. Freight. veh. %Pass. Veh. AADT Pass. veh. Freight. veh. %Pass. Veh. AADT Pass. veh. Freight. veh. %Pass. Veh. 94, , , , , , , , , % / KP(Semedela) - Žusterna (Izola) 21, , , , , , , , , % / Koper (Slavček) - Semedela 198, , , , , , , , , % / Slavček - Koper 23, , , , , , , , , % / Koper - Luka Koper 23, , , , , , , , , % / , Bertoki - KP (Škocjan) 110, , , , , , , , , % / Average

55 Through data analysis from Table 31 it can be concluded that traffic volume has decreasing trend from 2010 to 2012, which is in line with the trend of decrease of traffic volume when observing at the level of the whole region of the port of Koper. The exception from this is the road section "Koper - Luka Koper," which is characterized by an increase in traffic volume generated by passenger vehicles for 11.38% (2011 and 2012), while on this same road section the traffic volume that is generated by freight vehicles decreased by 42.5% (2011) and 46.15% (2012). Higher rates of decrease in freight traffic compared to 2010 can also be observed on the road sections "Slavček-Koper" (43.41%-2011; 46.30%-2012), "Bertoki-KP (Škocjan)" (18.04%-2011; 22.55%-2012) and "Koper (Slavček)-Semedela" (11.50%- 2011; 18.31%-2012). For the other two road sections this percentage does not exceed 11.5%. The decrease in passenger traffic is ranging to 5% in 2011 and The exception is the road section "Bertoki-KP (Škocjan)" with double percentage decrease of equivalent values, wich in the year 2011 was 11.14%, while in 2012 was 15.12%. The share of passenger cars in realizing the total value of the traffic volume is quite high. Average values were over 92% in 2011 and 2012, while in the year 2010 were nearly 90% ANALYSIS OF ROAD TRAFFIC FLOWS WITHIN THE AREA OF PORT OF BAR (MONTENEGRO) Figure 27 depicts the distribution map of traffic flow (AADT) on the entire territory of the Montenegro in From this map it can be seen six main traffic corridors wheres 5 corridors extending from the capital city Podgorica: The first main corridor extends northwards towards Kolašin with an average AADT value of about 5,700 veh/day. The second main corridor extends northwest to Nikšić with an average AADT value of about 6,500 veh/day. The third main corridor extends westward to the Cetinje with an average AADT value of about 8,000 veh/day. The fourth main corridor extends southwest to the port of Bar over Mišići, with an average AADT value of approximately 8,300 veh/day. The sixth corridor extends over Adriatic coast from Herceg Novi to Ulcinj with an average AADT value of about 7,000 veh/day. Geographical position of the port of Bar places port of Bar close to the main node of coridor from Adriatic coast and coridor extends southwest to the port of Bar over Mišići. 52

56 Figure 27: Distribution of traffic flow on the whole territory of the Republic of Montenegro (AADT, 2007) Source: (MSPT, 2007) Port of Bar Region (port of Bar) At the moment of providing the study, explicit information on the traffic load of the road network in Montenegro (as for Croatia, Italiy and Slovenia) were not known for the period from 2010 to 2013, therefore, analysis of traffic flows in the area of the port of Bar was conducted based on data from 2007, which were available. In the road section "Mišići-port Bar" in 2007 we can see the traffic flow of 8,437 veh/day. In the section "Port of Bar-Ulcinj" on the same year the traffic flow was 4,036 veh/day (MSPT, 2007). During the summer season (June-September) traffic frequency is up to 20 times greater than the frequency during the rest of the year. In the sections "Herceg-Novi-Kamenari" and "Budva-Luka Bar" daily frequency during the tourist season at the weekend exceeding 20,000 vehicles/day (MSPT, 2007). Traffic forecasts for the period 2007 to 2012 predicted AADT annual growth rate of 6.6% (maximum 8.10%, minimum 5.10%) whilst in the period 2012 to 2017 the possible increase per annum is 6.20% (maximum 7.60% and 4.80% minimum). According to (SEETO, 2011), the share of passenger cars in total traffic flow for 2009 and 2010 is the same at around 91%. 53

57 2.5. ANALYSIS OF ROAD TRAFFIC FLOWS WITHIN THE AREAS OF PORTS VLORE AND SARANDE (ALBANIA) Teuleda Region (port of Vlore) Figure 28 shows SEETO comprehensive network for Republic of Albania with AADT for 2010 and forecast for For the road section "Fier-port Vlore" traffic flows are 9,384 veh/day (2009) and 8916 veh/day (2010) according to (SEETO, 2011). The share of passenger cars is approximately 86% for the year 2009 and approximately 88% for the year Figure 28: Distribution of traffic flow on the SEETO comprehensive network - part Republic of Albania (AADT and forecast for 2016) Source: (SEETO, 2011) Ministry of Public Works and Transport Region (port of Sarande) As the access roads to the port of Sarande are lower categories of roads to the port of Vlore, it is estimated that in the region of the port of Sarande traffic is lower by intensity than in the area of the port of Vlore, and that the maximum value of AADT in the area of the port of Sarande cannot be greater than the maximum value of AADT port of Vlore in the long term forecast ANALYSIS OF ROAD TRAFFIC FLOWS WITHIN THE AREA OF PORT OF IGOUMENITSA (GREECE) Igoumenitsa Port Authority Region (port of Igoumenitsa) Figure 29 shows location of port Igoumenitsa on the road transport network of Greece. 54

58 Figure 29: The position of the port of Igoumenitsa on the road network of Greece Source: (Fourkas, 2007) Igoumenitsa is the starting point of the highway A2-Egnatia, which extends from west to east across the territory of Greece to the Kipoi on the Greek-Turkish border. Table 32 presents the data available for the values of the traffic flow for the road section "Igoumenitsa-Vassilikos" for different years. Table 32: Values of the traffic flow for the road section Igoumenitsa-Vassilikos [veh/day] Year Road section AADT AADT AADT AADT AADT Igumenica- Vasilikos Change 2005/2010 (70%) Change 2005/2010 (70%) not not available available Source: (Egnatia Odos, 2011; Egnatia Odos, 2012) not available not available According to Table 32, it can be seen that traffic flows have relatively low values which do not exceed the value of AADT a 5,200 veh/day until From 2005 to 2007, traffic increased (growth rates are around 50% for 2006 and 70% for the year 2007 in comparison with 2005), while from 2007 to 2010 has stagnated and has a value of 5100 veh/day. 55

59 3. ASSESSMENT OF THE RAILWAYS IN THE ADRIATIC-IONIAN REGION Sea port-railway interface is an important factor of strategic development of the sea ports. It could be considered from two aspects: economic (reducing costs and arising the competitiveness), and environmental (reducing negative externalities on society and environment). The railway can arise the competitiveness of the sea port by increasing accessibility for the passenger and goods, providing the more reliable and efficient service. Railways are important part of European transport system and significant contributor to achieving the sustainable transport in the future. Even the railways represent a great opportunity for the sea ports competiveness, it theoretical potential has not been fully used. Considering the area Adriatic-Ionian area and the poor conditions of the railway sector in the Western Balkans area, the aforementioned potential of railways has not been used in its full capacity TRANSPORT POLICY FOR COMPETITIVE EUROPEAN RAILWAY SECTOR Current trends in the rail transport market are forcing railway companies to react quickly and decisively to change, and that through this changing market situation. Only with comprehensive programs optimization- of developing corporate vision and strategy to establish effective operational processes and structures of the companies to be prepared for sustainable development in the future competitive environment. The new European transport policy through the White Paper (2011) emphasizes a deeper transformation of the transport system as a function of its sustainability, creating a modern infrastructure and multimodal mobility, supported contemporary management and intelligent systems, and focuses on optimizing the performance of multimodal logistic chains, favouring increased use of energy-efficient transport forms. 1. First aspect of sustainable development includes: reduction of CO2 emissions by 50% by 2050, implying a growing role for the railways in the markets where the most effective: bulk transport over long relations commuting and travel to medium distances; 30% of road freight transport for distances greater than 300 km should be diverted to rail or waterborne transport by 2030 and more than 50% by 2050, using the so-called "Green corridors"; 56

60 by 2050, complete the European network of high-speed lines, and triple the existing network of high-speed lines by Most of the passenger traffic in the middle distance should be conducted by rail until by 2050, it is necessary to connect all the key airports to the network of high speed railways, and ports with a capacity of rail freight transport. 2. Creating a single European railway market: opening of the domestic market passenger traffic, including mandatory provide public transport services (Public Services Obligation-PSO) through competitive tender procedures; strengthening of the European Railway Agency (European Railway Agency- ERA) and the certification of railway operator safety; develop an integrated approach to the management of freight transport corridors, including fees for the use of infrastructure (Track Access Charges- TAC); Provide effective and non-discriminatory access to railway infrastructure, including ancillary services (rail-related services), in particular through structural separation of infrastructure management and service delivery. The preferred option should allow the development of competition, continued investment and the cost-effectiveness of service delivery. 3. Railway safety aspect: progressively reaching sector approach to safety certification of the railway system, built on existing approaches for infrastructure managers and train operators and evaluate the possibilities of compliance with European standards; strengthen the role of ERA in the field of rail safety, in particular its supervision on national safety measures implemented by the National Security Agency (National Safety Authority-NSA) and their progressive harmonization; and Strengthen the certification process and maintenance of components for the construction of mobile capacities and railway infrastructure critical aspect of security. European transport policy, among others, imposed by the need for restructuring of the railway sector, as a basic prerequisite for the successful operation of the railways and ability to provide market-acceptable level of quality of transport services. European legislation, from 2001 to 2013, summarized in the so-called Four Railway packages provides the basic framework for the development of a competitive railway system, through the elaboration of the strategic objectives: Harmonization with EU standards and regulations, Financial consolidation, 57

61 Market liberalization, Marketing orientation, Increasing competitiveness and greater involvement in the transport market, and Implementation of modern information technologies. The First Railway Package (Directive 2001/12/EC, Directive 2001/13/EC and Directive 2001/14/EC) was aimed to open international freight market, establish a general framework for the development of European railways. Separation the management of railway operation and infrastructure from the provision of railway services, obtaining of the licenses for freight operators, capacity allocation policy and infrastructure charging, independent regulatory body establishing, and compulsory safety certificates for rail undertaking have been introduced by this legislative framework. The Second Railway Package (Directive 2004/49EC, Directive 2004/50EC, Directive 2004/51EC, and Regulation 881/2004/EC) aims to develop a common approach to rail safety, regarding the granting safety certificates, harmonization of interoperability requirements and opening national and international freight services. It includes setting up an effective sterring body, the European Railway Agency. The Third Rail Package (Directive 2007/58/EC, Directive 2007/59/EC and Regulation 1371/2007/EC) put forward new proposal to open up the international passenger transport market by 2010, certification of train crew, and to regulate passenger rights. Railway undertakings in EU must be granted the right of access to the infrastructure in all Member States for the purpose of operating international passenger service. Regulation 1371/2007/EC on rails passengers rights and obligations ensures basic rights for passengers and establishes quality standards in areas: non-discrimination of the passengers with reduced mobility, liability in case of accidents, delays or cancellations of services, availability of train tickets and personal security of passengers in station. The Fourth Railway Package is on the line of further opening of national passenger services ADRIATIC-IONIAN RAILWAY SECTOR GENERAL DATA Analysis of the railway infrastructure in the Adriatic-Ionian Region Total length of railway infrastructure in Adriatic- Ionian area (Table 33) is about of 27,593km. It is apparently that those, except Italian network are relatively small, particularly the railway networks of Albania and Montenegro. 58

62 Table 33: Length of railway network lines km km % Of which: electrified 2012 EU 237, , , , , , , A-I Region 1 EL 2,484 2,474 2,385 2,576 2,552 2, HR 2,429 2,296 2,726 2,726 2,722 2, IT 16,066 16,003 16,187 16,545 17,022 17,060 12, SI 1,196 1,201 1,201 1,228 1,228 1, ME RS 3,809 3,809 3,809 1, AL* BA* 1,028 1,027 1, TOTAL 22,175 21,974 22,499 27,132 27,582 27,593 15,541 56,3 Source: (EC, 2014), (CER, 2013) The highest percentage of electrified railway lines is for Bosnia case (92%), while it is 0% for Albanian case. Table 34: Type of electrification AC Volts EL HR IT SI ME RS AL BA 25,000 25,000 25,000-25,000 25,000-25, Hz 50 Hz 50 Hz - 50 Hz 50 Hz - 50 Hz Source: (EC, 2014) Track gauge in Adriatic-Ionian railways is standard gauge of 1,435mm. In Greece are evidenced some lines with track gauge width of 600 and 1,000mm. Table 35: Track gauge width Track gauge (mm) EL HR IT SI ME RS AL BA 600 1,000 1,435 1,435 1,435 1,435 1,435 1,435 n/a 1,435 Source: (EC, 2014) Generally speaking, the Western Balkans countries are facing a very long period of insufficient funding of railway infrastructure, which is reflected in an under-developed rail network, low density and inadequate quality of rail services. The only one country with the high speed rail network of Adriatic-Ionian area is Italy (Table 36). 1 Adriatic_Ionoan area countries (A-I): EL Greece, HR Croatia, IT Italy, SI Slovenia, ME Montenegro, RS Serbia, AL- Albania, BA Bosnia and Herzegovina 59

63 Table 36: Length of high speed rail lines EU A-I Region EL HR IT SI ME RS AL BA , , , , , , Note: Length of lines or of sections of lines on which trains can go faster than 250 km/h at some point during the journey (in kilometers at the end of year) Source: (EC, 2014) In general, one of the main obstacles facing the majority railways in the Adriatic- Ionian railways is the low quality of rail infrastructure. The annual volumes of track renewal works in Western Balkans have been much lower than real needs. Accumulated backlog imposes speed restrictions on many lines because of traffic safety reasons, and reflected on the modernization of telecommunication, signalling and interlocking systems, catenaries and power supply. An average age of railways assets contributes to higher operating and maintenance costs. In terms of rail infrastructure maintenance costs per km in 2012 significant differences can be observed among these countries ranging from 4.584EUR to EUR in Albania and Serbia, respectively (SEETO, 2013) Analysis of the available rolling stock of Adriatic-Ionian Region Locomotive stock of Adriatic-Ionian Region railways is very distinctive. In 2012, Italian railways owned 3,650 pieces, while Montenegro reported only 8 pieces. It is important to note that the locomotive stock for the Western Balkans countries consists almost of aged locomotives older three decades. Very similar situation as in the locomotive stock is with the passenger cars. Majority of Region stock is Italian railways' passenger cars in amount of in 2012 (Table 37). The other counties of the Region, especially Western Balkan countries suffering of aged and insufficient number of passenger cars. 60

64 Table 37: Passenger cars EU 110,111 99, ,691 97,249 A-I Region EL HR 1, IT 14,025 11,914 10,066 12,465 10,041 SI ME n/a n/a n/a RS n/a n/a n/a AL n/a n/a n/a 88 n/a BA n/a TOTAL 16,874 13,915 11,610 15,097 12,564 Source: (EC, 2014) Table 38: Locomotives and railcars Change 2011 / 2012 EU 66,278 47,923 59,851 56,953-3,3% A-I Region EL % HR % IT 4,818 4,697 4,674 4,494 3,650-5,5% SI % ME % RS n/a n/a n/a n/a 485 4,1% AL n/a n/a n/a n/a n/a - BA 149 n/a n/a ,0% TOTAL 6,307 5,738 5,617 5,515 5,306-1,4% Note: Data relates to main railways (UIC members). In 2010 a new split between Railcars and trainset was introduced by UIC. Values in this table are obtained by summing the declared values of locomotives (diesel + electric) and railcars (diesel + electric) therefore data are not fully comparable. Source: (EC, 2014) Assessment of the passenger railway market in Adriatic-Ionian Region Analysis of passenger traffic volumes Passenger traffic volumes have considerably decreased in period For the period , passenger traffic volume has increased from 406.8bpkm to 418.4bpkm, what is growth of 2.7%. 61

65 In the contexts of Adriatic-Ionian region in the period 2010 to 2012 passenger traffic volumes had decreased in total amount from 51.6 bpkm to 47.8b pkm what is less for 7.9% (Table 39). Table 39: Passenger traffic volume (pkm) Under PSO (**) 2012 Change 2011 / 2012 EU % 2.7% A-I Region EL % -13.2% HR n/a -25.7% IT % -4.8% SI % -4.0% ME n/a n/a n/a n/a -4.2% RS n/a n/a n/a n/a -0.2% AL* n/a n/a n/a n/a n/a - BA* 1.3 n/a n/a n/a - TOTAL % Note: (**) Public Service Obligation (PSO) means a requirement defined or determined by a competent authority in order to ensure public passenger transport services in the general interest that an operator, if it were considering its own commercial interests, would not assume or would not assume to the same extent or under the same conditions without reward. Source: (EC, 2014), (CER, 2013) Italian railways are the major contributor of passenger traffic volumes in considered Region. With the amount of 44.6bpkm at the end of 2012, they represent the 98% of total passengers traffic volumes. In the segment of HS rail, Italian railways recorded 0.32 bpkm in 2012, what is more for 0.03 bpkm than in 2010 (Table 40). Table 40: Passenger traffic volume on high speed rails (bpkm) Change EU A-I Region EL HR IT SI ME RS AL BA % % % % % % Note: In this table, high-speed rail transport covers all traffic with high-speed rolling stock (incl. tilting trains able to travel at 200 km/h). Source: (EC, 2014) 62

66 Analysis of rail passenger satisfaction level In 2011, European Commision has made survey o the on passengers satisfaction with rail services in EU countries covering different areas of the rail passenger services and facilities provided. The survey has been made for the different market segments. Here below are some of the main results of survey. Frequency of journeys by rail in EU countries of Adriatic- Ionian area (Greece, Italy and Slovenia) by the defferent market segments are very variable. 80,0 60,0 40,0 20,0 0,0 12,2 64,5 54,7 44,3 25,9 17,7 21,0 18,4 20,1 11,2 3,2 6,5 0,0 0,0 0,3 Greece Italy Slovenia % Travelling to work/school/ university % Business trips % Leisure % Other % NA Figure 30: Frequency of journeys by rail Source: (EC, 2011) The highest frequency of journes is in Italy case for leisure journeys 64,5% and ind the same time the smallest percent of frequency of journeys by rail (3,2%) for segment travelling to school ,7 34,8 22,6 17,9 7 4,4 48,9 Greece Italy Slovenia Very satisfied Rather satisfied Rather dissatisfied Very dissatisfied NA 30,3 13 3,4 13,6 41,4 24,3 9,4 11,3 Figure 31: Satisfaction with quality of the facilities and services Source: (EC, 2011) The levels of the satisfaction with ease of buying tickets are differented for the different market segments. The majority of the passengers are very or rather satisfied. The highest percent of very and rather satisfied (91,9%) in Slovenia case. 63

67 ,3 66,5 44,3 47,6 31,3 15,4 17,8 8,2 10 2,7 4,4 1,2 5,5 1 1,6 Greece Italy Slovenia Very satisfied Rather satisfied Rather dissatisfied Very dissatisfied NA Figure 32: Satisfaction with ease of buying tickets Source: (EC, 2011) Satisfaction with connections with other modes is the lowest in Slovenia with the total amount of 56% of very and rather satisfied. The levels of satistaction in total for Italy (69,9%) and Greece (64,3%) are similar, but there is a huge gap between very satisfied (6,6%) and rather satisfied (63,3%) in Italy case ,3 63,3 39,8 34,3 15,7 18,8 16,2 20,1 10,7 9 6,6 6,6 4,6 8,4 Greece Italy Slovenia 15,5 % Very satisfied % Rather satisfied % Rather dissatisfied % Very dissatisfied % NA Figure 33: Satisfaction with connections with other modes Source: (EC, 2011) The levels of the satisfaction with frequency of the trains are similar in Greece and Slovenia. The huge gap is in Italy between very satisfied (4,9%) and rather satisfied 68% shown in the figure below ,1 40,8 35,3 20,6 20,3 20,4 21,7 16,7 11 5,2 4,9 5,9 1 Greece Italy Slovenia 6,1 % Very satisfied % Rather satisfied % Rather dissatisfied % Very dissatisfied % NA 64

68 Figure 34: Satisfaction with frequency of the trains Source: (EC, 2011) The punctually and realibility with the safety are fundamental attributes of the quality of the railway passenger services. Satisfaction with punctuality and reliability is biggest in Slovenia 84,8% in total for very and rather satisfied passengers ,8 58,2 50,2 38,3 34,6 27,9 16,4 9,2 9,3 8,7 4,6 4,9 1,2 0 1,6 Greece Italy Slovenia Very satisfied Rather satisfied Rather dissatisfied Very dissatisfied DK/NA Figure 35: Satisfaction with punctuality and reliability Source: (EC, 2011) The level of the satisfaction with the provision of information during the journey is the lowest in Grece with the amount of 52,3% for the very and rather satisfied pessengers. It is huge gap is in Italy case between very (5,1%) and rather (59,4%) satisfied categories of passengers , ,4 27,2 22,9 20,4 20,3 15,2 9,7 10,4 5,1 8,6 6,8 2,5 1,7 4,9 2,3 Greece Italy Slovenia 8,4 % Very satisfied % Rather satisfied % Rather dissatisfied % Very dissatisfied % Not applicable % NA Figure 36: Satisfaction with the provision of information during the journey Source: (EC, 2011) Satisfaction with provision of information about train schedules and platforms in total, for both categories very and rather satisfied is similar for all countries (cca 80%) but for Italy case the gap is huge: very satisfied are only 8% of pessengers and rather satisfied 71,6%, shown in Figure below. 65

69 80 71, ,8 38,6 40, ,4 10,9 13,7 8,6 10,7 2,2 4,9 1,2 2,9 1,6 Greece Italy Slovenia Very satisfied Rather satisfied Rather dissatisfied Very dissatisfied NA Figure 37: Satisfaction with provision of information about train schedules and platforms Source: (EC, 2011) In generally, for the rest countries in the Adriatic-Ionian Region: Croatia, Bosnia and Herzegovina, Serbia, Montenegro are on the low level of quality the rail pessenger services compared with the EU railways standard Modal split Even the European transport policy from 2001 highlighted necessity of sustainable mobility and development of more environmental friendly modes of transport, railways are still behind passenger car, bus and air regarding the passenger market share (Table 41). In recent years, significant economic growth has resulted in significant mobility of the population and the increased volume of passenger traffic. However, the growth trend was not equal, and the most significant growth was recorded in road and air passenger traffic. Table 41: Passenger market share between different transport mode (bpkm) Passenger cars P2W Bus & coach Railway Tram & metro Air Sea TOTAL , , , , , , , , , ,434 Source: (EC, 2014) 66

70 Powered 2- wheelers Bus & coach Railway Tram & metro AIR SEA Figure 38: Passenger market share between different transport mode (bpkm) Source: (EC, 2014) Passenger market share between different mode of transport in % is shown in the table below. In 2012, the modal split for railways was 6,5% and raised for 0,2% compared to year Table 42: Passenger market share between different transport mode Passenger cars P2W Bus & coach Railway Tram & metro % 2.2% 9.4% 6.5% 1.3% 6.5% 0.8% % 1.8% 9.2% 6.2% 1.3% 7.7% 0.7% % 2.0% 8.6% 6.0% 1.3% 8.4% 0.7% % 1.9% 8.2% 6.3% 1.4% 8.2% 0.6% % 2.0% 8.2% 6.5% 1.5% 9.0% 0.6% Source: (EC, 2014) Achived liberalisation level of rail market in the Adriatic-Ionian Region EU efforts on the liberalization of the railway market, greater competition, promoting technical standardization between national railway systems and modernization of infrastructure, through the application of new technology services is aimed to ensure safe transport and promote the rights of passengers. Railway companies are faced with intense competition from other modes of transport. Achieving efficient intermodal competition is conditional on the achievement of adequate pricing (internalization of external expenses) and investment policies. As long as the conditions of competition between different modes of transport are not harmonized, air and road traffic will continue to develop their markets causing negative effects for Air Sea 67

71 the railway. Unequal conditions, which penalized the railways are: nonopservationsocial legislation by the road sector, inadequate allocation of external costs (environmental, accident, etc.), inadequate tax systems as well as organization and management of the rail business system. Rail market opening has increased the requirements in the management of the railway system, the need for the different operators to allocate and manage the train paths, and ensuring the quality of railway services, through: maximum safety, availability and reliability of passenger and freight services. Table 43: Liberalisation level Number of railway enterprises (2011) EU A-I Region EL HR IT SI ME RS AL BA Source: (EC, 2014) Considering the liberalisation level in Adriatic-Ionian region it is obviously that the countries which are EU members reached the higher level of rail market liberalisation than the countries of Western Balkans. Table 44: Principal undertaking share (Degree of market opening passengers) EL 0% 0% 0% HR 0% 0% 0% IT 9.80% 8.30% 8.30% SI 0.00% 0.01% 0% ME 0% 0 % 0% RS 0% 0% 0% AL 0% 0% 0% BA 0% 0% 0% Note: Total market share of all but the principal railway undertakings (as a percentage of passenger-km). Source: (EC, 2014) Analysis of railway safety aspect in Adriatic-Ionian Region As regards railway activities, the monitoring of accidents makes reference to the criteria laid down in Directive 2004/49 EC on safety on the Community's railways. Railways are one of the safest modes of transport in the European Union and the safety performance continued to improve. The overall level of railway safety in Europe measured by train collisions and derailments per billion train km has improved since 1990 (Figure 39). The estimated 68

72 average number of fatal train collision and derailments per billion train km was 4.4 in 1990 and 1.3 in Figure 39: Fatal train collisions and derailments per billion train-kilometres in for the EU-27, Switzerland and Norway Source: (ERA, 2013) In in EU recorded 2,401 significant railway accidents with 2,492 casualties. The total number of significant accidents fell in In , railway safety continued to improve across Europe, with 2,342 significant accidents resulting in fatalities and seriously injured. However no improvement was registered for the number of collisions and derailments. Figure 40 shows the changes in relative share of accidents type over past years. The number of collision and derailments have been dropped from 16% to 8% in 2007 and 2011, respectively, while the number accidents to persons has increased from 44% in 2007 to 63% in Intermediate report on the development of railway safety in the European Union, ERA, Railway Safety Performance in the European Union, ERA, Intermediate report on the development of railway safety in the European Union, ERA,

73 Figure 40: Distribution of accidents Source: (ERA, 2013) In Adriatic-Ionian railways presented data shows that the number of railway passengers killed in accidents involving railway has dramatically dropped from 28 in 2000 to 2 in Table 45: Number of railway passengers killed in accidents involving railway EU A-I Region EL HR IT SI TOTAL Source: (EC, 2014) It is essential to maintain and improve the current level of safety for the benefit of European citizens. The trend of continuous opening of the European railway market brings a great challenge to railway undertakings and public authorities to offer a safe and attractive rail passenger service Analysis of railway environmental aspect in the Adriatic-Ionian Region Environmental issue is a focal point of European transport policy in favour of development of sustainable transport system. According to the environmental policy railway companies in the are committed to manage and reduce the environmental impacts of their activities in the framework of their business operation and in line with the applicable environmental legislation and the companies financial capacity. 70

74 Civil aviation Road transportation Railways Navigation Other transportation TOTAL TRANSPORT (*) Here below is presented percentage of CO 2 emissions by different modes of transport in period 1990 to It is obviously that the percentage of CO 2 emission from railways is smallest compared with the other transport modes. Table 46: CO 2 emission from different transport modes % 74.9% 1.4% 13.9% 1.0% 20.5% % 75.4% 1.0% 12.9% 0.8% 23.3% % 73.4% 0.8% 13.6% 0.8% 26.3% % 71.8% 0.6% 11.1% 0.8% 27.5% % 71.5% 0.6% 14.3% 0.8% 28.9% % 71.8% 0.6% 13.9% 0.8% 29.% Source: (EC, 2014) Railways 0.6% Navigation 13.9% Other 0.8% Civil aviation 12.9% Road transporta tion 71.8% Year 2012 Figure 41: Distribution of CO2 emission from transport Source: (EC, 2014) 71

75 Civil aviation Road transportation Railways Navigation Other transportation TOTAL TRANSPORT (*) Civil aviation Road transportation Railways Navigation Other transportation TOTAL TRANSPORT (*) Table 47: CO 2 emission from different transport modes in A-I Region in 2012 EU 12.9% 71.8% 0.6% 13.9% 0.8% 29.0% A-I Region EL 11.7% 53.0% 0.3% 34.9% 0.0% 25.6% HR 6.0% 90.8% 1.3% 1.9% 30.3% IT 9.6% 81.0% 0.0% 8.8% 0.6% 29.8% SI 1.1% 95.5% 0.6% 2.7% 0.0% 37.3% Source: (EC, 2014) Here below are percentages of GHG emissions by different modes of transport for the period Table 48: GHG emissions by different mode of transport in EU % 75.0% 1.4% 13.8% 1.0% 16.6% % 75.5% 1.0% 12.8% 0.8% 19.0% % 73.6% 0.8% 13.2% 0.8% 21.8% % 71.9% 0.6% 14.8% 0.8% 23.2% % 72.1% 0.6% 14.3% 0.8% 24.3% % 71.9% 0.6% 13.9% 0.8% 24.3% Source: (EC, 2014) The emission from the railways for the period is the lowest in the range from 0,6% to 1,4% and it is the lowest compared with the others modes. The GHG emissions from road transport is the range 71,9% to 75% and for navigation from 12,8% to 14,8%. 72

76 Civil aviation Road transportation Railways Navigation Other transportation TOTAL TRANSPORT (*) Navigation 13.9 % Railways 0.6 % Other transportati on Civil 0.8 % aviation 12.8 % Year 2012 Road transport 71.9 % Figure 42: Distribution of GHG emissions from transport Source: (EC, 2014) GHG emissions by railways in some Adriatic-Ionian are reported in table below. The percentage of GHG emission by railway in 2012 were, for Greece 0,3%, for Croatia 1,3% and for Slovenia 0,7%. Table 49: GHG Emissions by different mode of transport in A-I countries EU 12.8% 71.9% 0.6% 13.9% 0.8% 24.3% A-I Region EL 11.6% 52.7% 0.3% 35.2% 0.0% 21.6% HR 6.0% 90.8% 1.3% 1.9% 22.4% IT 9.6% 81.0% 0.0% 8.8% 0.6% 25.5% SI 1.1% 95.1% 0.7% 3.0% 0.0% 31.4% Source: (EC, 2014) 73

77 3.3. ASSESSMENT PORTS HINTERLAND CONNECTIVITY BY RAIL IN ADRIATIC-IONIAN REGION Even the majority of the Adriatic-Ionian ports are directly connected with the railways, the use of rail transport by passengers is generally limited inadriatic-ionian area, in particular with reference to long distance connections. Such situation is in ever growing contradiction with the goals of EU integration and environmental sustainability. Apart from current limitations of transport demand, the main reasons of such situation are connected also with various problems affecting Western Balkans railways: limited size, fragmentation, aged infrastructure and rolling stock, and poor operating and financial performance. Weak economic growth in the EU countries had an overall impact on the demand for transport met by railway companies: according to provisional International Union of Railways (UIC) data, there was a slightly decline in passenger volumes (-0.3% in passenger-km) and growth in cargo volumes (+0.9% in tonne-km) Assesment of ports hinterland connectivity by rail in Albania Albanian railway network in total length is 444 km of single track lines. The railway lines are not electrified. There are four main lines: Figure 43: Railways network in Albania Source: (The World Bank, 2011) 74

78 Dures-Tirana, Dures-Rrogozhine-Vlore, Rrogozhine-Pogrodec, Vlore- Hani i Hotit. Albanian railway company (HSH) is state owned company which operate and maintain the infrastructure and the rolling stock. Current state of the railway signalization is not on a satisfactory level, railway crossings are not satisfactory marked, railway lines are not in acceptable operational capacity level. Due to the many years of the infrastructure and rolling stock are underinvestment, what reflects on the restriction of the trains speed and the quality of passenger services. It has resulted in uncompetitive rail passenger services and permanently losing of transport market share. In the period ( ) 5 passenger traffic has declined from 125 mil.pkm to 32 mil.pkm Teluda Region (port of Vlore) The Port of Durres had 798,520 passengers in The Port of Vlora had 190,020 passengers in , but the passangers rail share are minor due to the poor conditions of railways. Table below shows the daily frequency of trains connecting port of Vlore with hinterland: Table 50: Railway passengers frequency connection with Port of Vlore Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Durres-Vlore 1 R Rrogozhine-Vlore 1 R TOTAL: 2 Source: Ministry of Public Works and Transport Region (port of Sarande) Port of Sarande has no direct hinterland connection by rail Assesment of ports hinterland connectivity by rail in Bosnia and Herzegovina (University of Sarajevo-FSK) The total length of the railway network in Bosnia and Herzegovina is 1033 km, of which is 92% electrified and standard gage of 1435 mm. Majority of the lines are single track and only 87 km of line between Zenica and Doboj on the Pan-European Corridor Vc (which connect Budapest in Hungary and port of Ploce in Croatia) is double track. 5 Source: WB, Source: SEETO 7 Source: SEETO 75

79 Two main rail lines are: Bosanski Šamac-Doboj- Zenica-Sarajevo-Čapljina on the Corridor Vc, and Dobrljin-Bosanski Novi-Banja Luka-Doboj- Tuzla-Zvornik,railway line parallel to the Corridor X Railway sector in Bosnia and Herzegovina is operated by two companies: Railways of the Federation of Bosnia and Herzegovina (ŽFBH) and Railways of Republic of Srpska (ŽRS), which manage the railway infrastructure in Federation of Bosnia and Herzegovina and Republic of Srpska, respectively and operate as undertakings at the same time. Figure 44: Railways network in Bosnia and Herzegovina Source: (Željeznice Federacije Bosne i Hercegovine, 2014) In last ten years the railway infrastructure in Bosnia and Herzegovina has been extensive reconstructed 8, but the overall condition of the infrastructure still remains with the operational weakness. 8 In 2005, the EBRD approved 70 mil. euro for a Program of track renewal on key sections of Corridor Vc and Paralell Corridor X, for rehabilitation of the station signaling system and purchase of track maintenance machinery., Source: WB 76

80 Even the passenger traffic has risen almost 30%, measured in passenger kilometres ( ), passenger traffic in Bosnia and Herzegovina passenger is still much more less than freight traffic. In order to improve rail passenger services ŽFBH procured 9 TALGO trainsets, which are still not in use. (000 passangers) ŽFBH ŽRS Figure 45: Rail pasanger flows in Bosnia and Herzegovina Source: B&H Railway companies Although Bosnia and Herzegovina is a country that has direct access to the Adriatic Sea the same is the only country in the Region without its own port. Luka Ploce in Croatia is associated with railway line of Corridor Vc which passes through the Bosnia and Herzegovina Assesment of ports hinterland connectivity by rail in Croatia Total length of the Croatian railway network is 2.605km, of which 2351km single track, and 254km are double track, managed by HŽ Infrastruktura. The core network lines are sections of Pan-European Corridor X and Corridor V (branches: Vb and Vc). Line section Dobava-Tovarnik is part of Pan-European Corridor X, which is fully electrified and mostly double track, and Vb line section is Botovo Zagreb. Port of Ploče is connected with the line section on Corridor Vc. There are two railway lines connecting Zagreb node with Adriatic: Zagreb- Rijeka, and Zagreb-Split. Pula, Zadar and Šibenik on the Adriatic coast are connected by the railway lines with the hinterland. In 2004 HŽ has procured eight modern tilting trains introduced on the Zagreb- Split line section, aimed to reduce travel time from eight to five hours and 30 minutes and improve passenger service quality. 77

81 Figure 46: Railways network in Croatia Source: (Hrvatske Željeznice, 2014) Passenger traffic is almost 40/% of total rail traffic in Croatia, but overall amount of pkm is fairly steady Region of Istria (port of Pula, port of Rovinj) Here below is identification of rail passenger traffic flows in term of port-rail connectivity: Table 51: Railway passengers frequency connection with Port of Pula Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Lupoglav-Pula 4 L Rijeka-Pula 1 L Zagreb-Pula 2 R TOTAL 7 Source: Hrvatske Željeznice Primorsko-Goranjska Region (ports Krk, Mali Lošinj and Rab) 78

82 Islands ports: Krk, Mali Lošinj and Rab have the nearest railway connection via Rijeka. The Port of Rijeka had 178,960 passengers in Here below is identification of rail passenger traffic flows in term of port-rail connectivity: Table 52: Railway passengers frequency connection with Rijeka Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Pula-Rijeka 2 L Ogulin- Rijeka 4 L Rijeka-Zagreb 3 R Ljubljana-Rijeka 2 I TOTAL 11 Source: Hrvatske Željeznice Dubrovnik Neretva Region (port of Dubrovnik) Port of Dubrovnik has no direct hinterland connection by rail. The nearest rail connection is in Ploce port (Croatia) Port of Split Authority (port of Split) Here below is identification of rail passenger traffic flows in term of port-rail connectivity: Table 53: Railway passengers frequency connection with Port of Split Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Zagreb-Split 2 I TOTAL Assesment of ports hinterland connectivity by rail in Greece OSE as a Manager of infrastructure is competent for the maintenance of the infrastructure, namely for the construction and maintenance of the tracks, structures and relevant equipment, and of the installations required for the infrastructure s maintenance. 9 Source: SEETO 79

83 Figure 47: Railway network in Greece Source: (OSE, 2013) The National Railway Infrastructure based on the criteria for classifying segments is divided into a fallowing segments: Active network Network under construction Active network under temporary operation suspension Obsolete network. At the categories listed above, no private sidetrack is included. The railway network of OSE is geographically divided into three Regions: Athens Region Peloponnesus Region Macedonia Thrace Region (OSE, 2013) Igoumenitsa Port Authority (Igoumenitsa port) For the time being there is no direct connection Igoumenitsa port with the hinterland by rail. 80

84 Assesment of ports hinterland connectivity by rail in Italy RFI (Rete Ferroviaria Italiana) is the company of the Ferrovie dello Stato Italiane Group (since 1 st of July 2001) with the public role of Infrastructure Manager. As the body responsible for the track, the stations and the installations, RFI ensures to railway undertakings the access to the railway network, performs the maintenance and the safe circulation on the whole network, manages the investments for the upgrading and improvement of railway lines and installations and it develops the technology of systems and materials. Figure 48: Railways network in Italy Source: (Rete Ferroviaria Italiana, 2014) On the international front, RFI promotes the integration of the Italian infrastructure in the European railway network, by co-ordinating with the EU Member States the quality standards, the activities and the marketing strategies of the services. Presently, operational lines are more than 16,720 km 10 long; more than km of it are electrified and over 7,500 km are double track. Stations and stops for customer service are 2,260. Under the Bluvia trademark, RFI ensures the ferry link with Sicily and Sardinia. 10 Network Statement 2014, Rete Ferroviaria Italiana S.p.A. (RFI), 81

85 The railway lines may be divided into the following types according to their characteristics: 6,448 km of high traffic density main lines; Branch lines, a dense network of connections in regional centres of population linking with the main line trains, for a total length of 9,365 km; Junction lines in big metropolitan areas, for a total area of 939 km. 71.5% of the network, equal to 11,969 km, is electrified and 45% of the total is double-tracked, corresponding to 7,540 km. Customers 2013 was characterised by the strengthening of the range in the Market segment and the gradual completion of diversification in levels of service: the proportion of products in this segment reported +13% compared to was also characterised by the full operation of competition in the High Speed segment. A substantial process of change took place in the pricing policy for all the products in the national and international passenger sector (Frecce trains and Basic Services). Frecciarossa Milan-Adriatic line service was launched during 2013 in order to adjust supply to demand and 32 more trains now stop at Rome Tiburtina. The percentage of Frecciarossa trains arriving at destination on time or, in any case, in the 0 15 minutes band exceeded 98% in The customer satisfaction data showed a level of overall travel satisfaction of 96.1% at the end of the year, in line with the results recorded at the end of Frecciargento services were further expanded by more trains between Venice/Bolzano and Naples and more trains stopping at Rome Tiburtina: 36 additional trains on the Rome to Venice service stopped at this station. The percentage of Frecciargento trains arriving at destination on time or, in any case, in the 0 15 minutes band exceeded 98% at the end of the year. The customer satisfaction data showed a level of overall travel satisfaction of 92.5% at the end of the year. Frecciabianca The Frecciabianca product travels on traditional lines and serves three main lines: Padana Cross Road (Turin-MilanVenice/Udine/Trieste), Adriatic (Turin-Milan-Bologna-Ancona-Bari/Lecce/Taranto) and North Tyrrhenian (Rome-Genoa-Milan). Despite the difficult context for an Italian economic recovery, the transport sector performed moderately well with respect to both passengers and cargo. Demand for passenger transport also showed an upwards trend. After two years of decline, air passenger traffic resumed growth, with approximately 150 travellers passing through the 35 Italian airports monitored by Assaeroporti explain (+4.5% on the previous year). Both domestic passenger traffic, up by 2.5%, and the net growth in international traffic contributed to the overall result. Indeed, international traffic grew by 5.9% on the previous year, particularly influenced by the 7.5% increase in traffic from EU countries on Italy s top domestic hub remains the Roma Fiumicino international airport, with its total of 38.5 million transiting passengers in the year. Milano Malpensa is next, with roughly 19 million passengers (+5% on 2013), including approximately 16 million international passengers, despite the Linate decree deregulating traffic from the Milano Linate airport to non-capital cities in 82

86 Europe. With respect to road transport, after decreasing over the past three years, light vehicles ended the year with a 1.0% gain on 2013, corresponding to roughly 59 billion light vehicle-km in terms of volume. Even the automotive industry showed recovery, with some 1.4 million new cars registered in 2014 (+4.2% on the previous year), substantially due to growth in the rental sector, rather than private ownership. On the other hand, the cruise ship sector declined: according to Cemar (port agent tour operator network) forecasts, cruise ships at Italian ports lost approximately 10% on an annual basis. (Trenitalia S.p.A Annual Report). The occupancy ratio of medium/long-distance trains was higher than 50% in 2013, obtaining the highest figure in market services. The rates were lower for regional transport (about 34%), which is typically affected by substantial variations between peak and off-peak hours. Table 54: Passenger operations provided by TRENITALIA Main operating data Length of the railway network (km) Trains-km medium/long passengers (000) Trains-km regional transport passengers (000) Passengers/km-rail regional transport (millions) Passengers/km-rail midium-long transport (millions) Passengers/km- rail transport (millions) , Source: (Ferrovie Italiane, 2013) As regards domestic transport services, the average level of travel satisfaction as a whole was still very high for medium/long-distance trains 90.0%, with significantly higher values for Frecciarossa trains 96.1%. The same index for regional transport trains showed an increase, with a customer satisfaction percentage of 73.8% compared to 71.9% in 2012 ( (Ferrovie Italiane, 2013)). Passenger transport shows varying results for the different services offered. Longhaul transport performed well, up by approximately 7% on 2013, mostly boosted by greater revenue from the Freccia trains (accounting for over 113 million), mainly in connection with the strengthening of the offer and the implementation of particularly effective marketing strategies; long-haul transport service revenue relating to the universal service agreement, i.e., revenue from transport services based on a specific public service contract with the government, remained substantially in line with the previous year (+1.3%). The regional transport business grew by 5 million, 1 million of which domestically and 4 million of which on the German market thanks to the performance of the Netinera Deutschland group. 83

87 Region of Friuli Venezia Gulia (Port of Trieste) Trieste Centrale railway station is the main station serving the city in the region of Friuli-Venezia Giulia. The station has about 6 million passenger movements each year. It is served by trains linking it with all of Italy. The following services call at this station: High-speed train (Trenitalia Frecciabianca) Trieste-Turin: Trieste - Venice (Mestre) - Padua - Vicenza - Verona - Peschiera del Garda - Brescia - Milan (Centrale) - Novara - Turin Intercity train (Trenitalia Intercity) Trieste-Rome: Trieste - Venice (Mestre) - Padua - Rovigo - Ferrara - Bologna - Florence (Rifredi) - Arezzo - Chiusi- Chianciano - Rome Night train (Trenitalia Intercity Notte) Trieste-Rome: Trieste - Venice (Mestre) - Padua - Rovigo - Ferrara - Bologna - Arezzo - Chiusi-Chianciano - Rome Regional train (Trenitalia Regionale) Trieste-Venice: Trieste - Udine - Treviso - Venice (Mestre) - Venice (Santa Lucia) Regional train (Trenitalia Regionale) Trieste-Udine: Trieste - Gorizia/Gorica - Udine - (Carnia) Regional train (Trenitalia Regionale) Trieste-Portogruaro Carole: Trieste - Monfalcone - Portogruaro Carole For train services to Slovenia, there is a tram (Trieste Urbano No. 2) from Trieste Centrale to Villa Opicina/Opcina. From Villa Opicina station, 4 trains (8 in both directions) operated by the Slovenian Railways daily to provide a 10-minute shuttle to Sezana across the border. At Sezana station in Slovenia, there are 10 direct trains daily connecting the border town to Ljubljana. Table 55: Railway passengers frequency connection with Port of Trieste Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Milan-Trieste 5 ICE Turin-Trieste 6 ICE Roma-Trieste 4 ICE TOTAL 15 Source: TRENITALIA Sistemi Territoriali SPA (port of Venize) Venezia-S.Lucia station Station Typology and Surrounding Land Use As the unique railway terminal of the city island of Venice, Venezia S.Lucia station serves a widecity area of 2 km radius with 60,000 inhabitants, 52,000 employees and a touristic magnet attracting more than 20 millions of visitors in a year. In such a contest, the station supplies a large share of commuters both leaving and getting to the city- 84

88 centre along with tourists both commuting (i.e. daily visitors) and accommodating within the city-centre. All in all, the station is used by around riders per weekday, with seasonal touristic picks of per day. Venezia-Mestre Station Station Typology and Surrounding Land Use Venezia- Mestre station forms the physical border between the southern land of Mestre and Marghera district. The Mestreside station area (i.e. 1 km distance from the station) is mostly devoted to residential, neighbourhood retail and office functions while the central activities district with Institutional, retail, entertainment and civic uses is 2 km further north. Figure 49: Assigned flows on the rail netvork Source: Veneto Region Venezia Santa Lucia terminal railway station Venezia Mestre railway junction station are Venice's two most important railway stations. Train services provided are as follows: High-speed train (Italo Venice-Naples): Venice - Padua - Bologna - Florence - Rome (Tiburtina) - Naples High-speed train (Trenitalia Frecciarossa): Venice - Padua - Rovigo - Bologna - Florence - Rome (Termini) High-speed train (Trenitalia Frecciabianca): Venice - Padua - Vicenza - Verona - Brescia - Milan - Novara - Turin 85

89 High-speed train (Trenitalia Frecciabianca): Venice - Padua - Rovigo - Ferrara - Bologna - Rimini - Pesaro - Ancona - Pescara - Termoli - Foggia - Bari - Brindisi - Lecce Regional train (Trenitalia Regional Express): Venice (Santa Lucia) - Venice (Mestre) - Castelfranco Veneto - Bassano del Grappa Regional train (Trenitalia Regional Express or Regional): Venice - Trieste/Triest Regional train (Trenitalia Regional): Venice - Padua - Monselice - Rovigo - Ferrara Regional train (Trenitalia Regional): Venice - Treviso - Conegliano - Sacile - Udine Regional train (Trenitalia Regional): Venice - Padua - Vicenza - S. Bonifacio - Verona High-speed train (Trenitalia Frecciargento): Venice - Padua - Bologna - Florence - Rome (Tiburtina) - Rome (Termini) - Rome-Fiumicino Airport 'L. da Vinci' International trains: Night train (Thello EuroNight): Paris (Gare de Lyon) (F) - Dijon (Ville) (F) - Milan (Centrale) - Brescia - Verona - Padua - Venice (Mestre) - Venice (Santa Lucia) Night Train (DB CityNightLine): Venice (Santa Lucia) - Venice (Mestre) - (Treviso) - (Conegliano) - (Pordenone) - (Udine) - (Tarvisio Boscoverde) - Munich (D) Night train (ÖBB EuroNight): Venice (Santa Lucia) - Venice (Mestre) - Treviso - Udine - Villach (A) - Salzburg (A) - Wels (A) - Linz (A) - St. Pölten (A) - Vienna (West)(A) Intercity train (ÖBB EuroCity): (Venice) - (Padua) - Verona - Rovereto/Rofreit - Trento/Trient - Bolzano/Bozen - Brennero/Brenner - Innsbruck (A) - Jenbach (A) - Wörgl (A) - Kufstein(A) - Rosenheim (D) - Munich (D) Intercity train (ÖBB EuroCity): Venice (Santa Lucia) - Venice (Mestre) - Treviso - Udine - Villach (A) - Klagenfurt (A) - Leoben (A) - Bruck (A) - Vienna (Meidling)(A) Motorail (ÖBB Autozug): Venice (Santa Lucia) - Venice (Mestre) - Treviso - Udine - Villach (A) - Klagenfurt (A) - Leoben (A) - Bruck (A) Vienna (West)(A) Ravenna Province Region (port of Ravenna) The station has about 3.5 million passenger movements each year. Regional passenger services The station is served by regional trains operating on the three railway lines: to Ferrara and Rimini, on the Ferrara Ravenna Rimini line; to Bologna Centrale, via the Castelbolognese line; to Faenza, terminus of the Faenza line. The latter two lines run parallel as far as Russi. 86

90 Long-distance passenger services: Periodically, mainly in summer, Ravenna has long-distance passenger services, and in the past these have included international trains. Eurostar Fast Rome Ravenna. operates daily. InterCityNotte Trieste Lecce. Operates daily, with some exceptions. The following links, however, are operated seasonally: Eurostar City Milano Centrale Ravenna Ancona. Runs on summer Saturdays and holidays. Eurostar Rome Ravenna. Runs daily in summer. Table 56: Railway passengers frequency connection with Port of Ravenna Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Milan-Ravenna 2 ICE Rome-Ravenna 1 ICE TOTAL 3 Source: TRENITALIA Ancona Port Authority Region (port of Ancona) Ancona railway station is the main railway station of the Italian city of Ancona, in the Marches region. The station is served by the following services (incomplete): High speed services (Frecciarossa) Milan - Bologna - Ancona High speed services (Frecciarossa) Milan - Bologna - Ancona - Pescara - Foggia Bari High speed services (Italo) Turin - Milan - Bologna - Ancona High speed services (Frecciabianca) Milan - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce High speed services (Frecciabianca) Milan - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Taranto High speed services (Frecciabianca) Turin - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce High speed services (Frecciabianca) Venice - Padua - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Intercity services Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Intercity services Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Taranto Night train (Intercity Notte) Milan - Parma - Bolgona - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Night train (Intercity Notte) Milan - Ancona - Pescara - Foggia - Bari - Taranto - Brindisi - Lecce 87

91 Night train (Intercity Notte) Turin - Alessandria - Bolgona - Ancona - Pescara - Foggia - Bari - Brindisi Lecce Identification of rail passenger traffic flows in term of port-rail connectivity is presented in table below: Table 57: Railway passengers frequency connection with Port of Ancona Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Milan-Ancona 10 ICE Rome-Ancona 1 ICE Bari-Ancona 9 ICE TOTAL 20 Source: TRENITALIA Molise Region (Port of Termoli) Termoli railway station serves in the region of Molise. The station has about 780,000 passenger movements each year. The station is also served byintercity and Eurostar trains and many regional trains. The station is served by the following services (incomplete): High speed services (Frecciabianca) Milan - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce High speed services (Frecciabianca) Milan - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Taranto High speed services (Frecciabianca) Turin - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce High speed services (Frecciabianca) Venice - Padua - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Intercity services Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Intercity services Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Taranto Night train (Intercity Notte) Turin - Alessandria - Bolgona - Ancona - Pescara - Foggia - Bari - Brindisi Lecce Levante Port Authority (port of Bari) Bari Centrale is a typical transit station near the town centre, with an average of 38 thousand transits per day and 14 million users per year, approximately 300 trains arrivals and departures per day and 340 bus runs (FS). Bari railway station operate trains range from regional services to InterCity, Eurostar and high speed trains. Most train services are operated by Trenitalia. Services on the Bari Martina Franca Taranto railway are the exception. They are operated by Ferrovie del Sud Est (FSE). 88

92 High speed services (Frecciabianca) Milan - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Taranto Intercity services Rome - Naples - Salerno - Taranto Intercity services Rome - Foggia - Bari - Taranto Intercity services Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Taranto Intercity services Reggio di Calabria - Siderno - Crotone - Rossano - Taranto Night train (Intercity Notte) Milan - Ancona - Pescara - Foggia - Bari - Taranto - Brindisi - Lecce Regional services (Treno regionale) Naples - Salerno - Potenza - Metaponto - Taranto Local services (Treno regionale) Bari - Gioia del Colle - Taranto Local services (Treno regionale) Taranto - Francavilla Fontana - Brindisi Local services (Treno regionale) Martina Franca Taranto Table 58: Railway passengers frequency connection with Port of Bari Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Rome-Bari 3 ICE Milan-Bari 10 ICE Lecce-Bari 10 ICE TOTAL 23 Source: TRENITALIA Abruzzo Region (port of Pescara) Pescara railway station lies on the Adriatic line from Riminito Lecce and the trans- Apennine line to Rome. It serves an average of 3.5 million people per year. The station is served by the following services (incomplete): High-speed train (Trenitalia Frecciabianca) Milan-Lecce: Milan - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce High speed services (Frecciarossa) Milan - Bologna - Ancona - Pescara - Foggia Bari High-speed train (Trenitalia Frecciabianca) Milan-Bari/Taranto: Milan - Parma - Bologna - Ancona - Pescara - Foggia - Bari - Taranto High-speed train (Trenitalia Frecciabianca) Venice-Lecce: Venice - Padua - Verona - Bologna - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Intercity train (Trenitalia Intercity) Bologna-Lecce: Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Intercity train (Trenitalia Intercity) Bologna-Bari/Taranto: Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Taranto Night train (Trenitalia Intercity Notte) Milan-Lecce: Milan - Bolgona - Rimini - Ancona - Pescara - Foggia - Bari - (Taranto) - Brindisi - Lecce 89

93 Night train (Trenitalia Intercity Notte) Turin-Lecce: Turin - Alessandria - Voghera - Bologna - Rimini - Ancona - Pescara - Foggia - Bari - Brindisi - Lecce Regional train (Trenitalia Regionale) Ancona-Pescara: Ancona - Civitanova Marche - San Benedetto del Tronto - Pescara: Regional train (Trenitalia Regionale) Rome-Pescara: Pescara - Chieti - Sulmona - Avezzano - Carsoli - Tivoli - Rome Regional train (Trenitalia Regionale) Teramo-Avezzano: Teramo - Giulianova - Pescara - Chieti - Sulmona - Avezzano Regional train (Trenitalia Regionale) Teramo-Termoli: Teramo / San Benedetto del Tronto - Pescara - Ortona - San Vito Lanciano - Termoli Regional train (Sangritana Regionale) Pescara-Lanciano: Pescara - Ortona San Vito Lanciano - Lanciano Table 59: Railway passengers frequency connection with Port of Pescara Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Milan-Pescara 10 ICE Bari-Pescara 9 ICE TOTAL 19 Source:TRENITALIA Assesment of ports hinterland connectivity by rail in Montenegro Railway sector in Montenegro is managed by Railway Infrastructure of Montenegro (ŽICG), Railway Transport of Montenegro (ŽPCG) and Montenegro AD. Railway network of Montenegro consist 248km, of which 168km electrified, with no double track lines. The main railway line is section of line Belgrade (Serbia)-Bar, connecting Adriatic port of Bar with the capital Podgorica and further the north to Serbia border. In 2009, the passenger traffic has fallen up to 50%, compared to , from 212 mil.pkm to 101mil.pkm, respectively. The small passenger traffic volumes are partly influenced by small rail network and population, as well. 11 Source: WB,

94 Figure 50: Railway network in Montenegro Source: (Željeznicka infrastruktura Crne Gore, 2014) The railway infrastructure and the rolling stock in Montenegro is quite aged, what significantly influence on the lower rail service quality. Identification of rail passenger traffic flows in term of port-rail connectivity is presented in Table below: Table 60: Railway passengers frequency connection with Port of Bar Relation Frequency of trains Type of trains Passenger flows Price From/To N of N of N of N of I/R/L trains/day trains/year pass/day pass/year EUR Beograd-Bar 4 NA R 1, ,000 NA Bijelo Polje- 4 NA L ,705 NA Podgorica-Bar Podgorica-Bar 9 NA L ,435 NA Source: (Željeznički prjevoz Crne Gore, 2014) 91

95 Assesment of ports hinterland connectivity by rail in Slovenia In the Republic of Slovenia the PRI Manager is the company Slovenske železnice Infrastruktura, d.o.o. (Slovenian Railways Infrastructure Ltd), which, in accordance to the provisions of the legislation, is responsible for maintenance of the PRI, traffic control and infrastructure management. With regard to the traffic volume, economic significance and connecting role in the railway network, the rail lines are divided into main and regional types. PRI lines are classified also according to the number of tracks: km - single-track lines (trains run in both directions on the same track), km - double-track lines (trains run in defined directions on each track). Figure 51: Railways network in Slovenia Source: (Slovenske Železnice, 2014) The favourable geographic location of Slovenia on the network of pan-european corridors continues to play a significant role when it comes to creating international rail connections. In the face of challenge from competitor airline operators, the railway is urged to look for new market strategies in order to raise the attractiveness of rail. Rail passenger services in Slovenia are operated by SŽ-Potniški promet. The main competitors of rail on domestic market include private and public road transport, while international services typically compete with low-cost airline operators. 92

96 In 2013, the modal split for rail passenger in public transport amounted to 32.2%, up 2.7 percentage points on the previous period. The rise can be attributed to increased sales of subsidized monthly rail passes for students, which had recently dropped in price to match the harmonized pricing model applied across all public transport modes. Growth was also recorded in commuter rail with season ticket sales going up 11.5% on International services on the whole recorded a higher share in sales (21.1%) than in volume sold (16.5% of total pkm) University of Ljubljana (port of Koper) Identification of rail passenger traffic flows in term of port-rail connectivity has been presented in table below: Table 61: Railway passengers frequency connection with Port of Koper Relation Frequency of trains Type of trains From/To N of trains/day I/R/L Ljubljana-Koper 5 ICE TOTAL 5 Source: Slovenske železnice Assesment of ports hinterland connectivity by rail Serbia (University of Belgrade) Serbian Railways (ŽS) are state owned company which operates as infrastructure manager and rail operator. Total network length is 3,475 km of which 31% is electrified and 7% is double track lines. Serbia has no direct access to the Adriatic sea but rail line Beograd-Bar, connecting Serbian capital with the Adriatic port in Montenegro, as a main rail axle of hinterland connection with the Port of Bar. 12 SŽ Annual Report,

97 Figure 52: Railway network in Serbia Source: (Željeznice Srbije, 2014) In period from 2000 to 2009 year, passenger traffic volume has declined by 58%, while freight rose by 42%. Limited quality of passenger services is consequence of low commercial speeds (43,3km/h in ) and lack of attractive passenger coaches. Technical characteristics of the current ŽS passenger coach fleet are not consistent with the current and projected demand. Plan of its modernization includes procurement of 30 EMUs, partly funded by EBRD loan ASSESSMENT OF THE RAIL INFRASTRUCTURE NEEDS IN ADRIATIC-IONIAN REGION TEN-T Programme The EU launched recently the renewed TEN-T programme, which includes several countries in the Project area, primarily Italy, Slovenia, Croatia and Greece, as presented on the figure below. 13 Source: WB, Source: WB,

98 Figure 53: Map of TEN-T Corridors Source: (SEETO, 2013) These countries are included in this Pan-European corridor development scheme with the following corridors: Baltic-Adriatic Corridor (route no. 1/ blue ) with the gateways in Koper (Slovenia), Trieste, Venice and Ravenna (Italy), Mediterranean Corridor (route no. 3/ green ) with the gateway in Rijeka (Croatia), Scandinavian-Mediterranean Corridor (route no. 5/ pink ) with the gateways in Ancona and Taranto (Italy), Orient-East-Med Corridor (route no. 4/ brown ) with the gateway in Igoumenitsa (Greece) Croatia participates in another programme as well, so it is presented separately and herewith is the overview on expected investments in railway lines in the TEN-T countries in relation to the targeted seaports, which were identified previously Key Investments in Railway Infrastructure of Slovenia There are several projects to be implemented in the close future as below. Reconstruction and upgrade of Divaca-Koper section on route no. 1, which includes construction of the double-track line and installation of contemporary interlocking equipment, but primarily objective is to increase the capacity of the line for freight trains from existing 9 million to more than 14 million tons annually. Total project value is 199 million Euros. 95

99 Construction, electrification and upgrade of Pragersko-Hodos section on the same route, including the upgrade of level crossings and underpasses at railway stations. Total project value is 465 million Euros. Installation of ETCS Level 1 on Sezana-Koper-Hodos sections on the same route with the total project value of 56 million Euros. Besides that, one of the major projects in railway infrastructure of Slovenia is the installation of digital radio-system (GSM-R) on complete railway network of Slovenia. Total project value is 142 million Euros Key Investments in railway infrastructure of Italy Investment planning for provides for commitments of roughly 4 billion. 75% of these commitments (approximately 3 billion) relates to investments in progress, consisting of around 400 projects. Planned commitments do not include the capitalisation of maintenance that enhances assets investments Investments totalled 1,096 million in 2014 and are detailed below, in comparison with investments of the previous year: Table 62: Trenitalia investment (mil.eur) (millions of Euros) Change (%) Rolling stock Onboard technologies IT Source: Trenitalia S.p.A Safety investments: approximately 10 million was invested in upgrading projects pursuant to Legislative decree no. 81 of 9 April 2008 concerning workplace protection and safety, allocated as follows: 4.1 million in the Passenger Transport Division; 4.6 million in the Regional Transport Division; and 1.1 million in the Technical Division. Even if the macroeconomic scenario in which it operates is still unfavourable, with investment levels the FS Italiane Group confirming its position as one of the major investors in Italy, both with respect to its direct competitors and with respect to Italian companies operating in different sectors. The Group s Investment Plan ( ) aims at enhancing the country s system of infrastructures, keeping them efficient and providing increasingly higher quality transport services, with the objective of creating value to the benefit of the FS and of the national production system. The total investment expenditure of the Ferrovie dello Stato Italiane Group during 2013 (Euro 3,895 million, of which Euro 1,563 million from self-financing and Euro 2,332 million from public grants) continued the targeted trend as the last years, showing a slight increase (+0.1%) compared to the volume of accounting carried out in the previous year. 96

100 Table 63: Investments by FS (mil.eur) Year Mil. EUR Source: Ferrovie del Stato-FS, In a context of shortage of public funds, the main issue that affects the planning of investments in the development of the Italian rail network is that of concentrating financial resources and thus selecting the projects compliance with the lines of strategy that have been agreed at European level, it is of fundamental importance to convey public funding to the transport infrastructures that respond to the real needs of mobility demand and which, after cost-benefit assessments, are shown to be more capable than others to stimulate and country s productivity and competitiveness following lines of action: maintaining and raising the safety levels specified in the obligations and statutory requirements related to railway transport; expanding High Speed/High Capacity and Alpine pass services; resolving critical issues, especially in the large urban areas; increasing speeds on the main passenger routes; developing freight corridor services. Iinvestments on the Traditional/High Capacity Network were allocated as follows: 59% to the maintenance of the infrastructure in good working order and to technology: specifically, projects were implemented which were aimed at further raising safety levels and at improving efficiency of the management of the railway traffic; 41% to the construction of works relating to large infrastructural development projects (modernisation and upgrade of corridors, metropolitan and regional areas). It should be specified, in detail, that about 17% of the total expenditure relating to the Traditional/High Capacity Network (equal to Euro 370 million) was dedicated to cutting-edge technology. The Turin-Milan-Naples High Speed/High Capacity Network recorded a volume of investments of Euro 627 million and, at the end of 2013, the project achieved a total accounting progress of about 92%. In 2013 the start-up of new projects involved a number of designs, both preliminary and final. The table below reports the volumes of 2013 activations broken down by type of work, as well as the comparative data referred to the two previous years. (Annual Financial Report, Ferrovie del Stato-FS, 2013&2014.) Italy has a plan of 24 billion Euros expenditure on overall improvement of railways in the forthcoming years. One of key focuses in that plan is strengthening of the railway 97

101 network, which is part of the TEN-T programme with particular attention to rail connections in the southern regions of Italy. From aforesaid amount, about 15 billion Euros relate to so-called Contratto di Programma, which includes the following: The maintenance of safety standards throughout the entire network, The strengthening of the conventional network, with significant work on the metropolitan hubs resulting in advantages for local transport services and on TEN-T Corridors defined by the European Union, with particular focus on Southern Italy (Naples, Bari, Salerno, Salerno-Reggio Calabria, Sicily) SEETO Programme SEETO s core railway network are railway routes taken from the concept of the Pan- European Corridors (stated as Corridors ) and additional railway routes (stated as Routes ), which are assessed as important for development of multi-modal core regional transport network of the South-East Europe. Figure below presents the railway network under this concept along with the identified railway lines. Figure 54: Core railway lines under Comprehensive Network programme of SEETO Source: (SEETO, 2013) The lines are provided below: Corridor V b (308 km): Sapjane (Slovenian border) Zagreb (Croatia) Botovo (Hungarian border) Corridor V c (554 km): BeliManastir (Hungarian border) Osijek (Croatia) Sarajevo (Bosnia and Herzegovina) Ploce (Croatia) Corridor VIII (planned for 617 km, of which 411 km exist at present): Tirana/ Durres/ Vlore (Albania) Lin/ Pogradec (Albania) Kicevo (the former 98

102 Yugoslav Republic of Macedonia) Skopje Kumanovo (the former Yugoslav Republic of Macedonia)Kumanovo (the former Yugoslav Republic of Macedonia) KrivaPalanka (the former Yugoslav Republic of Macedonia ) Deve Bair (Bulgarian border) Plus Planned Extensions: (206km) Lin (Albania) the former Yugoslav Republic of Macedonia border Pogradec Korce (Greek border) Kafasan (Albanian border) Kicevo (the former Yugoslav Republic of Macedonia) Corridor X (1.177 km): Savski Marof (Slovenian border) Zagreb (Croatia) Belgrade (Serbia) Skopje (the former Yugoslav Republic of Macedonia) Gevgelija (Greek border) Corridor X B (151 km): Subotica (Serbia) StaraPazova (Serbia) Corridor X C (97 km): Nis (Serbia) Dimitovgrad (Bulgarian border) Corridor X D (179 km): Veles (the former Yugoslav Republic of Macedonia) Kremenica (Greek border) Route 1 (326 km): Ostarije (Croatia) Split (Croatia) Route 2 (143 km): Podgorica (Montenegro) Vlore (Albania) Route 4 (579 km): Vrsac (Romanian border) Belgrade (Serbia) Bar (Montenegro) Route 9 (94 km): Banja Luka (Bosnia and Herzegovina) Doboj (Bosnia and Herzegovina) Route 10 (252 km): Kraljevo (Serbia) Pristina (Kosovo (under UNSCR 1244/99)) GorcePetrov (the former Yugoslav Republic of Macedonia) Route 11 (138 km): Pozega (Serbia) Stalac (Serbia). Total investment needs for this railway system in railway infrastructure of SEETO countries is estimated at 9,5 billion Euros. About 85% of this network is in a technical condition below the average and above that is a need to make substantial with elimination of existing bottlenecks. The important lines for the identified project area are the following: Corridor Vb with the gateway in Rijeka (Croatia) Route 1 with the gateway in Split (Croatia) Route 2 with the gateway in Dures and extension over Corridor VIII to Vlore (Albania) Route 4 with the gateway in Bar (Montenegro) Actual committed investments are the following: reconstruction of section DugoSelo-Krizevci on Corridor Vb railway line with total costs of 198 million Euros, 99

103 construction of two new railway sections along Corridor VIII (Beljakovce- KrivaPalanka-border to Bulgaria and Kicevo-border to Albania) with total costs of 940 million Euros, and rehabilitation of section Ribnica-Bar on Route 4 (Belgrade-Bar railway line) with total costs of 14 million Euros. 100

104 4. AIRPORTS AND AIR CONNECTIONS IN THE REGION The following chapter elaborates current state of air transport within and outside the Adriatic region through separate analysis divided in two main subchapters. The first subchapter provides assessment of the Adriatic national airlines while the second is focused on the Adriatic basin airports network analysing them through the following topics: a) ownership structures; b) geostrategic valorisation; c) transportation connectivity; d) infrastructure assessment and e) traffic performance. Additional attention within this chapter is dedicated to historical overview of the global air transport main figures ASSESSMENT OF THE ADRIATIC-IONIAN NATIONAL AIRLINES The break-up of Yugoslavia and associated confrontations caused geopolitical and economic changes in the SEE region, which resulted in fragmentation of once unified transport market and accordingly reduction of air transport volumes. Each Regional Participant independently established their national airlines as well as the hub airports which are situated in the countries capital cities. Due to the unstable political situation within the region supported by the lack of bilateral agreements between the countries, each country established their route network mainly towards the Western Europe countries while intraregional connectivity was neglected. After signing the ECAA agreement, the air services were liberalised and the route network has grown rapidly. New established routes are connecting European destinations within the Adriatic region serving neighbouring hub airports as feeders while regional main airport, which could compare to European hubs, have been established mainly in Italy. It implicates the lack of domestic traffic, with exception in Italy and Croatia, which highlights the importance of cross border international traffic on regional level. 101

105 Table 64: List of national airlines and related indicators of air transport in the Adriatic-Ionian basin Regional participant Croatia Greece Italy Montenegro National airlines Croatia Airlines Aegean Airlines Alitalia Montenegro Airlines Ownership Number of aircrafts Government 96.22% 12 Fully private company 36 Fully private company with 24 shareholders 103 Government 100% 6 Slovenia Adria Airways Government 69.9% 10 Aircraft types 4 A319 2 A320 6 Q400 Airbus 320 family aircraft (A319, A320, A321) 22 A A A A B777 1 E-190LR 3 E-195LR 2 Fokker A319 2 CRJ200LR 6 CRJ900LR Number of destinations Main indicators of current state of air transport in the Adriatic region are modes traffic flows that represent 2% of passenger transportation in the world schedule traffic and 1.5% of the number of international airports in the world as well as underdeveloped intra-regional connectivity and lack of intercontinental flights. Recent territorial fragmentation of the SEE region resulted in the creation of new independent States from which each has established its national flag carrier. Cumulative traffic volume of the SEE airlines 15 (4.4 million passengers) in the year 2010 was 1.5 times lower than neighbouring Austrian Airlines traffic volume (10.9 million passengers). It reflects enormous change considering a pre-war period (1989) when Yugoslavian JAT alone carried double passengers than Austrian Airlines. Due to low performance of national airlines, private sector incursion started in 1997 transposing Albanian Airlines shares to M.A. Kharafi & Sons group. The process continued in 2008 by its further transposing to Advanced Construction Group (ACG 16 ) and soon after in 2009 to Azerbaijan based Turkish Evsen Group of Companies (93%) while 7% remained in ACG. However, it could be stated that mentioned privatisation was not successful as Albania s Civil Aviation Authority took the decision in November 2011 to revoke the operating license of Albanian Airlines leading to a suspension of flights operated by the company. Unsuccessful privatisation of public transport companies in the SEE region continued in 2008 by Turkish Airlines acquiring 49 percent of the BH airlines from the Government of Bosnia and Herzegovina that lasted until mid 2012 when Turkish 15 BH Airlines, Croatia Airlines, Montenegro airlines, JAT Airways 16 ACG - Advanced Construction Group 102

106 Thousands Airlines cancelled the agreement with BH Airlines due to inability of BH Government to invest in the joint venture. Major SEE national airlines, Croatia Airlines, Air Serbia and Montenegro Airlines are still fully owned by the Government. On the other hand, Italian national carrier comprises the fully private group of 24 shareholders National airlines passenger traffic indicators in the Adriatic-Ionian basin Croatia Airlines Aegean Airlines Alitalia Adria Airways Montenegro Airlines Figure 55: Indicators of passenger traffic carried by national airlines in the Adriatic basin Alitalia is the leading airline (in terms of passengers) in the Adriatic region. Albanian Airlines recorded the highest traffic growth in 2010, three times higher than in 2009 due to visa liberalisation with the EU countries, which entered into force in 2010, but as previously mentioned, it ceased operations in ASSESSMENT OF ADRIATIC-IONIAN BASIN AIRPORTS NETWORK The most conspicuous strategic advantage of the Adriatic region can be defined through the typical characteristic of the region which is placed at the active confluence of three regions the Balkan peninsula, Caucasus and Asia, which are all very close to the growing market of Middle East. The Adriatic region has a favourable geo-strategic position for attracting air traffic in over-flights and regarding the projection of traffic growth between Northwestern Europe and the Mediterranean and the Near East. However, small size of national aviation markets in the Adriatic countries and the geographical location of many airports positioned close to national borders have impact on passenger air traffic volumes in the region as well as on intraregional air transport connectivity. Also, the competition among the airports with overlapping 103

107 hinterlands can be fostered by improving road and rail links and cross-border procedures. Table 65: Adriatic-Ionian network airports considered among regional participants Regional participant Croatia Greece Italy Montenegro Slovenia Adriatic-Ionian network airports Dubrovnik Pula Rijeka Split Corfu Trieste Bari Ancona Venice Pescara Tivat Portorož The catchment areas of the airports in the Adriatic region are shown on Figure 54. Airport catchment areas (100 km) in the region spread to one or more neighbouring countries while the highest airport density is registered in Southeastern part of the region where seven airports are situated in the radius of 220 kilometres. 104

108 Figure 56: Airport catchment areas in the Adriatic basin In South-Western (Rijeka and Pula) and Southern (Split and Zadar) part of Croatia direct catchment overlapping is perceived and it limits mentioned airports further development. In North-Eastern part of the SEE region, where lowest airport density and highest population density (7.5 million inhabitants 17 ) is perceived, the majority of traffic is concentrated on Belgrade Airport. Sarajevo Airport by its geostrategic position is in the middle of the SEE region has an opportunity to serve as a regional connecting point; but due to bad weather conditions and direct catchment of 750,000 inhabitants its traffic volumes are limited. By applying TEN-T categorisation on the airports in the Adriatic region it can be noted that, on the basis of their traffic performance, Venice airport is considered as International connecting point, other 4 could be in the second category as Community connecting points (Dubrovnik, Split, Bari, Corfu), while other 7 (Rijeka, Pula, Tivat, Trieste, Ancona, Pescara and Portorož) are in the third category as Regional connecting points. 17 UNECE - United Nations Economic Commission for Europe database 105

109 Autonomous Region of Friuli Venezia Giulia Trieste-Friuli Venezia Giulia airport is an international airport located in north-eastern Italy. The airport has a catchment area of approximately 5 million people, stretching beyond Friuli-Venezia Giulia into Slovenia and Croatia. Table 66: Infrastructure indicators (Trieste airport) Airport Number of runways Main runway length (m) Number of passenger terminals Trieste Table 67: Indicators of passenger and cargo traffic (Trieste airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Trieste 857, , ,981 - Trieste airport offers direct flights to 11 destinations (Alghero, Barcelona, Bari, Catania, London, Milano, Munich, Naples, Rome, Trapani and Valencia). In addition, Alitalia and its Skyteam partners, at their hubs of Rome and Milan as well as Lufthansa and its Star Alliance partners at Munich offer a wide range of attractive connections to hundreds of destinations across Europe and in the world, which become in this way easily accessible from Trieste airport Ravenna Province The nearest major international airport to the locality of Ravenna is Federico Fellini International Airport in Rimini. This airport has international flights and is located 69 km from the center of Ravenna. Virtually all of its commercial flights are seasonal charter flights to destinations outside of Italy; there are no domestic flights offered. Another major airport is Bologna Guglielmo Marconi Airport, which has international and domestic flights from Bologna and is located 84 km from Ravenna Dubrovnik Neretva Region Dubrovnik airport is the international airport of Dubrovnik, Croatia. The airport is located approximately 15.5 km from Dubrovnik city centre. It was the third busiest airport in Croatia in 2014 in terms of passenger throughput and has the country`s longest runway. 106

110 Table 68: Infrastructure indicators (Dubrovnik airport) Airport Number of runways Main runway length (m) Number of passenger terminals Dubrovnik 1 3,300 1 Table 69: Indicators of passenger and cargo traffic (Dubrovnik airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Dubrovnik 1,356, ,490, ,526, Croatian airline carrier, Croatia Airlines, provides regular flights between Dubrovnik and the other Croatian airports (Zagreb, Split, Pula in Istria, etc.), but it also provides direct flights to European capitals such as Vienna, Rome, Amsterdam, Frankfurt and even across the Mediterranean, to Tel Aviv. Many international airline carriers have regular direct flights from various European capitals to Dubrovnik. For example, providers such as Lufthansa, German Wings, British Airways and Austrian Airlines have regular direct flights to Dubrovnik from München, Köln, London and Vienna. Some of the popular European low cost airline providers also provide direct flights to Dubrovnik. For example, there are available direct flight from Berlin to Dubrovnik with EasyJet, which also flies to several tourist destinations in Southern Europe, like Fuerteventura, Gran Canaria Island, Tenerife and Lanzarote in Canary Islands, Ibiza Island in Balearic Islands, Kefalonia, Kos Island, Corfu Island, Athens and Crete Island in Greece, Izmir in Turkey, Lisbon in Portugal, Corsica in France and many more Region of Istria Pula airport is the airport serving Region of Istria, Croatia, and is located 6 km from the city centre. It served 382,992 passengers in Thanks in part to favourable climatic and technical conditions Pula is designated as the alternative airport for parts of Slovenia and smaller parts of eastern Italy. Pula also attracts jet set passengers flying privately or rented aircraft, visiting the Brijuni islands or attending concerts and shows at Pula Arena and sailing their yachts. The airport provides landing and handling services for a variety of aircraft, from small jets to Boeing 747s. It can accommodate the arrival and departure of up to 10 aircraft and 5,000 passengers at a time, with this figure rising to 10,000 on peak days. The present breakdown of scheduled and charter flights is 85 to 90% international and 10 to 15% domestic. 107

111 Table 70: Infrastructure indicators (Pula airport) Airport Number of runways Main runway length (m) Number of passenger terminals Pula 1 2,946 1 Table 71: Indicators of passenger and cargo traffic (Pula airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Pula 351, , , Levante Port Authority Bari airport is an airport serving the city of Bari in Italy. It is approximately 8 km northwest from the town centre. The airport handled 3,677,160 passengers in Bari Airport is just outside the big port city of Bari, on Italy's Adriatic coast in the southern region of Puglia. The airport makes a good gateway to the south of Italy, as Bari has transport links to many of the most interesting destinations. Table 72: Infrastructure indicators (Bari airport) Airport Number of runways Main runway length (m) Number of passenger terminals Bari 2 2,820 1 Table 73: Indicators of passenger and cargo traffic (Bari airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Bari 3,724,058 2,127 3,791,977 1,999 3,601,377 2,033 The airport is an international one, with flights to several European countries including the UK, Belgium, Germany, Spain and Greece Ancona Port Authority Ancona airport is an airport serving Ancona, a city in the Marche region of central Italy. The airport is located approximately 12 km west of Ancona. Table 74: Infrastructure indicators (Ancona airport) Airport Number of runways Main runway length (m) Number of passenger terminals Ancona 1 2,

112 Table 75: Indicators of passenger and cargo traffic (Ancona airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Ancona 606,591 6, ,476 6, ,689 6,680 The number of international airlines that serve Ancona airport has been on the increase since the airport was created. Long gone are the days when this airport was just perceived as being used only for local flight operations. Today, there are many international airlines serving this airport. These airlines have in essence opened up more doors for this airport to reach out to a larger percentage of the world population through the many international destinations that they fly to Primorsko - Goranska Region Airport Rijeka is situated on the island of Krk, 26 km SE of Rijeka. Its position in the middle of the Bay of Kvarner makes it an excellent entry point for passengers coming to the region, mainly for tourist reasons. The airport has weekly connections to all major tourist generating markets in Europe (Germany, Austria, Sweden, Norway, UK, etc). It accepts charter flights as well as continental and private airliners. Airport Rijeka is especially convenient and popular because of its mild and sunny microclimate, making it safe and operational for all types of traffic all year round. In addition there is no noise restriction for cargo transport and night operations. The airport is well connected and integrated in the regional traffic infrastructure, both the Port of Rijeka and Highway Zagreb Rijeka. Table 76: Infrastructure indicators (Rijeka airport) Airport Number of runways Main runway length (m) Number of passenger terminals Rijeka 1 2,500 1 Table 77: Indicators of passenger and cargo traffic (Rijeka airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Rijeka 78,890-72, , Sistemi Territoriali SPA Venice airport is the international airport of Venice, Italy. It is located on the mainland 8 km north of the city in Tessera, a Frazione of the Comune of Venice nearest to Mestre. Due to the importance of Venice as a leisure destination it features flights to several European metropolitan areas as well as some seasonal long-haul routes. With 8,475,188 passengers having passed through the airport in 2014, it remains the fifth busiest airport in Italy. 109

113 Table 78: Infrastructure indicators (Venice airport) Airport Number of runways Main runway length (m) Number of passenger terminals Venice 2 3,300 1 Table 79: Indicators of passenger and cargo traffic (Venice airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Venice 8,572,909 32,695 8,192,296 33,112 8,401,085 37, Molise Region In Molise there are currently no airports available to civil passenger flights. The nearest airports are located in Campania, Lazio, Abruzzo and Puglia Abruzzo Region Abruzzo airport is an airport located near Pescara, Italy. It is the only international airport in the Abruzzo region. Although it is one of Italy s smaller airports, handling only just over 500,000 passengers per year, it is still considered to be an important gateway to the Abruzzo region, and to all the towns and cities nearby. Rome, the capital city of Italy, is found only 180 km away, while other prominent cities, such as Bologna, are also within easy driving distance. This airport can more precisely said to be situated on the border of Pescara and San Giovanni Teatino, and the road leading to the airport is known as the Strada Stratale Tiburtina. The city of Pescara is crossed by two pan-european roads, known as the Bologna Taranto motorway and the Torano Pescara motorway. The airport is therefore easily accessed from many major destinations in Italy, and passengers arriving can travel to various destinations of interest, local and further afield. Table 80: Infrastructure indicators (Pescara airport) Airport Number of runways Main runway length (m) Number of passenger terminals Pescara 1 2,419 1 Table 81: Indicators of passenger and cargo traffic (Pescara airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Pescara 550,062 1, ,187 1, , ,1 110

114 University of Ljubljana Portorož airport is the smallest of three international airports in Slovenia. It is located near the village of Sečovlje, 6 km south of Portorož, and less than 300 m from the Croatian border. In addition to Portorož, the airport serves a number of other tourist destinations in the region, including Piran, Izola, Koper in Slovenia, Trieste in Italy and Umag in Croatia. The airport is intended for passenger and cargo transport, sport, tourist and business flights. Table 82: Infrastructure indicators (Portorož airport) Airport Number of runways Main runway length (m) Number of passenger terminals Portorož 1 1,201 1 Table 83: Indicators of passenger and cargo traffic (Portorož airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Portorož 21, Port of Bar Tivat airport is an international airport serving the Montenegrin coastal town of Tivat and the surrounding region. The airport is situated 3 km south of the centre of Tivat. It is the busiest one of two international airports in Montenegro, the other being Podgorica airport. Traffic at the airport follows the highly seasonal nature of the tourism industry in coastal Montenegro, with 80% of the total volume of passengers being handled during the peak season (June-August). It has been one of the fastest growing airports in the region, with 19,7% increase in the passenger traffic in was the busiest year ever for Tivat airport. During 2014, Tivat airport handled 910,566 passengers, an increase of 4,95% compared to Also, Tivat airport saw its busiest month in history. The airport handled an impressive passengers in August, Table 84: Infrastructure indicators (Tivat airport) Airport Number of runways Main runway length (m) Number of passenger terminals Tivat 1 3,252 1 Table 85: Indicators of passenger and cargo traffic (Tivat airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Tivat 647, , ,

115 Teuleda Tirana international airport is Albania's only international airport. It is 11 km northwest of Tirana, in the village of Rinas. It serves as a focus city for Alitalia, Blue Panorama Airlines and Adria Airways. Another major airport is Corfu International Airport, which has international and domestic flights from Corfu, Greece and is 132 km from Sarande, Albania. Table 86: Infrastructure indicators (Tirana airport) Airport Number of runways Main runway length (m) Number of passenger terminals Tirana 1 2,750 1 Table 87: Indicators of passenger and cargo traffic (Tirana airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Tirana 1,817,073 2,656 1,665,331 1,875 1,757,342 2, The Ministry of Public Works, Transportation and Telecommunications As indicated in the previous chapter, Tirana international airport is the only international hub in Albania that can accomodate air passengers Port of Split Authority Split airport is the airport serving the city of Split, Croatia. It is located 24 km from Split. The airport follows Zagreb airport in 2014 as the second busiest airport in Croatia handling 1,752,657 passengers that year. It is an important hub for Croatia Airlines offering flights to European cities, such as Athens, Frankfurt, London, Paris and many others. Table 88: Infrastructure indicators (Split airport) Airport Number of runways Main runway length (m) Number of passenger terminals Split 1 2,550 1 Table 89: Indicators of passenger and cargo traffic (Split airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Split 1,302, ,424, ,587,

116 Igoumenitsa Port Authority The main international airport closest to the port of Igoumenitsa is Corfu International Airport, a government-owned airport on the Greek island of Corfu at Kerkyra, serving both scheduled and charter flights from European cities. Air traffic peaks occure during the summer season, between April and October. Table 90: Infrastructure indicators (Corfu airport) Airport Number of runways Main runway length (m) Number of passenger terminals Corfu 1 2,373 1 Table 91: Indicators of passenger and cargo traffic (Corfu airport) Passengers Cargo (t) Passengers Cargo (t) Passengers Cargo (t) Airport Corfu , AIR TRANSPORT CAPACITY AND FACTS Air transport capacity has been one of the major trends investigated in contemporary air transport development. Many of capacity indicators are the basis for huge infrastructure investments as well as for passenger capacity growth. Main indicators are based on measuring: IFR flights forecast by EUROCONTROL, GDP in the observed zones (Eurostat 2013), GDP by flights and other relevant parameters (local airports statistics), relevant economic facts (Eurostat 2013), fares, travel time, etc Historic Air Passenger Traffic trends Figure below illustrates the relative growth or decline in airport passenger throughput market share, by global region, between 2002 and From the graphic it is immediately apparent that over the last decade there has been a demonstrable shift in the focus of growth in a regional context. By analyzing global airport passenger traffic data from ACI, we can observe that the European market was a clear second, some distance behind North America but also significantly ahead of Asia Pacific, which, at this stage, was a relatively immature market yet to unlock its full potential. Fast forward ten years to 2012 and the landscape has changed as Asia Pacific, dominated by vast, rapidly growing domestic markets in China, India and Indonesia, has transformed the region on the global stage. 2012, for the first time, saw Asia Pacific assume status as the leading global air transport market. 113

117 Figure 57: Evolution of global airport passenger throughput Source: ACI Worldwide airport traffic report Placing air passenger traffic growth in 2012 in a historical context, we can see that over the course of the last decade the underlying trend has been one of positive growth, albeit fairly erratic due to a variety of external shock events. The industry declines experienced in 2003, 2009 and 2011 (mainly attributable to the SARS epidemic, global economic downturn and Arab Spring, respectively) remind us that air travel demand is explicitly vulnerable to exogenous events. Equally evident is the resilience of the industry in bouncing back after these shocks note the sharp increase in overall growth in 2004 and 2010, in particular, following the shocks of the preceding years The European Air Transport Market Within Europe, there is considerable variety in the volume of air passenger traffic at an individual country basis. Following figure ranks the 27 EU member states in 2012 according to size of air transport market, and compares against ECAA states and neighbouring Turkey and Russia. 114

118 Figure 58: European airport passenger traffic throughput in 2012 by country Source: (Eurostat, 2013)(ACI for Turkey and Russia) Combined, UK, Germany, Spain, France and Italy, these EU member states accounted for 70% of the European Union total airport passenger throughput in The remaining 30% is distributed among 22 member states, highlighting the two tier hierarchy that exists between the mature and emerging markets within the bloc. It is interesting to note that neighbouring Turkey and Russia have expanded their air transport markets in recent years to the extent that they now rival the top five EU countries in terms of passenger volumes. Furthermore, given the rate of expansion in Turkey and Russia, the gap may reasonably be expected to close further in the near future. This trend is illustrated in following figure where we see growth in the Russian and Turkish air transport markets in 2012 versus 2011 outpacing all but two of the EU27 countries. 115

119 Figure 59: European airport passenger traffic growth 2012 vs by country Source: (Eurostat, 2013)(ACI for Turkey and Russia) The European Union Member States recording the highest growth in 2012 included Lithuania (17%) and Estonia (15%), reinforcing their strong performances in However, no fewer than nine of the EU27 experienced declines in The most significant of these, due to the relative size of the markets, are Spain and Greece the economic woes of both being well documented, and having a continued negative impact on air travel demand. Although the declines in the Slovakian and Slovenian markets look dramatic in Figure 57, the markets are small (1.6m and 1.2m passengers in 2012, respectively) so any movement in the airport passenger throughput is going to be amplified. In the case of Slovakia, Bratislava in particular felt a hit with CSA Czech Airlines and Ryanair both cutting capacity. In Slovenia, Ljubljana traffic was negatively impacted by Adria Airways downsizing on some key routes such as Paris, London and Istanbul. The relationship between economic growth and air travel demand can be used to justify the growth or decline in some markets (such as Spain, Italy, Greece, Turkey and Russia) but other factors including air transport market maturity; airport capacity and congestion; the policy and regulatory environment; low cost carrier stimulation; and taxation and pricing regimes will all contribute to affecting the demand for air travel, creating an uneven playing field throughout Europe allowing certain markets to flourish while others decline. Following table observes the historical growth of passenger traffic in the EU and neighbouring countries, between 2007 and The immediate point to make is that nine out of the 27 EU member states have experienced a declining trend in air passenger traffic during this period an alarming statistic that reveals the depth of 116

120 the impact of economic and financial crisis spreading across the region from 2008, severely denting demand for air travel in certain European markets. Table 92: Historical European airport passenger traffic throughput by country (millions) Country Change '12 v '11 CAGR UK % -1.4% Germany % 1.7% Spain % -0.3% France % 2.5% Italy % 1.5% Netherlands % 2.0% Greece % -1.6% Sweden % 2.3% Portugal % 3.0% Denmark % 2.0% Belgium % 4.5% Austria % 2.5% Ireland % -4.7% Poland % 5.0% Finland % 2.7% Czech R % -2.1% Romania % 6.9% Hungary % -0.4% Cyprus % 0.0% Bulgaria % 2.4% Latvia % 8.5% Malta % 4.2% Lithuania % 7.6% Estonia % 5.0% Luxembourg % 3.0% Slovakia % -7.1% Slovenia % -5.2% EU % 0.8% Switzerland % 4.5% Norway % 4.8% Croatia % 4.5% Iceland % 2.3% Russia % 4.4% Turkey % 12.7% Source: Eurostat (ACI for Turkey and Russia); [*EU27 total removes double counting]; [**AAGR ] The European air transport industry does not exist in isolation. After all, Adriatic basin as a part of European geographical coverage present rather smaller air transport market. Some observations presented by the SEETO could be very useful for Adriatic region air transport development context, as it is shown in the figure bellow. The SEETO Core Airport Network consists of 11 airports: Banja Luka and Sarajevo (Bosnia Herzegovina), Dubrovnik, Split and Zagreb (Croatia), Podgorica (Montenegro), Tirana (Albania), Skopje (FYROM), Belgrade and Nis (Serbia), Pristina (Kosovo*). 117

121 Figure 60: SEETO comprehensive network airports passenger traffic volume for the period Source: (SEETO, 2013) SEETO comprehensive network has been a part of TEN-T of the EU Core and Comprehensive maps, as shown on figure bellow. Figure 61: TEN-T of the four EU Core and Comprehensive maps 118