Transport Infrastructure Development For A Wider Europe

UNECE
TRANSPORT INFRASTRUCTURE DEVELOPMENT FOR A WIDER EUROPE

SEMINAR
PARIS
27-28 NOVEMBER 2003
SESSION 1 PLANNING INFRASTRUCTURE DEVELOPMENT

CONTRIBUTION
STATUS OF THE PAN-EUROPEAN TRANSPORT CORRIDORS AND TRANSPORT AREAS
BY THE
EUROPEAN COMMISSION
TRANSPORT STRATEGIES
EUROPEAN COMMISSION
DG ENERGY & TRANSPORT
STATUS OF THE PAN-EUROPEAN TRANSPORT

CORRIDORS AND TRANSPORT AREAS
DEVELOPMENTS AND ACTIVITIES IN 2000 AND 2001
FINAL REPORT
Vienna, April 2002
Status of the Pan-European Corridors and Areas
TABLE OF CONTENTS
INTRODUCTION
EXTENDING THE EUROPEAN UNION TO CENTRAL AND EASTERN EUROPE 7

THE PAN-EUROPEAN TRANSPORT CORRIDORS AND TRANSPORT AREAS 7
CO-ORDINATION OFFICE FOR THE RAILWAY CORRIDORS IV AND X
AND CORRIDOR VII - DANUBE
9
FINANCING INSTRUMENTS provided by the European Commission
for projects along the Corridors
10
FINANCIAL AID FROM THE TEN-T BUDGET FOR PROJECTS

WITHIN THE EU MEMBER STATES
10
FINANCIAL AID FROM REGIONAL FUNDS
10
FINANCIAL INSTRUMENTS TO ASSIST THE CANDIDATE COUNTRIES IN THE
PREPARATION FOR ACCESSION
12
TACIS PROGRAMME FOR PROJECTS
WITHIN THE NEW INDEPENDENT STATES (NIS)
14
INTERNATIONAL FINANCING INSTITUTIONS
15
TRADE AND TRAFFIC FLOWS
EU AND ACCESSION COUNTRIES
TRAFFIC FLOWS
17
17
20
STATUS OF THE PAN-EUROPEAN TRANSPORT CORRIDORS
24
CORRIDOR I
24
ALIGNMENT:
GENERAL DEVELOPMENT:
TECHNICAL FEATURES OF CORRIDOR I:
COST ESTIMATIONS PER COUNTRY:
DEVELOPMENTS ALONG THE CORRIDOR
24
24
26
27
28
CORRIDOR II
ALIGNMENT:
TECHNICAL FEATURES OF THE CORRIDOR II:
TINA VIENNA Transport Strategies
35
35
35
38
39
40
Page 3
CORRIDOR III
TECHNICAL FEATURES OF CORRIDOR III:
43
43
44
44
45
CORRIDOR IV
ALIGNMENT:
TECHNICAL FEATURES OF THE CORRIDOR IV:
48
48
48
49
50
51
CORRIDOR V
ALIGNMENT:
TECHNICAL FEATURES OF CORRIDOR V:
69
69
69
70
71
72
CORRIDOR VI
ALIGNMENT:
TECHNICAL FEATURES OF CORRIDOR VI:
75
75
75
76
77
78
CORRIDOR VII
ALIGNMENT:
TECHNICAL FEATURES OF THE CORRIDOR VII:
81
81
81
84
85
85
CORRIDOR VIII
ALIGNMENT:
TECHNICAL FEATURES OF THE CORRIDOR VIII:
88
88
88
89
90
91
Page 4
CORRIDOR IX
ALIGNMENT:
TECHNICAL FEATURES OF THE CORRIDOR IX:
92
92
92
93
94
95
CORRIDOR X
ALIGNMENT:
TECHNICAL FEATURES OF CORRIDOR X:
109
109
109
110
111
113
STATUS OF THE PAN-EUROPEAN TRANSPORT AREAS

BARENTS-EURO ARCTIC TRANSPORT AREA
BLACK SEA TRANSPORT AREA
ADRIATIC-IONIAN SEAS TRANSPORT AREA
MEDITERRANEAN TRANSPORT AREA
119
119
121
124
124
LIST OF CONTACTS
125
CORRIDOR MAPS
128
Page 5
Introduction
INTRODUCTION
At the beginning of the 21st century, European transport systems are confronted with a
serious modal imbalance, which has favoured the development of the most polluting and
congested modes of transport. This requires a change of strategy in the Common Transport
Policy, which puts users at the centre of the system, guaranteeing their right to efficient, safe,
affordable, and environment-friendly transport.
As global freight transport volumes have increased, the external costs of traffic congestion,
accidents, air pollution and noise have become more apparent, not only as an issue of
concern for the quality of life, but also with respect to their potential for disrupting economic
growth and mobility. As a result, one of the major challenges facing the transportation
industry is the need to introduce a more efficient, modally integrated service, which utilizes
spare capacity in other modes.
During the 1990s, Europe began to suffer from congestion in certain areas and on certain
routes. The problem is now beginning to threaten economic competitiveness. Traffic jams
cost Europe dear in terms of productivity. Bottlenecks and missing links in the infrastructure
fabric; lack of interoperability between modes and systems.
Because of congestion, there is a serious risk that Europe will lose economic
competitiveness. Recent studies on the subject showed that the external costs of road traffic
congestion alone amount to 0.5% of Community GDP. Traffic forecasts for the next ten years
show that, if nothing is done road congestion and the costs attributable to it will increase
significantly by 2010.
The transport industry occupies an important position in the Community, accounting for 7 %
of its GDP, 7 % of total employment, 40 % of Member States' investment and 30 % of
Community energy consumption. Demand, particularly in intra-Community traffic, has grown
more or less constantly for the last 20 years, by 2.3 % a year for goods and 3.1 % for
passengers.
The European Commission adopted the White Paper European Transport Policy for 2010:
Time to decide in which users needs are placed at the heart of the strategy. One of the first
measures proposed is to shift the balance between modes of transport by 2010 by
revitalizing the railways, promoting maritime and inland waterway transport and linking up the
different modes of transport. This approach is also the same as the approach adopted in the
Commission's contribution to the Gothenburg European Council which called for a shift of
balance between the modes by way of an investment policy in infrastructure geared to the
railways, inland waterways, short sea shipping and intermodal operations (COM (2001) 264
final).
To set the scene for a sustainable transport policy that will allow the progress of recent years
to continue but with a reduced level of nuisances - emissions, noise etc.
The question is what sort of growth can be absorbed without the roads resulting so
congested that delays become the norm and operating costs increase considerable. If we do
not intervene, it is likely that the demand for road haulage services would increase by 50%
between 1998 and 2010. Therefore it is time to invest more intelligently, to seek transport
capacity beyond the road and to set up priorities where weaknesses are in the transport
system: in sorting out bottlenecks, in supporting greater use of modes which are today
under-utilised.
Page 6
Introduction
EXTENDING THE EUROPEAN UNION TO CENTRAL AND EASTERN EUROPE

Enlargement is an historic opportunity for further European integration. It embraces thirteen
candidate countries: Bulgaria, Cyprus, Czech Republic, Estonia, Hungary, Latvia, Lithuania,
Malta, Poland, Romania, Slovakia, Slovenia and Turkey. Negotiations opened in 1998 with
six candidate countries and in 2000 with further six ones. The energy and transport chapters
were opened for negotiations in November 1999. With Turkey an analytical examination of
the acquis is being developed.
In the transport sector the candidate countries for accession are in the process of
establishing and implementing programme of approximation to the EU transport acquis. The
acquis supporting the Common Transport Policy represents about 10% of the total EU acquis
and more legislation is in the pipeline.
Apart from the development and upgrading of the transport infrastructure networks, which
upon accession will form part of the enlarged Trans-European transport network, the
transport issues which need to be addressed as a matter of priority are as follows:
in road transport, issues relating to the technology, safety and environment

legislation, as well as market access, fiscal matters and social legislation;
in rail transport, the integration of services between EU and CEEC railway
companies, as well as improving the latter's organisation and financial situation to
operate in market conditions;
in inland waterway transport, issues concerning fleet capacity;
in air transport, issues relating to market access and safety and infrastructure
organisation; and
in maritime transport, the enforcement of the maritime safety acquis.
The Commission evaluates annually the progress made in candidate countries in its Regular
Reports on countries progress towards accession. The transport chapter has been closed
provisionally for Cyprus and Malta, for all other candidate countries for accession the
transport chapter is still under negotiation.
THE PAN-EUROPEAN TRANSPORT CORRIDORS AND TRANSPORT AREAS

The Pan-European Transport Network has been developed along with three Pan-European
Transport conferences. The set out of the first Pan-European Transport conference in
Prague in 1991 was an appropriate concept for transport infrastructure, which became the
corridor concept.
At the second Pan-European Transport conference in Crete in 1994, the countries of
Western, Central and Eastern Europe identified nine long-distance transport corridors as
priorities for infrastructure development.
At the third Pan-European Transport conference in Helsinki in June 1997 a tenth corridor and
the Pan-European Transport Areas for maritime basins were added.
These multi-modal Corridors, so called Helsinki Corridors, have a total length of about
48,000 km, of which 25,000 km are rail network and 23,000 km are road network. Airports,
sea- and river ports and major terminals serve as nodes between the modes along these
long distance interconnections between the Central and Eastern European countries.
The concept of a Pan-European Transport Infrastructure Investment Partnership promotes
the establishment of all the necessary components for a future Pan-European Transport
Network on the territory of the European Union, in the candidate countries for accession, the
New Independent States (NIS) and beyond.
Page 7
Introduction
The Pan-European Transport Network consists of the following components:
The Trans-European Transport Network on the territory of the European Union

(TEN);
The TINA1 Network, which is composed of the ten Corridors and the additional
network components within the candidate countries for accession;
The ten Pan-European Transport Corridors situated in the candidate countries for
accession, in the NIS and beyond;
The Four Pan-European Transport Areas (PETrAs) covering maritime areas; and
The Euro-Asian Links, notably TRACECA (Transport Corridor Europe Caucasus
Asia).
For most of the Corridors and Areas a Memorandum of Understanding (MoU) has been
concluded amongst the participating countries, at the level of Ministers of Transport and with
the European Commission.
It is a voluntary commitment between the participants, and has no legal binding character,
but indicates the intention of the concluding partners to undertake joint efforts in the
development of the Pan-European Transport Network.
These Memoranda of Understanding recommended, among others, to establish a Steering
Committee, which promoted and monitored the progress and stimulated the action needed.
Overview over the Corridors:

Length (in km)
Corridor I:
Tallinn Riga Kaunas Warszawa
Branch: Riga Kaliningrad Gdansk
Rail
Road
Corridor II:
Berlin Warszawa Minsk Moskva Niznij Novgorod
Rail
Road
Corridor III:
Dresden Wroclaw Lviv Kiev
Branch: Berlin Wroclaw
Rail
Road
Corridor IV:
Dresden Praha Bratislava/Wien Budapest Arad
Branch: Nrnberg Praha
Branch: Arad Bucuresti Constanta
Branch: Arad Sofija Istanbul
Branch: Sofija Thessaloniki
Rail
Road
Corridor V:
Venezia Trieste/Koper Ljubljana Budapest Uzgorod
Lviv
Branch: Rijeka Zagreb Budapest
Branch: Ploce Sarajevo Budapest
Branch: Bratislava Zilina Uzgorod
Rail
Road
1,655
1,630
2,313
2,200
1,650
1,700
4,340
3,640
3,270
2,850
TINA Transport Infrastructure Needs Assessment
Page 8
Corridor VI:
Gdansk Grudziadz/Warszawa Katowice Zilina
Branch: Grudziadz Poznan
Branch: Katowice Ostrava Breclav/Brno
Rail
Road
Corridor VII: Danube
Corridor VIII:
Durres Tirana Skopje Sofija Varna/Burgas
Rail
Road
Corridor IX:
Helsinki St. Petersburg Pskov/Moskva Kiev
Ljubasevka Chisinau Bucuresti Alexandroupolis
Branch: Klaipeda/Kaliningrad Vilnius Minsk Kiev
Branch: Ljubasevka Odessa
Rail
Road
Corridor X:
Salzburg Ljubljana Zagreb Beograd Nis Skopje
Veles Thessaloniki
Branch: Graz Maribor Zagreb
Branch: Budapest Novi Sad Beograd
Branch: Nis Sofija
Branch: Veles Florina
Rail
Road
Introduction
1,800
1,880
2,415
1,270
960
6,500
5,820
2,528
2,300
CO-ORDINATION OFFICE FOR THE RAILWAY CORRIDORS IV AND X AND CORRIDOR VII DANUBE
The railway corridors IV and X together with the Danube-waterway-corridor VII have
established a co-ordination office in Vienna. The aim of this common appearance is the
further development of multimodal nodes along the corridors. Furthermore it is a sign for the
co-operation of railways and waterways to cope with traffic patterns of tomorrow, as required
within the policy guidelines of the White Paper on a common transport policy of the Union.
This initiative aims that INTERMODALITY should not only appear in research projects but
also become reality.
Page 9
Financing Instruments
FINANCING INSTRUMENTS
provided by the European Commission
for projects along the Corridors
FINANCIAL AID FROM THE TEN-T BUDGET FOR PROJECTS WITHIN THE EU MEMBER STATES
Regulation 2236/95 adopted by the Council of Ministers lays down general rules for the
granting of Community financial aid in the field of Trans-European Networks.
The main terms are as follows:
The EU may only fund projects identified in the guidelines (and shown on the maps).
The EU will fund not more than 50% of the cost of preliminary studies (feasibility
studies), and 10% of the cost of the work.
The balance must be met out of public or private sector funds.
An environmental impact assessment must have been made for each project.
The project must offer guaranteed financial viability and show an adequate degree of
maturity
The project must be consistent with the Union's other policies, notably as regards the
environment, competition and the rules on the award of public contracts
Each project must be judged on its merits.
This regulation was amended by a new text (Regulation 1655/99) adopted in June 1999 by
the Council of Ministers and European Parliament. This covers the period 2000-2006. It
introduces a number of new features:
A multi-annual indicative programme to give greater prominence to the EU funding of

projects.
The introduction of risk capital for the financial aid given by the Union.
A higher ceiling for Community aid, which may now, from 2003, be up to 20% of the
total cost of the project in the case of satellite positioning and navigation systems.
4.6 billion will be earmarked for the Trans-European Networks (including
telecommunications and energy networks) between now and 2006; the amount to be
spent on Trans-European Transport Networks is still to be decided by the European
Parliament. It is likely to be around 4 to 4.2 billion.
At least 55% of funds for TEN-Ts will be given to railway projects and not more than
25% to roads.
The Commission may cancel its financing decisions if the project has not got under way
within two years.
FINANCIAL AID FROM REGIONAL FUNDS

Transport brings people and economies together, making it possible to create new hubs of
development in areas that used to be isolated. It is of paramount importance in enabling all
Europeans to benefit from the single market.
The achievement of a quality and sustainable European transport network is therefore
closely linked to regional development.
Regional policy provides support for transport in the Member States through:
the ERDF (European Regional Development Fund), under development strategies

prepared by the States and regions: during the previous financing period (1994/1999),
around 15 billion in ERDF funds were spent on developing transport in Europe;
Page 10
the Cohesion Fund: from 1994 to 1999, 8 billion were invested in transport projects
in the Union's least developed countries.
In the applicant states, ISPA (Instrument for Structural Policies for Pre-accession) allocates
about half its funds (total 1040 million) for transport projects.
The European Regional Development Fund

The European Regional Development Fund (ERDF) co-finances multi-annual programmes to
assist regional development. Between 2000 and 2006, these programmes will support:
the development of the most disadvantaged regions (Objective 1);

the conversion of regions facing structural difficulties (Objective 2);
Objective 1 - Regions whose development is lagging behind

These areas include regions whose per capita GDP does not exceed 75% of the Community
average, as well as the thinly populated regions of Finland and Sweden (fewer than 8 people
per sq.km.) and the outermost regions (French overseas departments, Canary Islands,
Azores and Madeira). Some coastal areas of Sweden are also covered (in accordance with
Sweden's Act of Accession), along with Northern Ireland and the border counties of Ireland,
where there is a special programme for peace and reconciliation (until 2004).
All these regions have a number of economic indicators "in the red":
low investment levels;

a higher than average unemployment rate;
lack of services for people and businesses;
poor basic infrastructure.
Objective 2 Regions undergoing conversion

The difficulties facing these regions may be of four very different types:
industrial or service sectors subject to restructuring;

loss of traditional activities in rural areas;
declining urban areas;
difficulties in the fisheries sector.
INTERREG III
INTERREG III is a Community initiative, which aims to stimulate interregional cooperation in
the EU between 2000-06. It is financed under the European Regional Development Fund.
This new phase of the INTERREG initiative is designed to strengthen economic and social
cohesion throughout the EU, by fostering the balanced development of the continent through
cross-border, transnational and interregional cooperation. Special emphasis has been placed
on integrating remote regions and those, which share external borders with the candidate
countries.
Border areas (INTERREG III A)
All border regions of the Union are eligible under INTERREG III A for support to improve
cooperation with their neighbours. The aim is to establish genuine cross-border zones of
economic activity and devise joint strategies for spatial development.
Transnational and interregional cooperation (INTERREG III B and C)
All local authorities in the Union may take part in transnational and interregional cooperation
measures co-financed by INTERREG III B and C. Strand B seeks to improve the spatial
planning of large areas while strand C promotes cooperation and experience exchanges
among those involved in regional and local development projects. Regions in non-Member
States, particularly those that have applied for membership, are invited to take part in these
Page 11
cooperation measures by using the Community development assistance, which they are
entitled to receive.
The Cohesion Fund

A special solidarity Fund, the Cohesion Fund, was set up in 1993 to help the four least
prosperous Member States: Greece, Portugal, Ireland and Spain. It provides assistance
throughout these countries to finance major projects in the fields of the environment and
transport.
For the period from 2000 to 2006, the annual budget of the Cohesion Fund will amount to
2.5 billion, or 18 billion over seven years.
Cohesion Fund budget allocations for the 2000 - 2006 period (at 1999 prices)
In millions of
FINANCIAL INSTRUMENTS TO ASSIST THE CANDIDATE COUNTRIES IN THE PREPARATION FOR

ACCESSION
When it drew up its financial perspectives for 2000-2006 (Agenda 2000), the Union
expressed its concern for the situation in the applicant countries, especially those from
Central and Eastern Europe. This was reflected in the creation of two new pre-accession
Funds, ISPA and SAPARD, and by the setting-up of a reserve of 40 billion for anticipated
structural expenditures following accession.
The needs of these countries are enormous in every respect: infrastructure, industry,
services, small businesses, agriculture and the environment. To prepare to join the Union,
they have drawn up "Accession partnerships" with the Commission, which set out the main
problems to be overcome by each country. These strategy documents provide a framework
for programming pre-accession aid.
In all, three Community instruments are providing assistance in the ten Central and Eastern
European countries (CEECs):
the oldest of these, the PHARE programme (which began in 1989) is intended to
improve institutions, administrations and public bodies to ensure the correct
application of Community law and to assist new investments in the social and
economic sectors where they are most needed (infrastructure, business, social
measures);
SAPARD (Special Accession Programme for Agriculture and Rural Development)
supports the efforts made by the applicant countries to join the Union's Common
Agricultural Policy (from 2000). It includes a wide range of measures concerning the
adjustment of agricultural structures, the quality of foodstuffs and consumer
protection, rural development, the protection of the environment and technical
assistance;
Page 12
ISPA (Instrument for Structural Policies for pre-Accession) follows the lead of the
Cohesion Fund in financing the construction of large projects in environmental
protection and transport (from 2000).
Various partnership arrangements and specific pre-accession aid are also provided for Malta,
Cyprus and Turkey.
Per capita GDP of CEECs in comparison to EU levels (1998) (purchasing power standards)
Pre-accession aid
2000-2006
21 840
PHARE
10 920
3 640
SAPARD
ISPA
7 280
In millions of
Pre-accession funds yearly allocations beginning in the year 2000 for negotiating candidate
countries ( million, at 1999 prices)
Applicant countries
PHARE
ISPA
* ISPA
* SAPARD
National
Minimum Maximum
programmes
100
83,2
124,8
52,1
Czech Republic
79
57,2
83,2
22,1
Estonia
24
20,8
36,4
12,1
Hungary
96
72,8
104,0
38,1
30
36,4
57,2
21,8
42
41,6
62,4
29,8
Poland
398
312,0
384,8
168,7
Romania
242
208,0
270,4
150,6
Slovakia
49
36,4
57,2
18,3
Slovenia
25
10,4
20,8
6,3
Bulgaria
Latvia
Lithuania
Total
1 085
1 040
520
* In the case of ISPA, the breakdown is given as allocation brackets to

encourage beneficiaries to propose high-quality projects and to ensure the
flexible management of resources.
Malta &
Cyprus
A regulation adopted by the Council in March 2000 allocated 57 million euros

of pre-accession aid to Cyprus and 38 million euros for Malta for the period
2000-2004.
Page 13
TACIS PROGRAMME FOR PROJECTS WITHIN THE NEW INDEPENDENT STATES (NIS)
Since 1991, the European Union has been supporting the transition of the New Independent
States through the TACIS programme. It provides grant-financed technical assistance to 13
countries of Eastern Europe and Central Asia (Armenia, Azerbaijan, Belarus, Georgia,
Kazakhstan, Kyrgystan, Moldova, Mongolia, Russia, Tajikistan, Turkmenistan, Ukraine and
Uzbekistan), and mainly aims at enhancing the transition process in these countries. It is the
largest programme of its kind operating in the region, and has launched more than 3.000
projects worth over 3.290 million since its inception. It operates within the wider context of
a deepening and evolving relationship between the EU and NIS, enshrined in Partnership
and Co-operation Agreements (PCAs) which commit both sides to a new level of political,
economic and cultural dialogue.
A new Regulation, concerning the provision of assistance to the partner states in Eastern
Europe and Central Asia, replaces the former legal basis (Council Regulation (EC,
EURATOM) No 1279/96, which expired on 31 December 1999). This new Regulation covers
the years 2000-2006 (Council Regulation (EC, EURATOM) No 99/2000 of 29 December
1999).
The new regulation is based on an understanding that co-operation is a reciprocal process,
encouraging a move from demand-driven to dialogue-driven programming. More flexibility
in the way that TACIS is structured will allow potential technical assistance to be mobilised
and implemented according to the capacity of each partner country.
The 2000 Regulation concentrates TACIS activities on fewer areas of cooperation:
Institutional, legal and administrative reform;

Private sector and economic development;
Consequences of changes in society, infrastructure networks,
Environmental protection,
Rural economy,
Nuclear safety.
The areas where TACIS funding is used are designed to complement each other, and each
national or multi-country programme focuses on no more than three of the above mentioned
fields, so that each can be most effective.
The new Regulation also focuses on projects of sufficient scale (projects of at least 2 million
in Russia and Ukraine and 1 million in the other partner countries) and supports the
objectives of the PCAs.
TACIS funding is allocated through:
national country programmes: they include indicative programmes, valid 3-4 years,
which identify priorities and areas of co-operation as well as annual (for Russia and
Ukraine) and biannual (for the other countries) action programmes setting out the
projects to be supported and the funding available, within the guidelines defined by
the indicative programme.
regional programmes: Multi-country programmes are used for areas like

environmental protection or the promotion of transport networks. Cross-border
programmes have also been set up to promote the co-operation and the development
of links between neighbouring communities in different countries. These regional
programmes are based on indicative and action programmes as well.
Page 14
small projects programmes: A limited number of small project programmes are used
to address very specific tasks, such as advice to governments in particular fields:
trade regulation, co-operation in higher education, or encouraging EU investment in
the partner countries. Since their objectives are not set with pre-defined beneficiaries
in mind, they are organised in a different manner, with specific priorities set each
year. See the indicative programme.
INTERNATIONAL FINANCING INSTITUTIONS

The international financing institutions (IFIs) have provided grants and loans for transport
infrastructure investments since the beginning of the transition process in the countries of
Central and Eastern Europe. The three principle sources for capital assistance in the region
are the European Investment Bank (EIB), the European Bank for Reconstruction and
Development (EBRD) and the World Bank.
European Investment Bank (EIB)

The EIB is the long-term financing institution of the European Union, an autonomous body
set up to finance capital investment furthering European integration by promoting EU policies
The EIB remained a leading provider for finance for the Trans-European Networks in
transport, telecommunications and energy transmission. The EIBs pre-accession support
covers priority investment in all the candidate countries, in particular those projects that
facilitate the adoption of the acquis communautaire and strengthen integration with the EU.
The financing covers all sectors normally eligible for EIB support, and will focus on
environmental protection; the development of transport, telecommunication and energy links;
and industrial competitiveness and regional development.
1998 was the first year of implementation of the Pre-Accession Lending Facility, which along
with existing financing mandates brought a sharp increase in EIB lending in the applicant
countries of Central and Eastern Europe and Cyprus. The Banks loans are made in direct
support of the objectives in the Pre-Accession Partnership Agreements. The investments,
which are financed, focus on economic integration, both with the EU and with the region, and
on support of the adoption of the EUs rules, regulations and standards (acquis
communitaire), with particular emphasis on environmental protection.
The Bank is the largest source of loan finance in the region, increasingly operating in cooperation with grant aid from the EUs PHARE programme and with other multilateral
financing institutions such as EBRD.
European Bank for Reconstruction and Development (EBRD)

The BRD began granting loans to the transport sector in Central and Eastern European
countries in 1992. The main purpose of EBRD financing is to facilitate the transition of former
centrally planned economies towards market-oriented policies and to promote private and
entrepreneurial initiatives.
The objectives are:
Elimination of transport infrastructure maintenance deficits and building of missing

links;
Improvement of safety, reliability and quality of transport services;
Increasing the efficiency of the management, improvement of operational activities in
transport;
Creation of an appropriate regulatory framework for private sector involvement into
the provision of public services.
EBRD has provided for a wide range of technical co-operation to prepare investments and
optimise project effectiveness and transition impact.
Page 15
World Bank
The World Bank has assisted the countries of Central and Eastern Europe for preparation of
its membership to the European Union not only with loans but also with analytical work. Its
loans for the transport sector are now normally accompanied by elaborate reform
programmes, which seek to upgrade the performance of the whole sub-sector by the
combination of adjustments to policy and gradual strengthening of the institutions concerned
with their application. Its loans are often conditioned on implementation of particular policy
and institutional steps, which are in line with the EU requirements. The leverage of the Bank,
particularly together with the International Monetary Fund (IMF), is very high to force
changes and reforms once there is an agreement with the country. At the same time, a
number of borrowers are not entirely comfortable with the conditions included in the Banks
projects.
Seven out of the ten EU Accession countries, which are active borrowers of the Bank, have
received transport loans since 1990, the large majority of which are still under
implementation. Accession prospects further increase the need for investments in transport
infrastructure on the one hand and raise the question of the international competitiveness of
the transport service providers on the other hand. As the screening of the accession
countries is proceeding, it becomes evident that due to the under-developed infrastructure
coupled with weak financing capacity, as well as the vulnerability of the under-capitalized
service providers transport will be one of the key sensitive sectors.
Page 16
Corridor I
TRADE AND TRAFFIC FLOWS

EU AND ACCESSION COUNTRIES
The candidate countries for accession represent 45% of the EU population and 7% of its
GDP. GDP per capita varies between 24% of the EU average in Bulgaria and 82% in Cyprus.
The average GDP per capita (in current process) in the European Union is 21,293, and in
the accession countries the average GDP per capita is 3,916 (without Turkey).
The density of the traffic volume highly depends on demand and supply of the economy and
foreign trade relations. The exchanges between the EU and the countries of Central and
Eastern Europe have strongly developed since the collapse of the Council for Mutual
Economic Aid (COMECON) in 1990. The latter has produced a change in the direction of
exchanges with the EU. All countries, except for Slovenia and the Czech Republic, export
more to the EU (in % of their total) than they imported in 1999. Some countries depended on
the EU for 60 % of their foreign trade.
The structure of the accession countries external trade in 1999 is shown in the table below.
Structure of the accession countries external trade in 1999 (%)
Exports to EU 15
Imports from EU 15
(% of total value)
(% of total value)
Bulgaria
52.6
48.6
Cyprus
50.7
57.3
Czech Republic
69.2
64.0
Estonia
72.7
65.0
Hungary
76.2
64.4
Latvia
62.5
54.5
Lithuania
50.1
49.7
Malta
48.7
65.4
Poland
70.5
64.9
Romania
65.5
60.4
Slovakia
59.4
51.7
Slovenia
66.0
68.6
Source: Regular Reports on progress towards accession by each candidate country: Progress Reports 2001
Transport Trends
Transport volumes in the transition countries increased continuously throughout the 1970s
and 1980s. After 1989, this increase was followed by a tremendous decline due to political
changes and a dramatic economic recession. In the recent past, strong growth in transport
occurred in several areas.
At the same time fundamental changes took place in the transportation modal split: road
transport increased while rail and public transport declined or remained more or less stable.
As economic growth returns to more of the transition countries this trend is likely to become
more pronounced. Future changes in transport volume will depend on economic
development and transport policy.
Infrastructure
Austria
Belgium
Denmark
Railway Network Motorway Network Inland Waterways

(in km)
in km per 1,000 km in km per 1,000 km
1995
1999
1995
1999
1998
67.6
67.3
19.0
19.5
351
110.4
113.8
54.6
55.1
1569
54.5
53.9
18.5
20.4
0
Page 17
Finland
France
Germany
Greece
Ireland
Italy
Luxembourg
Netherlands
Portugal
Spain
Sweden
UK
Bulgaria
Cyprus
Czech Republic
Estonia
Hungary
Latvia
Lithuania
Malta
Poland
Romania
Slovakia
Slovenia
17.4
58.1
116.9
18.7
28.4
53.1
105.8
66.0
31.0
24.6
21.7
69.6
17.3
57.4
105.1
17.4
27.3
53.5
105.4
67.7
30.6
24.7
24.0
69.6
38.6
0.0
117.9
21.5
85.9
37.4
32.0
0.0
74.2
47.8
74,8
60.1
Corridor I
1.2
16.6
31.3
3.2
1.0
21.2
47.3
53.0
7.5
13.9
2.8
13.6
1.5
20.0
32.3
3.6
1.6
22.0
44.2
53.9
8.7
17.6
3.3
14.2
1998
2.9
22.7
6.2
1.7
4.7
0.0
6.7
0.0
0.9
0.6
5.9
12.5
6245
5732
7300
6
0
1477
37
5046
124
70
390
1153
470
664
520
1373
106
369
0
3812
1779
172
0
Source: EU Energy and Transport in Figures/Statistical pocketbook 2001
Past trends for freight transport show that freight transport by road and pipeline has grown
much faster than freight transport by rail and inland waterways. Although rail still accounts for
the largest part of the freight transport market, the share of freight transport by rail dropped
back from 32.32% in 1990 to 27.71% in 1997; the share of freight transport by road
increased from 29.24 % in 1990 to 50.96 % in 1997.
Goods Transport on the territory 1,000 mio tkm 1998
Rail
Road Inland Waterways
Pipelines
Bulgaria
5.2
22.5
0.71
0.2
Cyprus
n.a.
Czech Republic
16.5
33.9
0.81
2.1
Estonia
7.0
3.8
0
0
Hungary
8.5
12.5
1.56
4.8
Latvia
12.2
3.3
0
6.6
Lithuania
7.8
4.2
0.01
n.a.
Malta
n.a.
Poland
55.1
69.5
1.10
18.5
Romania
14.7
15.8
4.2
2.3
Slovakia
9.9
4.8
1.53
n.a.
Slovenia
2.6
1.9
n.a.
Source: EU Energy and Transport in Figures/Statistical pocketbook 2001
Page 18
Corridor I
EU and NIS countries

With the collapse of the Soviet Union as a political entity in December 1991, the centrally
planned economy broke down. The economic crisis deepened and inter-NIS trade volumes
dropped dramatically.
Despite macroeconomic stabilisation, the investment climate in the NIS has not improved
significantly. Foreign investment flows to the NIS contrast strongly with those to the
accession countries of central and Eastern Europe. Other social conditions, including health,
social security, education and poverty, have deteroriated.
By the end of 1996, the European Union has signed bilateral Partnership and Co-operation
Agreements with ten NIS, among others Belarus, Georgia, Moldova, Russia and Ukraine. As
soon as they enter into force, they will boost existing links and grant NIS products even
better access to the European market.
The dynamics of the macroeconomic situation in 1996 of the NIS countries, touched by the
transport corridors, are presented in the table below.
Macroeconomic indicators of the NIS countries Belarus, Georgia, Moldova, Russia and
Ukraine - in 1996 (1991 = 100)
GDP
Industrial
Gross
Fixed capital Freight traffic
output
agricultural
investment
volume
output (all
(all sources
(excluding
types of firms)
of financing)
pipelines)
Belarus
65
62
79
33
20
(1993)
(1994)
Georgia
29
23
111
3
8
Moldova
43
46
64
14
10
Russia
61
51
65
30
25
Ukraine
47
52
69
23
21
Source: The Russian Economic Barometer, Vol. VI, no 1/1997, Russian Academy of Sciences, Institute for
World Economy and International Relations
Trade Trends
Trade between the European Union and the NIS has been growing since 1989. EU imports
from NIS have grown by more than 33 % since the 1989 level and EU exports to the NIS
reacted with a growth rate of over 25 % over the same period. The NIS as a group is running
a big trade surplus with the European Union.
The main reason for the trade imbalance between the European Union and the NIS are the
European Unions purchases of energy and minerals, mainly from Russia.
The structure of the NIS external trade in 1995 is presented in the table below.
Structure of the NIS external trade in 1995 (%)
Exports
Imports
(% of total)
(% of total)
NIS
26.1
37.1
CEEC15
12.6
10.7
EU15
31.8
33.7
USA
4.8
4.5
Japan
4.8
1.7
Rest of the World
19.9
12.3
Source: IMF
Of the NIS, Russia is by far the EUs main trading partner. It accounts for 87 % of total EU
imports and 77 %t of total EU exports to the NIS in 1995. Ukraine followed with a share of 6
% of EU imports from the NIS accounting for 1.48 billion. Belarus, Uzbekistan and
Kazakhstan took respectively 2.2 %, 2.0 % and 1.4 % of EU imports from the NIS in 1995.
On the other hand, Germany was the main importer from the NIS, accounting for 31.5 %.
Italy followed with a share of 20.3 % and France with 12.1 %.
Page 19
Corridor I
TRAFFIC FLOWS
There were no coherent forecasts of traffic in the Central and Eastern European countries. Only
national or regional forecasts existed, which are neither co-ordinated nor compatible. The need for
detailed future traffic forecasts (based on common sources and assumptions) led the European
Commission to launch a specific study "Traffic Forecast on the ten Pan-European Transport Corridors
of Helsinki".
Summary Traffic Forecasts on the Ten Pan-European Transport Corridors of Helsinki

Objectives
The main objective of this project is to achieve a common basis in terms of databases and forecast
methods for the 13 PHARE countries and to apply this method to the total multi modal network in the
PHARE countries, using the TINA network as a basis. The consultants have added to this the
objective to link this common basis with databases and methods used on behalf of studies currently
executed on behalf of DGVII of the Commission, including a common basis of splitting up countries
into regions comparable with the NUTS-2 level. Another additional objective relates to the
dissemination of the results: the databases, the methods and the forecasts.
In order to achieve these results a consortium of institutes has been formed, consisting of NEA (NL)
as the leader, IWW (D) and INRETS (F) as western partners and furthermore consisting of one
institute per PHARE country: CDV (Czech Republic), CELU (Latvia), DISCOUNT (Bulgaria), FIDA
(Lithuania), IN-PUMA (FYRoM), IPSA (Bosnia and Herzegovina), ITS (Albania), INCERTRANS
(Romania), KTI (Hungary), OBET (Poland), Prometni (Slovenia), TTU (Estonia) and VUD (Slovak
Republic).
Method of work
The first step in the project was to create a base year database for passenger and freight flows,
containing the dimensions mode, region of origin, region of destination, type of goods (freight), and
purpose of trip (passenger). Moreover a network including secondary links has been developed. As
much of this detailed information is not directly available, and as several sources for different types of
information were identified, much attention has been given to the methodological approach. Basis of
this approach is the top-down structure: estimations of unknown details are done by subdividing data
from the higher level. By this the method can be seen as a framework: in case additional data is
available the database can be updated without affecting the higher levels. Two seminars in 1998 were
organised to develop this approach with the participation of all (16) institutes involved.
The scenarios
Based on the base year databases forecasts were made based on scenarios being build using
following dimensions:
economic growth (low, moderate, high);

infrastructure development (existing infrastructure, gradual development, full TINA network);
speed of harmonisation transport markets.
The moderate economic scenario for the years 2000-2015 is similar to the development in the TINA
moderate scenario in its interim report. However the recent developments and forecasts up to the year
2000 have been updated due to the latest available sources, resulting in a slower development in the
period between the base year and 2000.
The moderate economic scenario has been modelled in several combinations with infrastructure
development and harmonisation levels of the transport market:
The existing network in combination with a relative slow integration in the transport market
(Scenario B);
A partly completed network due to financing possibilities (as seen by the consultant) in
combination with moderate integration (Scenario C).
The complete TINA-network updated to western standards and relatively high integration of the
transport markets (Scenario D).
For sensitivity analyses in freight transport a variant has been tested to scenario B containing the
present modal split as in the basis year (per type of goods per relation), so showing only the effect of
economic development (scenario B1).
Page 20
Corridor I
In relation to scenario D a variant containing for freight transport western European modal-split
functions has been elaborated as sensitivity analyses (scenario D1).
The low economic scenario has been elaborated in combination with the existing infrastructure and a
relatively low degree of integration of the transport market (scenario A). The high economic scenario
has been combined with the completed infrastructure development and a high degree of market
integration (scenario E).
The consultants advice to use the forecasts of scenario B as the reference scenario for developing
infrastructure plans as part of the realisation of the network as described in the TINA report. For the
estimations of variances to the full completed network in the further future scenario D can be used as
being the reference for the completed infrastructure.
The models and tools
The forecasting techniques used contain growth models, partly based on developments of transport
times and costs and partly based on the effect of harmonisation of the transports markets within
Europe. Before applying the assignment phase the tons of freight transport and the number of
passengers are translated into number of vehicles (road) and trains (rail).
During a seminar in spring 1999 the database, the scenarios as well as the first results have been
evaluated, again under participation of all institutes involved.
Databases, for base year and forecasting years, networks, tools for applying variants to the scenarios
and calculating sensibilities here and presentation tools have been put into a toolbox by country, made
available to the participating institutes and to the PHARE and TINA secretariat.
The results
Freight transport
The main results by scenario are given in table S.1 and S.2.
Table S.1: Total transport (tons *1000); base year 1996, forecasts 2015
Scenario
Domestic transport
inl.
rail
ww.
1973253 341502 10151
2891251 350976 11191
3281011 372383 13027
3376344 277050 13027
3399556 253838 13027
3713647 251037 13761
3188364 465030 13027
3411576 242267 12578
Export
road
Base year
Scenario A
Scenario B
Scenario C
Scenario D
Scenario E
Scenario B1
Scenario D1
total
rest
road
rail
2324908
3253420
3666423
3666423
3666423
3978447
3666423
3666423
2543
5216
6569
6569
6569
8035
6569
6569
59592
140703
165137
192984
195986
218298
136604
210825
79205
127960
146198
118350
115348
130123
174730
98486
Import
inl.
ww.
3696
8784
10450
10450
10450
12840
10450
12477
sea
total
rest
road
rail
60972
111106
126214
126214
126214
141701
126214
126210
206007
393768
454567
454567
454567
510998
454567
454567
42118
70647
78753
78753
78753
90139
78753
78753
41815
121457
147412
176000
179621
204806
117260
204377
91633
137370
163556
134968
131347
144492
193708
107384
inl.
sea
total
ww.
3270 54726 233562
5527 85005 420006
6292 96491 492504
6292 96491 492504
6292 96491 492504
7199 106214 552851
6292 96491 492504
5499 96376 492389
Table S.2: Modal-split total transport (%); base year 1996, forecasts 2015
Scenario
Base year
Scenario A
Scenario B
Scenario C
Scenario D
Scenario E
Scenario B1
Scenario D1
Domestic transport
inl.
rail
total rest
ww.
84,9 14,7 0,4 100,0 1,2
88,9 10,8 0,3 100,0 1,3
89,5 10,2 0,4 100,0 1,4
92,1 7,6 0,4 100,0 1,4
92,7 6,9 0,4 100,0 1,4
93,3 6,3 0,3 100,0 1,6
87,0 12,7 0,4 100,0 1,4
93,0 6,6 0,3 100,0 1,4
road
road
28,9
35,7
36,3
42,5
43,1
42,7
30,1
46,4
Export
inl.
ww.
38,4 1,8
32,5 2,2
32,2 2,3
26,0 2,3
25,4 2,3
25,5 2,5
38,4 2,3
21,7 2,7
rail
sea
29,6
28,2
27,8
27,8
27,8
27,7
27,8
27,8
total rest
100,0
100,0
100,0
100,0
100,0
100,0
100,0
100,0
18,0
16,8
16,0
16,0
16,0
16,3
16,0
16,0
road
17,9
28,9
29,9
35,7
36,5
37,0
23,8
41,5
Import
inl.
ww.
39,2 1,4
32,7 1,3
33,2 1,3
27,4 1,3
26,7 1,3
26,1 1,3
39,3 1,3
21,8 1,1
rail
sea
total
23,4
20,2
19,6
19,6
19,6
19,2
19,6
19,6
100,0
100,0
100,0
100,0
100,0
100,0
100,0
100,0
Passenger transport
The main developments per scenario are presented in table S.3

Table S.3: Total passenger traffic between the defined traffic zones base year (1995) and forecast
2015 per scenario (million passenger trips)
Page 21
Scenario
Base year
Scenario A
Scenario B
Scenario C
Scenario D
Scenario E
Corridor I
million passenger trips

Change to base year 1995 (= 100)
domestic international*
total
domestic international*
total
2319.097
396,384 2715,481
100
100
100
2913.648
630,397 3544,045
126
159
131
3120.527
697,623 3818,150
135
176
141
3229.316
734,159 3963,475
139
185
146
3287.934
757,267 4045,201
142
191
149
3376.373
848,200 4224,573
146
214
156
International traffic (indices 159 to 214, dependent on the scenario) is growing considerable faster
than domestic (indexes 126 to 146). With regard to modal split the development of the railway sector
is lower compared to the growth of the road sector; however in most countries a modest growth of
railway trips still exist. In international traffic rail traffic will grow in all cases. The growth of road
transport here is, dependent on the country and the scenario, between 60% and 300%.
The use for the assignment on the TINA network
The best expertise available has been collected to make a model based assignment procedure
possible. In the case of roads the partner institutes have delivered data on link flows, and this
information has been extended by the UN counting data for the year 1995. This means that the
possibility to calibrate the model on the base of observed link flows was relatively good. As a
consequence the modelled link flows do not deviate largely from the observed flows, while in some
cases outliers could not be avoided because the matrix information did not correspond with the
reported link flows. Therefore, on the average, the road traffic forecast could start from a satisfying
base line level.
The traffic forecast for road traffic varies widely with different scenario assumptions. There is a wide
range for socio-economic growths and infrastructure supply, which directly reflects in different network
loads. Therefore the question whether particular motorways in corridors are financially viable or not
heavily depends on the choice of a scenario. Note that in the scenario computations no assumption
has been made with respect to road pricing. As soon as road pricing is introduced for motorways to
help to finance by own market revenues a traffic diversion and a reduction of induced traffic can be
expected such that the high traffic volumes of optimistic scenarios might diminish.
In the case of railways the possibilities to construct a sound base for computer-edit assignment
procedures was not as good. The information given by the partner institutes was not complete and
there was not possibility to check this data on the base of an international survey. Furthermore, link
flow data in railway networks are much more difficult to be reproduced by model computations
compared with road networks. This is caused by the various possibilities for the railway companies to
design trip tables, routes and railway lines on the existing networks. This can lead to very different
OD-related supply side conditions. Nevertheless the model representations seem reasonable and in
particular the results with respect to the different scenarios are looking remarkably. They say in
general that railways will not profit from the growth of income levels and they will also not profit from
infrastructure extensions as long as these extensions are spread over all modes. Only if railways
receive a bonus from the state as for instance in form of investment or operation subsidies, they can
strengthen their market position. Although the average railway patronage is not developing
dynamically there are high growth rates alongside heavily congested corridors. This means that a core
business of railways in long distance passenger traffic will lie in this market segment. This holds in
particular for international traffic were the traffic growths are much higher than the average.
Follow-up
The consultants see the results of this project as a first step in introducing standards in databases and
forecast methods in central Europe. These standards are linked to the standards developed in
Western Europe, since the project execution has been linked to a similar DGVII project in Western
Europe.
The consultants advice to use the forecasts of scenario B as the reference scenario for developing
infrastructure plans as part of the realisation of the network as described in the TINA report. For the
estimations of variances to the full completed network in the further future scenario D can be used as
being the reference for the completed infrastructure.
The results only keep their value once the system will be maintained. Once it has been declared, as a
standard institutional arrangements have to be made to ensure its use in relevant projects and regular
updating. One source of updating is the inclusion of the results of new statistical systems in counties
were the statistical systems are not yet fitted for a system of market oriented transport. Especially in
Page 22
Corridor I
the road freight statistical systems improvements are needed. Furthermore a learning process of
working with this type of models has started and will result in improved capabilities within the
participating institutes.
Institutional arrangements to be made include:
co-ordinating the participating institutes;

organising the process of improving and further work;
organising access to the data and tools;
keeping the standards on application.
It is the opinion of the consultant that there is, once the follow-up has been organised the value of the
project for the coming TINA work will exceed the value of the present results.
For the short time a training programme is recommended. The type of work in this project do require
extensive knowledge and experience at the participating institutes. It is proposed to organise a
programme to develop this knowledge further. Areas of development are:
data collection;
statistical systems;
estimating missing data;
transport flows modelling;
scenario description;
macro-economic modelling;
the use of geographical systems;
the use of the toolbox.
For projects financed through TACIS the study Update of the Border Crossing Study (May
2001) provides information on the traffic flows along the Pan-European Transport Corridors.
The following tables show the cross-border traffic at the border stations between the
candidate countries for accession and the TACIS beneficiary countries:
Road Border Crossings (in year 2000)
Corridor
Corridor I
(via Kaliningrad)
Corridor II
Corridor III
Corridor V
Corridor IX
Border Station
Number of Trucks
Kybartai/Cherneshevsky
Number of
Vehicles/day
802
Gronowo/Mamonovo
Terespol/Brest
Medyka/Sheghini
Vysne Nemecke/Uzhorod
Zahony/Chop
Medininkai/Kamenny Log
Albita/Leushen
2243
3009
997
986
2102
826
443
68
0
59
71
258
267
106
121
Rail Border Crossings (in year 2000)

Corridor
Corridor I
(via Kaliningrad)
Corridor II
Corridor III
Corridor V
Corridor IX
Border Station
Kybartai/Nesterov
Braniewo/Mamonovo
Terespol
Centralny/Brest
Centralnyi
PrzemyslMedyka/Mostiska
Cerna nad Tisou/Chop
Zahony/Chop
Kena/Gudagois
Cristesti-Jijea/Ungen
Number of passenger
trains
3
Number of freight trains
1
24
1
-
15
4
4
15
2
6
8
15
1
Page 23
Corridor I
STATUS OF THE PAN-EUROPEAN TRANSPORT CORRIDORS

CORRIDOR I
ALIGNMENT:
Corridor I is a multi-modal transport link, running in North - South direction. It starts in
Helsinki (Finland) and connects Tallinn (Estonia), Riga (Latvia) and Kaunas (Lithuania) with
Warszawa (Poland) and Gdansk (Poland). In Kaunas Corridor I crosses the alignment of
Corridor IX, which runs in East-West direction in Lithuania.
Corridor I consists of the following three components, which are being developed separately
until now:
1. The road Corridor (Via Baltica) runs from Tallinn to the Latvian capital Riga. From
Riga the Corridor runs further on to Kaunas (Lithuania) and crosses the
Lithuanian/Polish border at Kalvarija/Budzisko and ends in Warszawa.
2. The rail Corridor (Rail Baltica) runs from Tallinn through Tartu (Estonia) to Riga
(Latvia). It crosses the Latvian/Lithuanian border at Meitene/Kalviai and continues to
Siauliai and Kaunas (Lithuania). The railway crosses the Lithuanian/Polish Border at
Mockava/Trakiszki continuing then southwest to Warszawa.
3. The branch IA of Corridor I starts in Riga (Latvia) and then runs via Kaliningrad
(Russia) to Gdansk (Poland). The road branch crosses the Lithuanian/Russian border
at Panemune/Pagegiai running to Kaliningrad (Russia). After that the road crosses
the Russian/Polish border at Grzechotki and ends in Gdansk (Poland).
The rail branch of Corridor IA crosses the Lithuanian/Russian border at
Pagegiai/Sovjetsk, goes on to Kaliningrad and to the Russian/Polish border
Mamonovo/Braniewo and terminates in Gdansk.
The Ministries of Transport of Finland, Poland, Estonia, Latvia, Lithuania and Russia as well
as the European Commission signed a Memorandum of Understanding (MoU) on 3 July
1996. In this memorandum the Corridor has been divided into three separate components as
mentioned above.
Via Baltica: For the Via Baltica a separate MoU was signed on 1 December 1995 by the
Transport Ministers of Finland, Poland, Estonia, Latvia and Lithuania as well as by the
European Commission. The MoU set up a Via Baltica Monitoring Committee, which is
composed of Estonia, Finland, Latvia, Lithuania and Poland and with the participation of the
European Commission. The Committee is chaired by Sweden, and the secretarial functions
are ensured by Finland.
The five-year Via Baltica Investment Programme from 1996-2000 has been completed. In
February 2001, the Second Via Baltica Improvement Programme was drawn up by the
parties to be implemented in years 2001 2006.
Rail Baltica: A Steering Committee, which monitors the railway co-operation is based on a
Protocol Agreement signed in June 1997 by the railway companies. The Lithuanian Railways
have taken over the chairmanship from UIC. A fourth meeting of the Steering Committee
took place in March 1999 in Vilnius. The group has been working to define the physical
infrastructure and the corresponding investments required. This work culminated in the
production of a White Paper in June 1999, a document summarising the data on physical
infrastructure and rolling stock and indicating the investments already made and those
Page 24
Corridor I
planned in the future. The White Paper also gives details of current traffic volumes and
forecasts up to 2010.
Kaliningrad branch, IA: The road/rail connection, Riga Kaliningrad - Gdansk, has had little
development compared to Via Baltica. However, the Ministry of Transport of Russia hosted a
first Steering Committee meeting on 5 March 1999 in Kaliningrad to discuss the state of
transport infrastructure, problems and perspectives on developing the corridor branch. The
next meeting took place in mid-April 2000, again in Kaliningrad. A permanent secretariat
under the auspices of the Ministry of Transport of Russia was set up.
At present special attention by the government of Russia was paid to the development of the
transport infrastructure of the Kaliningrad district. In January 2001 the external session of the
Collegium of the Ministry of Transport of Russia took place in Kaliningrad, furthermore on the
meeting of the government of the Russian Federation of 22 March 2001 the social-economic
development of the Kaliningrad district was discussed.
The activities on the development of the transport infrastructure and the solutions of related
matters are being carried out on the basis of bilateral Russian-Lithuanian and Russian-Polish
relations. On a meeting of the first deputy ministers of transport of Russia and Lithuania, took
place on 19 22 March 2001, the co-operation within all modes of transport including the
regulation of rail transport tariffs have been discussed.
The Oblast's closeness to European countries, its ice-free seaports and the international
transport corridor branches IA (Via Baltica) and IXD (Via Hanseatica) connecting the oblast
to Baltic and EU States make this region important for Russia's foreign policy and overseas
trade.
Since the region is an enclave, exporting more than 70% of its manufactured goods and
importing up to 90% of raw materials and components, the role of transport has substantially
increased. For this reason, one the main purposes of developing the special economic zone
in Kaliningrad Oblast is to create a major transport terminal for Russia on the Baltic.
The Russian Federation's policy with regard to Kaliningrad Oblast's transport system takes
into account its special geopolitical and economic situation and its importance in the context
of Russia's economic and defence interests.
Since the collapse of the Soviet Union in 1991 the need to cross the territory of foreign
countries - Lithuania and Belarus - for movements to and from Kaliningrad Oblast has
naturally complicated the transport process. Transport without crossing borders with other
countries was possible only by sea. Goods and passenger traffic volumes to and from
Kaliningrad Oblast were therefore declining up to the year 2000.
Things began to improve in 2000 due to persistent work with the federal centre. The
conditions have been created for improving Kaliningrad's competitiveness as a transport hub
(the tariff conditions for the carriage of goods on Russia's railways have been improved,
customs formalities and inspections have been simplified, new production capacities have
come on stream, etc.).
The following are the freight traffic data for Kaliningrad Oblast's transport system in 2001:
10.8 million tonnes were processed by rail transport;

5.8 million tonnes went through the Oblast's port complex;
1.2 million tonnes were carried by road;
an insignificant amount went by air.
In 1996 the Federal Law "On the special economic zone in Kaliningrad Oblast" was adopted
with a view to aligning the economic conditions for the development of the oblast with those
of the other regions of the Russian Federation.
Page 25
Corridor I
As a result of the implementation of this Law, in 1999 goods to the value of more than $ 270
million ( 312.432 million) were produced and sent to Russia, amounting to more than 70% of
the total industrial production of the oblast, and in 2000 more than $ 430 million ( 497.572
million) or more than 80% of the oblast's total output.
More than 1800 organisations with foreign capital, branches and representative offices of
foreign firms are registered in the region. Investors from more than 50 countries have been
involved in setting up organisations.
In 1993-2000 the volume of accumulated foreign investment was $ 62 million ( 71.742
million), more than 65% of which was direct investment. In 2000, $ 19.1 million ( 22.12
million) worth of foreign investments went into the economy of the oblast.
In December 2001 two special federal programmes were adopted by the Government of the
Russian Federation ("Development of Kaliningrad Oblast up to 2010" and "Modernising
Russia's Transport System"), in which considerable funds are earmarked for developing
Kaliningrad Oblast's transport system.
The first programme devotes RUB 14.7 billion ( 547.83 million) to the transport system, and
the second around RUB 8.0 billion ( 298.123 million).
The expected result of the programme measures is the development of Kaliningrad oblast as
a major transport hub for Russia through the modernisation of its transport infrastructure.
TECHNICAL FEATURES OF CORRIDOR I:

Concerned countries
Transport modes
approx. length of the Corridor
Railways
Roads
Inland waterways
Number of Airports
Number of Sea- and Riverports
Alignment:
Railway
Road
Railway
Road
Finland, Estonia, Latvia, Lithuania, Poland,

Russia
Railways, roads, aviation, navigation
1,655 km
1,630 km
n.a.
6
11
Helsinki Tallinn Riga Kaunas Warszawa
Tallinn Tapa Tartu Valga/Valka Riga
Jelgava Meitene/Kalviai Siauliai Kaunas
Mockava/Trakiszki Bialystok Warszawa
Tallinn
Ikla/Ainazi
Riga
Grenstale/Salociai Panevezys Kaunas

Kalvarija/Budzisko Bialystok Warszawa
Branch to Kaliningrad - Gdansk
Siauliai Pagegiai/Sovjetsk Kaliningrad
Mamonovo/Braniewo Elblag Gdansk
Riga Meitene/Kalviai Siauliai
Panemune/Pagegiai
Kaliningrad
Grzechotki Elblag Gdansk
Remark: The shown figures for seaports and riverports refer to the TINA countries.
2
3
Exchange rate: 1 = $ 0,8642 (source: European Commission DG Budget Inforuro, February 2002)
Exchange rate: 1 = RUB 26.8348 (source: European Commission DG Budget Inforuro, February 2002)
Page 26
Corridor I

The costs for infrastructure investments for Corridor I have been estimated using the results
of the TINA Final Report, November 1999, the results of the Reports on the Status of the
Pan-European Transport Corridors and Transport Areas for 1998 and 1999, updated reports
of the Chairman of the Steering Committee of Corridor I for 2000 and 2001 and information
from the European Commission (ISPA project proposals accepted by the Management
Committee; TACIS project from the national programmes and from the CBC-programmes).
Costs for infrastructure investements along Rail Corridor I
1,400.00 million
1,200.00 million
1,000.00 million
800.00 million
1,300.20 million
600.00 million
400.00 million
516.68 million
200.00 million
0.00 million
174.00 million
96.72 million
Estonia
Latvia
Estimations until 2015 (TINA FINAL Report, Nov. 99)
Lithuania
Actual estimations (until ~2006)
Poland
Russia
Approved contribution from EU funds (ISPA, TACIS, PHARE, TEN)
Costs for infrastructure investements along Road Corridor I

1,200.00 million
1,000.00 million
800.00 million
600.00 million
967.00 million
400.00 million
200.00 million
41.63 million
12.00 million
13.10 million
0.00 million
Estonia
113.29 million
128.00 million
19.32 million
Latvia
198.40 million
74.00 million
31.40 million
Lithuania
Poland
Russia
Page 27
Corridor I

RAIL BALTICA
Discussions have recently been launched on how to consolidate the railway market share of
existing traffic, which is and will remain at modest level for another few years. It is necessary
to seek short- and medium term improvements in areas other than infrastructure; these
investments include improvements at border stations.
VIA BALTICA
The five-year Via Baltica Investment Programme from 1996-2000 covered investments of
about 214 million. Under this programme the following have been achieved:
110 km of new roads have been built and 333 km of existing roads have been
rehabilitated or resurfaced, corresponding to nearly half the total length of Via Baltica;
28 bridges and viaducts have been constructed, repaired or strengthened;
all countries have initiated specific traffic safety programmes;
signing of Via Baltica as E 67 has been arranged;
roadside services have been developed along the route by the private sector.
EU PHARE has assisted in constructing and equipping new facilities for the Baltic States and
Polish customs and other border authorities at all border stations.
The Second Via Baltica Investment Programme 2001-2006 was published in February 2001.
The Programme consisted of projects to an estimated cost of 553 million. In fact, the first
and second programmes merge into a single development process spanning over eleven
years (1996-2006).
In 2001, the first steps to implement the Second Programme have been taken. In Lithuania
one construction project has been completed in 2001 and in the other countries launching of
the Programme is anticipated in 2002.
The main criteria for the programme development phase has been that the final set of
projects will be commensurable with the financing capacity of the Via Baltica countries
supplemented by the international financing institutions and the ISPA grants.
Traffic. Traffic growth on Via Baltica has changed considerably between 1999 and 2000:
In 2000, the national traffic count in Poland indicated that traffic on Via Baltica has
been higher than earlier anticipated. This is possibly the reason for the jump to 1314% growth that year.
In Lithuania there is considerable uncertainty about traffic growth, as new road
sections were opened for traffic. In some sections substantial reductions were
observed, as the flows were rerouted and divided between two routes (old and new).
Nevertheless, in sections not altered, such as near the borders, growth was
observed.
Traffic in Latvia has grown by 2.3% between 1999 and 2000.
Estonian records show an average traffic growth of 3%.
At the moment, there are partial data available of the 2001 traffic. In general, they show the
similar growth trend as in 2000.
Long-distance traffic registered at the border crossings reflects the realisation of the route's
concept. Between 1999 and 2000, border traffic has grown as follows:
Page 28
Finland-Estonia
Estonia-Latvia
Latvia-Lithuania
Lithuania-Poland
Corridor I
54%4
11%5
4%5
0%6
Kaliningrad branch, IA:

Estonia:
Rail:
The length of Rail Corridor I within the territory of Estonia is 297 km. The line
is double track and electrified from Tallinn to Aegviidu and continues nonelectrified and mostly single track to Tapa, Tartu and the Estonian/Latvian
border (Valga). It is foreseen to continue reconstruction of sections on the
stretch successively until 2006.
Road:
During this first Via Baltica Investment Programme 1996-2000 road

investments have covered the following measures:
73 km of road resurfacing;
8 major bridges built or rehabilitated;
improvements of the streets in the City of Tallinn including one major
interchange.
The Estonian Ministry of Transport and Communications and the Estonian

Road Administration finalised the second Via Baltica Investment Programme
and specified details after signing financing agreements with the EIB and NIB
as well as the ISPA programme of the European Commission. The largest
project of the Estonian part of the Programme:
rehabilitation of E67 road Tallinn - Prnu - Ikla;

extensive reconstruction and construction on E20 (Tallinn - Narva);
reconstruction of the Prnu ring road, one congested section on the
Narva road some bridges amounting to a total of 66 million.
Latvia:
Rail:
The Rail Corridor in Latvia runs from the Estonian/Latvian border (Valka) to
Riga Jelgava and the Latvian/Lithuanian border (Meitene). The length of the
partly double track and partly single-track line is 248 km. It is envisaged for
upgrading and reconstruction until 2015.
Road:
At the end of 2000, the following investments have been completed:
146 km of road rehabilitated or resurfaced (of which 20 km will be

completed in 2001);
8 bridges strengthened and rehabilitated;
a road safety programme including municipal highway improvements is
underway;
construction of one level roundabout in Kekava;
Between 1999 and 2000, vehicular traffic on ferries between Helsinki and Tallinn took a considerable jump due
to a very high increase (72%) in the numbers of passenger cars despite stable passenger flows at little over 6
million. Truck traffic increased also appreciably, by 23%. It represents now about 30% of the total motor vehicle
traffic of 368 000.
Reported traffic volumes vary considerably on both sides of the border. Therefore, the lower growth figure is
shown here.
According to the Polish statistics, the year 2000 volume of cross-border traffic at Budzisko/Kalvarija remained
the same (732 000 vehicles) as in 1999. This is totally due to a 16% reduction in passenger cars, since truck
traffic grew 11% amounting to 473 000 heavy vehicles. Trucks represent now 65% of border traffic.
Page 29
Corridor I
a comprehensive road winter service with 6 road weather stations

maintenance equipment and wet salt technologies introduced.
Latvia has the most extensive investment plans under the Second Via Baltica
Programme. In 2001, the Latvian national programme has been implemented
as planned and projects completed and opened for traffic:
including the improvement of the 8.2 km section Gauja-Lilaste to the

north of Riga;
reconstruction of the Gauja River bridge.
Several projects of the Latvian programme are in the preparation stage, which
are aimed at improving road safety and road strength. The programmed works
on the Riga Airport access road will start soon. A public hearing on the
important Saulkarsti bypass some 40 km north of Riga has been carried out.
The current estimate of expenditures on Via Baltica amounts to 128 million,
up from 100 million of the original estimate. Programme financing for 2002 is
secured with ISPA grants.
The Corridor branch to Gdansk starts in Riga and runs to the
Latvian/Lithuanian border (Kalviai). Its length is 89 km. From Riga to Dalbe the
road category is a four-lane expressway, from there it continues as two lane
national road to the border. The road will be upgraded to higher traffic safety
standards until 2007 and the road pavement will be rehabilitated until 2015.
Lithuania:
Rail:
The length of Corridor I within the territory of Lithuania is 333 km. The gauge
of the railway line is 1520 mm over the total length except for the section
Sestokai Polish border (21.8 km) with the gauge of 1435 mm.
Track relaying in Siauliai Gaiziunai and Palemonas Kazlu Ruda sections
belonging to both Corridors I and IX, was performed. 10.3 km of the track will
be relayed using the loan from the EIB given in 1999. In total, 155 km of track
were renewed during 1993-1998 using loans from the IFIs.
With the increase of international traffic on Corridor I the gauge difference
between Lithuania and Poland becomes more problematic. The MoU
regarding the operational testing of the device was signed in 1998 by the
Ministers and Railway managers from Germany, Poland, Finland and
Lithuania. The pilot automatic gauge change device was installed at Mockava
station in September 1999 and operational tests are being made.
The length of the Corridor branch to Gdansk in Lithuania is 148 km. Its starting
point is Radviliskis (near Siauliai), where it separates from the main branch,
and continues to the Lithuanian/Russian border (Panemune/Pagegiai). The
line is single track and non-electrified. It will be modernised and upgraded
between 2001 and 2008.
Road:
At completion of the first Investment Programme, the achievements will be the

following:
71 km of new road constructed;

103 km of road reconstructed or strengthened;
5 bridges and 7 viaducts constructed;
new measures for traffic safety implemented;
10 km of pedestrian and bicycle paths constructed;
7.5 km of metal crash barriers installed;
11 intersections reconstructed.
Page 30
Corridor I
The implementation of the Second Via Baltica Investment Programme was

commenced in Lithuania already in 2000.
the first 10.9 km long section of Marijampol-Kalvarija bypass

belonging to the Second Investment Programme was completed in
November 2001;
the second 11.6 km section of the same bypass is under construction
and will be completed in October 2002.
The cost of the whole project will be 14.9 million, which includes a PHARE
grant of 5 million. The remaining projects of the Second Investment
Programme will be carried out in two stages ending in 2003, as originally
programmed. The works consist of construction of four grade-separated
intersections and the second carriageway for the Kaunas western bypass.
Tendering of the first part has already been carried out and contracts are
expected to be signed in 2002.
Corridor branch to Gdansk has a length of 186 km and runs from the
Lithuanian/Latvian border (Kalviai) to Siaulliai and to the Lithuanian/Russian
border (Panemune/Pagegiai). The two lane national road will be upgraded and
bypasses will be newly constructed.
Poland:
Rail:
The Rail Baltica in Poland runs from the Polish/Lithuanian border (Mockava)
to Bialystok and terminates in Warszawa. Its length is 340 km. The line is
single-track up to Bialystok and continues double track and electrified to
Warszawa. A second track will be added on the sections missing until 2010
and the total line will be upgraded to a speed of 160 km/h.
The length of Corridor branch to Gdansk in Poland is 141 km. It runs from the
Polish/Russian border (Braniewo) to Elblag and Gdansk. The partly single and
partly double track line will be upgraded to a speed of 120 km/h respectively
160 km/h until 2015 and a second track will be added where lacking.
Road:
During the period 1996 - 2000 of the Via Baltica Investment Programme the
following investments have been completed:
39 km of new road constructed or existing roads reconstructed;

11 km of road rehabilitated or resurfaced;
For the period 2000 - 2006 following investments are foreseen within the
Second Via Baltica Investment Programme:
the Ostrow Mazowiecka bypass project has started on Route 8 (Via
Baltica) about 90 km northeast from Warszawa. The bypass belongs to
the World Bank road loan programme of Poland;
Until 2010 completion of the expressway between Radzymin and
Bialystok with a length of 134 km.
the repair of road bridges between Elblag and the state border to
Russia has begun.
Problems are being sorted out concerning the environment, land ownership
and financing, including the ISPA assistance.
In 2001 the Polish road budget has been reduced. Nevertheless, there is an
increasing pressure to build and improve roads in Poland. Among others, the
accession to the EU will require increasing the allowable axle loads to 11.5
tons. Road strengthening must be carried out throughout Poland, including Via
Baltica.
Page 31
Corridor I
Corridor branch to Gdansk runs from the Polish/Russian border (Grzechotki)

to Elblag and further to Gdansk. The two lane national road has a length of
114 km. It will be reconstructed into an expressway after 2005 on the section
Grzechtoki Elblag. Between 2002 and 2004 the strengthening of pavement
on the section Jazowa (Elblag) Gdansk is being completed. The project is
being co-financed with ISPA funds.
Russia:
Rail:
The railway section from the Russian/Lithuanian border (Pagegiai) to

Kaliningrad is single track on 58 km and double track on 90 km. From
Kaliningrad to the Russian/Polish border (Branewo) it is double track with both
the European standard gauge and the Russian broad gauge.
Within the rail section on the territory of Kaliningrad district (Sovjetsk Tshernjachovsk - Kaliningrad - Mamonovo) the modernisation works of the rail
station Tshernjachovsk, where the central switch control has been electrified,
and the reconstruction of the fuel station of the locomotive depot in Kaliningrad
has been carried on.
Road:
The length of the Corridor branch to Gdansk in Russia is 164 km. The road
section shall be upgraded to the technical standards of road category I
according to the Programme Streets of Russia. At present modernisation
works of road communications on the route of Via Hanseatica are being
carried out on the territory of Kaliningrad district.
In accordance with an Order of the Government of the Russian Federation,
the project to renovate the Kaliningrad-Elblag motorway and build the
"Mamonovo-2 - Grzechotki" (Russia - Poland) border crossing has been
resumed.
For Kaliningrad Oblast the construction of the "Mamonovo-2 - Grzechotki"
combined infrastructure crossing will create the conditions for resolving
problems in constructing the "Kaliningrad-Elblag" motorway and building the
"Mamonovo-2 - Grzechotki" border crossing.
At the moment Poland is modernising the Polish section of the Corridor "Riga Kaliningrad - Gdansk" in stages and carrying out the preparatory work for the
construction of the border crossing while keeping it open to traffic, including
unlimited lorry traffic.
The Russian section of the "Dorozhnoye - State frontier" motorway forms part
of the special-purpose federal programme "Russia's Roads in the 21st
Century" with total funding amounting to RUB 305 million ( 11.377 million).
The motorway will not be able to operate without the "Mamonovo-2" crossing
point being built and equipped. The solution to the problem of carrying out the
project is the Russian State Technical Commission's (RSTC) inclusion of
"Mamonovo-2" crossing point in the exploratory programme for 2002, since
the essential design work may take over a year and be completed in 2003. It is
also absolutely essential to find a solution to the problem of planning and
constructing it in combination with the Polish scheme.
Port:
For Russia, the Baltic States and their northern neighbours Finland and
Sweden, maritime transport is as important now as it has ever been. After the
break-up of the USSR and the redistribution of the Baltic market area, Russia
found itself deprived of the ports of the former Baltic soviet republics. The only
Page 32
Corridor I
ice-free ports Russia still has on the Baltic Sea are the Kaliningrad port
complex.
The importance of the Kaliningrad port complex to Russia is chiefly due to its
proximity to the main ports of Western and Northern Europe, about 1,100
kilometres closer than the ports of the Gulf of Finland. But since Kaliningrad is
an exclave of Russia, its ports lose out to the St Petersburg port complex by
being further away from the main centres of Russia and Ukraine.
However, Kaliningrad's indisputable advantage lies in year-round navigation
and the possibility, through the conversion of its naval bases, of being able to
use the ready-made infrastructure of ports like Baltiisk.
Kaliningrad Oblast's port complex consists of:
the Sea Commercial Port;

the River Port;
the State Marine Fish Port;
the port of Pionerski;
oil transhipment terminals.
Ships on Baltic Sea runs can put in via the Kaliningrad Ship Canal, with a
length of 43 kilometres, a guaranteed depth of 9.0 metres along its entire
length and a width of 50 to 80 metres. The maximum acceptable ship lengths
are:
dry-cargo ships: 170 metres;

tankers: 140 metres.
There are rail and road connections linking the harbour quays with the entire
network of transport routes of Russia and other countries.
State control of the safety of maritime navigation in the ports and on the canal,
the implementation of the rules and requirements of international conventions,
tariff policy, maintenance of the quays and canal in good working order and
their modernisation and development is exercised by the Maritime
Administration of the Port of Kaliningrad and the Maritime Administration of
Kaliningrad State Marine Fish Port.
The maritime navigation safety system uses radio direction-finding for ships,
modern navigation equipment on the Ship Canal, and experienced and
qualified State Port Inspection officers and pilots.
In February 1999 Global Maritime Distress and Safety System (GMDSS)
equipment was put into service. A rescue coordination centre was set up for
carrying out search and rescue operations in Russia's area of responsibility
and the south-eastern part of the Baltic Sea.
The total design capacity of Kaliningrad Oblast's port complex is around 16.4
million tonnes of cargo per year, although capacity utilisation at the moment is
only 40%.
At the time when the port of Kaliningrad was closed to foreign vessels and
was not receiving the necessary State investments for its development, the
ports of the former Baltic union republics were being intensively and
purposefully developed by means of State investments and had secured the
most lucrative segments of the transport services market.
The port of Klaipeda, for example, was developed for the transhipment of
heavy metals and petroleum products, and a rail ferry connection to Germany
was set up; the port of Ventspils was the largest oil port and bulk fertiliser
Page 33
Corridor I
complex; Riga was the main port for containers and coal transhipment, and
the port of Muuga for grain, refrigerated cargoes and oil products.
In the last few years the situation has changed. Today the ports and terminals
are investing in fixed capital from internal funds and attracted investment.
In 1991 the port was opened to foreign vessels and privatised. In its market
relations radically new approaches were called for as well as decisions to
attract cargo flows into the port complex.
In this period efforts were focused on renovation and creating new port
capacities, developing liner shipping, setting up joint ventures and companies
providing a high level of service in all spheres of maritime business,
specialisation of the ports in the new types of cargo and maximum flexibility
according to market demands.
In a relatively short space of time, the following have been constructed in the
ports:
a complex for receiving ro-ro ships and ferries;

a passenger pavilion;
a liquid cargo terminal;
new covered warehouses;
the first phase of a container terminal;
a modern terminal for the transhipment of mineral fertilisers in bulk;
refrigerated terminals;
a bulk mineral fertiliser transhipment complex;
2 packaging complexes for bulk mineral fertilisers;
a refrigerator which can store up to 10 000 tonnes at any one time.
At the end of 2001 an oil terminal with a design capacity of more than 1.5
million tonnes of oil per year was brought into service.
In accordance with the special federal programmes adopted by the Russian
Government at the end of 2001, the following are planned for execution by
2010:
setting up of a rail, truck and car sea ferry crossing between Baltiisk
and Ust-Luga;
construction of a deep-water port at Baltiisk;
continuation of construction of the container terminal in the commercial
port;
renovation of the Kaliningrad Ship Canal.
Page 34
Corridor II
CORRIDOR II
ALIGNMENT:
Corridor II is a multi-modal EastWest link connecting Berlin - Warszawa - Minsk - Moskva
and Niznij Novgorod. It is composed of railway and road connection running parallel linking
above cities. The distance from Berlin to Niznij Novgorod is 2,313 km by rail and 2,260 km by
road.
The extension of Corridor II from Moskva to Niznij Novgorod was decided upon at the
Helsinki Conference in 1997. The extension gives the Corridor access to the inland
waterways in Russia, along the Volga River to the Caspian Sea and via the Volga/Don Canal
to the Sea of Azov and the Black Sea.
The Memorandum of Understanding (MoU) on the development of the Corridor was signed
on 23 January 1995 by the Ministers of Transport of Germany, Poland, Belarus, Russia and
the Railway Minister of Russia as well as the European Commission. The Steering
Committee chairmanship is rotating in bi-annually intervals and was co-chaired by the
Directorate General for Transport of the European Commission, who monitored the
development of the Corridor.
At the third Steering Committee meeting of Corridor II, which took place in Niznij Novgorod in
February 1998, it was decided to prepare an addendum to the Memorandum of
Understanding on Corridor II, to include the extension of the Corridor to Niznij Novgorod.
At the fifth Steering Committee meeting held in Warszawa on 12 July 2000 following
decisions were taken:
The amended text of the MoU, which extends the Corridor to Niznij Novgorod was
approved by all of the parties and initialled by the heads of the delegations;
Some amendments to the Rules of Procedure were introduced;
It was decided to shift the chairmanship (initially to the Russian Party) at the next
Steering Committee meeting;
The idea of establishing a Secretariat was supported but without any concrete
proposal;
Further development of the Public-Private-Partnership (PPP) railway initiative was
discussed. However, no concrete ideas were suggested, so no specific decision was
taken on this issue. Until now there is no clear position with concrete proposals in the
light of the results of Step 1 (see below).
Since the fifth Steering Committee meeting the following development has taken place:
The addendum to the MoU of Corridor II was signed in Sankt Petersburg on 12

September 2000 by the Ministers or their representatives of all involved countries and
transmitted to the European Commission for signature to Loyola de Palacio,
Commissioner for Energy and Transport and Vice-President of the European
Commission;
The Russian Party confirmed its willingness to take on the chairmanship of the
Steering Committee and to arrange the next meeting in the first half of 2001 in Niznij
Novgorod;
The representative of IRU in Moskva expressed his readiness to establish and
finance in co-operation with the new chairman, a permanent Secretariat in Moskva.
Page 35
Corridor II
The sixth Steering Committee meeting was held in Niznij Novgorod on 20/21 June 2001.
The following decisions were taken:
With the participation of the Russian Vice-Minister for Transport, M. Kazantesev,

the economic situation of the region of Niznij Novgorod and the east-region was
also discussed as well as the connection of the Corridor II with Asian links;
elimination of bottlenecks along the whole network and not only for the oriental
branch;
Re-establishment of work of a customs working group;
Establishment of the Trans European Network Information System to include and
harmonise the national transport planning of the members as a multi-modal data
basis;
One of the results was the decision to build a technical secretariat for the Steering
Committee, financed by Germany. The representative of the German Ministry of
Transport confirmed the engagement of the former Head of the IRU-Delegation in
Moskva, Mr. Hans-Jochen Starke. There were no objections from the EU, Poland,
Belarus and Russia opposing the selection.
The Russian Ministry of Transport confirmed that the Presidency of the Steering
Committee would be transferred to Germany with effect of 1 January 2002.
At the next Steering Committee meeting in 2002 under the chairmanship of
Germany co-chaired by the Russian Federation the official shifting of the
chairmanship should be decided.
Road Secretariat Initiative Non-physical barriers to road transport

The acting road secretary of Corridor II, the IRU Head of the CIS Delegation in his position
as Secretary of the IRU CIS Liaison Committee generated the support of the IRU member
associations of the CIS to research the situation of professional road transport in the CIS in
the context of barriers, obstructions, delays and illegal activities. The compiled report also
covering Corridor II was disseminated to all national governments of the CIS, the CIS
supranational organisations (CIS-Economic Council), which decided to present the
suggestions and conclusions of the report to the Presidential Summit of the CIS. A decision
was taken ordering the Ministers of Transport of the CIS to prepare jointly a legal framework
and actions with the aim to eliminate all identified non-physical barriers to road transport.
With the exception of barriers created by governmental bodies outside the influence of the
Ministers of Transport (Customs Authorities, Border Police, Road Police etc) barriers were
eliminated within the CIS by the adoption of general European rules (Dangerous Goods
Transport; oversized and overweight transports, etc), procedures (documentation and
controlling), limitations (gross-weight, axle weight, dimensions, etc).
The specific activities partly also stimulated the revision or elimination of charges (road-usercharges; regional and local fees; bribes etc), border-controlling procedures (one-stopborders).
PPP Initiative Rail Corridor II:

The round table of EU and Russian industry organised in May 1998 decided to form a special
Public-Private Task Force, which shall ensure the involvement of the public and the private
sector when developing the railway corridor.
To overcome the key weaknesses of international rail transport and with the objective of
considerably increasing the transport volume, the PPP-Initiative was developed. It is
intended to establish two multi-national rail operating companies (one for passenger
transport and another for freight) in charge of introducing door-to-door cross border transport
services along the Corridor. With the creation of one-stop shops, monitored by one single
infrastructure manager, an optimal timetable management and use of the infrastructure
Page 36
Corridor II
capacity can be achieved. The proposed initiative furthermore foresees Public-Private

Partnership financing and a managerial structure supported by the industry.
The partners of this initiative are the four railway operating companies (DB AG, PKP, BCh,
RZhD), the four signatory countries of the MoU, Germany, Poland, Belarus and Russia, the
railway supply industries and international financial institutions. The initiative has the support
of the European Commission.
The new initiative will contain the following elements:
Set up multinational railway operating companies for freight and passenger transport
to assure full and integrated customer service across all frontiers (along the lines of
the Thalys and Eurostar services);
Include the four railway operators of the corridor, qualified private industry and
financial institutions in the partnership;
Identify commercialised and competent partners for the operation of freight terminals,
stations and other service facilities;
Apply PPP-structures with new methods of financing the necessary investments in
infrastructure and operation;
Introduce industrial methods to achieve fast and cost efficient solutions.
The work for improvement has two major components:
Market and customer oriented operation accompanied by simplification of

administrative procedures, in particular at border crossings;
Upgrading of infrastructure (mainly at bottlenecks) and train control systems,
purchase or lease of attractive and customer-oriented rolling stock and installation of
computerised information and train control systems.
The first component has priority, since only an increased traffic volume will allow the
financing of investments. The PPP-Initiative will build on the valuable work done so far by
several international bodies related to Corridor II, but has the final objective of giving the
project a full market orientated approach and thus a more dynamic dimension.
The initiative shall be realised in three steps: In a first step, an ad hoc Working Group
composed of representatives of the partners cited above have developed and agreed on the
concept of the PPP initiative. The concept and next steps are outlined in the Report Step 1
finalised in April 1999. The process of formal approval of Step 1 by all partners has nearly
been completed and should have been through in the year 2000. In the meantime valuable
preparatory work has been done for Step 2, including the definition of a work programme and
the preparation of the list of potential members for the Task Force, the integration of the PPP
Initiative into a TACIS study on Improvement of Traffic Flows on TEN Corridors II and IX
and the set-up of a Workshop on Management of a Commercialised Railway for all
members of the Working Group.
In Step 2, a Task Force composed of permanent and temporary members will bring the
initiative within one year to its implementing stage. Investigating all legal, financial,
organisational and structural problems and taking account of all relevant information, the
Task Force will create the basis for the two multi-national companies and set up the
necessary business plans. In parallel new partners can join the initiative, particularly from
industry and finance, and an advisory board shall give financial and know-how support to the
Task Force. The Task Force should complete its work within one year and present the
results at a big meeting bringing together all partners involved so far, but also potentially new
partners.
After approval by all partners, and having united all conditions, the two multi-national
companies can be formed and the PPP Initiative implemented.
Page 37
Corridor II
TECHNICAL FEATURES OF THE CORRIDOR II:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
Alignment:
Railway
Road
Germany,
Poland,
Belarus,
Federation
Russian
2,313 km
2,200 km
n.a.
3
2 (in Russia)
Berlin Warszawa Minsk Moskva
Niznij Novgorod
Berlin Frankfurt/Oder/Kunowice Poznan
Lowicz Warszawa Lukow Terespol/Brest
Baranavicy Minsk Orsa Krasnoye
Smolensk Moskva Niznij Novgorod
Berlin Frankfurt/Oder/Swiecko Poznan
Warszawa Terespol/Brest Baranavicy
Minsk Orsa Krasnoye Smolensk
Moskva Niznij Novgorod
Page 38
Corridor II

The costs for infrastructure investments for Corridor II have been estimated using the results
of the Chairman of the Steering Committee of Corridor II for 2000 and 2001 and information
Costs for infrastructure investements along Rail Corridor II
2,000.00 million
1,800.00 million
1,600.00 million
1,400.00 million
1,200.00 million
1,839.10 million
1,000.00 million
800.00 million
1,481.00 million
600.00 million
400.00 million
200.00 million
0.00 million
512.50 million
316.00 million
254.58 million
56.00 million
Germany
Poland
Belarus
Russia
Costs for infrastructure investements along Road Corridor II

4,000.00 million
3,500.00 million
3,000.00 million
2,500.00 million
3,708.65 million
2,000.00 million
1,500.00 million
1,000.00 million
1,059.00 million
500.00 million
0.00 million
69.00 million
Germany
621.00 million
159.30 million
Poland
16.00 million
Belarus
Russia
Page 39
Corridor II

Germany:
Rail:
Upgrading works to enable a speed of 160 km/h on the German section from
Berlin to Frankfurt/Oder (85 km) have started in 1997. A section of 55 km to
Frankfurt/Oder will be upgraded and completion is not expected before 2005.
The more complicated sections of 30 km from Berlin-Ostbahnhof will follow at
a later stage. The total costs for upgrading the German section is about
316 million, of which 56 million have been allocated from the European
Fund for Regional Development EFRD.
When actualising the Federal Railway Infrastructure Act the German
Bundestag identified the improvement of the German/Polish railway border as
a trans-national project. Therefore an agreement with Poland was necessary
before this line could be upgraded. Poland submitted a draft agreement in
June 1999. The findings of an updated transport study commissioned by the
joint German /Polish Working Group were presented in October 2000.
Road:
The length of the road link from the centre of Berlin to the German-Polish
border at Frankfurt/Oder is about 118 km. The widening of the 24 km
motorway section from the Berlin southern outskirts to the "Spreeau" junction
of motorways A10 and A12 from four to six lanes is completed to
approximately 50 %. 44 km of the following 58 km of motorway A12 from
"Spreeau" junction to the Polish border has been widened to for lanes with a
cross section of 29.5 m.
Further 7 km of the motorway A12 between "Spreeau" junction and the Polish
border are under construction at present. Until 2005/2006, further 41 km of
carriageways are to be widened to four lanes with a cross-section of 29.5 m,
the hard shoulders having the same structure as the carriageway. Total
investments will be around 69 million. 92 km of the 118 km total German
section from the centre of Berlin to the Polish border will then have been
improved.
According to traffic forecasts the number of vehicles within 24 hours will
increase from 24,000 (heavy goods vehicles account to one third) in 1998 to
40,000 - 50,000 in 2010.
Poland:
Rail:
On the majority of the section from the Polish/German border (Kunovice) to

Warszawa, with a length of 473 km the works for upgrading the line to allow a
speed of 160 km/h for passenger trains have been finished in 2000.
The following measures are projected for improving of Railway Corridor II
(from West to East):
The section from Kunovice to Rzepin with a length of 25 km will be

modernised until 2004 for the total costs of 30 million. The
contribution of ISPA will amount to 18 million;
Modernisation of E-20 rail interchange to Poznan is foreseen to
complete from 2002 to 2005 for the total cost of 70 million;
Between Warszawa and Minsk Mazowieski (38 km) improvement
works are underway and they will be completed until 2002;
Eastward of Warszawa the modernisation of E-20 railway lines section
from Minsk Mazowieski to Siedlce (length: 52 km) for the total cost of
Page 40
Road:
Corridor II
124.5 million (including ISPA contribution of 84 million) is planned

from 2002 to 2005;
The section from Siedlce to Terespol (121 km) is planned to be
modernised from 2003 until 2006 for the total cost of 288 million
(including an expected contribution from the EU of 135 million);
A modernisation of by-pass for freight traffic south of Warszawa from
Lowicz via Skerniewice to Lukow (182 km) is in planning stage. The
construction works will not begin before 2005;
Apart of these projects the border crossing Malaszewicze - Terespol is
being modernised. The only source of financing will be the state
budget.
The following measures are in the pipeline for improving Road Corridor II
(from West to East):
The construction of the section from Swiecko to Nowy Tomysl (length:

105 km) will be completed from 2006 to 2010;
The section from Nowy Tomysl to Poznan (length: 50.5 km) will be
constructed from 2002 to 2005;
The section of Poznan by-pass (length: 13.3 km) is in advanced stage
of construction, it will be ready in 2003. It is co-financed from PHARE
ZZ 9722 for the cost of 45 million, the total cost is 174 million;
The section from Poznan to Wrzesnia (length: 37.5 km) will be
constructed from 2002 to 2005 for the total cost of 260 million;
The section from Wrzesnia to Konin with a length of 49.2 km already
exists;
the section Konin - Strykow (107 km) will be completed from 2004 to
2010;
the section from Strykow to Brwinow (Warszawa) with a length of 80
km will be completed from 2005 to 2010;
the section of the Warszawa by-pass of the A2 motorway, as well as
the section from Warszawa to Siedlce (90 km) will be completed from
2005 to 2010;
the section Siedlce Terespol (100 km) will be completed from 2010
to 2015;
The project of strengthening the road surface to the axle load of
115 kN on road No. 50, section Sochaczew - Grojec (great Warszawa
by-pass) with a length of 62 km, will be completed between 2002 and
2004 for the total cost of 25 million (including an ISPA contribution of
18.6 million);
From 2003 until 2006 it is planned to add the second lane of road
section from Zakret to Minsk Mazowiecki (length: 37 km) for the total
cost of 85 million (including EU fund of 60 million) as well as to
strengthen the road surface to the axle load of 115 kN in the section
from Grojec to Minsk Mazowiecki (67 km) for the total cost of
27 million and from Minsk Mazowiecki to Terespol (140 km) for the
total cost of 50 million (including expected EU fund of 35.7 million).
Belarus:
Rail:
The rail link in Belarus is 610 km long and extends from the
Belarussian/Polish border (Malaszewicze/Brest) through Minsk to the
Belarussian/Russian border (Krasnoye). Upgrading works on the Belarussian
section of rail Corridor II are not expected to be finished before 2005.
Page 41
Road:
Corridor II
The road link in Belarus is 604 km long and extends from the
Belarussian/Polish border (Brest) through Minsk to the Belarussian/Russian
border (Krasnoye). The M1/E30 has 4 lanes and 158 bridges. Upgrading and
reconstruction works are completed.
Russia:
Rail:
The railway line from the Russian/Belarussian border to Moscow (489 km) is
electrified high-capacity double-track and allows a maximum speed of 120
km/h for passenger trains and 80 km/h for freight trains. The project of railway
modernisation will provide for a maximum speed of 160 km/h, and an average
of 110 km/h. The railway line from Moskva to Niznij Novgorod (439 km) is
electrified and double-track and allows a maximum speed of 140 km/h for
passenger trains and 80 km/h for freight trains. A feasibility study was
performed with regard to the opening of high-speed passenger traffic on the
Moskva-Niznij Novgorod route with a maximum speed of 160 km/h.
Road:
The road link in Russia is 860 km long and extends from the
Belarussian/Russian border (Krasnoye) through Moskva to Niznij Novgorod.
The number of lanes varies from 2-6. The road quality eroded to bad surface
conditions and a patchwork of repair sections is installed.
Page 42
Corridor III
CORRIDOR III
On 3 October 1996 the Ministers of Transport signed the Memorandum of Understanding
(MoU) for the development of the Corridor III.
The first Steering Committee meeting took place on 2 December 1996, in Brussels. Two
working groups were set up. One of them is the working group for railways chaired by the
Polish Railways (PKP), and the other is the working group on border crossings and custom
administration. The railway sub-group has met three times: last time in Ukraine in May 1998.
No activity of the sub-group on border crossing, including customs administration has been
taken place.
The Second Steering Committee Meeting was held on 9 September 1999, in Lviv. Following
conclusions have been taken up:
Work should be concentrated on the technical and administrative problems, amongst

other customs, related to border crossings (road and rail / freight and passengers);
Infrastructure at border crossings should be given priority, as well as freight logistics;
All further development of this important multi-modal corridor will depend on the
preparedness of the parties to find solutions to the border crossing problems
concentrated on the Polish/Ukrainian border;
The major concern is increasing speed to reduce transport time. Rolling stock should
be stepwise renewed with priority changed from heavy load capacity to speed.
Actually the travel time by train from Krakw to Lviv takes 8 hours. After
modernisation of the infrastructure with cruising speed up to 160 km/h - 2,5 hours;
Priority should be given to three basic sections: infrastructure development, freight
transport including rolling stock and market prospect in cargo together with DB Cargo;
After the meeting in Lviv the chairmanship was handed over for the Polish Party,
therefore the next Steering Committee meeting will be organised in Poland.
The Third Steering Committee Meeting was held on 8/9 April 2002 in Wroclaw. Following
decisions have been taken up:
Shifting the chairmanship of Corridor III from the Polish party to the German party;
Establishment of a permanent secretariat by the German party;
Adoption of the Rules of procedure for the secretariat;
Including to the annual working plan of the Steering Committee the issue of
facilitation on the railway border crossings, taking into consideration legal aspects of
border crossings procedures.
Page 43
Corridor III
TECHNICAL FEATURES OF CORRIDOR III:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
Alignment:
Railway
Germany, Poland, Ukraine

1,650 km
1,700 km
n.a.
4
9
Dresden Wroclaw Lviv - Kiev
Dresden Grlitz/Zgorzelec Legnica
Wroclaw Opole Katowice Krakow
Tarnow Rzeszow Medyka/Mostiska Lviv
Ternopol Grecany Vinnitsa Kiev
Dresden Zgorzelec Legnica Wroclaw
Opole Gliwice Katowice Krakow
Tarnow Rzeszow Medyka/Sheghini Lviv
Rivne Zhytomyr Kiev
Branch from Berlin
Berlin Cottbus - Forst/Olszyna Legnica
Road

The costs for infrastructure investments for Corridor III have been estimated using the results
of the Chairman of the Steering Committee of Corridor III for 2000 and 2001 and information
Costs for infrastructure investements along Rail Corridor III
2,000.00 million
1,800.00 million
1,600.00 million
1,400.00 million
1,200.00 million
1,769.00 million
1,000.00 million
800.00 million
600.00 million
937.50 million
400.00 million
200.00 million
148.00 million
0.00 million
Germany
Poland
104.14 million
Ukraine
Page 44
Corridor III
Costs for infrastructure investements along Road Corridor III

3,500.00 million
3,000.00 million
2,500.00 million
2,000.00 million
3,183.90 million
1,500.00 million
1,000.00 million
1,061.00 million
500.00 million
652.00 million
0.00 million
270.00 million
8.90 million
261.00 million
0.30 million
Germany
Poland
Ukraine

Germany:
Rail:
The German section of Corridor III from Dresden to the German/Polish border
(Grlitz) has a length of 102 km. It is double-track, non-electrified, with a
maximum line speed of 120 km/h. Construction works to a speed 160 km/h in
passenger traffic and 120 km/h in freight traffic as well as works to remove the
speed restrictions that still exist on certain sections will be continued until
2006.
Road:
The northern branch of the road corridor with 127 km starts at Berlin and runs
via Cottbus to the German/Polish border (Forst). The first section (part of A13
Berlin Dresden) stretches from Berlin to the motorway triangle Spreewald
(63 km); from there the second part (A15) stretches via Cottbus to the
German/Polish border (64 km). The A13 will be reconstructed and upgraded
to a four-lane motorway with hard shoulders until 2003. The A15 in the
direction from Forst to the A13 has already been reconstructed; the other
direction will be reconstructed until 2005. The EU has provided 8.9 million
from the TEN budget.
The southern branch stretches from Dresden to the German/Polish border
(Grlitz) and has a length of 97 km. The four-lane motorway with hard
shoulders and the tunnel Knigshainer Berge was opened for traffic in March
1999.
Poland:
Rail:
The Polish section of Corridor III is the E-30 line running from the
German/Polish border (Zgorzelec) via Wroclaw, Katowice, Krakow, Przemysl
to the Polish/Ukrainian border (Medyka). Its length is 832 km and the speed
varies between 120 km/h and 80 km/h. The whole line shall be upgraded to a
speed of 160 km/h in passenger traffic and 120 km/h in freight traffic.
Page 45
Corridor III
Until 2004 the railway cross border Wgliniec-Horka and ZgorzelecGrlitz will be modernised for the total cost of 14 million, incl. 10
million from the PHARE CBC programme;
Until 2004 it is planned to modernise of the section Zgorzelec Wgliniec - Legnica for the total cost of 186 million, incl. 100 million
of EU funds;
Until 2004 the section from Legnica - Wrocaw to Opole will be
modernised for the total cost of 355.5 million, incl. 38 million from
the PHARE PL 9908 programme;
From 2003 until 2006 it is planned to modernise the line E-30 in the
section Opole - Kdzierzyn - Katowice - Krakw for the total cost of
382 million, incl. 273 million expected EU funds.
The line has two branches:
Road:
1) E-30: Opole - Kdzierzyn - Gliwice - Katowice - Krakw, the total

cost of modernisation is 154 million;
2) C-E-30: Opole - Pyskowice - Gliwice-abdy, the total cost of
modernisation is 61 million.
The section from Krakw to Medyka will be modernised until 2015.
The A4 motorway is in the most advanced stage of construction of all

motorways in Poland. The state of construction of A4 motorway is as follows
(section by section, from West to East):
The branch from the Polish/German border at Olszyna to Krzyowa

with a length of 62 km is a two-lane road, which will be newly
constructed as a four-lane toll motorway with a speed of 120 km/h. The
construction works are planned to be completed in 2005;
The branch from the Polish/German border in Zgorzelec to Krzyowa
with a length of 50 km will be constructed from 2003 until 2006 for the
total cost of 285 million, incl. 121 million of EU funds;
Section Krzyowa - Wrocaw has a length of 104 km, it will be
constructed from 2002 until 2005 for the total cost of 374 million, incl.
222 million of EU funds;
Section Wrocaw - Nogawczyce, with a length of 127 km, construction
works began in 1997 and they finished in 2001. Since 2001 this
section of the motorway is in operation.
Section Nogawczyce - Kleszczw with a length of 20 km is being
modernised until 2005 for the total cost of 20 million financed by the
PHARE 9908.02 programme;
Section Kleszczw - Gliwice (Sonica) with a length of 20 km is being
modernised until 2005 for the total cost of 120 million, incl. 84
million from the ISPA funds;
Section Gliwice - Katowice with a length of 30 km, is planned to be in
operation in 2004 with total cost of construction of 35 million financed
from the PHARE ZZ9722 programme;
Section Katowice - Krakw has a length of 63 km. It is an existing toll
motorway section since 2000.
Section Krakw southern by-pass with a length of 6 km is being
constructed until 2003 for the total cost of 20 million from the PHARE
9807.01 programme;
Section Krakw Tarnw - Rzeszow is planned to be in operation in
2010;
In the section of road No. 4 between Krakw and Rzeszw with an
overall length of 110 km the projects on strengthening the pavement
Page 46
Corridor III
are planned to realise until 2006 for the total cost of 142 million, incl.
104 million of EU funds. The construction of motorway between
Krakw, Rzeszw and Korczowa/Krakovec (Ukrainian border) will be
completed from 2010 to 2015.
Ukraine:
Rail:
The Ukrainian section of Corridor III with a length of 600 km runs from the
Polish/Ukrainian border (Mostiska II) via Lviv Krasne Ternopol
Zhmerinka Kasatin to Kiev. The line is double-track, electrified. In the
framework of the Ukraine Railway Development Project the railway
infrastructure on the line shall be reconstructed and modernised to
international standards. The expected project cost will exceed $ 90 million
(about 1048 million) and the European Bank for Reconstruction and
Development (EBRD) has offered a loan.
A particular problem is the gauge change at the Polish/Ukrainian border
(Medyka/Mostiska). The Lviv Railways propose to construct a new track with
European gauge (1435 mm) on the section Mostiska II - Lviv (84 km). This
may save passenger coaches three to four hours of waiting time at the border.
The means of finance for the project are still subject of negotiations.
Road:
Road Corridor III in the Ukraine passes from the Polish/Ukrainian border
(Shegini) via Lviv, Rivne, Zhytomyr to Kiev. The total length is 612 km, of
which 308 km are category Ib roads with four lanes and 304 km are category
II roads with two lanes. The existing condition of the road does not satisfy
European standards on the whole length of the road. Reconstruction to
category I is planned on sections, which currently have category II,
rehabilitation and repair works will ensure suitability for modern traffic
requirements. On the section from Shegini to Lviv and on the future motorway
section from Korczowa/Krakovec (Polish border) to Lviv it is planned to
construct bypasses of towns, and the alternative route - motorway - shall be
used charging tolls.
Exchange rate: 1 = $ 0,8642 (source: European Commission DG Budget Inforuro, February 2002)
Page 47
Corridor IV
CORRIDOR IV
ALIGNMENT:
Corridor IV is a multi-modal Northwest - Southeast transport link running from
Dresden/Nrnberg (Germany), via Praha (Czech Republic), Wien (Austria)/Bratislava
(Slovakia), Budapest (Hungary) to Romania. In Romania Corridor IV divides into two
branches. The northern branch runs from Arad via Bucuresti to Constanta at the Black Sea,
while the southern branch from Arad via Craiova to Sofija (Bulgaria) and divides again, with
one branch running further to Thessaloniki (Greece) and the other to Istanbul (Turkey).
The Memorandum of Understanding (MoU) for the development of Corridor IV has been
signed by the Ministers of Transport in May 1999 after two Steering Committee meetings. At
the third Steering Committee meeting, which was held in Praha on 30 June 1999, a
permanent secretariat under German chairmanship was established. It will assist the
Steering Committee in setting up a working programme for the development of the Corridor.
The chairmanship of the Steering Committee is being held by Germany, the vicechairmanship by Turkey. This mandate lasts for two years and must be approved by the
Steering Committee in case of extension or change. The seat of the chairman is vacant at
the moment and the Steering Committee will make a new selection in May 2002. At the
moment the Steering Committee is chaired by a representative chairman.
A Steering Committee for railways has been established and is chaired by the German
Railways (DB AG). The MoU between the ten railway companies operating currently inside
the area was signed in January 1997. It aims at co-operation on the development of the
Corridor. It focuses on harmonisation of infrastructure and of administrative procedures. To
facilitate the work the Steering Committee for railways has been fused with the Steering
Committee for the overall Corridor.
Within the framework of the tasks of the Steering Committee, which at present is being
chaired by the German representative, areas of action for further development of the Corridor
planning have been defined and action initiated. The compilation of a so-called corridor
cataster has been initiated. This contains all the relevant information about the present state
of the infrastructure of the Corridor. It allows conclusions to be made about the urgency of
further constructions in the individual sections of the corridor and gives suggestions as to the
priority, amount and timing of financing. Whereas the cataster of the rail infrastructure of the
Corridor is just about to be completed, the data and the methods of determining the data on
road infrastructure is subject of discussions of the Steering Committee.
The Steering Committee further concerns itself with the situation at the borders where the
Corridor runs and is particularly active in reducing the time needed for border controls and
formalities. The Committee has taken up contacts with the Directorate General for Taxation
and Customs of the European Union and will be presenting suggestions for a reduction of the
time taken for border clearance formalities. In this task it will consider the experienced views
of those who are practically involved in the trade and will in conjunction with a working circle
of forwarders and loaders work out relevant suggestions.
The extensive work of the Steering Committee is laid down in the Action Programme of the
Steering Committee for the Pan-Europe an Traffic Corridor IV.
Page 48
Corridor IV
TECHNICAL FEATURES OF THE CORRIDOR IV:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
Alignment:
Railway
Road
Railway
Road
Railway
Road
Railway
Road
Railway
Road
Austria, Bulgaria, Czech Republic, Germany,

Greece, Hungary, Romania, Slovakia, Turkey
4,340 km
3,640 km
n.a.
10
8
Dresden Praha Bratislava/Wien
Budapest Arad
Dresden Bad Schandau/Decin Praha
Ceska Trebova Brno - Breclav/Kuty
Bratislava - Rajka/Hegyeshalom - Gyr
Breclav/Hohenau Wien
Bratislava Wien
Wien Nickelsdorf/Hegyeshalom Gyr
Budapest (second alignment: Bratislava
Sturovo/Szob Budapest) Szolnok
Lkshaza/Curtici Arad
Dresden Zinnwald/Cinovec Praha Brno
Lanzhot/Brodske Bratislava Cunovo/Rajka
Hegyeshalom Gyr
Brno Mikulov/Drasenhofen Wien
Bratislava Wien
Wien Nickelsdorf/Hegyeshalom Gyr
Budapest Kecskemet - Szeged
Nagylak/Nadlac Timisoara
Branch from Nrnberg
Nrnberg Schirnding/Cheb Plzen Praha
Nrnberg Waidhaus/Rozvadov Plzen
Praha
Branch to Constanta
Arad Alba Iulia Brasov Ploiesti
Bucuresti Constanta
Timisoara Sibiu Pitesti Bucuresti
Constanta
Branch to Istanbul
Arad Timisoara Craiova Calafat/Vidin
Sofija Plovdiv Svilengrad/Kap. Andreevo
Edirne Istanbul
Timisoara Craiova Calafat/Vidin Sofija
Plovdiv Svilengrad/Kap. Andreevo Edirne
Istanbul
Branch to Thessaloniki
Sofija Kulata/Promahonas Thessaloniki
Sofija Kulata/Promahonas Thessaloniki
Page 49
Corridor IV

The costs for infrastructure investments for Corridor IV have been estimated using the results
of the Chairman of the Steering Committee of Corridor IV for 2000 and 2001 and information
Costs for infrastructure investements along Rail Corridor IV
3,500.00 million
3,000.00 million
2,500.00 million
2,000.00 million
3,091.30 million
1,500.00 million
1,236.36 million
1,000.00 million
1,418.23 million
1,140.00 million
500.00 million
470.00 million
93.20 million
0.00 million
Germany
Czech
Republic
890.00 million
873.50 million
520.60 million
Austria
Slovakia
752.14 million
383.00 million
106.26 million
231.73 million 153.00 million
Hungary
Romania
Bulgaria
Greece
Turkey
Costs for infrastructure investements along Road Corridor IV

4,500.00 million
4,000.00 million
3,500.00 million
3,000.00 million
2,500.00 million
2,000.00 million
3,863.80 million
1,500.00 million
1,000.00 million
500.00 million
942.00 million
1,184.46 million
948.60 million
97.31 million
84.77 million
0.00 million
Germany
Czech
Republic
Austria
Slovakia
Hungary
910.00 million 338.00 million

366.49 million
137.00 million
71.71 million
Romania
Bulgaria
Greece
Turkey
Page 50
Corridor IV

Germany:
Rail:
The Rail Corridor has two starting points in Germany. One branch runs from
Dresden to the German/Czech border (Bad Schandau) and has a length of 51
km. At present the line is double-track, electrified and allows a maximum
speed of 120 km/h.
In the national extension and development planning the stretch Dresden - Bad
Schandau - border is included within Trans-Country Project". This means that
the extension of the stretch is based on an agreement with the Czech
Republic. In particular the agreement for the German section foresees:
- The expansion of the stretch Dresden - Bad Schandau - border, for
speeds of 160 km/h;
- The installation along the whole stretch with equipment which can
cope with the requirements of vehicles with tilting technology.
At the moment the superstructure is being strengthened for the use of trains
with tilting technology. Such construction work has been going on between
Dresden and Pirna since 1996. Investment for the whole section amount to
180 million; up to now 73 million have been spent. When the planned
electrically powered multiple-system-vehicles with tilt-technology being
manufactured in the Czech Republic are taken into use (planned for 2004), the
travel time will be significantly reduced and the comfort of travelling will be
increased. The journey time Berlin - Dresden - Praha will be reduced from 4
3/4 hours to 3 hours, journey time Praha - Wien will be reduced from 5 hours
to 3 1/2 hours. Originally, the development of the infrastructure was to be done
till 2002. According to the plans of the Deutsche Bundesbahn (Federal
German Railways) the development and expansion will go on up to the year
2007. In the long run, partial stretches will even allow trains to travel at speeds
of up to 200 km/h.
The other branch runs from Nrnberg to the German/Czech border
(Schirnding) and has a length of 140 km.
The stretch Nrnberg - Marktredwitz - Schirnding - border is also contained in
the national development plan as a Trans-country Project. This means that in
order to determine the standard of the further development the agreement with
the neighbour Czech Republic and as far as the stretch Marktredwitz - border
is concerned, the necessity of further development and extension are
necessary. The agreement for this envisages especially for the German
section:
-
Electrification of the stretch Nrnberg border;

Extension of the stretch Marktredwitz - border when vehicles with
tilting technology are put into operation;
The step-by-step reduction of the travelling time between Nrnberg
and Praha by almost 2 hours to just 3 hours 20 minutes.
The railways concerned signed a memorandum in 1999 for the upgrading of

the stretch Markrredwitz - Praha for trains with tilt technology latest till the year
2004. Investment for the German section will be about 290 million. This in
combination with shortened checks at the border will reduce travelling time
between Nrnberg and Praha to 3 3/4 hours. The electrification of the stretch
Nrnberg -Eger will take place over a longer period of time and therefore in
the meantime trains with diesel power and tilt technology will be used. The
construction of the tracks is proving to be partly difficult and this is particularly
Page 51
Corridor IV
true of the stretch between Nrnberg and Hof. The work on the electrification
of the stretch Nrnberg - Hof - Reichenbach will presumably begin at the
earliest in 2003. However, a middle or long-term realization is more probable.
Road:
The Road Corridor starts in Dresden and runs to the German/Czech border
(Zinnwald). The stretch is a two-lane road and has a length of 44 km. It will be
replaced by a newly built motorway Dresden - Praha. The construction works
for the motorway have started in 1998 in Dresden. On 12 September 2000 the
German and Czech Transport Ministers signed a contract for constructing a
border bridge. The costs of the motorway will be about 560 million. The first
sections were taken into operation in October. In the following a 9 km section,
work on two tunnels and a bridge over a valley began in 2000. This will
probably be taken into commission in 2003. It is envisaged that the following
stretch up to Pirna will be finished in 2005. This is in accordance with the
target which foresees that with completion of D8 on the Czech side, traffic on
the German side can simultaneously start flowing.
As far as the financing is concerned, plans were discussed within the
framework of a feasibility study whether possibilities of a private financing of
the southern partial-stretch from Pirna till the border exist. The expert report
which has been coordinated with the Czech Republic has been ready since
April 1999. The report gives a clear opinion that the Federal Autobahn A17 is
not suitable for private financing.
On the basis of its high infrastructural importance, all of the A17 with the
exception of the stretch which is under construction, has been taken up in the
project list of the EFRE-Federal Programme. Depending on the permission of
this grand project by the European Union about half of the amount out of these
structure funds would be available. The other half is to be financed out of the
Federal budget.
On the Federal road B170 the reconstruction of the border crossing Altenberg
- Cinovec as a common project was taken into commission in 2000. This
border crossing will improve and accelerate border processing procedures till
the opening of motorway A17.
The other branch of the corridor runs from Nrnberg to the German/Czech
border (Waidhaus) and has a length of 130 km. The four-lane motorway
section Nrnberg Amberg (60 km) was completed in 1991. Construction of
the section Amberg Waidhaus (54 km) started in 1995; costs will be about
390 million.
The planning for motorway A6 Nrnberg - border has for the larger part
already been completed. The bypass Waidhaus was commissioned for traffic
in November 1997 at the same time as the new common border processing
facility on Czech territory. The stretch which follows, namely Pleystein till
Waidhaus was commissioned for traffic two years later. The stretch which bypasses Wernberg/Kblitz has been under construction since June 1998. The
sector Kaltenbaum - Lohinar has been under construction since May 2001.
Both stretches are to be completed latest by 2004. For the stretch Weppenhof
- Kaltenbaum efforts are to be made for beginning construction in 2002 and
completing the work in 2005. The remaining gap Amber 1 Ost - Pfreimd is to
be completed up to the year 2009.
Regarding the financing, 61.36 million have already been utilised till the end
of 2000, and for the completion of the ongoing sections in the coming years,
an amount of 140.61 million is required. The sections which still have to be
initiated require an additional volume of 186.62 million; of these around
153.39 million alone will be required for the stretch Amberg - Pfreimd. In order
Page 52
Corridor IV
to accelerate the project, a joint grant of 6.5 million will be made available by
the European Union from their budget Trans-European Networks as well as
additional project-bound funds from the Federal Republic.
Czech Republic:
Rail:
The Rail Corridor has two branches in the Czech Republic. The main branch
runs from the German/Czech border (Decin) to Praha and further via Ceska
Trebova and Brno to the border station Breclav. Its length is 476 km. From
Breclav the corridor continues to Wien and to Bratislava.
The branch from Nrnberg runs from the German/Czech border (Cheb) via
Plzen to Praha. It has a length of 228 km.
Modernization of railway lines on Corridor IV has been running in the Czech
Republic since 1994. The principal parameters are:
to increase speed limit up to 160 km/h;

to harmonize loading gauge with the UIC GC requirements;
to fulfil the D4-classification for section bad (i.e. 22.5 tonnes/axis).
Along with achieving the above parameters the modernization shall enable
tilting trains to operate on these lines.
The modernisation project and the financing model were approved by the
Czech Government. Altogether 385 km of lines (big railway stations and nodes
have been extended from the project due to enormous investment costs) out
of the total 457 km shall be modernized. The outstanding stations and nodes
shall be modernised through an individual investment programme. In order to
co-ordinate technical aspects and timing of the modernization steps
intergovernmental agreements were signed among the neighbouring countries
(Agreement on cooperation for future development of the Berlin Praha Wien railway link made by the Ministry of Transport and Communications of
the Czech Republic, the Federal Ministry of Transport of Germany and the
Federal Ministry of Public Economy and Transport of Austria; Agreement on
cooperation by preparing and implementing modernization of railway lines
concluded among the Ministry of Transport and Communications of the Czech
Republic and the Ministry of Transport, Posts and Telecommunications of the
Slovak Republic).
The project implementation itself is proceeding gradually, section by section.
The goal is to complete the modernization till the end of 2002. Currently
modernization of 271 km of lines and stations has been completed.
Implementation is still ongoing on 60 km of lines and on the remaining 57 km
the modernization is under preparation.
The amount of CZK 28 billion ( 876.759 million) has already been spent. Out
of that sum the amount of CZK 23.6 billion ( 7399 million) has been spent on
the completed sections.
Total investment costs represent CZK 36.5 billion ( 1.149 billion). The
financing proceeds in the combined way: 40.5 % from the state budget (CZK
14.8 billion), 50 % from the state guaranteed credits (CZK 18.3 billion), 5 %
from non guaranteed credits (CZK 1.8 billion) and 4.5 % (CZK 1.6 billion;
50.19 million) from the means of PHARE programme
Exchange rate: 1 = CZK 31.936 (source: European Commission DG Budget Inforuro, February 2002)
Page 53
Corridor IV
Two sections under preparation (Zabori nad labem Prelouc Usti nad Orlici Ceska Trebova) will be co-financed from ISPA means (contribution in the
amount of 50 % of the costs for those two sections, i.e. 29.4 and 16.3
million represents exceeding of the total investment costs for the whole project
of the Corridor modernization). The preparation of the above mentioned
sections shows some delay and the completion is foreseen beyond the
planned year 2002.
Modernization of the Czech part of the branch Nrnberg - Praha is supposed
to be implemented in the period 2004-2010.
Road:
The road corridor branch from the Czech/German border (Cinovec) to Praha
has a length of 93 km. The currently existing two-lane national road sections
on the stretch will be replaced by a newly constructed four-lane motorway until
2005 the highway D8. The motorway is only in part in operation in the sections
Praha - Nova Ves, Doksany -Lovosice - Rehlovice - Trmice, i.e. 36.5 km. The
section Nova Ves - Doksany (16.4 km) was put into operation in June 2001.
After completion of the administrative procedures it is assumed that those the
two remaining sections (total length 39.7 km), Lovosice - Rehlovice and
Trmice state border will be put into operation in 2005 in compliance with the
international agreement concluded on the construction of the border bridge
and approved by the parliament.
The road section from Praha to Breclav is 317 km long and is a four-lane
motorway.
The branch in the direction Praha - Plzen - Nrnberg is already completed on
the Czech territory, the only exception creates the by-pass of PIzen, which
construction, after settling of some environmental problems, has already
begun.
For both motorway branches on the Czech territory it is necessary to
accomplish also the by-pass of Praha. This construction has been gradually in
progress.
Austria:
In preparation of the new Austrian general transport plan which aims to improve the country's
transport links to its southeast European neighbours, a regional conference was held with
transport ministers from Austria, Poland, the Czech Republic, Hungary, Slovakia and
Slovenia to discuss cross-border expansion plans. Requests were also put forward for the
development of the Pan-European Transport Corridor IV.
Rail:
The Corridor provides three rail connections to Wien, which are electrified and
provide good conventional standard. The link from the Austrian/Czech border
(Breclav) via Hohenau to Wien is double-track and has a length of 88 km and
will be upgraded to a speed of 160 km/h. At present, maximum speed on this
route is 120 km/h. The track is not a problem but railway intersections have to
be made safer, the conversion of several stations is necessary and modern
safety technology has to be installed.
In addition to the existing line Wien - Marchegg/Devinska Nova Ves Bratislava hl. st. (mostly single-track, not electrified), operations started in
1998/1999 on a new 21 km link from Parndorf (at the main line Wien
Budapest) via Kittsee (border) to BratislavaPetrzalka. The majority of trains
operate along this route. Individual trains continue to Bratislava Central Station
but need half an hour longer. There are no passenger train services operating
beyond Wien or Bratislava (e. g. Bratislava -Munich or Wien - Kosice). There
are currently few connections between Wien-Sdbahnhof - Marchegg TINA VIENNA Transport Strategies
Page 54
Corridor IV
Bratislava Main Station. This section, which is not electrified, is used primarily
for freight transport.
The
link
from
Wien
to
the
Austrian/Hungarian
border
(Hegyeshalom/Nickelsdorf) is 70 km double-track, and has been upgraded to
a speed of 140 km/h in 1998 making the travel time from Wien to Budapest 2
hours 25 minutes.
Road:
There are several road links, which are part of corridor IV. The link to
Budapest is the existing A4 motorway (length 70 km).
On the connection Wien - Bratislava a four-lane high quality road link (B 307)
from the A4 to the new Austrian/Slovakian border crossing Jarovce/Kittsee
(opened in 2000) near Bratislava is in the planning stage. The plans are
relatively well advanced, construction of the B307 Wien - Bratislava will
commence soon. This link branches off the A4 motorway in the Bruck/Leitha Parndorf region and runs in a north-easterly direction to the border crossing
Kittsee - Jarovce. Completion is scheduled for 2006.
With regard to road traffic, the Steering Committee agreed at a meeting on 7/8
June 2001 in Bratislava to include the link Brno Wien via Drasenhofen
(border station) with a length of 71 km in Corridor IV. This section is currently
a two-lane state road, which is planned to become part of motorway A5. This
new motorway will also be included in the new proposal of the European
Commission on the revision of the TEN-T guidelines.
Slovakia:
Rail:
The Rail Corridor runs from the Czech/Slovakian border (Breclav) via Kuty to
Bratislava and continues via Galanta, Nove Zamky to the
Slovakian/Hungarian border (Sturovo). A parallel line runs from Bratislava to
the Slovakian/Hungarian border at Rusovce. The total length of both
alignments is 252 km. The whole corridor is in operation as double-track
electrified line (operational speed 120 km/h), only part from Bratislava to
Cunovo and the border is single-track electrified. Since the Rail Corridor IV is
in relatively good condition a general modernisation of this Corridor is not
being considered at the moment, only small reconstruction on the tunnel in
Bratislava railway station. Same upgrade of the line is planned after 2004 with
the aim to reach the speed 160 km/h.
Road:
The total length of the Road Corridor in Slovakia is 83 km. Of these 80 km are
in operation and of these 71 km in full breadth and 9 km in half profile. The
estimation is that starting with the year 2003 the road will be useable in full
breadth. About 3 km of road are in the planning stage (motorway D2
Lamacska Cesta - Stare Grunty). The construction period for this project is
September 2001 2004 (Financing: Loan from JBIC. Total costs: SKK 3.59
billion ( 84.7710 million); construction costs: SKK 3.06 billion ( 72.2610
million)
10
Exchange rate: 1 = SKK 42.35 (source: European Commission DG Budget Inforuro, February 2002)
Page 55
Corridor IV
Hungary:
Rail:
The Bratislava - Budapest section of the Rail Corridor contains two alternative
railway lines:
Bratislava - Sturovo/Szob (border) - Budapest

Bratislava Hegyeshalom/Rajka (border) - Budapest
The railway line runs from the Slovakian/Hungarian border (Sturovo/Szob) to

Budapest (64 km). The rehabilitation to obtain the original design speed of 100
km/h or 120 km/h has gone on from 1998 till completion in 2002. Financing is
from the State Budget to the value of the national contribution, equal to
PHARE support.
The parallel railway line from the Slovakian/Hungarian border (Rajka) to
Hegyeshalom Budapest has a length of 191 km. As the first phase the
upgraded section between Hegyeshalom and Tata opened in July 1997 partly
for the speed of 160 km/h. To implement the second phase of upgrading i.e.
the increase of permissible speed partly to 140 km/h to Budapest and to settle
the ECTS all along the line by 2005 the Hungarian Government has presented
an official application for ISPA grant for the year 2001 to the European
Commission.
Near to the city of Gyr a Ro-Ro terminal constructed with PHARE support
has been taken into operation in June 2000 as a part of the new port on the
Danube, which will also have a railway connection.
The section crossing Budapest is the most critical part of the corridor. Four
kilometres of double-track between the stations Budapest-Kelenfld and
Budapest-Ferencvaros renewed the last time in 1970 is a part of a complex
reconstruction plan which has been started in 1999 and will be completed by
2002. The reconstruction of the four kilometre long section of Budapest-Keleti
- Budapest-Ferencvros was completed between 1996 and 1998 with the
investment cost of HUF 2.8 billion ( 11.511 million). Preparation of the
reconstruction of the section Budapest-Ferencvaros - Budapest-Kelenfld is in
progress.
The connection with a length of 9 kilometres (2 km double-track) from
Budapest-Ferencvaros to the new Budapest Intermodal Logistic Centre will be
renewed with the construction of the substructure of the second track in 7
kilometres. The project will be ready until May 2002 when the new centre with
a starting capacity of 100 000 TEU/year is put into operation. This project is
partly financed by PHARE sources.
From Budapest the Corridor continues via Ujszasz to Szolnok (100 km) and
further via Szajol to the Hungarian/Romanian border at Lkshza (125 km).
The rehabilitation of the section Budapest jszsz - Szolnok was started in
1999 and it will be completed in 2002 restoring the original design speed of
120 km/h. Permanent speed restrictions of 20 and 60 km/h being introduced
on certain sections will be removed after the rehabilitation. The project is partly
financed by an EIB loan.
Preparatory work of the Nyugati Station - Cegled - Szolnok - Lkshza
railway line began in 2001 along the section between Vecses and Cegled.
Speed will be raised as a result of track renewal and reconstruction.
11
Exchange rate: 1 = HUF 243.49 (source: European Commission DG Budget Inforuro, February 2002)
Page 56
Corridor IV
Where the geometry of the track and other conditions allow, the speed limit
will be raised from 100 to 120 km/h and to 140 km/h along the section
between Albertirsa and Cegled. Simultaneously with track reconstruction,
subways and platforms enhancing the safety and comfort of passengers will
be built along this line section at Vecses, ll, Monor, Pilis, CegledbercelCser and Cegled stations.
A company of limited liability was formed in 1996 to develop a logistic centre
at station Szolnok based on the existing container terminal.
The rehabilitation of the section Szolnok - Lkshaza (border) for its design
speed of 120 km/h (partly for 140 km/h) and the completion of the still missing
second track on three sections with a length of 53 km will be executed after
2002. Reconstruction of this section is a subject of future ISPA Projects. The
remaining 11 km long section between the border stations (Lkshza (MAV)
- Curtici (CRF)) is still a single-track railway, which is a bottleneck for
international traffic; but the railways entered into a contract to include the
second track into their development plans.
The concept of constructing a new railway bridge in Szeged was raised in
conjunction with the plan to establish the Szeged - Timisoara railway
connection.
Road:
The road section of the Road Corridor from the Slovakian/Hungarian border at
Rajka to Budapest and further to the Hungarian/Romanian border (Nagylak)
has a length of 398 km. Corridor IV includes the following Hungarian
Motorway sections have been completed (total 296 km) and are in operation:
M1 motorway (between the M0 and the Austrian border): 156km

M15 expressway (between the M1 and the Slovak border): 14 km
M0 expressway (around Budapest) between M1 and M5: 29 km, and
M0 - Kiskunfelegyhaza junction of M5 motorway: 97 km.
No additional developments are expected to be made regarding the M1

motorway and the M15 expressway, their maintenance and operation is
continuous at a high level. A government resolution has been adopted to
upgrade the south sector of M0 into a 2x 3-lane motorway. Design is in
progress and implementation is expected to start in 2 3 years.
The eastern sector of M0 along the section between road No. 51 and the M3
motorway is being designed. Implementation is expected to start in 2002.
The preparations for the establishment of the Kiskunfelegyhaza - Rszke
(Yugoslavian border) section (from the total missing 60 km, 44 km is the part
of the Corridor IV) of the M5 motorway are in progress. The negotiations
between the Concession Company and the Ministry started in 1999. The
concession contract schedules the deadline for the completion of the entire
construction of the M5 motorway for the end of 2003.
The Corridor IV shall follow the track of the planned M43 motorway between
Szeged junction of the M5 motorway to the border crossing to Romania (58
km long) with 2x1-lane expressway in the first stage. The planning of M43 is in
progress; the first stage of the construction is the Szeged bypass, which is 19
km long.
In accordance with the decisions taken pursuant to the meeting of the Heads
of Government of Hungary and Romania in October 1997, a delegation of
Romanian and Hungarian experts defined the layout of the BudapestBucuresti motorway in December 1997 in Cluj Napoca. The meeting of the
experts stated that the development of the track Budapest Polgar
Page 57
Corridor IV
Debrecen Oradea - Cluj-Napoca - Bucuresti is included in the public road

development concept of both countries, the implementation of which can take
place in accordance with the evolution of the traffic along those lines.
In this regard the Hungarian government decided to accelerate the realisation
of the M3 motorway which has been completed between M0 and Fzesabony:
103 km and the connecting establishments. The sections will open according
to the following timetable: Polgar: (M3) 2002, Miskolc (M30) 2002, Nyiregyhza
(M3) 2005, Debrecen (M35) 2005.
Aviation:
The aggregate capacity of Terminals 2A and 2B of Budapest airport is 5.5

million passengers per year which is expected to be exhausted by 2003 2003. The handling of transit passengers should be managed in a way
different from the existing practice with no change in level. The terminal
should meet the Schengen expectations and be capable of handling external
and internal Schengen passengers separately. The users of the building are
expected to be MAALEV Rt. and its airline partners.
A new urban road network should be built and the building should be linked to
the existing road network and the section of main road Nr.4 bypassing
Vecses. It is also necessary to develop a new passenger front of appropriate
capacity with standing places near the building (passenger bridge) and far
from the building. The gross basic area of the planned building is
approximately 50,000 m2 with at least 12 standing places with passenger
bridges and 4 - 6 ones far from the building. Departing passengers will be
received by about 50 ticket counters. The sorting of the luggage of departing
and transit passengers should be automated. The terminal should be linked
appropriately to the then existing fast train station and the car park to be built
at the road front.
The expected first cost of the terminal is HUF 60 billion ( 246.4212 million).
The smaller part of it can be funded from budgetary resources and the larger
part from private capital.
Inland waterways:
The study concerning the logistic review of Csepel Freeport was elaborated in
2001. Based on the freight turnover forecast of the catchment area of the port,
it is planned to develop logistic reloading and warehousing activities, inland
waterways container loading and Ro-Ro carriage. Developments are
necessary to improve the internal infrastructure and railway links and
reconstruct the existing infrastructure of the port.
Romania:
In Romania Corridor IV divides into two branches. The northern branch runs from Arad via
Bucuresti to Constanta on the Black Sea, the Southern branch from Arad via Craiova to
Sofija (Bulgaria) and divides there again. At present there is a ferry for cars and passengers
across the Danube at the Romanian and Bulgarian border (Vidin/Calafat). A bridge is under
discussion. Access infrastructure is to be built by each country on its respective territory.
Rail:
From the Hungarian/Romanian border (Lkshaza) the Rail Corridor

continues to Arad, where it divides into two branches.
The northern branch of corridor IV runs to the port of Constanta at the Black
Sea via Brasov and Bucuresti. It has a length of 880 km. The railway line will
be upgraded according to AGC and AGTC standards to a design speed of 160
12
Exchange rate: 1 = HUF 243.49 (source: European Commission DG Budget Inforuro, February 2002)
Page 58
Corridor IV
km/h for passenger services and 120 km/h for freight trains. Construction
works will be completed between 2008-2010. The travelling time will be
reduced by 3 hours.
The works for the rehabilitation of the rail section Brasov - Bucuresti started in
2001 and are foreseen to be completed by 2003, with financing from EIB (
200 million) and CFR SA. The civil works tender were finalized for rail section
Bucuresti - Campina and the works started in May 2001.
Negotiations with JBIC for the financing of the Bucuresti - Constanta section
are in progress. A Memorandum between the government of Romania and the
government of Japan was signed in March 2001 for the financing of the
rehabilitation of the sections Bucuresti North Bucuresti Baneasa and Fetesti
- Constanta ($ 257.4 million; 297.8513 million). The project will be finalized in
2006.
For the section Bucuresti Baneasa - Fetesti, an ISPA Application Form for the
total budget of 231.73 million has been approved by the ISPA Management
Committee in Bruxelles in July 2000. The Financing Memorandum was signed
in December 2000 and work will commence in 2001.
A feasibility study for the border crossing section Curtici Arad Deva Simeria has been approved (estimated value: $ 595 million; 688.514 million)
and has been sent to EIB and the European Commission in order to obtain
financing.
A rail ferry service to the port of Poti in Georgia has been introduced in March
1999 making use of the TRACECA connection.
The southern branch continues to the Romanian/Bulgarian border
(Vidin/Calafat) via Timisoara and Craiova. It has a length of 400 km. A
feasibility study has proposed to upgrade the line to a speed of 160 km/h for
passenger services and 120 km/h for freight trains. Construction works will not
commence before 2010-2015. There is a ferry-boat link for rail transport over
the Danube, which has been stopped due to lack of transport.
A new bridge is to be built and should be constructed with financing
exclusively from the Bulgarian part. Access infrastructure is to be built by each
country on its respective territory.
Romania undertook steps towards the realization of this objective: the
Agreement between the government of Romania and the Republic of Bulgaria
on the technical, financial, legal and organizational issues related to the
construction of a new crossborder combined (road and rail) bridge between
the two countries over the Danube River" has been ratified through Law
91/2001 and identifying financing is one of the priorities of the government.
Following the Law 91/2001, Railway lnfrastructure Company ordered a
feasibility study and a tender documentation for the Rehabilitation and
modernization of the railway section 113 Craiova - Calafat".
Road:
13
14
The length of the Road Corridor on the existing roads from the
Hungarian/Romanian border (Nadlac) to Bucuresti is 663 km. The Nadlac
border crossing point was modernised, providing eight traffic lanes per
carriageway, a parking area for goods-vehicles and 4.1 km of rehabilitated
access road. The corresponding works on the Hungarian side have started.
Exchange rate: 1 = $ 0.8642 (source: European Commission DG Budget Inforuro, February 2002)
Page 59
Corridor IV
The existing roads between Nadlac, Arad and Timisoara, as well as between
Deva - Sebes and Sibiu - Pitesti have been rehabilitated until 1998.
The rehabilitation works will continue between Timisoara - Lugoj and SebesSibiu until 2002. The construction of a new motorway from Nadlac Timisoara
Lugoj Deva (210 km) is foreseen as a priority.
The rehabilitation and upgrading works of the existing four-lane motorway
from Pitesti to Bucuresti have started in 1998 and were completed in October
2000.
Between Bucuresti and Constanta, the motorway section Fetesti Cernavoda
of 17 km across the Danube river is in operation since 1998. The motorway
construction started in 1991 and interrupted in 1993 on the Bucuresti Fetesti
section (134 km) and was resumed in 2000, based on the financing
agreement concluded by the Romanian government with EIB in November
1999.
The civil works for the first and second sections (Bucuresti Fundulea and
Fundulea Lehliu) have been tendered. An ISPA application form for a total
budget of 71.71 million for the section Drajna Fetesti - Cernavoda has
been approved by the ISPA Management Committee in June 2000. The
Technical Project is estimated to be finalized by May 2002. The works will
commence in 2002 and will be completed by the end of 2004. The motorway
construction on the section Cernavoda - Constanta (50 km) is to be built not
before 2004.
The Bucuresti South motorway ring section of 46 km linking the motorways
from Bucuresti to Pitesti, Constanta and Giurgiu is planned to be constructed.
A feasibility study has been made for this section.
At Lugoj the southern branch continues to the Romanian/Bulgarian border
(Calafat). The length of the two lane national road is 379 km. The existing
road will be rehabilitated until 2005. The construction of a motorway on this
section will be taken into account after 2015.
The works on the Timisoara and Craiova by-passes started in 2001 with JBIC
financing. A feasibility study for the section Craiova - Calafat has been made.
A grant financing is looking for in order to construct the accesses to the future
bridge over the Danube River, on Calafat.
The section Lugoj-Craiova is on stage:
The feasibility study and detailed design for the section CraiovaDrobeta Turnu Severin are made;
The technical assistance for the revision of the feasibility study and
detailed design for the section Drobeta Tirnu Severin-Lugoj has been
contracted in July 2001 and is to be finalised in July 2002;
An ISPA Application Form for the section Craiova-Drobeta Turnu
Severin has been submitted for approval to the ISPA Management
Committee in September 2000. The ISPA Application Form for the
section Drobeta Turnu Severin-Lugoj has been submitted for approval
to the ISPA Management Committee in September 2001.
Page 60
Corridor IV
Bulgaria:
The project for building a second Danube bridge between Bulgaria and Romania along the
route of the Pan-European Transport Corridor IV at Vidin-Calafat is a significant transport
planning event. It has started, following the agreement between the Romanian Minister of
Transport Basescu and the Bulgarian Finance Minister Radev, in the presence of the Special
Co-ordinator of the Stability Pact for South Eastern Europe, Mr. Bodo Hombach and the
European Commissioner Mr. Gnter Verheugen, reached in Brussels on 7 February 2000.
After an expert group from the two countries had agreed on the exact location of the bridge,
an agreement on the technical, financial and organizational aspects of the construction of the
bridge was signed in Bucuresti.
Political support & Project preparation
On 28 September 2000, the National Assembly of the Republic of Bulgaria ratified the
Agreement of 5 June 2000 on the technical, financial, legal and organizational issues
related to the construction of a new cross-border combined (rail and road) bridge
signed by the Foreign Ministers of Bulgaria and Romania, and on 15 January 2001, it
was ratified by the Parliament of Romania. The Agreement entered into force on 6
April 2001.
o On 13 June 2001 in Vidin, Minister of Transport and Communications of Republic of
Bulgaria and Minister of Public Works, Transport and Housing of Romania opened
the establishment meeting of the Joint Bulgarian-Romanian Committee for
coordination of activities on design and implementation of the site. The meeting was
attended by representatives of EC, EIB, Special Coordinator of the Stability Pact and
of the donor countries Germany and France.
o On 30 July and 3 August 2001 meetings were held by Mr. Plamen Petrov, Bulgarian
Minister of Transport and Communications, respectively with the Special Coordinator
of the Stability Pact, Mr. Bodo Hombach, and with the Ambassador of Romania to
Sofija, Mr. Konstantin-Mihail Grigorie, at which the priority of the project and the
commitment to its timely implementation was mutually confirmed.
o
Project Implementation
o
By a decision of the Council of Ministers of the Republic of Bulgaria a Project

Steering Committee has been established as a decision making body, headed by the
Minister of Transport and Communications, and including high level officials from the
Ministry of Finance, Ministry of Foreign Affairs, Ministry of Home Affairs, Ministry of
Environment and Water, Ministry of Regional Development and Public Works;
Ministry of Labour and Social Policy, the Council of Ministers' Investments &
Concessions Department the Bulgarian State Railways National Company, the Roads
Executive Agency, the Regional Government of Vidin, and the Municipality of Vidin,
as well as the National Coordinator of the Stability Pact.
Since July 2000 a Project Implementation and Management Unit (PIMU) has been
established as an executive body authorized and responsible for the coordination,
management and execution of day-to-day activities in respect of the project
preparation and implementation, as well as partnering with the Romanian authorities
within the Joint Committee.
Financed by KfW (Kreditanstalt fr Wiederaufbau), Germany, a preliminary study was
completed by the German company RRI - Rhein-Ruhr Ingenieur Gesellschaft for
geotechnical, hydrotechnical and cadastral surveys, which confirmed the optimal
location of the bridge at km 796 and provided the required topographic and geological
data for the preliminary design of the bridge.
Financed by KfW a preliminary study on the Environmental lmpact Assessment was
completed by the company ERM Lahmeyer. The Final Report was submitted and a
procedure for public consultations has been started both in Bulgaria and in Romania.
Page 61
Corridor IV
Financed by AFD (French Agency for Development), a preliminary study on

Economic, Financial and Technical analyses was completed by the French company
BCEOM for the reassessment of the project cost and rate of return.
Financed by AFD a study is under implementation by the Bulgarian company
National Centre for Territorial Development" EAD, jointly with the Romanian
company Urbanprojekt" for updating of the Territory Settlement Plans of the towns of
Vidin and Calafat in the area of the new bridge; the study is to be completed by the
end of 2002.
Financed by PHARE since January 2001 an International Consultant from the British
company GIBB has been assisting the PIMU mainly in the elaboration of Terms of
Reference for International Engineering and Management Consultant for the Bridge
Design and Tender Documentation and in preparation and submission of ISPA
Application Forms.
Programmes have been elaborated by the rail and road authorities in Bulgaria for the
measures to be undertaken aimed at eliminating bottlenecks along the access
infrastructure before the new bridge commissioning, as well as for the phased
upgrading of the corridor infrastructure in medium term perspective.
At the meeting of the Joint Bulgarian-Romanian Committee on 13 June 2001 the Joint
Working Groups were established for the preparation of the required bilateral
agreements in support of the project implementation.
Further Steps to be undertaken

o
o
o
o
o
Endorsement of the final version of the Terms of Reference for International

Engineering and Management Consultant for the Bridge Design and Tender
Documentation by all interested parties (Romania, EIB, EU-ISPA, AFD, and KfW)
and starting the pre-qualification procedure;
Signing of the Financial Memorandum for the ISPA grant of 4.998 million and
issuing of the invitation to tender for International Engineering and Management
Consultant for the Bridge Design and Tender Documentation;
Public consultations according to the Bulgarian and Romanian legislation for approval
of the Preliminary Environmental Impact Assessment Report;
Project Appraisal Mission involving AFD and KfW and negotiating Financial
Agreements with AFD and KfW for co-financing of the bridge construction works;
Ratification of the EIB Financial Contract for the 50 million credit with a view to
finalise the financial plan of the project in 2002;
Awarding a Pre-Feasibility Studies for Upgrading Sofija - Vidin access infrastructure
to the new bridge.
Project finance
The project is included in the Quick Start List of Regional Infrastructure Projects of the
Stability Pact. The Government of Bulgaria undertakes to secure the financing for the
preliminary design of the site, including the Environmental Impact Assessment; the technical
design and construction of the bridge itself, as well as of the adjoining infrastructure on the
Bulgarian territory, while the Government of Romania undertakes to secure the financing for
the technical design and construction of the adjoining infrastructure on the Romanian
territory.
The Government of Bulgaria agreed with EIB in its position of main project coordinator within
the Stability Pact credits up to 70 million in support of the bridge construction. A Finance
Contract was signed with EIB on 8 December 2000, for a credit of 50 million as a first
tranche.
Page 62
Corridor IV
Further to the Regional Funding Conference of the Stability Pact the following donors are
already committed to the project support:
o
the French Government which has already signed a Financing Agreement with the
Bulgarian Government for 500,000 grant for preliminary studies, and has proposed
to the Bulgarian Government a grant of 5 million for financing the construction
works;
the German Government which has already extended 470,000 grant for preliminary
studies, and is ready to consider up to 20 million assistance as a combination of a
grant and soft loan in support of financing the construction works;
the European Union through ISPA which approved on 16 July 2001 4.998 million
contribution to the project design and tender management, and would be prepared to
consider an application by the Bulgarian Government for 70 - 80 million funding of
the bridge construction works.
The Ministry of Transport and Communications is already benefiting from a 200,000

PHARE financed consultancy assistance in preparation of the Terms of Reference for the
bridge design. Within the State Budget funds have been envisaged for financing by the
Bulgarian Government study, design and project management activities at the amount of
3.9 million and for construction activities at the amount of 17 million.
Rail:
The Rail Corridor from the Bulgarian/Romanian border (Vidin) to Mezdra

Sofija has a length of 264 km. The line speed is 60-80 km/h. In Sofija the line
divides into two branches, one goes to Istanbul and the other to Thessaloniki.
The connection to Turkey via Plovdiv, Dimitrovgrad and Svilengrad to the
border at Kaptain Andreevo has a length of 320 km.
The project is to upgrade and electrify 142 km of the single-track railway line
Plovdiv - Krumovo - Dimitrovgrad - Svilengrad Greek/Turkish border to a
track standard of 160 km/h and 22.5 tons axle load.
The project consists of the construction, installation and commissioning of the
following major components:
Section Krumovo - Dimitrovgrad (65.3 km);

Section Dimitrovgrad - Svilengrad (76.4 km);
Centralised Train Control (CTC), Automatic Train Control (ATC) and
electrification of the section Krumovo - Dimitrovgrad (65.3 km);
Centralised Train Control (CTC), Automatic Train Control (ATC) and
electrification of the section Dimitrovgrad Svilengrad/border (76.4
km).
Project Implementation Progress:
A tender for designer was carried out and two contracts with the
English consultancy company Parsons Brinckerhoff were signed;
The final variant of the track was chosen and the detailed design,
considered at a Council of Experts in NC BDZ, was approved;
The report for the Environmental Impact Assessment (EIA) passed the
public consultation procedure and was approved by the MRDPW with
Resolution N 49 -12/2001.
Prospects for 2002:
Completing of the tender documents and starting the tender procedure

for supervision;
Signing of the second contract with EIB for a 70 million loan;
Page 63
Corridor IV
Submitting of request on the part of BDZ to the Ministry of Regional

Development and Public Works for issuing of design and work permits
for a linear project of national and international importance.
Estimated amount of funds to be utilized in 2002 BGN 146 million ( 74.6515

million) including BGN 63 million from the EIB loan ( 32.2115 million).
Project Management:
The Project is managed by a Steering Committee chaired by a Deputy
Minister of Transport and including representatives of other organizations and
an observer from the Delegation of the European Commission.
Costs, Financing:
The total cost of the project are 340 million;

Signed loan contracts - an agreement with the EIB was reached for
granting a loan of 150 million. The first Financial Contract with the
EIB for a loan of 80 million was signed;
Other sources of co-financing of the project:
o ISPA Programme of the EU - an Application Form for financing of
154 million was submitted;
o Bulgarian co-financing - amounting to 36 million.
The connection to Greece from Sofija via Radomir, Dupnitza to the border at
Kulata has a length of 210 km. The line will be reconstructed and electrified.
The section Dupnitza - Kulata (131 km) is situated on the route between Sofija
and the Greek border (Promahonas). The construction of the project is carried
out by the joint venture between Glavbol-garstroj - Bulgaria and ADTranz Germany. Eight European and twenty-four Bulgarian companies deliver the
specialized equipment for the project. The project supervisor is the German
Company DE-Consult in collaboration with Louis Berger - France, SystraFrance, Trademco Greece and the Transport Construction Company Bulgaria. The supervision contract is for the amount of 5 million.
The construction started in July 1999. The first section Dupnitza - Simitli
station (50 km) was put into operation in February 2001. The overall project
completion is planned for February 2002.
The project is financed under the PHARE - CBC (Cross-border Cooperation)
Programme Bulgaria - Greece. The overall cost is 38 million.
The further improvement of the section with telecommunication and signalling
systems is envisaged after completion of the project. This will allow meeting
the requirements for launching an inter-city service between Sofija and
Athens.
Road:
The length of the road corridor from the Bulgarian/Romanian border (Vidin) to
Sofija is 235 km. It is a two-lane road, which will be rehabilitated until 2005.
The length of the section from Sofija to the Bulgarian/Romanian border
(Kapitan Andreevo) is 278 km. The branch to the Bulgarian/Greek border
splits in Sofija and has a length of 201 km.
260 km motorways and 1st class roads on the route of Corridor IV on the
Bulgarian territory have been rehabilitated under the Transit Roads I and II
rehabilitation programmes. Another 150 km will be rehabilitated by Transit
15
Exchange rate: 1 = BGN 1.95583 (source: European Commission DG Budget Inforuro, February 2002)
Page 64
Corridor IV
roads III rehabilitation programme while financing of 30 million by ISPA has

been approved by the ISPA Management Committee in July 2000.
The rehabilitation of Road 1-1 (E-79) between Dupnitza and Kulata (87 km)
and the designing of the Ljulin and Struma motorways between Sofija and
Kulata under the Cross-Border Cooperation (CBC) programme with Greece
are in progress. The rehabilitation of another 95 km on Corridor IV is
envisaged under the same programme. Bulgaria is applying for ISPA financing
for the Ljulin motorway (15 km) and sections (85 km) of the Struma motorway.
28 km new construction of the Maritza and Trakia motorways, financed by IA
Roads (former GRA) own funds is under way. The completion of the Maritza
motorway is envisaged through concession under the Agreement for
Cooperation in the Fields of Energy and Infrastructure between the
Governments of the Republic of Bulgaria and the Republic of Turkey, signed
at the end of 1998.
Airport:
The preliminary technical description of the project of a new passenger

terminal building and related facilities for the airport of Sofija are the following:
Capacity:
2.5 million passengers per annum (2,000 in peak hour with

C level of Service in accordance with IATA's definition)
Floor area:
50,000 m2
New aprons:
150,000 m2
Access road and parking garage:
50,000 m2.
New runway system and related works:
45 x 3 6000 m
Extension of the existing runway and resurfacing
Extra taxiways: 100,000 m2
Implementation Progress of the project is:
New passenger terminal building and related facilities Lot B 1 - a prequalification tender procedure for the selection of main contractor for
the construction was carried out and co-ordinated with EIB and the
Delegation of the European Commission in Sofija. The detailed design
and tender documents for the construction expect approval
respectively by National Council of Experts in the Ministry of Regional
Development and Public Works and by the Delegation of the European
Commission in Sofija.
New runway system and related works Lot B2 - the detailed design
and the tender documents for the construction are submitted. The
detailed design is approved by the Council of Expert in Sofija Airport
and the Supreme Council of Experts in the Ministry of Regional
Development and Public Works and the Ministry of Transport and
Communications. The tender documents are submitted for coordination and approval to the Kuwait Fund. A tender procedure was
carried out and the selected consultant for project management and
supervision during construction was co-ordinated and approved by the
Kuwait Fund. A pre-qualification procedure for selection of contractor
was conducted and there is an approved short list.
Prospects for 2002:
Start of the construction of Lot B 1 and Lot B2.
Estimated amount of funds to be utilized in 2002 - 86.7 million including

26.5 million from tranches of the EIB loan.
Page 65
Corridor IV
Project Management:
The project is managed by a Steering Committee chaired by a Deputy Minister
of transport. The directorate in MTC, responsible for the implementation of the
project, is Transport Policy" assisted by a specially appointed Project
Implementation and Management Unit located in Sofija Airport, responsible for
the day-to-day implementation of the project.
Costs, Financing:
Total cost of the Project: 210 million.
Signed loan contracts:
In 1997 a contract with EIB was signed for 60 million loan for the
construction of a passenger terminal;
In 1998 a loan agreement with the Kuwait Fund for Arab Economic
Development was signed amounting to KWD 12.3 million ( 46.1716
million) for the construction of a new runway system.
Other sources of co-financing of the project:
ISPA Programme - signed Financing Memorandum in July 2000 for

50 million grant;
PHARE Programme - 7.6 million for technical assistance;
PSO grant - 1 million for technical assistance;
Bulgarian co-financing - 46 million.
Greece:
Rail:
The section of Corridor IV on Greek territory between Kulata - Promahonas

(GR) - Thessaloniki is 144 km long. It is a single-track electrified line, which
complies with the standards AGC/AGTC. The gauge is according to the UIC
standards, with the only restriction of the running speed over the bridges of
the Strimonas and Gallikos rivers. The maximum axle load is 20 tons, while
the maximum speed could reach the level of 120 km/h.
In the area of Kastanoussa there is a 10 km-long section with a maximum
gradient of 21 , which restricts traction capacity of long trains. Because of
this characteristic 800 metre-long freight trains require double control or a
limitation of their lengths.
There are no branch lines apart from the connections with industrial units.
Projects are in progress for the improvement of the alignment and
superstructures, which will allow maximum speeds of up to 150 km/h,
elimination of gauge restrictions through the construction of new bridges over
the Strimonas and Gallikos rivers, as well as the installation of remote control
and signalling systems (no ETCS) and the electrification of the line will be
finished by 2006.
Road:
The Greek Section of the Corridor, i.e. Thessaloniki - Promahonas is part of

the P.A.THE. (Patra Athens Thessaloniki - Evzoni) axis. The section has a
total length of 104 km and consists of three main subsections: Thessaloniki Derveni, Derveni - Lefkonas and Lefkonas - Promahonas.
There is a national strategy for the completion of Pan-European Corridor IV in
Greek area. The target is to complete all designs for the motorway by the end
of 2002 and to focus on our efforts for the funding of the section to the
16
Exchange rate: 1 = KWD 0.266433 (source: European Commission DG Budget Inforuro, February 2002)
Page 66
Corridor IV
borders, in order first to complete the construction of Lefkonas - Promahonas

motorway, which is 38 km long, and at the same time to schedule the funding
for the construction of the rest Part of the corridor.
Thessaloniki (Interchange I/C K4) - Derveni, 8 km
It should be noted that the section Thessaloniki - Derveni is part of the Egnatia
motorway and more specifically, part of the section by-passing the city of
Thessaloniki (external Ring Road of Thessaloniki). The total length of this
section is 8 km and will be constructed as a 6-lane motorway.
2.5 km out of this length has already been constructed while the remaining 5.5
km is under construction (4.3 km are due to be finished by the end of the year
2002 and the remaining 1.2 km (interchange l/C K 4) to be completed by the
end of the year 2003.
As far as the financing is concerned ( 138 million in total), 36 million have
been spent until the year 2000 (Cohesion Fund) and 101 million will be
allocated after the year 2000.
Derveni - Lefkonas, 58 km
Sections of a total length of 7 km of the sub-section Derveni - Lefkonas (64 km
after completion) have already been constructed as a four-lane motorway. At
this section of 7 km, there are slope stability problems because of the
landslides. Alternative solutions were examined, but since the construction
cost was very high, it was decided to proceed with the same alignment and
only to stabilize the unstable areas of landslides. The maximum speed in this
section is 70 km/h.
Technical and environmental studies for the rest of this section (51 km) are
being completed. New alignment is planned for 16 km, and widening is
foreseen for the rest. Planning is expected to be completed by the beginning
of 2002.
For the improvement of Riziana - Lefkonas 1st subsection (7 km), 13 million
will be spent by the 3rd R. 0. P. of Central Macedonia.
The total cost of construction is estimated at 200 million.
Lefkonas - Promahonas, 38 km
The sub-section Lefkonas - Promahonas has a total length of 38 km and is
being upgraded to a 4-lane motorway.
-
6 km (Lefkonas l/C - K. Cliristos I/C) are under design and will

be ready for construction in the second half of 2001;
11 km (Lefkonas l/C - Palaiokastro - Sidirokastro I/C) were
completed in 2000;
9 km (Sidirokastro I/C - Petritsi I/C) are under design and will
be ready for construction in the 2nd half of 2001;
2.5 km up to the border of Promahonas and Petristsi I/C (2 km)
are under construction and expected to be completed by the
end of 2003. The rest (7.5 km) are under design and will be
ready for construction in the 2nd half of 2001.
6 million were paid up to the end of 1994 (Delors 1 Package mainly

INTERREG I), 26 million were be paid by the end of 2000 (INTERREG II)
and 17 million will be paid after the year 2000 (3rd R.O.P. of Central
Macedonia).
Page 67
Corridor IV
Regarding the Promahonas border crossing, technical and financial issues for
the implementation of a second bridge next to the existing one have been
elaborated by both the Greek and the Bulgarian sides in the framework of
PHARE/C.B.C. and INTERREG II. The procurement (international bid), as well
as the financing have been fully undertaken by the Greek side. The relevant
cost is estimated at 1 million.
Port:
The port traffic steadily increases during the last ten years, reaching in 2000,
15,500,000 tons of freight cargo (7,500,000 tons of dry freight and 8,000,000
tons of liquid cargoes). The Container Terminal handled 230,000 TEUs, while
the Passenger Terminal served 250,000 travellers. According to the
Authority's Operational Plan (2000 - 2005) a big programme of investments is
scheduled for the modernization and expansion of the port.
The projects will also provide the port with a new direct access (west gate) to
the national and international road and rail network, connecting it with both
Trans European Transport Network (Egnatia Highway, P.A.TH.E) and Pan
European Transport Corridors IV and X.
The feasibility study and the master plan of a logistics and distribution centre
development in the west side of the Port, those to the Container Terminal (Pier
6 basis), are now being prepared.
The investment programme has a volume of 3.2 million in 2000, 50.7
million in 2001 -2005. It is supported by the European Union with 24.6
million in 2001 - 2005.
Turkey:
Rail:
The rail connection of corridor IV from the Turkish/Bulgarian border (Kapikule)

to Edirne and Istanbul (Sirkeci) has a length of 305 km. The total length is
electrified, whereas 277 km are single-track. Most of the section will be
reconstructed and a second track will be constructed on the stretch Halkali Ispartakule (11 km). Construction works will be completed in 2003.
The Bosporus project foresees a 13.3 km tunnel connection between the
European and Asian part of Istanbul for rail mode. The construction works are
scheduled for four years. The project is now put to tender. The costs are
estimated at $ 650 million ( 752.1417 million) and should be financed with
credits from the International Financing Institutions.
Road:
From the Turkish/Bulgarian border to Istanbul a motorway (228 km) is in use.
Port:
One of the strategic ports of Turkey, Haydarpasa Port with 2651 ships/year
and 354,000 TEUs annual handling capacity is located on Corridor IV in
Istanbul. Modernising and rehabilitation of Haydarpasa Port has been going
on. A loan from EIB a total of 36 million has already been obtained to
support the capacity expansion of TCDDs container ports (Izmir, Haydarpasa
Port and Mersin) and a major portion of this loan is used for Haydarpasa Port.
Haydarpasa Port is operated by TCDD and has a connection to railway
network. This port has a great potential for combined transport since it has
been registered as an international port and container terminal by the AGTC.
17
Page 68
Corridor V
CORRIDOR V
ALIGNMENT:
Corridor V is a multi-modal transport link running from South-West in Slovenia towards
North-East in the Ukraine. The main line of Corridor V links Venezia (Italy) and Trieste (Italy)
via Ljubljana (Slovenia) and Budapest (Hungary) with Lviv (Ukraine). In addition to this line
there are three branches to ports on the Adriatic Sea, and one branch to connect Corridor V
with Corridor IV in Bratislava.
In Italy the Corridor is linked to the ports of Venezia and Trieste, in Slovenia one branch links
the Port of Koper with Corridor V in Divaca. In Budapest (Hungary) the Corridor splits into
two branches, both of them running southwards to the Adriatic Sea. One branch goes to
Rijeka in Croatia, the other branch runs via Sarajevo (Bosnia-Herzegovina) to the Croatian
port of Ploce.
On the Railway Corridor there was a missing link between Slovenia and Hungary. The
concerned countries have built a direct rail connection between to be operated starting from
May 2001.
A Memorandum of Understanding (MoU) was signed on 16 December 1996, by all parties
except Croatia, because no agreement on the Rijeka Trieste link was achieved. However,
the Commission signed the MoU in June 1997. The Italian Ministry of Transport chairs the
Steering Committee, which held its first meeting on 19 January 1998. The second Steering
Committee meeting was held in Rome on 13 July 1999.
The draft addendum to the MoU concerning the branch 3, approved by the Third PanEuropean Conference of Helsinki, has been submitted to the Steering Committee and to the
Commission.
The railway working group is chaired by the Slovakian railways and is divided into three subgroups to deal with the different branches. A co-operation agreement was signed by all
involved railways except for Croatia in April 1998. Later in 2001 the agreement was signed
by the Croatian Railways, too. It is appended by an action plan, which focuses primarily on
infrastructure.
The ports and inland terminals play a major role for the development of Corridor V.
Intermodal transport and logistics are a key issue. The corridor is endowed with the four main
Adriatic ports Venezia, Trieste, Koper and Rijeka. Trieste handles the largest turnover,
followed by Rijeka and Koper. Besides, the port of Ploce and the land port Zahony also form
part of the corridor. Ploce was affected severely by the Yugoslavian war. Zahony is
considered the biggest transhipment land port in Europe.
The PHARE Multi Country Transport Programme has signed in October 1998 a contract for a
feasibility study on the development of Corridor V and its branches, which has been finalised
in 2000.
Belarus proposes to add a branch from Lviv to Minsk to Corridor V. There has been no
justification of its necessity yet.
Page 69
Corridor V
TECHNICAL FEATURES OF CORRIDOR V:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
Alignment:
Railway
Road
Railway
Road
Railway
Road
Railway
Road
Railway
Road
Bosnia Herzegovina, Croatia, Italy, Hungary,

Ukraine, Slovakia, Slovenia
3,270 km
2,850 km
n.a.
5
3
Venezia Trieste/Koper Ljubljana
Budapest Uzgorod - Lviv
Venezia Trieste Sezana Divaca
Ljubljana Zidani Most Pragersko Hodos
Zalalv Szekesfehervar Budapest
Miskolc Nyiregyhaza Zahony/Cop Lviv
Venezia Trieste Fernetici Divaca
Ljubljana Maribor Pince Becsehely
Budapest Nyiregyhaza Zahony Uzgorod
Lviv
Branch from Koper
Koper Divaca
Koper Divaca
Branch from Rijeka
Rijeka Zagreb Gyekenyes Dombovar
Budapest
Rijeka Zagreb Becsehely
Branch from Ploce
Ploce Gabela Mostar Sarajevo Bos.
Samac Osijek Magyarboly Pecs
Dombovar
Ploce Dracevo Mostar Sarajevo Orasje
Osijek Udvar Budapest
Branch from Bratislava
Bratislava Zilina Kosice Cop
Bratislava Zilina Kosice Zahor Uzgorod
Page 70
Corridor V

The costs for infrastructure investments for Corridor V have been estimated using the results
of the Chairman of the Steering Committee of Corridor V for 2000 and 2001 and information
Costs for infrastructure investements along Rail Corridor V

2.500,00 million
2.000,00 million
1.500,00 million
2.334,05 million
1.000,00 million
1.695,20 million
1.142,10 million
500,00 million
200,00 million
0,00 million
Italy
18,77 million
Slovenia
Hungary
97,00 million 300,00 million
83,70 million
Ukraine
Slovakia
Croatia
Bosnia and
Herzegovina
Costs for infrastructure investements along Road Corridor V

3.500,00 million
3.000,00 million
2.500,00 million
2.000,00 million
1.500,00 million
2.950,00 million
2.949,15 million
1.000,00 million
1.746,50 million
500,00 million
61,00 million
0,00 million
Italy
Slovenia
Hungary
Ukraine
27,15 million
Slovakia
Croatia
Bosnia and
Herzegovina
Page 71
Corridor V

Italy:
Rail:
The Italian section from Venezia to the Italian/Slovenian border (Villa Opicina)
is a double track line with a length of 177 km. Along the line is increasing its
operations the Cervignano marshalling yard and intermodal freight terminal.
Between Monfalcone and Trieste three tunnels were enlarged to assure the
gabarit C from Venezia to the Italian/Slovenian border. Since the end of 2000,
a new line between Treviso and Portogruaro permits to by-pass the Venezia
bottleneck. An additional double track high-speed line is included in the TEN
(priority project 6) outline plan. A feasibility study for the new line between
Venezia and Trieste is presently conducted: its final layout towards the border
is subject to the choice of the line towards Ljubljana (Corridor V). An
intergovernmental agreement concerning the layout from Trieste to Ljubljana
was signed (23/02/2001).
Road:
The Italian section from Venice to the Italian/Slovenian border (Fernitici) is a

fully operational motorway with a length of 150 km.
Slovenia:
Rail:
The line from the Italian/Slovenian border (Villa Opicina/Sezana) to Divaca Ljubljana - Zidani Most - Murska Sobota will be rehabilitated and equipped
with new signalling facilities until 2005. A new line was constructed between
Murska Sobota and the Slovenian/Hungarian border, with Hodos as a
common border station. The line was put into operation in 2001.
The branch from Divaca to Koper was equipped with new signalling facilities.
Project planning for the construction of a new track is being made.
Road:
The main corridor extends from the Italian/Slovenian border (Fernetici)

through Divaca Ljubljana Vransko Maribor to the Slovenian/Hungarian
border (Pince). Its length is 372 km. From the Italian border to Ljubljana and
from Vransko to Maribor the corridor is a four-lane motorway. On the other
sections a motorway is under construction.
The branch to Koper separates in Divaca. Its length is 40 km. A four-lane
motorway on the total section should be completed in 2004.
Hungary:
Rail:
The main railway line in Hungary runs from the Hungarian/Slovenian border
(Hodos) - Zalalovo Boba Szekesfehervar Budapest and further to
Hatvan Miskolc to the Hungarian/Ukrainian border (Zahony). Its length is
628 km. From Hodos to Zalalovo a new line was put in operation in 2001. The
electrification of the single-track line from Zalalovo to Budapest is under
construction. The section from Budapest to Zahony is double track and
electrified, in large parts a speed of 120 km/h is allowed. A feasibility study will
determine where reconstruction is necessary.
In addition two branches to the Adriatic ports separate from the main branch in
Hungary. One branch separates in Budapest and continues through
Dombovar to the Hungarian/Croatian border (Gyekenes) and further to Rijeka.
Its length in Hungary is 261 km. A feasibility study is under way to rehabilitate
the track. Completion is scheduled for 2007. The branch to Ploce separates in
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Corridor V
Dombovar and runs to the Hungarian/Croatian border (Magyarboly). Its length

is 107 km. Reconstruction of the track is in planning stage and will be
completed in 2005.
Road:
The road extends 588 km from the Hungarian/Slovenian border

(Tornyiszentmiklos) to Becsehely Zamardi Balatonliga Szekesfehervar
to Budapest and further through Nyiregyhaza to the Hungarian/Ukrainian
border (Zahony). It is proposed for motorway construction on its entire length.
Priority is given to sections from the Slovenian border to Budapest and from
Fuzesabony to Polgar. Other sections will be developed thereafter.
The branch to Rijeka has only a small section of 7 km in Hungary. The section
is to be constructed as half profile motorway until 2004.
The branch to Ploce separates in Budapest and continues through Szekszard
Mohacs to the Hungarian/Croatian border (Udvar). Its length is 189 km.
There are two possible development routes for an expressway; one passes
through the city of Pecs west of the present corridor and the other lies close to
the existing road. The alternative routes are currently being studied.
Ukraine:
Rail:
The railway line runs from the Hungarian/Ukrainian border (Chop) further to
Batewo and Lviv. The 264.2 km line is double track and electrified, except for
the 1.8 km tunnel at the Beskyd Skotarskoe section, which is single track. At
Chop the branch to the Slovakian/Hungarian border and further to Bratislava
separates.
Road:
The road corridor runs from the Hungarian/Ukrainian border (Chop) through
Uzgorod and continues further to Mukachevo and Lviv. Its total length is 312
km. The 250 km road stretch from Mukachevo to Lviv should be rehabilitated
with an EBRD loan. No time schedule has been identified. A direct route
option between Mukachevo and the Hungarian border, thus avoiding
Uzhgorod, is under discussion. All the sections currently are a single
carriageway trunk road.
Slovakia:
Rail:
The rail corridor branch from Bratislava through Zilina Kosice to the
Slovakian/Ukrainian border (Cop) has a length of 545 km. It is a conventional
double track, electrified line, which will be upgraded to speeds between 120160 km/h in consecutive stages.
Road:
The road corridor branch from Bratislava through Ladce Zilina Poprad Presov to the Slovakian/Hungarian border (Vysne Nemecke) has a length of
546 km. The total length will be constructed as a motorway. From Bratislava to
Ladce the motorway is in operation, and with the exception of three short
sections the road continues as two-lane trunk road to the border. A PHARE
funded diversion has been completed to ease traffic congestion at the border
town Vysne Nemecke.
Croatia:
Rail:
The rail corridor branch from Rijeka runs through Zagreb to the
Croatian/Hungarian border (Gyekenes). The line is single track except for the
section Zagreb Dugo Selo.
The second corridor V branch through Croatia runs from
Croatian/Hungarian border (Magyarboly) through Osijek to
the
the
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Corridor V
Croatian/Bosnia Herzegovina border (Bosanski Samac) and reenters Croatia

at Gabela and terminates in Ploce. The railway line is single track and will be
modernised.
Road:
The road corridor branch from Rijeka runs through Karlovac and Zagreb to the
Croatian/Hungarian border (Letenye). Its length is 284 km. The route is either
already motorway standard (Rijeka Kupkak; Karlovac Zagreb) or is
planned to be a motorway.
The second corridor V branch through Croatia runs from the
Croatian/Hungarian border (Udvar) through Osijek to the Croatian/Bosnia
Herzegovina border (Bosanski Samac) and reenters Croatia at Dracevo and
terminates in Ploce. The total length of the two-lane trunk road is 141 km.
Preliminary studies for the construction of an expressway are undertaken.
Bosnia Herzegovina:
Rail:
The rail corridor branch from the Croatian/Bosnia Herzegovina border

(Bosanski Samac) runs through Zenica Sarajevo Mostar to the
Croatian/Bosnia Herzegovina border (Gabela). The line section Sarajevo
Zenica Doboj has been renewed in 1998. On the section from Doboj to the
state border the bridge over the river Sava is under reconstruction.
Road:
The road corridor branch from the Croatian/Bosnia Herzegovina border

(Bosanski Samac) to the Croatian/Bosnia Herzegovina border (Dracevo) has
a length of 435 km. It is a two-lane trunk road. Reconstruction of the section
north of Sarajevo is under way and should be completed in 2003. The section
Sarajevo Metkovic (border) is a long term project. It will be constructed as a
motorway if the funds are available.
Page 74
Corridor VI
CORRIDOR VI
ALIGNMENT:
Corridor VI is a multi-modal transport link running from North to South, connecting the Polish
Baltic Sea ports of Gdynia and Gdask with Slovakia and the Czech Republic. It is
composed of railway lines with a length of 1800 km and roads with a length of 1,880 km,
including the following sections:
Poland
The main rail line runs from Gdynia/Gdask in two branches, one via Warszawa,
Katowice to the border crossing of Zebrzydowice at the Czech border, the second via
Bydgoszcz to Katowice and further to the border crossing of Zwardo at the Slovakian
border. At Tczew, approximately 30 km south of Gdask, the majority passenger traffic
passes through Warszawa and further to Katowice, whereas the majority of freight traffic
runs via Bydgoszcz south to Katowice (so called Coal trunk line).
The main road part of the Corridor is also composed of two branches. One branch
connects Gdask with Grudzidz and with Corridor II in Pozna. From Grudzidz
southwards it runs through d, Czstochowa, Katowice to the following border
crossings: Zwardo at the Slovakian border, Cieszyn and Gorzyczki (reserved for the
future motorway A-1/D-47) at the Czech border.
The second branch of the road Corridor VI runs from Gdask via Warszawa and it
connects with the first branch at Piotrkw Trybunalski.
Corridor VI has a length of 1,559 km railways and 1,447 km of roads in Poland.
Slovakia
Corridor VI is composed of road and rail running parallel from the border crossing with
Poland at Skalite via Cadca to Zilina, where it connects with Corridor V.
The length of the railway line in Slovakian section is 51 km, the road has a length of 64
km.
Czech Republic
Rail Corridor VI in Czech Republic has a length of 202 km. It runs from the border
crossing with Poland at Petrovice u Karvine, passes through Ostrava, Prerov with an end
in Breclav, where it connects with rail Corridor IV.
Road Corridor VI starts at the border crossings with Poland at Cesky Tesin and
Vernovice (future motorway border crossing), runs through Ostrava to Brno where it
connects with road Corridor IV.
The total length of the Czech section of road Corridor VI is 253 km.
The Memorandum of Understanding (MoU) on the development of the Corridor VI was
signed on 14 October 1999 in Bratislava by the Secretaries of State responsible for transport
sector. In June 2000 the MoU has been signed by Loyola de Palacio, Commissioner for
Energy and Transport and Vice-President of the European Commission.
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Corridor VI
Two MoUs for the development of the railway corridor, one between Austrian Railways
(BB), Czech Railways (CD) and Polish Railways (PKP), the other between BB, Slovakian
Railways (ZRS) and PKP have been signed in May 1998 under the auspices of UIC.
PKP is chairing the Steering Committee for railways. The last meeting was held in Vienna on
6/7 October 1998. The Steering Committee for railways continues its work in sub-groups.
These are: freight traffic, passenger traffic and infrastructure.
Every year in November the conference on transport in Corridor VI takes place in Ostrava
(Czech Republic). It is organised under the auspices of the European Commission and
Czech Minister of Transport. The basic subject of the Conference - Trans-European
Multimodal Transit Corridor VI - significance, preparation and implementation of the project
underlines and promotes this Corridor in Europe as the most preferable North - South
transport Corridor in the Central Europe thanks to passing through the Moravian Gate.
In 2001 the Fifth annual Conference took place on 21/22 November with participation of the
Minister of Transport of the Czech Republic, Vice Minister of Transport of Poland, and
representatives of Slovakia, Austria, Germany, as well as the European Commission and
International Road Federation, i.e. all parties of the MoU and other parties interested in
development of Corridor VI. Among others the issue of preparation of Polish - Czech
Agreement on the place of direct link of the motorway was discussed.
TECHNICAL FEATURES OF CORRIDOR VI:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
Alignment:
Railway
Road
Road
Railway
Road
Czech Republic, Poland, Slovakia

1,800 km
1,880 km
n.a.
6
5
Gdansk Grudziadz/Warszawa Katowice
Zilina
Gdynia Gdansk Tczew Warszawa
Psary Katowice Bielsko Biala
Zwardon/Cadca Zilina
Second line for freight traffic: Tzew Torun
Gliwice Katowice
Gdansk Grudziadz Torun Wloclawek
Lodz Piotrkow Tryb. Czetsochowa
Katowice Bielsko Biala Zwardon/Skalite
Zilina
Second alignment via Warszawa: Gdansk Elblag Warszawa Piotrkow Tryb.
Branch to Poznan
Grudziadz Bydgoszcz Poznan
Branch to Breclav/Brno
Bielsko Biala Zebrzydowice/Petrovice u
Karvine Ostrava Breclav
Czestochowa Katowice Gorzyczki
Ostrava Brno
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Corridor VI

The costs for infrastructure investments for Corridor VI have been estimated using the results
of the Chairman of the Steering Committee of Corridor VI for 2000 and 2001 and information
Costs for infrastructure investements along Rail Corridor VI
6.000,00 million
5.000,00 million
4.000,00 million
3.000,00 million
4.986,64 million
2.000,00 million
1.000,00 million
0,00 million
Poland
666,81 million
21,81 million
65,00 million
278,10 million
Slovakia
Czech Republic
Costs for infrastructure investements along Road Corridor VI

6.000,00 million
5.000,00 million
4.000,00 million
3.000,00 million
4.917,40 million
2.000,00 million
1.000,00 million
1.202,62 million
387,50 million
631,67 million
103,64 million
37,51 million
0,00 million
Poland
Slovakia
Czech Republic
Page 77
Corridor VI

Poland:
Rail:
There are two parallel lines for the Rail Corridor in Poland. The electrified line
from Gdynia through Gdask - Tczew - Malbork - Warszawa - Grodzisk
Mazowiecki - Psary to Katowice is the main line used for passenger traffic. It
continues through Pszczyna - Bielsko-Biaa to the Polish/Slovakian border at
Zwardo. Except for the section Bielsko-Biaa - Zwardo this line is doubletrack. At present the maximum line speeds are 100 - 120 km/h. The maximum
speed of 160 km/h can be reached in the section called Central trunk line
from Grodzisk Mazowiecki to Zawiercie (256 km). Second line so-called Coal
trunk line for freight traffic lies Tczew - Inowrocaw - Zduska Wola Tarnowskie Gry. Overall length of these two parallel lines is 1,526 km.
Until 2000 the first stage of the projects co-financed from PHARE fund were
modernised: border crossings Zebrzydowice / Petrovice u Karvine for the total
cost of 6.3 million and Zwardo/Skalite for the total cost of 1.8 million.
Next stage of modernisation of this border crossing will be continued until
2003.
Since 2004 it is planned to modernise the E-65 railway line from Warszawa to
Gdask/ Gdynia (340 km). The first section (Warszawa - Dziadowo, 150 km)
will be upgraded to a parameters required by AGC/AGTC Agreements with
co-financing from ISPA. Total cost of upgrading this section is estimated for
270 million within the period of 2003 - 2006. Since 2006 the second section
from Dziadowo to Gdynia with a length of 190 km will be upgraded thanks to
co-financing by the EU fund.
Until 2015 it is planned to construct a new line from Psary - Trzebinia to
Bielsko-Biaa to prolong the Central trunk line.
Road:
The Road Corridor in Poland has two parallel lines:

-
Gdask - Tczew - Grudzidz - Toru - d - Katowice - Bielsko-Biaa Cieszyn;

Gdask - Warszawa - Katowice - Zwardo.
The section of the A1 motorway from Gdask to Toru (141 km) is planned to
be constructed until 2006; the section from Toru to Strykw - until 2010; the
section from Strykw to Tuszyn - until 2010; the section from Piotrkow
Trybunalski through Gliwice to Gorzyczki at the Czech border - until 2008.
A small section of A1 motorway from Piotrkw Trybunalski to Tuszyn

already exists. From Piotrkw Trybunalski to Czstochowa an existing
expressway will be upgraded into a first stage motorway (dual carriageway
without interchanges).
The road section of Corridor VI from Katowice to Bielsko-Biaa (55 km)
already exists as an expressway. Further southward to Zwardo at the
Slovakian border (49 km) the existing road No. S94 is being upgraded into
expressway until 2006. This project will be continued with ISPA cofinancing. The total cost of the project will amount to 97 million.
The branch from Bielsko-Biaa to Cieszyn (33 km), partly double and one
carriage road will be upgraded into an expressway until 2005.
The other section from Czstochowa - Katowice - Gorzyczki to the Czech
border will be constructed as the A1 motorway. However, this section will
not be ready before 2008.
The national road No. 7 from Gdask to Warszawa (320 km) will be
upgraded and reconstructed to a double carriage expressway until 2015.
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Corridor VI
An additional branch of the Corridor separates in Grudzidz - wiecie and

terminates in Pozna. Its length is 190 km. The existing road will be
reconstructed as an expressway.
The following projects of strengthening of pavement to the axle load to 115
kN /axle were applied to be co-financed from ISPA fund:
-
Road No. 7 Gdask - Warszawa, section Gdask - Jazowa with a

length of 42 km for the total cost of 84.5 million until 2004;
Road No. 7, section from Posk to the limits of warmisko-mazurskie
voivodship with a length of 73 km for the total cost of 26 million until
2006;
Road No. 1 Gdask - Cieszyn, section from the limits of kujawskopomorskie voivodship to d with a length of 36.5 km for the total cost
of 12 million until 2004;
Road No. 1, section from the limits of kujawsko-pomorskie voivodship
to Toru with a length of 90 km for the total cost of 30 million until
2004.
Moreover two projects concerning transport infrastructure are situated

close to the seaports of Gdask and Gdynia. They are:
-
Construction of Kwiatkowski route, access to the seaport of Gdynia

with a length of 3 km for the total cost of 47 million planned to be
constructed until 2005;
Construction of Sucharski route, improvement of road access to the
port of Gdask for the total cost of 71 million planned to be
constructed until 2006.
From PHARE fund in 1990s modernisation works have been running on

Tri-City by-pass (PHARE-LSIF for the total cost of 20 million); on the
road section from ywiec to Zwardo, as well as at the border crossing
and road in Zwardo close to the Polish / Slovakian border.
Slovakia:
Rail:
From Cadca to Zilina the line is double-track and electrified. The other section
from Skalite to Cadca is single-track and it is being electrified. This section will
be electrified until 2001 and the second track will be added until 2006.
Presently in the section Cadca - Skalite the journey speed is 60 km/h, from
Skalite through Slovakian/Polish border to Zwardo - only 50 km/h due to
passing the line through difficult mountain area.
In the section from Cadca to Zilina (39.3 km) the journey speed can be
reached up to 100 km/h, but with speed limits in 15 points.
The following journey speed will be reached until 2006: Zilina - Cadca - 120
km/h, Cadca - Skalite - 100 km/h, Skalite - Zwardo - 70 km/h.
The Slovakian authorities do not foresee to realise any project co-financed
from ISPA within this Corridor. Investments have been running thanks to
financial support of the state budget and PHARE fund.
Road:
The Road Corridor from the Polish/Slovakian border (Zwardon) to Hr.

Podhradie, where it connects to Corridor V, has a length of 64 km. It is a twolane national road and will be replaced by a newly constructed motorway until
2015.
The Road Corridor from the Polish/Slovakian border is a two lane national
road and will be replaced by a newly constructed motorway until 2015.
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Corridor VI
Due to the highest traffic in Corridor V, the majority of domestic and all of the
pre-accession European funds concerning transport sector, granted for
Slovakia will be assigned for modernisation of this Corridor.
Czech Republic:
Rail:
The railway branch from the Polish/Czech border (Petrovice u Karvine)

through Ostrava to Breclav is electrified, double-track line. It will be upgraded
to a speed of 160 km/h until 2004.
The following rail project proposals are going to be co-financed from ISPA
fund from 2001 until 2003:
-
Section Petrovice u Karvine - Ostrava, with a length of 25 km for the

total cost of 5,88 million;
Section Ostrava - Studenka, with a length of 20 km for the total cost of
8.37 million;
Section Otrokovice - Prerov, with a length of 30 km for the total cost of
7.56 million.
The rest of the line will upgraded from the state budget.
Road:
The road branch from the Polish/Czech border (Cesky Tesin) passes through
Lipnik and Brno, where it connects to Corridor IV. This section is a two-lane
main road respectively four-lane expressway. A new expressway is planned to
be constructed from Cesky Tesin to Vyskov until 2006.
The main road Corridor VI beginning from Brno through Ostrava to Vernovice
on Polish/Czech border is reserved for motorway D47. The section of this
motorway in the vicinity of Ostrava with a length of 11 km is being constructed
from 2000. All the Czech section of motorway D47 is planned to be in
operation in 2010. In 2001 the Agreement concerning the place of direct link
of the Czech motorway D47 with the Polish motorway A1 is planned to be
signed by the Ministers of Transport of the Czech Republic and Poland.
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Corridor VII
CORRIDOR VII
ALIGNMENT:
The Danube is the second longest river in Europe and represents the main inland waterway
transport Corridor linking Western and Eastern Europe through the Rhine, the Main and the
Rhine-Main-Danube canal. It connects the North Sea with the Black Sea crossing the
countries of Germany, Austria, Slovakia, Hungary, Croatia, FR Yugoslavia, Romania,
Bulgaria, Moldova and the Ukraine. Taking into consideration the results of the 3rd Pan
European Transport Conference of Helsinki, June 1997, the Pan-European Transport
Corridor VII refers to:
the Danube inland waterway,

the Black Sea-Danube Canal,
the Danube branches Kilia and Sulina,
the inland waterway links between the Black Sea and the Danube,
the Danube Sava canal,
the Danube Thissa canal,
and the relevant port infrastructures situated on these inland waterways.
The City of Vienna has been appointed by the European Commission-DG TREN to
undertake the management of Corridor VII- the Danube. In this context, the first meeting of a
Steering Committee for Corridor VII, consisting of representatives from all the involved
countries and the European Commission was held in Vienna on July 7 1998. The Steering
Committee started its works, elaborating an action plan with the main objective of promotion
of the efficient inland waterway transport along the Danube. The Steering Committee, in line
with the practice of the Steering Committees of the other Pan-European Corridors and Areas,
started to elaborate a Memorandum of Understanding (MoU) that could put the first base for
an international cooperation for the development of the Danube transport.
The Steering Committee had two more meetings on 27 November 1998 and 18 October
1999 in Vienna. During these meetings, the draft final text of the MoU was elaborated.
However, the political crisis in FR Yugoslavia postponed the works of the Group, till 25 April
2001, when the 4th Steering Committee meeting took place. During this meeting, the parties
agreed on the final version of the MoU. The MoU was signed by the Ministers of Transport
at a Ministerial Meeting in Rotterdam on 6 September 2001. The European Commission is a
signatory of the MoU, and in this respect, the Commissioner of Transport and Energy, and
Vice President of the European Commission, Mrs. Loyola de Palacio, signed the MoU on 27
February 2002.
The aim of the MoU is to co-operate in the development of main and ancillary infrastructures
regarding Corridor VII including the relevant port infrastructures. This development should
include maintenance, reconstruction, rehabilitation, upgrading and new construction, as well
as its operation and use with a view to fostering the most efficient and environmentally
friendly use of the Corridor. Taking into consideration the existing legal regulations in the
interested countries, the fleet operating on the Danube is also a field for co-operation. The
co-operation furthermore aims at perceiving and defining the prerequisites and conditions for
the most efficient use of funds and know-how provided by public and private sources.
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Corridor VII
Beside the Steering Committee, three working parties have been established:
Infrastructure (chaired by Romania);

Operation (chaired by Austria); and
Fleet (chaired by Hungary).
Infrastructure
The working group on infrastructure deals with the following tasks:
Port infrastructure
Evaluation of the existing situation of port infrastructures,

Necessary measures to develop the harbours technical equipment,
Evaluation of the present situation of the harbours concerning cargo, capacity etc.,
Development of necessary equipment when comparing cargo flows and traffic
forecast,
Evaluation of the influence of waterway and port infrastructure conditions on the
capacity's utilisation of the Danube,
Consideration of existing and possible financial sources for ports development,
Evaluation of harbour activity in the Danube ports (i.e. work organisation).
Navigation fairway infrastructure
Minimum technical requirements for navigation in comparison with the Rhine

conditions,
Bottlenecks identification and evaluation,
Bottlenecks elimination,
Navigation rules on the Danube, the Rhine and the Main Danube Canal.
Operation
The working group on operations covers:
Traffic management and modal split,

Combined and Intermodal transport development,
Improvement of fairway conditions, in order to achieve better utilization of vessels'
capacity, sufficient reliability, accuracy in timetables, increased safety of navigation,
Improvement of utilization of the fairway by means of integrated River Information
Systems,
Improvement of transhipment,
Transport Cost,
Tariffs,
Transport logistics,
Travel times,
Efficiency and quality of service,
Administrative obstacles,
Legislation,
Environmental analyses,
Economic analyses.
Two relevant studies are currently being elaborated under the 4th and 5th Research
Framework Programmes of the European Commission:
INDRIS Inland Navigation Demonstrator for River Information Services

ALSO Advanced Logistics Solution for Danube
In addition, a relevant event for promoting inland waterway transport along
Corridor VII is mentioned: In Romania, a VTM (Vessel Traffic Management)
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Corridor VII
system has been implemented on the section Constanta Czernavoda during

2000. This electronic equipment will help to reduce border-crossing obstacles
such as customs procedures, and will have a positive contribution on crew
management.
In Austria the Danube River Information System (DORIS) was introduced.
This system will make a substantial contribution to the modernisation of the
Danube traffic route, which will allow inland navigation to be more safely,
more reliably and with less environmental damage. In addition, sovereign
functions would be fulfilled more efficiently. With the integration of the vessel
travel information system into logistics systems (Supply Chain Management),
high rationalisation potential within the operational area of inland navigation
can be exploited and high-value good can be transported on water through
improved quality of service.
Since the most modern data communications and processing systems will be
developed for and used by DORIS, this project also makes an important
contribution to Austrian technology policy.
The conception and implementation of the navigation information system
DORIS will take place in harmony with European development in the area of
waterway management. Co-ordination with the Danube countries and
European partners for a system which can be implemented medium-term in
the entire Danube area will be an aim of European Union technology projects.
Fleet
The working group on fleet deals with:
Data collection on the Danube fleet features: size, structure, used technologies and
ship types; comparison with the Rhine and the Dnjepr fleets,
Evaluation of the interoperability and possibilities of technological co-operation of the
Danube fleet with the Rhine and Dnjepr fleets,
Assessment of the state of the art in the shipbuilding industry, evaluation and
possibilities of operating new types of ships and technologies on the Danube,
Assessment of the development of fleet capacity and Danube traffic, evaluation of the
utilisation of fleet capacity,
On the basis of information concerning potential cargo flows and traffic prognoses,
evaluation of adequacy of the Danube fleet in terms of structure and ships
characteristics,
Evaluation of influence of waterway and port infrastructure conditions on the
characteristics and capacity's utilisation of the Danube fleet,
Evaluation of adequacy of the ship repair industry on the Danube,
Consideration of existing and possible financial schemes in the field of fleet
development,
On the basis of the above-mentioned elements, preparation of proposals on the
development of the Danube fleet, as well as waterway, port and ship repair
infrastructure.
From February 2001, a technical Secretariat for Corridor VII has been established, with its
costs burdening the Vienna management.
Currently, ten countries and the European Commission are full members of the Steering
Committee. The ten countries are:
Germany, Austria, Slovakia, Hungary, Croatia, FR Yugoslavia, Romania, Bulgaria, Moldova
and the Ukraine. However, in the last meeting of the Steering Committee, held in Vienna on
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Corridor VII
30 November 2001, it was agreed that three more States would obtain the status of observer
of the Group. These States are the Netherlands, the Czech Republic and the Russia.
The Internal Regulation for the full members and the observer countries of the Steering
Committee is to be discussed in the next meeting of the Group, to be held in Odessa in June
2002.
In order to obtain its objectives as described in the MoU- the Steering Committee has
accepted certain main provisions for the continuation of its work. The most important of these
lines that will guide its future works, are:
To include interoperability and border crossing questions in the agendas of the future
meetings of the Steering Committee and the three Working Parties.
To take the necessary actions to involve the private sector and other international
fora for the Danube into the works of the Steering Committee.
To cooperate closely with the European Commission (DG REGIO and TREN), and
co-operate closely with all sides in order to strengthen future proposals for ISPA
financing regarding projects along Corridor VII.
The latest developments regarding the new perspectives of the European Common
Transport Policy are described in the last White Paper European Transport Policy for 2010:
Time to decide, issued in September 2001. The Steering Committee welcomes the main
points of this documents, and especially its intentions to support the environmentally friendly
modes of transport, such as the inland waterways.
The Group has also a very positive opinion on other statements of the White Paper, which
express the guidelines of a policy to support the shifting of traffic from roads to other modes,
to support intermodality, and to ensure sustainable mobility for people and goods, creating a
coherent global transport system which gives the best possible returns, not only in
investment, but in securing safety and other environmental and social priorities as well.
In this context, the new perception of Corridor VII as a multi-modal Corridor, incorporating
relevant railway lines along the Danube and all the transhipment nodes, has been also
welcome.
The importance of multi-modal transport and the role of the Danube towards multi-modal
transport development must be emphasized. Inland waterway transport is, in essence, a
multi-modal form where the operation to be carried out is in fact a chain in which each of the
links contributes to the end result. More than other modes, inland waterway transport is
therefore dependent on a development strategy, which supposes simultaneous removal of
the various barriers and coherent development of the entire system. In this context, the
Chairs of Corridor VII, Railway Corridor IV and Railway Corridor X have commonly decided
to established a common Secretariat in Vienna, at the TINA VIENNA premises, to work
together towards the multi-modal development of transport in the Central and South-Eastern
Europe. There are many positive synergy effects and many things that can be achieved if the
inland waterways combine their potential with the railway; the inland ports along the Danube
can be the gates of extended regions to move people and goods westward, northward or
southward, using the most efficient, capacity free and environmentally friendly means like
railways and inland waterways.
TECHNICAL FEATURES OF THE CORRIDOR VII:

Concerned countries
Transport modes
Approx. length of the Corridor
Austria, Bulgaria, Croatia, Germany, Hungary,

Moldavia, Romania, Slovakia, Ukraine, FR
Yugoslavia
Inland waterway
2415 km
44
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Corridor VII

The costs for infrastructure investments for Corridor VII have been estimated using the
results of the TINA Final Report, November 1999, the results of the Reports on the Status of
the Pan-European Transport Corridors and Transport Areas for 1998 and 1999, updated
reports for 2000 and 2001 and information from the European Commission (ISPA project
proposals accepted by the Management Committee; TACIS project from the national
programmes and from the CBC-programmes).
Costs for infrastructure investements along Rail Corridor VII
600,00 million
528,00 million
500,00 million
392,40 million
400,00 million
300,00 million
200,00 million
100,00 million
54,90 million
0,00 million
Germany
Austria
Slovakia
Estimations until 2015

(TINA
FINAL Report, Nov. 99)
million
0,00
Hungary
Croatia
FR
Yugoslavia
Romania
Bulgaria
Moldova
Ukraine

Because of increasing environmental problems it is the declared aim of the EU to direct as
much traffic as possible to environmentally friendly modes such as inland waterways. As a
significant northwest southeast axis, the Danube provides good opportunities for such
transport.
In 1992 the Rhine-Main-Danube canal was opened, to link the Danube with the river Main
and the commercial waterways of Western Europe. Shortly after the opening cargo volumes
grew in spite of existing problems.
Due to the demolition of three bridges at Novi Sad and other damage to chemical and oil
installations in spring 1999 the navigation has been interrupted for several months.
The project of the Cleaning of Danube that has been initiated beginning of 2000 by the
European Commission, the Danube Commission and within the framework of the Stability
Pact is still in progress.
This project has been co-financed (85%) by the European Commission - CARDS
programme.
The works started in March 2002. The main objectives of the project are the environmental
assessment, the right treatment of the unexploited mines and other explosives, the clearance
work referring on the three bridges at Novi-Sad, and the river bed rehabilitation.
Provisional measures to facilitate the navigation have been taken in the meantime. A survey
of the river bed defined a temporary route for the traffic; the first step to facilitate the traffic
two openings per week - have been followed by a second step from March 2002, which will
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Corridor VII
provide a third opening per week. The opening periods mostly focus on freight transport,
which currently has an absolute priority versus passenger transport in the Novi Sad region.
The main reason is that the security of the passage for passengers is not 100% ensured.
Fairway conditions of the river

The river Danube has a length of 2850 km of which 2415 km are used for navigation.
Geographically the river Danube is divided into three parts:
Lower Danube,
Middle Danube,
Upper Danube,
km 0-931
km 931-1791
km 1791-2415
(length 930 km, difference in elevation 38 m)

The most important parameters for shipping are as follows:
The available water depth compared to the reference draught (fully loaded inland vessel)
of 2.5 m plus keel clearance (Accelerating Pan-European Cooperation Towards a Free
and Strong Inland Waterway Transport declaration adopted by the Rotterdam
Conference);
the available channel width;
the minimum fairway curvature;
the available free air draft under bridges and cables;
other secondary parameters with a potential impact on the navigability of the Danube
such as natural conditions (fog, currents, ice, etc.).
The water depth of the fairway is by far the most important parameter hindering the
economical use of the river for inland navigation with bottlenecks along the whole river
length. Although there are bottlenecks along the whole river length the Upper Danube is the
only inland waterway section in Europe without guaranteed water depth. In addition the
Upper Danube is the only section where a reliable prognosis of water depth is not possible
because of the quickly changing water depth conditions and the long travelling times of more
than several days caused by the long distances on the Danube. Due to these circumstances
the loading capacity of the ships is only about 50% of their maximum. The responsible
bottlenecks are located in Germany, Austria and Hungary.
The second parameter is the width of the fairway where the most important problems are met
on the Slovakian and Hungarian territory. The number of places with problems for fairway
curvature (curve radius of less than 750m) is very limited.
The air draft (free height under bridges and cables) is critical especially in the vicinity of
Budapest where a number of low historical bridges are located. However, similar problems
exist in Germany and FR Yugoslavia, and the available air drafts allow most vessels to pass
except container vessels stacked with three layers of containers during the high water period.
Natural conditions such as currents, fog and ice proved to be of secondary importance for
navigation on the Danube during recent years.
Ports
Situated along the Danube, there are 44 main inland ports. The average distance between
the ports is 55 km. However, the function of inland ports is not limited to inland shipping. The
interlink age of the major water axis with other rail/road corridors is very important to ensure
the intermodal inter-connectivity of the overall network. Most of the ports along the Danube
have rail connections as well as good road connections, thus making them an attractive
mode for combined transport.
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Corridor VII
The major inland ports connecting

with Corridor IV are: Budapest, Medgidia;
with Corridor V: Bratislava, Budapest, Dunaujvaros, Baja, Mohacs;
with Corridor IX: Oltenita, Giurgu, Rousse and;
with Corridor X: Budapest, Beograd, Novi Sad.
In addition there is the seaport Constanta, lying at the mouth of the Danube-Black Sea
Canal, and being a major potential centre for transhipments from Black Sea short-sea
shipping to Danube and vice versa.
Page 87
Corridor VIII
CORRIDOR VIII
ALIGNMENT:
Corridor VIII is a multi-modal transport link running from East to West in South-Eastern
Europe, linking the Pan-European Transport Area Adriatic-Ionian Sea with the Black Sea
Pan-European Transport Area. The Corridor starts at the port of Durrs (Albania), runs via
Tirana (Albania) and Skopje (FYR Macedonia), further to Sofija (Bulgaria) and to the
Bulgarian ports Burgas and Varna at the Black Sea.
The Corridor was not affected by any adjustments at the Helsinki Conference in 1997.
However, Corridor X, as agreed upon in Helsinki being a new link from Austria to Greece
with several side alignments, as well as Corridor IV, on the section Sofija Plovdiv, has
integrated Corridor VIII into the core links of the Pan-European Transport Corridors. New
connections to Italian ports and to the Trans-European Network at Greek borders are being
considered by interested countries. In the draft Memorandum of Understanding (MoU) the
alignment reads as follows: Bari/Brindisi - Drres/Vlore Tirana Popgradec Skopje
Sofija Plovdiv Burgas Varna.
The draft MoU has been elaborated under Italian Presidency. Through the linkage of Corridor
VIII to Corridor IV it has been possible to involve the participation of both Greece and Turkey.
The signature is pending until a final agreement on the alignment has been achieved.
In the meeting on 7 July 2000 in Rome the interested countries have signed an Agreement
Minute by which they accept the MoU text with the exception of art.2 regarding the definition
of the Corridor. The Italian Presidency took the engagement for elaborate a compromise
proposal in view of a possible agreement.
The proposed alignment of the Corridor according the Italian Chair includes:
road link Ormenion Svilengrad Burgas, linked to Corridors IV and IX;

Byala/Gorna Oriahovica Pleve Sofija, linked to Corridor IV and corridor IX;
Cafasan Kapshtice/Kristallopigi at the Albanian/Greek border, providing a
connection to the TEN.
Such proposal, comprehensive of all the requests put forward by the involved countries is
referred to a multimodal transport link running from East to West in South-Eastern Europe,
linking the Pan-European Transport Area Adriatic-Ionian Sea (as indicated in Helsinki
Conference) with the Black Sea according the definition of the Corridor alignment.
The compromise proposal elaborated by Italian Presidency takes into account the different
proposals put forward by interested countries. Italy will develop further actions in order to
check whether dissenting opinions are evolving towards a possible consensus. It is
envisaged to sign the MoU before end of 2002.
A railway working group was set up in May 1997 under the chairmanship of the Bulgarian
Railways (BDZ). The draft co-operation agreement between the railways still has to be
signed. Under the stability pact for south-east Europe there are actual funding possibilities,
which could be used for the rail link from Skopje towards Bulgaria.
The railway link is interrupted in two sections between Albania and FYR Macedonia and FYR
Macedonia and Bulgaria. Approximately 80 km of rail track have to be built in a mountainous
and difficultly accessible region.
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Corridor VIII
TECHNICAL FEATURES OF THE CORRIDOR VIII:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
1)
Alignment:
Railway
Road
Albania, Bulgaria, FYR of Macedonia

1,270 km
960 km
n.a.
4
2
Durrs Tirana Skopje SofijaVarna/Burgas
Tirana Durrs Elbasan Ouks (missing
link) Kicevo Skopje Kumanovo (missing
link) Gjuesevo Sofija Plovdiv Stara
Zagora Karnobat Burgas/Varna
Durrs Tirana Elbasan Struga Kicevo
Skopje Kumanovo Gjuesevo Sofija
Plovdiv Stara Zagora Burgas/Varna
There are a number of transport bottlenecks on the corridor such as missing links on the
railways and poor road conditions. Current traffic levels are not high enough to justify major
transport infrastructure projects in the near future. It is essential that infrastructure policy in
Albania, FYR Macedonia and Bulgaria is co-ordinated. Short- and medium term transport
policy should aim to achieve the following objectives:
Improved maintenance of existing road infrastructure and elimination of corridor

bottlenecks, particularly in Albania;
Development of the port of Durres in terms of capacity and commercial practices;
Completion of the rail link between FYR Macedonia and Bulgaria;
Provision of a rail connection between FYR Macedonia and Albania when justified on
sound economic grounds.
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Corridor VIII

The costs for infrastructure investments for Corridor VIII have been estimated using the
results of the TINA Final Report, November 1999, the results of the Reports on the Status of
the Pan-European Transport Corridors and Transport Areas for 1998 and 1999, updated
reports of the Chairman of the Steering Committee of Corridor VIII for 2000 and 2001 and
information from the European Commission (ISPA project proposals accepted by the
Management Committee; TACIS project from the national programmes and from the CBCprogrammes).
Costs for infrastructure investements along Rail Corridor VIII

900,00 million
800,00 million
700,00 million
600,00 million
500,00 million
400,00 million
780,00 million
300,00 million
200,00 million
315,00 million
100,00 million
0,00 million
Albania
FYR of Macedonia
Bulgaria
Costs for infrastructure investements along Road Corridor VIII

1.200,00 million
1.000,00 million
800,00 million
600,00 million
961,50 million
400,00 million
200,00 million
344,00 million
114,00 million
0,00 million
Albania
FYR of Macedonia
Bulgaria
Page 90
Corridor VIII

Albania:
Rail:
The rail corridor extends from Tirana to Durres and further to the
Albanian/FYR Macedonia border. Mostly consisting of single track line with
some double track sections, the average maximum speeds are low, being 3040 km/h. Track conditions are poor and rails and sleepers are up to 40 years
old. Work started on the reconstruction of the line between Durres and Lin
(138 km) and should have been completed in 2000.
Road:
The road corridor runs from Durres to Tirana and further to the Albanian/FYR
Macedonia border (Qafe Thane). It has a length of 145 km. The total length
will be rehabilitated.
FYR of Macedonia:
Rail:
There is no continuous east-west rail link in FYR Macedonia. In particular, the

section between Albania and FYR Macedonia, a total distance of 65 km, and
the section between FYR Macedonia and Bulgaria, a total distance of 55 km,
are missing. The rail section from Beljakovce to the Bulgarian border will be
newly constructed, the problem is the lack of financing means.
Road:
The road corridor runs from the FYR Macedonia/Albanian border (Struga) to
Skopje to the FYR Macedonia/Bulgarian border (Devebair). The road section
Kumanovo Devebair is being rehabilitated. The construction of a dual
carriageway road on the section Struga Kicevo is a long-term project.
Bulgaria:
Rail:
The rail corridor runs from the Bulgarian/FYR Macedonia border (Gjusevo) to
Sofija and continues further to Karnobat, where two separate branches
continue to the Black Sea ports Bourgas and Varna. The length from Gjusevo
to Karnobat is 565 km, from Karnobat to Bourgas 59 km, and from Karnobat
to Varna 158 km. A new electrified railway line to the FYR Macedonia border
with a length of 3 km including a 500 m tunnel and the construction of a new
rail border station will be constructed until 2015. Reconstruction and
upgrading of the line is planned, also electrification of the non-electrified
sections and doubling of the line from Plovdiv to Zimnica.
Road:
The road corridor from the Bulgarian/FYR Macedonia border (Gjusevo) to

Sofija continues further to the Black Sea ports Bourgas and Varna. Its total
length is 650 km. The corridor is a two lane national road except for the
section Sofija Plovdiv Orizova. A new motorway will be constructed from
Orizova to the Black Sea ports. Construction works should be completed
between 2005-2010.
Page 91
Corridor IX
CORRIDOR IX
ALIGNMENT:
Corridor IX is the longest of the ten Pan-European multi-modal Transport Corridors. The
Corridor starts in Helsinki (Finland), runs to St. Petersburg (Russia), where it splits into two
branches, one running to Moskva (Russia), the second to Pskov (Russia). Both branches
come together again in Kiev (Ukraine). In Ljubashevka/Rozdilna (Ukraine) the Corridor splits
again. One branch runs down to Odessa (Ukraine) on the Black Sea, whereas the main line
continues southwards to Chisinau (Moldova), further to Bucuresti (Romania), Dimitrovgrad
(Bulgaria) and ends at the Aegean Sea in the Greek port of Alexandroupolis.
Besides the above-mentioned branches there are two additional links. Both links start at the
Baltic Sea; one in Kaliningrad (Russia), the second in Klaipeda (Lithuania). In Kaunas
(Lithuania) both branches meet and continue via Vilnius (Lithuania) to Minsk (Belarus),
where Corridor IX crosses the Corridor II route and continues further to Kiev (Ukraine).
The Memorandum of Understanding (MoU) for the whole Corridor IX, including the
Addendum bringing Greece into the MoU was signed in March 1995. The first meeting of the
Steering Committee took place in Alexandroupolis (Greece) in June 1996, under the
chairmanship of the European Commission. A second meeting of the Steering Committee
took place in Brussels in December 1996.
Three Sub-Committees were set up for the Corridor to facilitate the monitoring of the
Corridor:
Sub-Committee Northern Section (Helsinki St. Petersburg Moscow) jointly chaired

by Finland and Russia
Sub-Committee Middle Section (St. Petersburg Vitebsk Gomel Kiev; and

Branch A: Ljubashovka/Rozdilna Odessa; and Branch B: Kiev Gomel Minsk
Kaunas Klaipeda/Kaliningrad) chaired by Lithuania, and
Sub-Committee Southern Section (Ljubashovka/Rozdilna Chisinau Bucuresti

Dimitrovgrad Alexandroupolis) chaired by Romania.
A Working Party for the whole Railway Corridor IX has been established since 1996 under
the chairmanship of Hellenic Railways.
The monitoring of the Corridor has so far been subject to the constraints related to the
separation between PHARE and TACIS areas. Under the TACIS programme a study
Improvement of Traffic Flows on Corridors II and IX was made. The objective was to make
an assessment of the corridors, and to prepare transport demand forecast and rail and road
feasibility documentation in a bankable format for funding.
Under the PHARE programme a study Development of Railway and Combined Transport to
link the Southern Part of Corridor IX with Poland has been concluded in December 1999.
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Corridor IX
TECHNICAL FEATURES OF THE CORRIDOR IX:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
Alignment:
Railway
Road
Railway
Road
Railway
Road
Railway
Road
Belarus, Bulgaria, Finland, Lithuania, Moldova,

Romania, Russia, Ukraine
6,500 km
5,820 km
n.a.
4
2
Helsinki St. Petersburg Pskov/Moskva
Kiev Ljubasevka Chisinau Bucuresti
Dimitrovgrad Alexandroupolis
Helsinki Vainikkala/Buslovskaya St.
Petersburg Tver Moskva Obninsk
Kaluga Brjansk Seredyna-Buda - Konotop
Kiev
Second line between St. Petersburg and Kiev:
St. Petersburg Lobok/Ezjarysca Vicebsk
Orsa Mahileu Zlobin Homel
Kraucouka/Dobrjanka Cernihiv Kiev
Vinnyjca
Rozdilna
Kucurham/Pervomaise Tiraspol Chisinau

Ungheni Iasi Bacau Focsani Buzau
Ploiesti Bucuresti Giurgiu/Ruse Stara
Zagora
Svilengrad/Ormenio
Alexandroupolis
Helsinki Vaalimaa/Torfyanovka St.
Petersburg Tver Moskva Tula Orel
Sopyc - Kiev
Second line between St. Petersburg and Kiev:
St. Petersburg Pskov Lobok/Ezjarysca Vicebsk Orsa Mahileu - Homel Novaja
Huta - Cernihiv Kiev
Bila Cerkva Ljubasevka Huljanka/Dubau
- Chisinau Albita Buzau Focsani Bucuresti Giurgiu/Ruse Stara Zagora
Haskovo
Svilengrad/Ormenio
Alexandroupolis
alternative alignment: Haskovo Makaza
Alexandroupolis)
Branch from Klaipeda
Klaipeda Siauliai Vilnius Kena Minsk
Babrujsk Zlobin
Klaipeda Kaunas Vilinius Medininkai
Minsk Babrujsk - Homel
Branch from Kaliningrad
Kaliningrad Mamonovo/Kybartai Kaunas
Vilnius
Kaliningrad Mamonovo/Kybartai Kaunas
Branch to Odessa
Rozdilna Odessa
Ljubasevka Odessa
Page 93
Corridor IX

The costs for infrastructure investments for Corridor IX have been estimated using the results
of the Chairman of the Steering Committee of Corridor IX for 2000 and 2001 and information
Costs for infrastructure investements along Rail Corridor IX
1.000,00 million
900,00 million
800,00 million
700,00 million
600,00 million
500,00 million
922,00 million
896,00 million
400,00 million
636,40 million
569,00 million
300,00 million
200,00 million
100,00 million
26,71 million
0,00 million
Finland
Russia
Lithuania
200,00 million
43,43 million
24,31 million
3,20 million
Belarus
Ukraine
Moldova
Romania
Bulgaria
Greece
Costs for infrastructure investements along Road Corridor IX

1.600,00 million
1.400,00 million
1.200,00 million
1.000,00 million
800,00 million
1.473,00 million
600,00 million
1.077,20 million
400,00 million
200,00 million
389,24 million
301,00 million
201,90 million
19,56 million
0,00 million
Finland
Russia
Lithuania
430,00 million
304,91 million
15,04 million
Belarus
Ukraine
Moldova
million
million
26,00
17,00
Romania
Bulgaria
Greece
Page 94
Corridor IX

Corridor IX Northern Section
The Steering Committee of Corridor IX Northern Section is composed of the representatives
of the Finnish Ministry of Transport and Communications, the Russian Ministries of Transport
and Railway Transport, and the Directorate General for Energy and Transport. Between
Russia and Finland there are also other meeting venues such as the Transport Committee
under the Finnish-Russian Commission for Economic Cooperation, where the cross-border
transport issues are routinely discussed. However, practical Corridor cooperation takes
largely place independently in each sector (road, railway and customs), where long-standing
frameworks for cooperation at several levels have been established over the years.
The latest Steering Committee meeting was held in Helsinki on 2 October 2001.
Traffic: In Finland the corridor road traffic ranges now between 4,800 25,000 vehicles per
day in rural sections outside Helsinki. The share of heavy traffic ranges between 10-17%. In
Russia the volumes are between 6,400 22,000 vehicles per day in rural areas, but can be
much higher in urban areas of Moscow and St. Petersburg.
Traffic at the border crossings represents the most indisputable Corridor IX traffic. In 2000,
over 6 000 motor vehicles carrying 10,800 persons per day crossed the Finnish-Russian
border using one of the three border crossings of the Corridor. At the same time, nearly
1,000 trucks crossed the border daily. These trucks transport 3.6 million tons of freight
annually.
Four passenger trains run daily between Helsinki and St. Petersburg and two night trains
between Helsinki and Moscow. They carried 200 000 passengers in 2000. On average 30-40
freight trains cross the border moving 800 - 1,000 freight wagons in both directions every
day. The trains carry about 11 million tons of freight between the two countries every year.
Air travel between Helsinki and St. Petersburg and Moscow is busy with about 200,000
annual passengers.
At the border the Corridor traffic is highly segregated. About 75% of all freight tons are on
railways and 90% of passengers use roads.
During the past five years (1995-2000) the growth of cross-border traffic has been the
strongest in road transport. Total number of motor vehicles crossing the border has grown
nearly 13% per year on average and passengers 7% per year. On the other hand railway
traffic, and freight transport in general, has been more stable.
Finland:
Investments in roads and railways as well as border crossings have continued and are
ensured by the long-term commitment of the Finnish government to the project. The
improvement works will continue throughout this decade and both road and railway
infrastructure will be largely upgraded by 2010. In the past years, there have been
considerable construction and reconstruction activity underway in the Finnish section of the
Corridor:
Rail:
Between Helsinki and the Russian border, practically all the railway lines will
be improved or reconstructed so that the maximum speeds by 2010 will be
200 km/h on the main lines and 120 km/h on the lines to the seaports. The
remaining part of the programme will be carried out until 2010.
Border facilities at Vainikkala have constantly been upgraded and operational
changes of border procedures introduced, such as passport checking in
moving passenger trains. A new border station in Imatra was opened for traffic
in autumn 1998.
Page 95
Corridor IX
The next major project will be the construction of a new railway Kerava Lahti
shortening the travel distance to Eastern Finland and St. Petersburg.
Completion time is 2006 at a cost of 350 million.
Road:
122 km of the road (67% of the length) has been rebuilt as a motorway by the
end of 2001. According to the current road construction programme in Finland
the entire road will be constructed to a motorway standard in the future.
Continuation of motorway construction east of Helsinki (next section: Porvoo
Koskenkyl) and construction of a new by-pass road in Hamina are
considered as next priority projects.
Customs:
The Tedim Custom project continued between the Finnish and Northwest
Russian Customs Administrations. After the adoption of the system it will be
possible to transfer waybills for trade electronically between Finland and the
North-West Customs of Russia. A similar project is underway for rail transport.
Russia:
The priority projects of Russia on the Corridor IX Northern Section are: construction of the St.
Petersburg ring road, completion of the Vyborg road by-pass; upgrading the Vyborg Svetogorsk road and improving the railway infrastructure between the Finnish border and St.
Petersburg. The past improvements include among others the following:
Rail:
The Ministry of Railway transport has upgraded the Moskva St. Petersburg
mainline. An improvement programme of the railway line was launched in
1996 comprising the reconstruction of the permanent way, repair of structures,
upgrading the traction power system, modernisation of the train control
system and rolling stock maintenance facilities.
Road:
Since 1994, investments on Corridor IX Northern Section roads have been

extensive on account of the first World Bank road loan, and a separate bridge
loan granted to Russia in 1996.
On the M10 (Scandinavia road and Russia road) several sections have been
strengthened and rehabilitated. Nine bridges have been repaired. The road
programme is almost complete and the bridge programme is half way to
completion. The construction of the Vyborg bypass was launched in autumn
1998 as an independent project. The first of the planned three sections has
now been completed.
In June 2001 the Government of Russia approved the national road
improvement programme Russian Roads in the XXI Century. According to
this programme the Rossia Road (Moskva St. Petersburg) will be rebuilt as
a category I road (4-8 lanes) for a length of nearly 500 km. On Scandinavia
Road (St. Petersburg Finnish border) further upgrading will be carried out
and the missing sections of the Vyborg bypass will be completed as a
category I-III road. The St. Petersburg Ring Road will be constructed as a
category I road in two stages (2002-2003 and 2004-2008).
Russia has proposed the extension of Corridor IX to Astrakhan (Caspian Sea)
and Novorossisk (Black Sea). Caspian Road (M6) will be rebuilt as a 4-lane
facility at Tambovin and Volgograd and generally upgraded over a 515 km
section. The M4 road to the Black Sea (Don Road) has been developed
quite fast in recent years. In 2000, a 103 km motorway section was opened to
traffic near Moskva. By the year 2010, Don Road will be constructed as a
category I road (motorway) for a length of 441 km.
Page 96
Customs:
Corridor IX
The new road border station of Torfjanovka was opened in 1997, followed by
the construction of a border station in Saimenski. A new border station in
Svetogorsk is being built with TACIS assistance allowing its opening as an
international border crossing in 2002. A new railway border station has been
built in Buslovskaya.
Finnish-Russian joint projects:

There are a number of joint projects underway between various Finnish and Russian
authorities aimed at improving the capacity and conditions of road and rail transport in the
Corridor. Several projects have been assisted by the European Union through the TACIS
programme. The joint projects include the following:
A feasibility study for relocating the road crossing at the Finnish/Russian border in
Nuijamaa/Saimenski.
On the Vyborg - Svetogorsk road, which is in dire need of improvement, the Finnish
Road Administration has helped the Leningrad Road Committee in the evaluation of
improvement needs.
A road safety programme, funded by TACIS, includes the establishment of a weather
information system to improve the planning of winter maintenance. Experts from the
Finnish Road Administration have been called upon to assist in the project.
The high-speed train project between Helsinki and St. Petersburg was launched in
1995. Streamlining border formalities and improving rail infrastructure have already
cut the travelling time from 6h 30min to 5h 30min. In the future, the new rolling stock
and considerable improvements in railway infrastructure will make it possible to
further shorten the travelling time. Launching a high-speed train service between
Helsinki and St. Petersburg will cut the time down to about 3 hours in 2008. In spring
2001, the task force was asked to investigate, if a faster train connection using
conventional trains could be started earlier.
Building of a second track across the border between the border stations Vainikkala
(Finland) and Buslovskaya (Russia) as the capacity of the single-track section is
becoming exhausted.
Corridor IX Middle section

The Middle section of Corridor IX (including the trunk line section Kiev - Razdelnaya) girds
not only the large territory of land between the Baltic and Black seas, but extends Corridor IX
by sea lines from Odessa and Ilychyovsk ports in the Ukraine, Klaipeda port in Lithuania and
Kaliningrad port in Russia.
Branch A, Razdelnaya Odessa, has a length of 63 km. It extends the trunk line of Corridor
IX towards the Black Sea and connects the line reaching Izmail and Reni ports on the
Danube.
Branch B, Kiev Minsk Vilnius - Klaipeda, has a length of 1,181 km. It crosses 3
countries: Ukraine (280.6 km), Belarus (488 km) and Lithuania (412.4 km), and KaiiadorysKaunas-Kaliningrad, with a length of 279 km, crosses two states: Lithuania (124 km) and the
Kaliningrad region of the Russian Federation (155 km).
Increasing transportation of goods by containers and trailers in the West-East direction and
development of combined transport between the Baltic Sea and Black Sea has given rise to
the launch of new shuttle trains, Klaipeda/Kaliningrad Belarus Moskva/Kiev that will
ensure more reliable and modern freight transportation. A shuttle train project Mukran
Klaipeda Minsk - Moskva, which was initiated in 1996, is presently under finalisation. The
transportation time of the train Baltic Express (Klaipeda Minsk - Moskva) from Klaipeda to
Moskva and back is 105 hours. It has favourable tariffs of all three countries plus terminals in
Klaipeda and Moskva.
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Corridor IX
In January 1999 a protocol of intentions was signed between s.p.s.c. Lietuvos Geleinkeliai
and the firm Trans Polis (Ukraine) about co-operation in organising a shuttle train Odessa
(Ilychyovsk port) Klaipeda, and this summer Belarus also expressed its interest in joining
the project. In addition, the Russian Railways are trying to organise a container train
Kaliningrad - Moskva, going through Vilnius and Minsk. Implementation of shuttle trains and
multimodal transportation will revitalise the operation of work and increase transportation
volumes.
Lithuania:
Rail:
60 per cent of the total freight volume within Lithuania passes this Corridor.
The average traffic intensity is from 35 (Kuziai Kretinga) to 105 (Vilnius
Kaisiadorys) trains per day.
435 km of track were renewed before 2002. To achieve the quality of the
renewals, heavy-duty track machines and small power tools, meeting the
current requirements, were purchased. Despite of the above, there were still
160 km of track necessary to be renewed. The communication line
Kaisiadorys Radviliskis (125 km) was modernised.
Referring to technical standards of railway infrastructure and their
interoperability, they are generally in compliance with the AGC requirements,
except the main index speed of trains. The permitted maximum speed for
passenger trains is up to 120 km/h, for freight trains it is 90 km/h. The cruising
speed is low, in spite of the fact that no gauge change is required on the
middle section of Corridor IX, as the entire alignment uses Russian railway
gauge (1520 cm). Double-track comprises 75% of the total length of the
middle section of the railways; traffic is controlled by automatic block system
(half automatic block system is installed in Lithuania and Kaliningrad region on
475 km) and diesel traction is used. In principle the existing infrastructure
matches the expected transportation volumes. Currently capacity usage is
about 55-60% on the Lithuanian infrastructure.
Border crossings remain one of the major problems in ensuring
interoperability. Insufficient development of infrastructure in border stations,
incomplete train acceptance and delivery procedures hinder development of
international and transit transportation. Currently, infrastructure modernisation
activities are being carried out in Kybartai station (border with the Kaliningrad
region, Russia). Modernisation activities in Kena station (border with Belarus)
have also started.
Kena and Kybartai border stations are the main Lithuanian border crossing
stations in the East West direction. The completion of reconstruction of
Kybartai is planned for 2002. The project for the modernisation of Kena, the
main border station in the East West direction, is under implementation.
After finalisation of the 1st stage of the project in 2003, the duration of customs
clearance procedures for freight trains will decrease by more than two times.
From the Belarussian side similar modernisation activities are planned to be
started at the border station Gudogai-2.
Road:
Corridor IXB serves as a major connection between Lithuanian national roads

as well as between the TINA network roads. In the period between 1993 and
1998 the traffic volume in Lithuania on these roads increased by approx. 40%.
Following the EU requirements, the permitted axle load has increased from 10
to 11.5 tons/axle. Heavy transport is the cause of a rapid deterioration of
roads. The present situation is such that it inevitably makes one seek for and
apply new technologies of pavement strengthening. The traffic volume on the
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Corridor IX
road Vilnius - Kaunas now exceeds 15 000 (light) vehicles per day. The traffic
volume is likely to increase, and by the year 2005 it can reach 20,000 vehicles
per day on all sections.
Two branches of Corridor IX extend in Lithuania.
One branch runs from the port of Klaipeda through Kaunas and Vilnius to the
Lithuanian/Belarussian border (Medininkai) and has a length of 340 km. The
road category is a four-lane motorway from Klaipeda to Vilnius and a two-lane
national road to the border. The improvement works include strengthening of
the pavement and reconstruction.
The branch to Kaliningrad runs from the Lithuanian/Russian border (Kybartai)
to Kaunas and connects to the other branch in Garliava. Its length is 106 km.
The partly two-lane national road and partly four-lane expressway will be
reconstructed and bypasses will be built at Kybartai and Vilkaviskis.
Klaipeda Port: Klaipeda Seaport is the principal transport junction of IXB corridor linking sea
and land roads between the East and the West. 17.236 million tons of cargo
was handled in Klaipeda Seaport in 2001, i.e. by 11.1% less than in 2000. If
compared with 1999, the result of 2001 is higher by 11.3%. Notwithstanding
the general decrease of cargo handling amounts, the tendencies to
multimodal transportation in Klaipeda Seaport are increasing considerably.
For the second year in succession transportation of containers through
Klaipeda Seaport is increasing. 39,955 TEUs were handled in 2000 and the
yearly increase amounted to 39%. 51,135 TEUs were handled in 2001, i.e. by
28% more than in 2000, the main reasons for such increase being the better
economical situation in Lithuania and other countries as well as the worldwide expansion of container transportation. In Klaipeda Seaport containers
are handled by the Consortium Klaipeda Terminal and KLASCO container
terminal, which started operating in 1999.
The development of shipping lines significantly influences the increase of
container flow. At present Klaipeda Seaport is by feeder lines linked with the
principal ports of West Europe: Rotterdam, Bremerhaven, Antwerp, Hamburg
and Felixstowe. Kursiu Line and Baltic Container Lines have been
operating for several years. Teamlines, one of the greatest operators of
feeder lines, started its operations in Klaipeda Seaport in 2000. In 2001 the
line was opened by MSC (Mediterranean Shipping Company). Besides,
Maersk Sealand, OOCL, P&O Nedlloyd and other global container
transportation operators have their representation offices in Klaipeda as well.
Klaipeda Seaport is the second port among other ports on the eastern coast
of the Baltic Sea in respect of ro-ro transportation. 106,281 road transport
vehicles were handled in 2000 and the yearly increase amounted to 19%.
124,766 road transport vehicles were handled in 2001 (the yearly increase
amounted to 17%). The number of handled trailers increased most of all
(33%). Economical development in the region and limitations of road transport
transit through Poland accounted for such increase. Though in 2001 there
were handled 9,969 railway wagons, i. e. slightly more than in 2000, at the
end of the year the handling of wagons considerably decreased.
Transportation of railway wagons by ferries slowed down due to high railway
rates applied by Russia.
In Klaipeda Seaport ro-ro cargo is loaded in the Consortium Klaipeda
Terminal and KLASCO International Ferry Port, where one more operator,
Baltic Ferry Terminal UAB, is offering its services as well.
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Corridor IX
The competition of Baltic ports forces to look for new opportunities for
organizations of multimodal transportation. One of such opportunities is to
develop relations with Scandinavian countries and those situated on the coast
of the Black Sea. For that purpose it is necessary to improve the international
transport corridor Baltic Black Sea.
Belarus:
Belarus has finished the legal basis for international transport on corridors, which has special
relevance to Corridor IX. Belarus has concluded bilateral agreements with 29 governments in
Europe, Asia and with the CIS, amongst others Lithuania and Ukraine. Belarus intends to
conclude a quadrilateral transport infrastructure agreement with Russia, Kazakhstan and
Kyrgyzstan and will sign an agreement with Lithuania and Ukraine on transit of Belarussian
goods, with reference to the UN Convention of 1965 on Transit traffic from landlocked
countries with no access to the sea . These agreements will allow attracting more traffic on
the North-South alignment of Corridor IX B (Lithuania via Belarus to Ukraine). To achieve
this, Belarus wants to:
Rail:
Collaborate with the European Commission and IFIs as well as regional transport
organisations;
Improve the national legislation to adapt it to the needs of international transport;
Establish bi-lateral co-operation on a legal basis for international transport and to
integrate Belarus into the international transport network.
The length of Corridor IX within Belarussia is 490 km, 176 km out of these
with electrified traction and 48 km of these single-track. Maximum speed for
freight trains 80 km/h and for passenger trains 120 km/h. The Programme on
development of the Belarussian Railways (BCh) was approved by the Soviet
of Ministers of Belarus on 25 December 1998. The objectives are to establish
a more profitable and better performing railway transport system, through
respecting international requirements. This will increase the competitiveness
of the rail mode and attract more freight, guarantee freight safety and increase
the financial return of the transport operator.
On Corridor IX middle section, the transit freight transport plays a big role
and must be given priority. The passenger traffic is declining.
There are three border crossings on Corridor IX (Gudogai, Teriucha,
Ezerische) none of them is equipped according to the needs of a state border
crossing. The border post with Russia has no border nor customs control. The
remaining two crossing points (Lithuania and Ukraine) work according to a
simplified scheme for border and customs control, as they are not equipped
with all necessary infrastructure.
The Lithuanian, Belarussian and Russian railways have prepared to run a
special container train, the Baltic Express, on Corridor IX between
Kaliningrad/Klaipeda Minsk Moskva. In the first phase, priority is given to
heavy tonnage containers (40 ft). In a second phase, introduction of inland
waterway transport is envisaged between Minsk and Kiev. The station
Kolyadichi (Minsk South) is equipped to transship 40 ft containers. In order to
comply with international standards the corridor will need increased freight
carrying capacities and gauge clearance on bridges. Also extension from four
to six lanes on certain sections and separation of level crossings through
bridges/tunnels must be considered. The costs are evaluated to approximately
BCh, LG and RZhD have agreed on a time schedule for the operation of
container trains and on the tariffs. At a meeting on May 19 1999 in Minsk, it
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Corridor IX
was agreed to launch a test train for a four months period, starting on 1
September 1999. However, the train has not started running so far.
The length of roads of Corridor IX within Belarus is 501 km; 140 km out of this
four-lane road, remaining part is of two lanes. An average traffic flow on
Corridor IX increased of 10%-12%.
Road:
The route, (M8) via Vitebs and Gomel, has by-passes at Vitebsk, Orsha,
Mogilev and Gomel and the quality corresponds to international requirements,
apart from six out of 73 bridges having lower freight carrying capacity, and
twenty having less gauge clearance.
The middle section to Lithuania and Kaliningrad (M5) has daily traffic intensity
between 1,800 and 10,000 units. Repair and maintenance requires annually $
6.5 million. In order to comply with international standards the Corridor will
need increased freight carrying capacities and gauge clearance on bridges.
Also extension from four to six lanes on certain sections and separation of
level crossings through bridges/tunnels must be considered. The costs are
evaluated to approx. $ 300 million ( 347.1418 million).
In 2001 26 million have been spent on the construction of 19 km of the ring
road (M9) in Minsk (total length 25 km). Other section of 8 km is being
reconstructed and is expected to finish in 2002. The 11.5 t axle load standard
is to be implemented.
In recent two years Belarus benefited from the TACIS Programme Border
Crossings. Studies were implemented at important border posts, such as the
bottleneck at the Lithuanian/Belarussian border. A new border crossing at
Kamenny Log/Medininkai on (M12), upgraded to modern standards and 8.6
million were invested. Modernisation of border post in Novaja Guta has
started. In 2001 the first stage was finished and 7.5 million were invested.
Russia:
Rail:
The length of Corridor IX within Kaliningrad Region is 153 km. The average
speed for passenger trains is 140 km/h and for freight trains 100 km/h.
The Kaliningrad Region railways are connected with the network of Lithuania,
Belarus and Ukraine to serve the ports of Ukraine, Turkey and Greece.
The competition between ports to attract customers depends on through rates
for freight transport. In June 1998 the Russian government established a
Common action plan for Ministries, Departments and transport operators to
increase the competitiveness of Kaliningrad port.
The plan includes agreed measures on fixing competitive tariffs and taxes,
and on simplifying border and custom procedures. The implementation of this
plan has increased the attractiveness of Kaliningrad port considerably.
The Ministry of Railways also pays much attention to the development of
container transport to the benefit of ecology and safety, contributing to the
competition with other transport modes. In Chernyakhovsk a container
terminal is in operation since 1997.
In 2001, a total of $ 23 million ( 26.6118 million) was invested in rail Branch
IXB and track reconstruction was completed. In section Kaliningrad
Mamonovo RUB 2.7 million ( 0.119 million) have been spent for
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Corridor IX
reconstruction of wide gauge railway. Modernisation of signalling and

telecommunications (installation of fibre optic cable) were completed on
Corridor IX from border station in Kybartai to Kalingrad.
Road:
The Russian Federal Highway Administration will extend, Branch B of Corridor

IX, from Talpaki, where Corridor I, branch Riga Kaliningrad - Gdansk, goes
north, to the Lithuanian border, to a four-lane road with two-lane by-passes
around built-up areas with a possibility to extend by-passes to a four-lane
road. At the border crossing, any extension will need a decision taken in
agreement with the Lithuania.
On the 2nd branch alternative route, from St. Petersburg via Pskov to the
Belarussian border, some repair works have been completed. In 2000
construction of a by-pass at Pskov will start, as well as reconstruction on
sections of low quality.
Corridor branch 9D "Kiev - Minsk -Vilnius - Kaliningrad" follows the main
motorway in the region, federal highway "Kaliningrad - Chernyakhovsk Nesterov", as far as the border with the Republic of Lithuania, a distance of
152 km from the "Chernyshevskoye" international motor vehicle border
crossing point.
At the same time a 53-kilometre section is combined with corridor branch 1A.
The route provides an outlet for freight flows into the central and eastern
regions of the country and links the international border crossing between
Russia and Lithuania with the regional centre, the ports and roads to the
border with Poland.
For reasons of economic efficiency the construction and renovation of
sections of the "Kaliningrad - Chernyakhovsk - Nesterov" federal highway as
far as the border with the Republic of Lithuania, totalling 77 km in length, have
been included in the special federal programme "Russia's Roads in the 21st
Century". It is planned to complete the construction of a bypass around the
town of Gvardeisk, to renovate the main section and build bypasses around
the town of Chernyakhovsk and the village of Chernyshevskoye on the south
side beyond the outskirts of the population centres. For 2002, RUB 138 million
( 5.1420 million) have been earmarked for the construction of the Gvardeisk
bypass.
The RSTC's draft Combined Capital Investment Plan for 2002 provides for an
adjustment in the feasibility study for this project whereby the capacity
becomes 1500 vehicles per day with completion in 2002 and the total funding
is RUB 1.53 million ( 0.0620 million).
In accordance with the 2001-2005 joint special-surpose programme for
constructing and equipping motor vehicle crossing points at the external
borders of the Member States of the Customs Union it is intended to provide
construction funding amounting to $ 4.8 million ( 5.5521 million).
In addition the EU has decided to allocate 8 million to a project for
modernising the "Chernyshevskoye" crossing point.
Russia and Lithuania have accepted the need to develop the infrastructure of
the operative crossing points in accordance with the "mirror" principle with a
view to providing equal throughput capacity.
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Corridor IX
Ukraine:
Rail:
The length of Corridor IX within Ukraine is 871 km, 722 km out of these are
double-track and 789 km out of these are electrified. An automatic signalling
system is installed in whole length of Corridor IX.
A new agreement on a supplementary corridor, the Baltic - Black Sea link,
was concluded between Poland and the Ukraine, to promote the shortest
transport link between the ports of Gdansk and Odessa. This link, using part
of Corridor III, joins Corridor IX middle section in Kazatin.
This alignment shall be seen in the context of the ferry link between Ilyichevsk
(Ukraine) and Poti (Georgia), which, together with the ferry link between Baku
(Azerbaijan) and Turkmenbashi (Turkmenistan), on the TRACECA Corridor,
establishes the shortest connection between Europe, the Caucasian
Republics and the Middle East.
The technical standard of the international transport corridors in the Ukraine
corresponds to the high level of international requirements, except speed. UZ
intends to increase the quality of international transit transports by introduction
of new technology and the changing of transport procedures. The objective is
to make UZ competitive to attract more Europe/Asia transport and increase
the profit of the railways.
The UZ pays attention to combined, container and piggy bag transport using
the advantages of both transport modes. Special train equipment is in its
testing phase in international transport, and the frequencies of services as
well as the volume transported are increasing.
In order to increase the quantity of heavy tonnage containers from
Odessa/Ilyichevsk and to switch them from road to rail transport, a container
train Odessa (Odessa - Moskva) has been set up. This train has a fixed time
schedule. In 1999 fifteen trains were operating.
In 1999 23 container shuttle trains Czardas ran between Budapest and
Moskva. The planning of a permanent combined transport train from the
freight terminal Luhansk Tovarny (approx. 150 km east of Donetsk) to
Slavkw (12 km east of Katowice on E 40) is under preparation. The
alignment in Poland has Russian broad gauge.
Road:
The length of roads of Corridor IX within Ukraine is 989 km, 374 km out of
these four-lane road, 310 km IInd category and 304 IIIrd category roads. The
entire Ukrainian road network is state-owned, and the construction, repair and
maintenance is in the responsibility of the Ministry of Transport and delegated
to the State Corporation Ukravtodor.
The current situation on Corridor IX middle section does not fully satisfy the
European traffic safety standards. Depending on financial possibilities from
state or local authorities, the repair and upgrading is divided into urgent and
future works. Reconstruction works are estimated to cost $ 89 million ( 10322
million). Immediate repair works are estimated to cost $ 53 million ( 61.3322
million) - up to year 2005, and additionally another $ 60.2 million ( 69.6622
million) are needed. In total, on Corridor IX in Ukraine, $ 202.2 million (
233.9722 million) will be needed to invest in reconstruction and repair works.
Service stations are at a low service level. An amount of $ 61.3 million (
70.9322 million) (non-state credits) is needed.
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Corridor IX
With the credits from Road equipment 379 km of Corridor IX have been
repaired. Construction of approach routes to border crossings are in
preparation.
In Odessa port an elevated platform for TIR-trucks has been organised, plus a
parking area for 170 trucks, combined with a hotel complex and buildings for
immigration and customs services. Moreover, a truck exit overpass leading
from the port area to the ring road is being built, as well as construction of an
access canal and four moorages. In the ports of Ilyichevsk and Yuzhny
equipment for loading of mineral fertilisers is being installed.
Corridor IX Southern Section

The southern section of corridor IX extends from Ljubashevka (road)/Rozdilnya (rail) via
Chisinau Bucuresti Dimitrovgrad to Alexandroupolis at the Aegean Sea.
Moldova:
Rail:
The railway line Kuciurgan (Ukraine) Bender Chiinau Ungheni

Cristeti-Jijia (Romania) is the Moldavian part of the Trans-European Corridor
IX with a total length of about 210 km. On the territory of the Republic of
Moldova it coincides with E 95 line included in the European Agreement on
Main International Railway Lines (AGC), signed by the Republic of Moldova in
1996. Electrification of the line is a priority for the Moldavian Railways.
In accordance with the Memorandum of Understanding on Crete Corridor IX in
1995 the Programme and Scheme for Development and Layout of Railway
Transport in the Republic of Moldova were worked out and approved by the
Ministry of Transport for the period until 2010.
This Programme envisages the following modernisation works for the
Moldavian sector of Corridor IX:
Electrification of the line Kuciurgan Bender Chisinu Ungheni;

Construction of artificial installations;
Track doubling;
Construction of the technical service centre for signalling, centralisation,
blocking and telecommunication installations at Chisinu station;
Track upgrading of the Bender Ungheni sector by means of track bed
consolidation with lying of reinforced concrete sleepers and heavy long
rails.
The above mentioned works aim to ensure rolling stock heightened loads,
modern type of traction, train traffic safety, increase in speeds up to 120 km/h,
ecological environment improvement. These works necessity was confirmed
by Rail Transport Feasibility Study (Ukraine, Russia, Belarusi, Moldova)
carried out in the framework of the Programme TACIS in 1996.
Taking into consideration a decrease of freight and passenger railway traffic
by 50% for the last 4 years and due to lack of funds in this connection, the
works stipulated by the Programme and Scheme for Railway Transport
Development and Layout have not been carried out in full volume. Basically
the works of current track maintenance have been executed by the force of
the Moldavian Railway (CFM). And the works on electrification of the
Moldavian sector of Corridor IX, which were started in 1993, at present are
stopped due to lack of funds in our countrys state budget.
In general the electrification project for the line Kuciurgan Bender Chiinu
Ungheni requires correction. It is caused by the fact that the period of
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Corridor IX
validity of its technical conditions has already expired and the bounds of the
Moldavian Railway were changed in 1999 after assignation to Ukraine the
railway objects situated on the Ukrainian territory.
At present in the framework of the TACIS Programme the project
Improvement of Traffic Flows on TEN Corridors II and IX is being carried out.
For the Republic of Moldova the feasibility study elaboration is envisaged for
the following railway components:
Modernisation and rehabilitation of the route Ungheni Chiinu Bender

Ukrainian border;
Modernisation of the railway junction Ungheni at the Moldavian
Romanian border.
It should be mentioned that freight international traffic on the Moldavian

railway network has already increased by 30% for 10 months of this year
compared with the same period of the previous year. Thus, the conclusions of
the GIBB study on the Development of Railway and Combined Transport
Linking the Southern Part of Corridor IX with Poland, concerning negative
forecasts for international traffic on the Corridor IX route through Moldova,
are not confirmed in this years reality.
In connection with the tendency towards increase of freight traffic by rail the
following works are to be considered priorities for the Moldavian part of
Corridor IX:
Road:
completion of new feasibility studies working out for all components of the
line Kuciurgan Bender Chiinu Ungheni modernisation;
railway track upgrading to increase train traffic speeds up to 120 km/h;
modernisation of the cross border station Ungheni to decrease train delays
down to 45 minutes at the Moldavian/Romanian border.
The project The Improvement of Traffic Flows on the Trans-European

Corridors II and IX was initiated within the TACIS Programme for 4 states
(Belarus, Moldova, Russia and Ukraine) in 1996, in order to elaborate the
prognosis of the transport services demand and the justification studies of
road projects for an adequate finance.
The rehabilitation of the road Leueni - Chiinau - Dubsari - the Ukrainian
border with a total length 153,2 km is envisaged. The foreseen cost for this
project is $ 13 million ( 15.0423 million). The active participation of IFI helped
to choose the most attractive and realizable project from the economical and
financial point of view for the Moldavian road sector of Corridor IX.
Romania:
Rail:
The Romanian rail network, with a length of 687 km, starts at Ungheni (border
to Moldavia) and ends at Giurgiu (border to Bulgaria) following the PanEuropean Transport Corridor IX on the route: Ungheni-Iasi-Pascani-BacauFocsani-Ploiesti-Bucuresti-Giurgiu.
The Romanian Ministry of Public Works, Transport and Housing strategy for
railway rehabilitation envisages that feasibility studies should be conducted on
all sections of the corridors. Until 2010 the railway components of Corridor IX
are planned to be rehabilitated to provide 160 km/h for passenger trains. In the
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Corridor IX
long-term maximum travel speeds of 200 km/h for passenger trains and 120
km/h for freight trains shall be provided.
The following works modernization are executed or are ongoing on the
corridor:
modernization of CED and BLA installations from Ploiesti-South rail

station; The work is fully financed by Romanian funds and the aim is to
replace the centralization installation with a modern installation based on
technical study made by Siemens. The work was completed in the fourth
semester of 2001;
the rehabilitation of the Bucuresti - Ploiesti section, which is financed by
EIB and Romanian funds (law 35/1999). The rehabilitation works on the
section Bucuresti - Campina started in May 2001 (Ploiesti-West). The work
is to be completed in the second semester of 2002
Modernization of the Giurgiu-North cross border rail station, which is
financed by Phare and it was finalized in the first semester of 2001
Rehabilitation Giurgiu-Russe bridge is carried out together with Bulgaria.
The work is financed by Phare funds and is ongoing.
The following feasibility studies are executed or ongoing:
Road:
The development railway and combined transport between Poland and the
Southern section of the Corridor IX. This feasibility study is completed and
was financed by PHARE funds. The investment costs were evaluated
between 80 - 190 million, depending on the technical project and route;
For the sections Bucuresti - Giurgiu and Ploiesti-South Focsani,
feasibility studies are foreseen to be realized;
Ongoing topo-geographical studies are carried out by ISPCF for the
section Ploiesti Sud Focsani;
For the section Bucuresti - Giurgiu, a pre-feasibility study (including both
alternative, through Jilava and Videle) was realized.
The Romanian road network starts at Albita and ends at Giurgiu following
Corridor IX on the route: Albita Marasesti Buzau Bucuresti - Giurgiu.
The existing road from the Moldovaian/Romanian border (Albita) to Marasesti
with two-lanes will be rehabilitated before 2005. The construction of a
motorway on the section is foreseen after 2015 (estimated costs: 686
million).
The existing road from Marasesti Buzau - Urziceni will be rehabilitated until
2003.
The Urziceni - Bucuresti section (64,5 km) was rehabilitated in 1998.
The construction of a new motorway is foreseen between 2010-2015 from
Marasesti to Bucuresti (186 km), including the Bucuresti East motorway ring
(estimated costs: 787 million).
The rehabilitation of the existing road and extending to four-lanes of DN5
Bucuresti Giurgiu with a length of 47 km is foreseen until 2003. The
tendering documentation for works execution was transmitted to the European
Commission for approval. The tender will take place in the second semester
2002.
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Corridor IX
Bulgaria:
Rail:
Rail corridor IX in Bulgaria has a length of 390 km and runs from the
Bulgarian/Romanian border (Ruse) to Stara Zagora Dimitrovgrad and further
to the Bulgarian/Turkish border (Svilengrad) and Bulgarian/Greek border
(Ormenio).
The rail infrastructure on this section varies considerably, between double and
single track and electrified and non-electrified. It has been upgraded to a
speed of 100-160 km/h starting 2001.
Road:
The road section from the Bulgarian/Romanian border (Ruse) Veliko

Turnovo Haskovo and further to the Bulgarian/Greek border (Makaza) has a
length of 389 km.
The two-lane national road will be constructed as an expressway, with
construction works starting in 2005.
The branch to the Bulgarian/Turkish border (Svilengrad) and Bulgarian/Greek
border (Ormenio) separates in Haskovo. It is a two-lane national road, which
will be constructed as a four-lane motorway, with construction works started in
2000.
Further projects ongoing along the Corridor:
The Transit Roads Programme of General Road Administration started in

1994 and is in a process of realization, aiming toward rehabilitation of the
motorway and I-st class road network in the country.
Makaza border crossing approach road.
The project Construction of approach road from Podcova to BCP
Makaza is financed under Phare CBC Programme. According to Phare
FM 2000 between the Bulgarian Government and the European
Commission 17 million are supplied by the European Commission and
9 million by the Bulgarian Government. The period of construction is 30
months.
The Conceptual Design for the section Dimitrovgrad - Svilengrad/Greek
border was developed. This section is within the route Plovdiv-/Krumovo/Svilengrad/Turkish/Greek border.
The project will be financed by state budget funds, ISPA and a loan from
the EIB.
The preliminary plans envisage that in 2002 bidding procedures be
launched, following ISPA rules (yellow FIDIC, design and construction,
selection of engineering provider).
Greece:
Rail:
The railway line Ormenio - Alexandroupolis has a total length of 194 km,
normal gauge track and allows today a maximum speed of 100 km/h. The
permitted axle load on this line is 20 t.
Works for upgrading the railway line aiming at the increase of the railway
speed from 100 to 120 km/h, the increase of the permitted axle load from 20 t
to 22.5 t, the application of automatic signalling and telecommunication
system, as well as the rail link to the port of Alexandroupolis. The above works
for the improvement of the railway infrastructure should be completed by the
year 2003. The total cost for the above interventions is estimated to 200
million.
Another study for increase of the railway speed up to 150 km/h by the year
2009 was completed within 1999.
Page 107
Corridor IX
The results of these interventions are expected to reduce travel time from 3h
today to 1h 20 by the year 2009, to increase cargo bulk traffic to 200,000 t by
2000, and to attract transit traffic, as well as contribution to the decongestion
of cargo traffic currently passing through the Bosporus channel.
Road:
Between the Greek/Bulgarian border and Komotini there is a regional road of

about 25 km long and 5 m wide.
Studies are underway for upgrading this section into a 7.5/10.5 m wide road.
The road linking Komotini to Alexandroupolis, 65 km long, has a typical width
of 12/14 m along the major part of its length. It is envisaged as a future part of
Via Egnatia (widening or new alignment, by sections).
The stretch from the Greek/Bulgarian border to Ormenio and Ardanio has a
total length of 124 km. Works for the upgrading of this section into a 12/14 m
wide expressway are underway. More than half of its length had been
completed until 2000.
A 4-lane motorway is under construction for the section Ardanio
Alexandroupolis, 21 km long, which is a part of Via Egnatia.
Page 108
Corridor X
CORRIDOR X
ALIGNMENT:
The Pan-European Transport Corridor X has been adopted during the third Pan-European
Transport Conference held in Helsinki in 1997. This multimodal transport link running from
Northwest to Southeast connects Salzburg (Austria) Ljubljana (Slovenia) Zagreb
(Croatia) Beograd (FR Yugoslavia) Nis (FR Yugoslavia) Skopje (FYR of Macedonia)
Veles (FYR of Macedonia) Thessaloniki (Greece). The main axis is connected to the
following cities or areas via four branches:
Graz (Austria) Maribor (Slovenia) Zagreb (Croatia);

Budapest (Hungary) Novi Sad (FR Yugoslavia) Beograd (FR Yugoslavia);
Nis (FR Yugoslavia) Sofija (Bulgaria) and further along Corridor IV to Istanbul; and
Veles (FYR of Macedonia) Bitola (FYR of Macedonia) Florina (Greece) and
further via Florina Kozani (via Egnatia) to Igoumenitsa.
The Memorandum of Understanding (MoU) for Corridor X was signed by the Ministers of
Transport in March 2001 after two constructive Steering Committee meetings.
In the framework of the initiative taken by the Hellenic Ministry of Transport and
Communications for the development of the Pan-European Transport Corridor X and after
the 2nd Meeting of the Pre-Steering Committee, which was held in Thessaloniki on 26
November 1999, the task of the Technical Secretariat of the Steering Committee for the
development of the Pan-European Corridor X was assigned to the Department of
Transportation and Hydraulic Engineering, Faculty of Rural and Surveying Engineering,
Aristotle University of Thessaloniki. The Technical Secretariat officially started its activities
on 1/1/2000, for a period of 4 years and 3 months (during the Greek chairmanship of the
Steering Committee until March 2004).
The effort of the initiative was the signing of a MoU, which was achieved during the
Ministerial Meeting of 15 March 2001 in Thessaloniki, a day before the 3rd Meeting of the
Steering Committee.
The railway companies, under the chairmanship of the Austrian Railways (BB) set up a
Corridor Management headquarter in Vienna, but due to the continuous political crisis and
the general instability in the Balkans, no remarkable progress has been made since May
1998 after the signing of the Agreement of the railways participating or interested in the
promotion, modernization, restructuring and development of railway traffic on Corridor X by
all involved railways, including DB AG and GySEV.
Page 109
Corridor X
TECHNICAL FEATURES OF CORRIDOR X:

Concerned countries
Transport modes
Railways
Roads
Inland waterways
Number of Airports
Alignment:
Railway
Road
Railway
Road
Railway
Road
Railway
Road
Railway
Road
Austria, Bulgaria, Croatia, FYR of Macedonia,

Greece, Hungary, Slovenia, FR Yugoslavia
2,528 km
2,300 km
n.a.
12
4
Salzburg - Ljubljana Zagreb Beograd
Nis Skopje Veles - Thessaloniki
Salzburg Villach Rosenbach/Jesenice
Ljubljana Zidani Most Dobova/Savski Marof
Zagreb Tovarnik Beograd Nis
Presevo/Tabanovce - Skopje Veles
Gevgelija/Idomeni - Thessaloniki
Salzburg Villach Karavanke Ljubljana
Visna
Gora/Obrezje
Zagreb
Lipovac/Tovarnik - Beograd Nis

Sopot/Tabanovce - Skopje Gradsko
Bogorodica/Idomeni - Thessaloniki
Branch from Graz (Branch A)
Graz Spielfeld/Sentilj Maribor Zidani Most
Graz Spielfeld/Sentilj Gruskovje Zagreb
Branch from Budapest (Branch B)
Budapest Kelebia Subotica - Novi Sad
Beograd
Budapest Kecskemet - Szeged Rszke
Subotica Novi Sad Beograd
Branch to Sofija (Istanbul) (Branch C)
Nis Dimitrovgrad/Kalotina Sofija
Nis Dimtrovgrad/Kalotina Sofija
Branch to Florina (Via Egnatia) (Branch D)
Veles Kremenica/Mesonision Florina
Gradsko Medzitlija/Mesonision - Florina
Page 110
Corridor X

The costs for infrastructure investments for Corridor X have been estimated using the results
of the Chairman of the Steering Committee of Corridor X for 2000 and 2001 and information
Costs for infrastructure investements along Rail Corridor X

1.600,00 million
1.400,00 million
1.200,00 million
1.000,00 million
800,00 million
1.349,40 million
600,00 million
400,00 million
406,10 million
200,00 million
108,00 million
45,00 million
20,00 million
0,00 million
Austria
Slovenia
Croatia
Hungary
FR Yugoslavia
Bulgaria
FYR of
Macedonia
Greece
Costs for infrastructure investements along Road Corridor X

1.400,00 million
1.200,00 million
1.000,00 million
800,00 million
1.295,00 million
600,00 million
855,60 million
400,00 million
200,00 million
380,00 million
370,00 million
150,00 million 180,00 million

0,00 million
Austria
Slovenia
Croatia
Hungary
160,00 million
80,00 million
FR Yugoslavia
Bulgaria
135,50 million
FYR of
Macedonia
Greece
Page 111
Corridor X
After on site visits and expertise of members of the Technical Secretariat for Corridor X, the
following sections were considered problematic and their rehabilitation will restore the
Corridor:
Main axis
Bic Visnja Gora (Slovenia) 75.5 km

Estimated completion by 2004 (construction of motorway)
Velika Kopanica Zupanja (Croatia) 24.15 km
Construction of motorway in progress
Zupanja Lipovac (Croatia) 29.43 km
Construction not in progress Expected to be completed by 2005
Beograd bypass (FR Yugoslavia: Dobanovci Bubanj Potok) 35.5 km
Lescovac (FR Yugoslavia) Kumanovo (FYR of Macedonia) 127.1 km
Gevgelija Axios Canyon (FYR of Macedonia) 44.5 km
Branch A
Maribor Gruskovje (Slovenia) 38.8 km

Completion by 2004 (construction of motorway)
Makelj Krapina (Croatia) 19.4 km
Branch B
Kiskunfelegyhaza Rozske (Hungary) 60 km

Construction will commence in 2003 (closed motorway)
Horgos Batajnica (FR Yugoslavia) 176 km
Beograd bypass (FR Yugoslavia: Batajnica Dobanovci) 10 Km
Branch C
Nis Kalotina (FR Yugoslavia) 104 km

Construction of a 98 km motorway will commence in 2003
Kalotina Sofija (Bulgaria) 49 km (except Sofija ring-road)
Branch D
Veles Prilep Bitola (FYR of Macedonia) 104.6 km
In the following table the estimation of the investment needed for the rehabilitation of the
problematic road sections are presented.
Country
Bulgaria
Croatia
Hungary
FYR of Macedonia (without branch D)
Slovenia
FR Yugoslavia
Total
Length (km)
49
48.8
60
51.5
114.3
445,6
769.2
Cost (millions )
160
150
180
135.5
370
1295
2290.5
Page 112
Corridor X

Austria
Rail:
The Austrian parts of Corridor X are distinguished in sections of the main axis
and sections of branch A. They have a total length of 263 km. The existing
railway is 100% electrified and double-track in a length of 200 km.
The Austrian section of the main Corridor X is Salzburg Villach Rosenbach
(Austrian/Slovenian border), with a length of 217 km, with double tracks at a
percentage of 84.3% of its total length.
The Austrian section of Branch A is Graz Spielfeld (Austrian/Slovenian
border), of 46 km length, with double tracks at a percentage of 36% of its total
length.
Generally, the situation of the rail infrastructure in Austria is considered
satisfactory with high levels of maintenance. No studies for further
improvement are available.
Road:
The Austrian Road Corridor X is similar to the rail one with a total length of
232 km.
The section of the main axis is Salzburg Villach Karavanke
(Austrian/Slovenian border), an 187 km long motorway.
The section of Branch A is Graz Spielfeld (Austrian/Slovenian border), which
is also a motorway, 45 km long.
No further improvement is foreseen; neither is needed, due to the good
condition of the existing infrastructure.
Slovenia
Rail:
The Slovenian parts of Corridor X are distinguished in sections of the main

axis and sections of Branch A. They have a total length of 294 km. The
existing railway is 100% electrified and double-track for a length of 214 km.
The Slovenian section of the main Corridor X is Jesenice (Austrian/Slovenian
border) Lubljana Zidani Most Dobova (Slovenian/Croatian border), of
186 km length, with double tracks at a percentage of 65.6% of its total length.
The Slovenian section of Branch A is (Austrian/Slovenian border) Sentilji
Maribor Pragersko Zidani Most, of 108 km length, with double tracks at a
Generally, the situation of the rail infrastructure in Slovenia is considered
satisfactory with high levels of maintenance. Furthermore, a feasibility study is
under implementation for the increase of speed of the railway lines Ljubljana
Zidani Most (64 km) and Zidani Most Maribor (92 km). The Republic of
Slovenia (77.5%) and Domestic Bank loans (22.5%) will provide funding for
implementation. In addition, capital overhauls of the main lines Ljubljana
Zidani Most and Zidani Most Maribor will be financed by the Republic of
Slovenia (81.9%) and Domestic Bank loans (18.1%).
Road:
The Slovenian parts of Road Corridor X are also distinguished in sections of

the main axis and sections of Branch A. They have a total length of 239 km
consisting of multilane motorways (108 km) and highways.
The Slovenian section of the main Corridor X is Jesenice (Austrian/Slovenian
border) Kranj Lubljana Visnja Gora (Slovenian/Croatian border), of 182
Page 113
Corridor X
km length, with multilane motorways at a percentage of 47.1% of its total

length. By the year 2004 this section will be consisted by multilane motorways
at 100%.
The Slovenian section of Branch A is (Austrian/Slovenian border) Sentilji
Maribor Gruskovje (Slovenian/Croatian border), of 57 km length, with
multilane motorways at a percentage of 19.6% of its total length. By the year
2004 this percentage will be 87.4%, since the transformation of 39 km of
highways to multilane motorways is expected.
Various studies in Slovenia are under implementation (technical/
environmental impacts/physical planning studies) on sections such as: Vrba
Naklo (Kranj west) - 21 km; Naklo Ljubljana - 25km; Lubljana Bic 29 km;
Bic Obrezje - 76 km; Pesnica Maribor 7 km; Maribor Ptuj (Hadjina)
21 km. Main sources of financing are occurred from national institutions as
well as the EBRD and the EIB.
Croatia
Croatias infrastructure deteriorated significantly as a result of delayed maintenance and
upgrading, and sustained war damage. The expanding and changing economy places
specific demands on infrastructure development. In accordance with government priorities,
the EBRD is working actively among other sectors in transportation sector.
Rail:
The Croatian parts of Corridor X are sections of the main axis with a total
length of 434 km. The existing railway is 82.5% electrified and double-track on
a length of 233 km. Corridor X link the following cities: Savski Marof
(Slovenian/Croatian border) Zagreb Novska Vinkovci Tovarnik
(Croatian/FR Yugoslavian border).
Concerning the planned future development, there are a preliminary and a
technical study for construction of a new double railway track connecting
Sisak and Kutina (32 km). The construction of second track from Zagreb to
Sisak and from Kutina to Novska (total length 76.36km) and the reconstruction
of the station of the line have also been studied (preliminary and technical
study). The time horizon for the implementation for both studies is 2020, with
the participation of national and international financial institutions (EBRD/WB).
There is also a study for the reconstruction of the railway line Zagreb Beograd for speed 160km/h, which was elaborated by the Yugoslav Railways
in 1985, but due to the political situation, nowadays is only adopted by the
Yugoslav government.
Generally, the situation of the rail infrastructure in Croatia is considered good
with medium levels of maintenance.
Road:
The Croatian parts of Road Corridor X are sections of the main axis, and of
Branch A. They have a total length of 365 km. The existing multilane
motorways are 270 km.
The section of the main axis links the following cities: Obrezje
(Slovenian/Croatian border) Zagreb Novska Lipovac (Croatian/FR
Yugoslavian border). It is 304 km long and it consists of multilane motorways
(237 km) and highways.
The section of Branch A links Gruskovje (Slovenian/Croatian border) with
Zagreb. It is 61 km long and it consists of multilane motorways (33 km) and
highways. By 2005 the transformation of the highway section Krapina
Macelj, 19 km, to a motorway is foreseen.
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Corridor X
In addition, technical and environmental impact studies are under way with
national funding for the section of Zagreb Lipovac. More specific, two
projects under the Stability Pact to be financed by EIB are in the
implementation process, but no amount has been defined yet. The available
studies are: NW-SE Corridor, motorway Velika Kopanica Zupanja (24 km)
and NW-SE Corridor, Zupanja Lipovac (29 km).
A total design study for construction of motorway with national and IFIs
funding is under way for the section of Zagreb (Jancomir) Bregana (13 km).
Hungary
Rail:
The Hungarian parts of Corridor X are sections of Branch B with a total length
of 156 km. The existing railway is 100% electrified and single-track at a
percentage of 95% of the total length. The following cities are linked:
Budapest Kunszkenmiklos Kiskunhalas Kelebia (Hungarian/FR
Yugoslavian border).
Generally, the condition of the rail infrastructure in Hungary is considered poor
with low levels of maintenance. For the whole section (Budapest
Ferencvaros station Kelebia station state border) feasibility and technical
studies are under implementation for the modernization of the line with private
sector participation and PHARE involvement. Doubling of the line is foreseen
by 2010.
Road:
The Hungarian section of Road Corridor X is similar to the rail one. It has a
total length of 167 km. It consists of multilane motorways at a percentage of
58.1% and main roads. It links the following cities: Budapest Kecskemet
Kiskunfelegyhaza Szeged Roszke (Hungarian/FR Yugoslavian border).
For the section of Kiskunfelegyhaza Kistelek Szeged Roszke (Branch B)
technical and environmental impact studies under national and international
investment (public/private partnership). A potential future involvement of
EBRD has also been decided. By the year 2005 the Hungarian section of
Road Corridor X is planned to be consisted 100% of multilane motorways.
FR Yugoslavia
Rail:
The Yugoslavian parts of Corridor X are distinguished in sections of the main

axis, sections of Branch B and sections of Branch C. They have a total length
of 867 km. The existing railway is 88% electrified and double-track in a length
of 251 km.
The Yugoslavian section of the main Corridor X is Tovarnik
(Croatian/Yugoslavian border) Sid Beograd Nis Presevo
(Yugoslavian/FYR of Macedonian border), of 613 km length, with 100%
electrified lines and double tracks at a percentage of 40.3% of its total length.
The section of Branch B is Subotica (Hungarian/Yugoslavian border) Novi
Sad Beograd, of 150 km length, with 100% electrified lines and single tracks
at a percentage of 97.6% of its total length.
The section of Branch C is Nis - Dimitrovgrad (Bulgarian/Yugoslavian border),
of 104 km length, with diesel single tracks at its whole length.
Generally, the situation of the rail infrastructure in FR Yugoslavia is
considered satisfactory with medium levels of maintenance. For the section
Tovarnik Beograd, 120 km, doubling of track is foreseen by 2010, with
financing by the Yugoslavian government, EIB and WB. Also, for the section
Page 115
Corridor X
Subotica Stara Pazova, 150 km, doubling of track is foreseen by 2010, with
financing by the Yugoslavian government, EBRD and WB.
Various Yugoslavian sections of Corridor X have been included in the EIB
projects as follows:
Track rehabilitation: HR/YU border - Beograd - 9 million; Beograd YU/FYROM border - 21 million; Beograd - YU/HU border - 11 million
Nis - YU/BG border - 10 million
Quick-start
projects:
Signalling, Telecommunications and power supply rehabilitation: HR/YU

border - Beograd - 2 million; Beograd - YU/FYROM border - 8 million
Beograd - YU/HU border - 4 million; Nis - YU/BG border 6 million
Bridge construction: Bridge at Ostruznica (one track, 640 m) - 17 million
Rolling stock rehabilitation
Near-term
projects:
Road:
Bridge construction: Bridge at Zezelj (single track, 467 m) - 30 million
In accordance to the Rail Corridor, the Yugoslavian parts of Road Corridor X

are sections of the main axis and Branches B and C, and its total length is
789 km.
The Yugoslavian section of the main Corridor X is Tovarnik
(Croatian/Yugoslavian border) Beograd Nis Sopot (Yugoslavian/FYR of
Macedonian border), of 495 km length, with multilane motorways at a
The section of Branch B is Subotica (Hungarian/Yugoslavian border) Novi
Sad Beograd, of 186 km length, with highways at its total length.
The section of Branch C is Nis - Dimitrovgrad (Bulgarian/Yugoslavian border),
of 109 km length, with highways at most of its whole length (104 km).
The section Leskovac Presevo (Yugoslavian/FYR of Macedonian border) of
122 km is covered by feasibility, technical and environmental impact studies
with the contribution of public and private sector with funding to be identified
by national and international sources.
Similar studies are under way for the parts of Batajnica Dobanovci (Beograd
bypass) - 10 km; Dobanovci Bubanj Potok 37 km, which does not exist at
present, with the potential involvement of EIB; Hungarian/Yugoslavian border
Beograd - 179km; Nis Yugoslavian/Bulgarian border 98 km.
Under the existing situation in Yugoslavia there is a shortage of information
due to the previous socio-economic and political climate in the country.
Bulgaria
Rail:
The Bulgarian parts of Corridor X are sections of Branch C with a total length
57 km. The existing railway is 74.1% electrified and single at a percentage of
86% of the total length. The following cities are linked: Kalotina (Bulgarian/FR
Yugoslavian border) Dragoman Sofija.
Generally, the condition of the rail infrastructure in Bulgaria is considered poor
with medium levels of maintenance. For the year 2004 the reconstruction of
the line for speed 140-160 km/h is foreseen.
Page 116
Road:
Corridor X
The Bulgarian parts of Road Corridor X are sections of Branch C with a total
length of 83 km. The existing infrastructure is consisted of highways (39.6%)
and main roads (60.4%). Following cities are connected: Kalotina
(Bulgarian/FR Yugoslavian border) Dragoman Sofija. No further
improvement is foreseen until 2005.
FYR of Macedonia
Rail:
The FYR of Macedonian parts of Corridor X are distinguished in sections of

the main axis and sections of Branch D. They have total length of 362 km.
The existing railway is 59.7% electrified and 100% single-track.
The FYR of Macedonian section of the main Corridor X is Tabanovce (FR
Yugoslavian/FYR of Macedonian border) Skopje Veles Gevgelija (FYR
of Macedonian/Greek border), of 216 km length, with electrified single tracks.
The FYR of Macedonian section of Branch D is Veles Bitola Kremenica
(FYR of Macedonian/ Greek border), of 146 km length, with diesel single
tracks.
Generally, the situation of the rail infrastructure in FYR of Macedonia is
considered satisfactory with medium levels of maintenance on the main axis
and poor with low levels of maintenance on Branch D. Furthermore, there is a
pre-feasibility study for the reconstruction and capital overhaul of the railroad
Gevgelija Skopje Blace, N-S corridor, rehabilitation of single track railway,
on 200 km, with an estimated total cost of 20 million, to be covered by EIB.
For the section Zgropolci Demir Kapija Miravci (total length 72 km) there is
a feasibility and technical study for upgrading financed by EIB.
Road:
The FYR of Macedonian sections of Road Corridor X are distinguished in

sections of the main axis and sections of Branch D. They have a total length
of 332 km and the length of multilane motorways is 120 km.
The FYR of Macedonian section of the main Corridor X is Tabanovce (FR
Yugoslavian/FYR of Macedonian border) Skopje Veles Bogorodica (FYR
of Macedonian/Greek border), of 207 km length, with 120 km multilane
motorways and highways (42%).
The FYR of Macedonian section of Branch D is the highway Veles Bitola
Medzitlija (FYR of Macedonian/Greek border), with a length of 125 km.
Joint financing, under the Stability Pact of the section Demir Kapija
Gevgelija (FYR of Macedonian/Greek border) will be made available for
improvement of a critical section of the Corridor X N-S route near the border
with Greece by the construction of the first 2-lane carriageway of a future
motorway (detailed designs available financed separately by EC PHARE),
with extensive use of the existing alignment.
The existing traffic level is low, at about 3,500 AADT, but it is expected to
grow substantially once the functions of the main north-south axis are
restored.
For
the section Bitola
Medzitlitza
(20 km)
the 2-lane
reconstruction/rehabilitation is ongoing, financed by EBRD and WB and for
the section Veles Prilep (73 km) the 2-lane reconstruction/rehabilitation is
under consideration from EBRD and WB.
Page 117
Corridor X
Greece
Rail:
The Greek sections of Corridor X are distinguished in sections of the main

axis and sections of Branch D. They have a total length of 96 km. The existing
railway is 81.2% electrified and 100% single-track.
The Greek section of the main Corridor X is Idomeni (FYR of
Macedonian/Greek border) Thessaloniki, of 77 km length, with electrified
single tracks.
The Greek section of Branch D is Mesonision (FYR of Macedonian/Greek
border) Florina, of 19 km length, with diesel single tracks.
Generally, the situation of the rail infrastructure in Greece is considered poor
with low levels of maintenance on both sections and especially on Branch D.
Road:
The Greek sections of Road Corridor X are distinguished in sections of the

main axis and sections of Branch D with a total length of 92 km. It consists of
multilane motorways, highways and main roads.
The Greek section of the main Corridor X is Idomeni (FYR of
Macedonian/Greek border) Thessaloniki, of 77 km length, with motorways
(45 km) and highways (32 km).
The Greek section of Branch D is the main road Mesonision (FYR of
Macedonian/ reek border) Florina, of 15 km length.
Page 118
Pan-European Transport Areas
STATUS OF THE PAN-EUROPEAN TRANSPORT AREAS

When considering transport network development for maritime areas it became apparent that
the Corridor concept, as identified in Crete in 1994, was not the appropriate form. It was
therefore agreed at the third Pan-European Transport Conference in Helsinki in 1997 that
four Pan-European Transport Areas (PETrAS) should be defined complementary to the PanEuropean Transport Corridors. All of them,
the Barents Euro-Arctic;

the Black Sea Basin;
the Adriatic/Ionian Seas and;
the Mediterranean Basin;
are adjoining Europe. Three out of four lie on the territory of Phare and/or TACIS
beneficiaries, whereas the fourth one, the Mediterranean Basin PETrA, will benefit from
MEDA assistance.
BARENTS-EURO ARCTIC TRANSPORT AREA

The Barents Euro-Arctic PETrA is a multi-modal transport area. The area covers the northern
provinces of Sweden, Finland, and Norway, as well as the Northwestern part of the Russian
Federation; in particular it comprises the Oblasts of Murmansk and Archangelsk, the
Republic of Karelia and the Nenets Autonomous Okrug.
Finland, Norway and Sweden have been very active to promote the signing of a
Memorandum of Understanding for the Barents Euro-Arctic area. The four countries
concerned at the European Conference of Ministers of Transport in Copenhagen signed the
Memorandum of Understanding, which was the first one for a PETrA on 26 May 1998. The
European Commission signed in July 1998. The Memorandum of Understanding follows the
example of similar Memoranda of Understanding for Pan-European Transport Corridors by
setting up a Steering Committee composed of representatives from the parties involved to
monitor the work.
In the MoU the Ministers also established a Steering Committee for BEATA co-operation.
Norway was the first chairman of the Steering Committee which meeting took place in Oslo
on 8 December 1998. Finland assumed the BEATA chairmanship in March 1999, and the
third chairmanship was held by Russia started in March 2000. The Finnish Ministry of
Transport has established a permanent secretariat in Helsinki to assist the Steering
Committee.
The objective is to strengthen the existing international co-operation in areas such as
customs co-operation, maintenance and new construction of multi-modal transport
infrastructures. The MoU furthermore aims at developing a regional transport network in an
area with difficulties of access, particularly due to paucity of road and rail infrastructure
combined with long distances and harshness of climate.
The Finnish Chairmanship

The Finnish Ministry of Transport and Communications held the chairmanship of the Steering
Committee of BEATA between March 1999 and March 2000. Main objectives of the Finnish
agenda for the BEATA chairmanship were to implement the first year of the Action
Programme, more specifically the following:
1. Creating the framework for co-operation in BEATA.
2. Defining the backbone network for transport in the Barents area.
3. Creation of the BEATA database and collection of network data.
Page 119
The Russian Chairmanship

Under the Russian chairmanship two major events took place:
1. The fourth Steering Committee meeting took place in Murmansk on 24 May 2000.
The meeting was particularly useful, as a large number of Russian authorities, local
and national, took part in it.
2. Meeting of Ministers of Transport of the members of the Barents Euro-Arctic Council
was arranged in connection of the Second Euro-Asian Conference of Transport held
in St. Petersburg on 13 September 2000. The Minister of Transport of the Russian
Federation, Mr. Frank, and the Secretaries of State of Finland, Norway and Sweden,
as well as a number of observers attended the meeting. The meeting provided a good
forum for the exchange of information on new developments in each country, and
strengthened the political process supporting the BEATA initiative.
In addition, exchange of information has continued between the parties involved in the
Barents Euro-Arctic work.
Under the BEATA secretariat further development of the BEATA GIS database has
continued. In 2000, the geographic (GIS) database has been brought to the Internet and the
data is now freely available to all willing users. The work to identify joint projects that can be
promoted through the BEATA framework has started under Swedish leadership.
The Swedish Chairmanship

The BEATA chairmanship handed over to Sweden in March 2001.
Under the Swedish chairmanship in 2001 two Steering Committee meetings were held; the
first in Haparanda, Sweden, 26 September 2001 and the second in Ume, Sweden, 6
February 2002.
Exchange of information has continued between the parties involved in the Barents EuroArctic work and the following main milestones have been achieved:
Further development of the BEATA GIS database. In 2001, the geographic (GIS)
database has been brought to the Internet and the data is now freely available to all
interested users.
Identification of joint transport projects in Finland, Norway and Sweden that can be
promoted through the BEATA framework has been completed under Swedish
leadership. Similar work is underway in Northwest Russia.
Norway has drawn up a report on traffic forecasts in the area using a comparative
analysis of existing transport studies. The report provides valuable information and
direction for the future work of the Steering Committee.
Other developments
There are a number of other developments contributing to the improvement of east-west
transport connections in the area. The main joint effort, which was led by the
Communications Group of the Barents Regional Council, has been the preparation of the
Barents Transport Project and its application to INTERREG IIIB for financing. Unfortunately,
the INTERREG Management Committee rejected the application in December due to
technical reasons. The Communications Group applied for INTERREG IIIB financing in the
next application round in March 2002.
Transport infrastructure improvements impacting more than one country include but are not
limited to the following:
1. Testing of the railway gauge changing system at the Finnish Swedish border
(Tornio/Haparanda).
Page 120
2. The road connection Nickel Prirechnyi (Russia) has been upgraded by a joint
Russian/Norwegian effort.
3. Construction of the Russian border post at Salla (Finland/Russia) has been
completed with TACIS assistance. The road to the Salla border is also being
upgraded in Russia.
4. Norwegian and Russian authorities have agreed on modernising and moving the
Russian border station at Borisoglebsk/Storskog (Norwegian/Russian border). A
feasibility study has been prepared.
5. Construction of the new railway Ledmozero Kotchkoma (Karelia, Russia) has been
completed at the end of 2001. Commercial traffic starts in 2002.
6. Co-operation between the northern customs districts of Finland, Norway, Russia and
Sweden is bringing results. Among others, better information between the customs
officials and the clients through a web service on the BEATA site is now available.
Future Work
Due to the new rules of procedure Sweden will continue to hold the BEATA chairmanship
also in 2002.
The BEATA steering committee is planned to be given the role as Advisory Broad in the
planned INTERREG IIB project on transport conditions and needs for improvements in the
Barents region.
BLACK SEA TRANSPORT AREA

The Black Sea Pan-European Transport Area is a link connecting the littoral countries of the
Black Sea, with each other, the Central and Eastern European countries through the PanEuropean Transport Corridors, the Caucasian Isthmus, towards Central Asia through
TRACECA (Transport Corridor Europe Caucasus Asia) and the Mediterranean PanEuropean Transport Area.
The Black Sea PETrA comprises the littoral states of the Black Sea for regional co-operation
on transport, namely Moldova, Ukraine, the Russian Federation, Georgia, Turkey, Bulgaria,
Romania and the Hellenic Republic. A representative from Armenia, Azerbaijan and from the
secretariat of the Black Sea Economic Co-operation (BSEC) have been invited to assist in
the Steering Committee meetings as observers.
The Commission welcomed Georgias wish to host a first meeting of Senior Officials in order
to prepare a Memorandum of Understanding for the development of the Black Sea Transport
Area. The Senior Officials meeting took place on 23/24 November 1998, in Tbilisi (Georgia)
where all the participating countries initialled and signed the Memorandum of Understanding,
except the European Commission. Moldova was not present at the meeting. The objective
expressed in the Memorandum of Understanding is to further strengthen the existing
international co-operation in the development of main and ancillary and environmentally
friendly transport infrastructure and services on the Black Sea PETrA.
The Turkish Chairmanship

The first Steering Committee meeting on 1 July 1999, in Tbilisi, was devoted to future
actions. The objectives and immediate steps were to be laid down in an action programme,
which was worked out by TINA VIENNA in close co-operation with the European
Commission. The chairmanship of the Steering Committee was entrusted to Turkey.
The Turkish Ministry of Transport and Communications held the chairmanship of the Steering
Committee of BS PETrA between July 1999 and June 2000. Under the Turkish chairmanship
two Steering Committee meetings were held in Istanbul; the first on 25 November 25 1999
and the second on 15/16 June 2000.
Page 121
At the second Steering Committee meeting on 25 November 1999 in Istanbul, the action
programme was adopted.
In order to achieve the accepted goals two working groups were set up:
Working group on harmonisation of administrative and customs procedures,

chaired by the Hellenic Republic for the start-up phase, while Romania will take
up the chair afterwards
Working group on infrastructure related to ports and their hinterland connection to
corridors, chaired by Turkey.
The working group on harmonisation of administrative and customs procedures set up a

work programme consisting of issues related to road, rail, maritime and combined transport,
as well as facilitation at border crossings. The first meeting took place in Alexandroupolis on
25/26 May 2000 and the second one in Thessaloniki on 7 November 2001.
Three meetings of the Working Group on Infrastructure Related to Ports and their Hinterland
Connection to Corridors of the BS PETrA were held on 3 February 2000, 28 March 2000 and
16 March 2001 in Ankara and in Istanbul.
The Romanian Chairmanship

The BS PETrA chairmanship handed over to Romania in April 2001.
Under the Romanian chairmanship two Steering Committee meetings were held in
Bucharest; the first on 2/3 April 2001 and the second on 27/28 February 2002.
At the fourth meeting, the Steering Committee discussed the modifications to the draft
agenda on the basis of the proposals made by the representative of the European
Commission ("Proposal on an enhanced coordination of co-operation between Corridor IXSouthern Section, the Black Sea PETrA and TRACECA and the role of a support office", and
Updating of the Action Programme for the Black Sea PETrA) and by the Greek delegation
(draft Protocol on Harmonization of Institutional Aspects of Transport and Customs
Procedures).
The Turkish delegation presented the Report of the Working Group on Infrastructure related
to Ports and their hinterland connections to Corridors, mentioning the area infrastructure
(current situation, determination of the main bottlenecks, financing of bankable infrastructure
projects), the inventory of the area infrastructures (road, rail, ports), the decision adopted by
the Working Group on Infrastructure to create a web-site for BS PETrA
(http://ubak.gov.tr/~petras) and the completion of maps for each country and a regional map
of BS PETrA. Comments on the country maps should be send to Turkey.
The Romanian delegation invited the European Commission to provide the countries with
software compatible with the GIS software utilized by the TINA Secretariat to ensure the
same layout of the maps.
The representative of the European Commission presented the Commissions Proposal on
an enhanced coordination of co-operation between Corridor IX-Southern Section, the Black
Sea PETrA and TRACECA, emphasizing the necessity of a support office in Odessa,
having, inter alia, a coordination role of the regional project development. The representative
of the European Commission presented also the alignment of land connection encircling the
Black Sea, including river and maritime ports, for each Party of the Memorandum of
Understanding on the development of the Black Sea PETrA, including country maps, as well
as the Action Programme for the Black Sea pan-European Transport Area which, according
the MoU, should be revised annually by the Steering Committee.
The Protocol on Harmonization of Institutional Aspects of Transport and Custom Procedures
presented by the Greek delegation was approved by the Steering Committee and the
procedure of signing was started by use of exchange of letters.
Page 122
The fifth Steering Committee meeting on the development of the Black Sea Pan-European
Transport Area took place in Bucharest on 27/28 February 2002.
There were held discussions on the proposal on an enhanced coordination of co-operation
between the Southern Branch of Corridor IX and the Black Sea PETrA with TRACECA and
the role of the TRACECA Secretariat in Odessa, as well as discussion on the topic of signing
The Protocol on Harmonization of Institutional Aspects of Transport and Custom Procedures.
Ukraine will take over the BS PETrA chairmanship in 2003.
Future developments
Ukraine:
The complex of the measures on development of the rail accesses from the
Southern Branch to the main ports of Ukraine - Odessa and Ilyichevsk at the
Black Sea, where Corridor 9 is connected with TRACECA, was realized.
Moldova:
Improvement of Road and Roadside Services on the section Leuseni

Chisinau Dubasari Border with Ukraine - Project cost: $18.2 million
For the rail sections (Cristeti-Jijia) Ungheni Chiinu Bender
(Kuciurgan), route infrastructure rehabilitation, upgrading and electrification
are foreseen with aim of increasing maximum train speed up to 140 km/h with
transition from diesel locomotive traction to electric one (the cost is estimated
to $128 million). For sections Bender Cimislia (Carabuteni)
Basarabeasca Taraclia (Bolgrad) Greceni Etulia (Reni) Giurgiulesti
(Galat) reconstruction and technical re-equipment of railway stations and
track facilities are foreseen (the cost of works is estimated to $ 5.8 million).
Romania:
A rail ferry service to the port of Poti in Georgia has been introduced in March
1999 making use of the TRACECA connection.
The construction of the Container Terminal On Pier IIs Constanta South Port
is ongoing.
Particularly important from economic cooperation point of view in the area, is
the Bucuresti-Cernavoda-Constanta motorway, which will be executed by
sectors, such as:
Bucuresti-Fundulea sector (to be finalised in 2003)

Fundulea-Lehliu sector (to be finalised in 2004)
Lehliu-Drajna sector (to be finalised 2004)
Drajna-Fetesti (to be finalised in 2005)
Fetesti-Cernavoda sector will be rehabilitated (actually 17 km
motorway)
Cernavoda-Constanta will become a 4 lanes national road
Negotiations with JBIC for the financing of Bucharest-Constanta rail section

are in progress. A Memorandum between the Government of Romania and
the Government of Japan was signed in March 2001 for the financing of the
rehabilitation of the sections Bucharest North - Bucharest Baneasa and
Fetesti-Constanta ($ 257.4 million). An ISPA Application Form for the total
budget of 231.73 million has been approved in the ISPA Management
Committee in Bruxelles in July 2000. The Financing Memorandum between
European Commission and Romania was signed in December 2000 and the
works commenced in 2001.
Greece:
The construction of the new pier in the port of Thessaloniki, as well as all
construction work in the new port of Alexandroupoli, is planned to be
completed by the year 2005. The new port of Alexandroupoli, is being built
next to the existing one and will be open to traffic by early 2006. As far as the
Page 123
Kavala port is concerned, now is explored the possibility of financing the

expansion of the port of the nearby region of Karvali, so as to be suitable for
containers also, according to the approved Master Plan of the port of Kavala.
ADRIATIC-IONIAN SEAS TRANSPORT AREA

A draft Memorandum of Understanding has been elaborated under Italian initiative and has
already been submitted to the European Commission.
MEDITERRANEAN TRANSPORT AREA

At the Helsinki Conference in June 1997 it was decided to develop the transport
infrastructure in the Mediterranean Basin, in what is by far the largest of the four PanEuropean Transport Areas.
Following the example of energy and consumer protection, the Euro-Mediterranean
Partnership itself set up the Euro-Mediterranean Transport Forum with the participation of the
European Union - represented by the President-in-Office of the Council - the Commission,
the 12 Mediterranean countries and any of the EU Member States that wish to take part.
The aims of the forum are those relating to transport set out in the work programme annexed
to the Barcelona Declaration; the responsibilities and duties of the forum, the role of which is
advisory, include drawing up an action programme, monitoring and evaluating the
implementation of particular measures, including programmes in progress, such as the
RETRAMED, INFRAMED and CORRIMED programmes, or Community-funded or MEDAfunded programmes.
The first meeting of the Euro-Mediterranean transport forum took place at COREPER level
on January 1999 in Malta.
Aims like
free and fair competition must be guaranteed both between ports and between
the transport services of the Mediterranean basin. A particularly important
contribution to that objective will be made by the liberalisation of cabotage from 1
January 1999 (with the sole exception of the Greek Islands). The progressive
liberalisation of shipping and logistical services will make it increasingly necessary
to adopt a policy of diversification and specialisation of ports that takes account of
their geographical situation and any further infrastructure investments required;
the lack of appropriate infrastructures in the transport and telecommunications
sectors is a major obstacle to development of external and interregional trade,
and to cooperation between the countries of the Mediterranean basin;
are guaranteed.
Page 124
List of Contacts
LIST OF CONTACTS
European Commission - Directorate-General Energy and Transport
Mr. Edgar Thielmann Head of Unit B2
Office: Rue De Mot/De Motstraat 24,B - 1040 Bruxelles/Brussel
Mail: Rue de la Loi/Wetstraat 200, B - 1049 Bruxelles/Brussel
Tel.: +32 (2) 29 54615; Fax: +32 (2) 29 54349;
email: edgar.thielmann@cec.eu.int
Ms. Kristina Weichbrodt
Tel.: +32 (2) 29 60251; Fax: +32 (2) 29 54349;
email: kristina.weichbrodt@cec.eu.int
Mr. Ioannis Gheivelis
Tel.: +32 (2) 29 55726; Fax: +32 (2) 29 54349;
email: ioannis.gheivelis@cec.eu.int
UNECE - Transport Division

Mr. J. Capel Ferrer - Director
8-14, avenue de la Paix, Palais des Nations, CH-1211 Geneva 10
Tel.: +41 22 917 2400; Fax: +41 22 917 00 39
email: jose.capel.ferrer@unece.org
Mr. Michalis Adamantiadis Regional Adviser
8-14, avenue de la Paix, Palais des Nations, CH-1211 Geneva 10
Tel.: +41 22 917 1128; Fax: +41 22 917 00 39
email: michalis.adamantiadis@unece.org
Corridor I
Mr. Bengt Dennis Chairman Via Baltica
Maria Sandels grnd 3, S - 11269 Stockholm
Tel.: +46 (8) 76 38 003; Fax: +46 (8) 611 4932;
email: bengt.dennis@seb.se
Mr. Martti Miettinen Secretariat Via Baltica
Melkonkatu 9, FIN - 00210 Helsinki
Tel.: +358 (9) 682 2630; Fax: +358 (9) 682 2615;
email: martti.miettinen@kolumbus.fi
Mr. Alfreda Zubkievicius Chairman Rail Baltica
Tel.: +370 (2) 69 26 83; Fax: +370 (2) 61 83 23
Mr. Vyacheslav M. Parfenov Chairman Via/Rail Hanseatica
Ul. Sadovaya, Samotechnaya, 10, RUS - 101433 Moskva, GSP-4
Tel.: +7 (095) 200 17 75; Fax: +7 (095) 299 32 67 or +7 (095) 200 33 56;
email: parfenovvm@mintrans.ru
Page 125
List of Contacts
Corridor II
Mr. Jrgen Papajewski- Chairman
Invalidenstrae 44, D - 10115 Berlin
Tel.: +49 (30) 2008 2530; Fax: +49 (30) 2008 1920;
email: juergen.papajewski@bmvbw.bund.de
Mr. Hans Jochen Starke - Secretariat
Vogesenweg 1, D - 01309 Dresden
Tel.: +49 (0)163 7130539; Fax: +49 (0)1805 32326637631;
email: starke@consultant.com
Corridor III
Mr. - Jrgen Papajewski Chairman
Invalidenstrae 44, D - 10115 Berlin
Tel.:+49 (30) 2008 2530; Fax: +49 (30) 2008 1920;
email: juergen.papajewski@bmvbw.bund.de
Mr. Mathias Richter - Secretariat
Tel.: +49 (30) 20606 440; Fax: +49 (30) 20606 439;
email: Mathias.Richter@bln.sk.sachsen.de
Corridor IV
Mr. Herwig Nowak - Secretariat
Tel.: +49 (221) 931 780; Fax: +49 (221) 931 7878;
email: h.nowak@sci.de
Corridor V
Mr. Renato Li Bassi - Chairman
Tel.: +39 (06) 4410 4332; Fax: +39 (06) 4412 2102;
email: libassi.r@trasportinavigazione.it
Corridor VI
Mr. Wojciech Zarnoch - Chairman
Tel.: +48 (22) 630 11 60; Fax: +48 (22) 621 99 68;
email: mjaszczuk@mtigm.gov.pl
Corridor VII
Mr. Otto Schwetz - Chairman
Auerspergstrasse 15, A - 1082 Wien
Tel.: +43 (1) 4000 84271; Fax: +43 (1) 4000 7997;
email: otto.schwetz@tinavienna.at, www.tinavienna.at/CorridorVII
Mr. Christos Dionelis - Secretariat
Solomou 66, GR - 10432 Athens
Tel.: +30 (10) 3630611; Fax: +30 (10) 3639303;
email: logis@hol.gr
Corridor VIII
Tel.: +39 (06) 4410 4332; Fax: +39 (06) 4412 2102;
Page 126
List of Contacts
Corridor IX
Mr. Juhani Tervala Chairman Northern section
PO Box 235, FIN - 00131 Helsinki
Tel.: +358 (9) 160 2482; Fax: +358 (9) 160 2593;
email: juhani.tervala@mintc.fi
Mr. Algirdas Sakalys Chairman Middle section
Tel.: +370 (2) 72 41 18; Fax: +370 (2) 31 56 13;
email: a.sakalys@takas.lt
Mrs. Virginia Tanase Chairman Southern section
Tel.: +40 (1) 222 3628; Fax: +40 (1) 223 0272;
email: virginia.tanase@mt.ro
Corridor X
Mr. George Patsiavos - Chairman
Tel.: +30 (10) 650 8441; Fax: +30 (10) 650 8409;
email: ymediesx@hol.gr
Mr. Christos Taxiltaris - Secretariat
Tel.: +30 (31) 99 61 54; Fax: +30 (31) 99 60 30;
email: transp@edessa.topo.auth.gr, http://edessa.topo.auth.gr/X/
Barents-Euro-Arctic Transport Area

Mr. Tomas Brolin - Chairman
Tel.: +46 (8) 405 1379; Fax: +46 (8) 20 3127;
email: tomas.brolin@industry.ministry.se
Mr. Martti Miettinen - Secretariat
Melkonkatu 9, FIN - 00210 Helsinki
Tel.: +358 (9) 682 2630; Fax: +358 (9) 682 2615;
email: martti.miettinen@kolumbus.fi, www.barentsinfo.fi/beata
Black Sea Transport Area

Mrs. Virginia Tanase Chairman
Tel.: +40 (1) 222 3628; Fax: +40 (1) 223 0272;
email: virginia.tanase@mt.ro, http://web.ubak.gov.tr/~petras
Adriatic-Ionian Seas Transport Area

Tel.: +39 (06) 4410 4332; Fax: +39 (06) 4412 2102;
Corridor Monitoring Unit

Auerspergstrasse 15, A-1082 Vienna
Tel.: +43 (1) 4000 84270; Fax: +43 (1) 4000 7997;
email: office@tinavienna.at, www.tinavienna.at
Page 127
List of Contacts
CORRIDOR MAPS
CORRIDOR I RAIL NETWORK
CORRIDOR I ROAD NETWORK
CORRIDOR II RAIL NETWORK
CORRIDOR II ROAD NETWORK
CORRIDOR III RAIL NETWORK
CORRIDOR III ROAD NETWORK
CORRIDOR IV RAIL NETWORK
CORRIDOR IV ROAD NETWORK
CORRIDOR V RAIL NETWORK
CORRIDOR V ROAD NETWORK
CORRIDOR VI RAIL NETWORK
CORRIDOR VI ROAD NETWORK
CORRIDOR VII
CORRIDOR VIII RAIL NETWORK
CORRIDOR VIII ROAD NETWORK
CORRIDOR IX RAIL NETWORK
CORRIDOR IX ROAD NETWORK
CORRIDOR X RAIL NETWORK
CORRIDOR X ROAD NETWORK
PAN-EUROPEAN TRANSPORT NETWORK RAIL NETWORK
PAN-EUROPEAN TRANSPORT NETWORK ROAD NETWORK
Page 128

Transport Infrastructure Development For A Wider Europe

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Transport Infrastructure Development For A Wider Europe

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What are the Pan-European transport corridors and how are they being developed?

What are the Pan-European transport corridors and how are they being developed?

What financing instruments are available for projects along the corridors?

What financing instruments are available for projects along the corridors?

UNECE

TRANSPORT INFRASTRUCTURE DEVELOPMENT FOR A WIDER EUROPE

SESSION 1 PLANNING INFRASTRUCTURE DEVELOPMENT

STATUS OF THE PAN-EUROPEAN TRANSPORT

Status of the Pan-European Corridors and Areas

EXTENDING THE EUROPEAN UNION TO CENTRAL AND EASTERN EUROPE 7

for projects along the Corridors

FINANCIAL AID FROM THE TEN-T BUDGET FOR PROJECTS

STATUS OF THE PAN-EUROPEAN TRANSPORT CORRIDORS

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

STATUS OF THE PAN-EUROPEAN TRANSPORT AREAS

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

EXTENDING THE EUROPEAN UNION TO CENTRAL AND EASTERN EUROPE

in road transport, issues relating to the technology, safety and environment

THE PAN-EUROPEAN TRANSPORT CORRIDORS AND TRANSPORT AREAS

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

The Pan-European Transport Network consists of the following components:

The Trans-European Transport Network on the territory of the European Union

Overview over the Corridors:

TINA Transport Infrastructure Needs Assessment

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

A multi-annual indicative programme to give greater prominence to the EU funding of

FINANCIAL AID FROM REGIONAL FUNDS

the ERDF (European Regional Development Fund), under development strategies

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

The European Regional Development Fund

the development of the most disadvantaged regions (Objective 1);

Objective 1 - Regions whose development is lagging behind

low investment levels;

Objective 2 Regions undergoing conversion

industrial or service sectors subject to restructuring;

Status of the Pan-European Corridors and Areas

The Cohesion Fund

FINANCIAL INSTRUMENTS TO ASSIST THE CANDIDATE COUNTRIES IN THE PREPARATION FOR

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

* In the case of ISPA, the breakdown is given as allocation brackets to

A regulation adopted by the Council in March 2000 allocated 57 million euros

TINA VIENNA Transport Strategies

Status of the Pan-European Corridors and Areas

Institutional, legal and administrative reform;

regional programmes: Multi-country programmes are used for areas like

TINA VIENNA Transport Strategies