CORRIDOR V DEVELOPMENT

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• CORRIDOR V DEVELOPMENT
• State of the art and scenarios
• Sofia, Bulgaria, 20-21 November 2007

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Pan-European Corridor V
3,270 km of Railways and
2,850 km of Roads Main Track Turin-Venice-Tries
te/Koper-Ljubljana-Maribor-Budapest-Ughorod-Lviv-K
iev Branch A Bratislava Uzhgorod Branch
B Budapest Rijeka Branch C Ploce -
Budapest
The Memorandum of Understanding has been signed
by Member States on 16th December 1996 and by the
European Commission on 1997. On 26 January 2004
the agreement for the establishment of Corridor 5
Permanent Secretariat (C5PS) has been signed
C5PS started its activities on October 2004.
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Priority Project n.6
On 21 April 2004 the European Parliament approved
the updated list of the 30 Priority Projects
including project number 6 Railway axis
Lyon-Trieste-Divaca / Koper-Ljubljana-Budapest-Ukr
ainian Border. The track of the project
partially covers the route of the Pan-European
Corridor V
On July 2005 Ms Loyola de Palacio was designated
by the EU Commission as the first coordinator for
the PP6 with the aim to contribute to facilitate
to the coordination over the entire project
route. On 13th September 2006 the first activity
report by the European coordinators was consigned
to the Commission setting out the main results of
the activities one year after their
appointment On 10th September 2007 the second
activity report of PP6 Coordinator was published
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Unused Potential of North Mediterranean Ports
Priority Project n.6
Disparities in traffic flows influence the EUs
worldwide competitiveness
PP6 ensures balanced traffic growth for Southern
Europe
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Necessary Investments
Priority Project n.6
The overall cost of the Railway infrastructures
along Corridor V until 2020 is approx. 38 bn of
which, most of it should still be invested Along
a track of approximately 1400 km, there are 3
cross-border sections. The whole track has been
divided into the following sections by the
European Coordinator Lyon Turin ( 15.3
bn) Turin Venice ( 15.0 bn) Venice Ljubljana
( 6.6 bn) Ljubljana Budapest ( 0.8
bn) Budapest Ukrainian border ( 0.3
bn) Expected results of the completed project
notable reduction of the travelling time, goods
carrying capacity is expected to double, the
level of the quality of services and reliability
should increase
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Completion of single sections
Priority Project n.6
Lyon Turin Lyon Chambery 2015
(approx.) Chambery S.J. de Mauriene 2020
(approx.) S.J. de Maurienne Bruzolo 2020
(approx.) Bruzolo Turin 2015
This project will help people and goods to cross
the Alps in good conditions, in terms of quality,
safety and environmental protection, which cannot
be compared to the current conditions. If we
consider what is currently being done in Italy or
Spain, the Lyon-Turin section will soon be the
missing link of an axis which, if it was not
completed, would reduce the interest and economic
profitability of other sections.
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Completion of single sections
Priority Project n.6
Turin Trieste Turin Milan 2009 (first
half) Milan Treviglio 2006 (end) Treviglio
Verona to be defined Verona Padova 2015
(approx.) Padova Mestre 2008 Mestre
Trieste 2012 (approx)
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Completion of single sections
Priority Project n.6
Trieste-Ljubljana Trieste Divaca feasibility
study financed by INTERREG funds ongoing and
completed within 2008. Italy and Slovenia
signed the joint letter to request the
EC co-financing for the railway link
Trieste- Divaca (Rome, 17/07/07) Implem
entation of works expected in 2012-2015
Koper Ljubljana 2008-2010
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Completion of single sections
Priority Project n.6
Ljubljana-Budapest Ljubljana Hun. Border 2020
projects still to be defined limited
investments Hun. border Budapest 2020
projects still to be defined some upgrading
being implemented
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Completion of single sections
Priority Project n.6
Budapest-Kiev Budapest Ukr. Border to be
defined limited investments Ukr. border
Kiev to be defined some upgrading being
implemented
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Corridor V at South or North of the Alps?
Southern necessities
GDP at South (M)
GDP at North (M)
Piemonte (I) 111.458 Lombardia (I)
270.973 Veneto (I) 120.358 Friuli V. G. (I)
32.126 Slovenia 24.860 TOTAL 560.000

Switzerland 191.270 Voralberg (A)
10.505 Tirol (A) 19.645 Salzburg (A)
16.074 Carinthia (A) 13.202 Styria (A)
28.310 TOTAL 280.000
The Economic Development of Europe and the
increasing of its capacity to compete in a global
market is strictly connected to the development
of a modern transport system in the most
developed European regions. At the same time,
the reduction of the environmental impacts in
comparison with the option 0 is strongly
recommended
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Scenarios
PP6 Development
The recent study commissioned by Central European
Initiative and finalised on September 2007,
analysed different scenarios related to the
options no works implemented (scenario A),
works partially implemented (scenario B) and
works fully implemented (scenario C) in
accordance with Transport national and
international policies
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Results along the whole PP6 route
PP6 Development
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Results along the whole PP6 route
PP6 Development
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Conclusions
PP6 Development

• The members of the High Level Group submitted
  some 60,000 km of network to be considered as
  transnational connections. In line with the
  mandate given to it, the Group adopted five
  multimodal transport axes
• Motorways of the Seas
• Northern Axis
• Central Axis
• South Eastern Axis
• South Western Axis
• The Central Axis is compatible with the PP6 as it
  forms a natural prolongation of the project
  towards the Ukrainian capital meanwhile The
  Pan-European Corridor 5 is split between Central
  and South-Eastern Axis

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PP6 Development
Conclusions Benefits to the regions of project
implementation
An opportunity to increase the competitiveness of
ports throughout the area under analysis is
clearly evident. This would help to fulfil the
Italy, and Slovenias of motorways of the sea for
Adriatic ports. Environmental and social impacts
will depend on factors such as the chosen
alignment of for the route of the new rail link.
It will be important to minimise the
environmental impact of the line where this is
cost-effective. There is often a natural linkage
between supporting higher levels of economic
growth and environmental protection with schemes
such as these. A major source of demand for the
Pan-European Corridor V railway will be tourists.
They are attracted to the outstanding beauty of
the Italian and Slovenian countryside, the
recreational facilities offered as well as the
beauty and historic legacy of cities such as
Venice, Trieste, Udine and Ljubljana
Pan-European Corridor V rail infrastructure
improvements have the potential to deliver
significant and measurable benefits to PP6
countries. In the case of the two Italian
Regions of Veneto and Friuli Venezia Giulia and
Slovenia, these benefits could be substantial.
In economic and transportation terms, significant
opportunities to boost economic growth and
employment exist, along with accident savings and
CO2 savings from modal shift. The table below
summarises these benefits along the years as a
result of the differences between two relevant
scenarios Scenario A (do minimum) and Scenario
C (construction of the Trieste-Divaca fast speed
rail link plus other planned developments and the
implementation of institutional, commercial and
policy recommendations).
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PP6 Development
Conclusions Recommendations for actions to be
taken by relevant organizations
High levels of accessibility are often a
necessary but not sufficient condition to deliver
economic prosperity, social inclusion and
environmental protection. Some of Europes most
impoverished regions are very well connected
countries on the periphery of the single market
(such as Scandinavian countries) are some of the
EUs most successful. Evidence suggests that
improved infrastructure in the periphery tends to
be most beneficial when relieving bottlenecks.
In the case of Italy and Slovenia, there is
evidence that the road network now and post
improvements acts and will act as a bottleneck.
There is therefore a strategic opportunity to
boost economic growth by tackling this problem.
Part of the solution may lie in the cost of using
the road network, part will lie in the
attractiveness of alternative forms of transport.
This is more so for longer distant freight
markets
In order to realise the positive impacts of
Pan-European Corridor 5 infrastructure,
governments at the regional and national level
will need to ensure their economic, transport and
environmental policies are joined-up. For
example, smaller and medium sized firms in Italy
are likely to need assistance in getting the best
out of new economic opportunities that an
improved rail link to the east will offer.
Inward investment strategies employed by
governments will need to be tied into the service
specification the line might be able to deliver.
Trade-offs between achieving target journey
times from Milan or Ljubljana against for example
the frequency of freight services that can be
offered may need to be made. Line speed and
line capacity will need to reflect how to
maximise economic and environmental benefits of
the new link whilst maintaining value for money
This study has not attempted to provide a cost to
benefit ratio for the new rail link or indeed
Corridor V infrastructure improvements in toto.
The strategic benefits of the scheme and the
development of the Corridor have been evaluated
and quantified using recognised values and
modelling techniques. A detailed cost benefit
analysis for the scheme can be estimated once the
costs of the project and a more definitive
alignment has been selected. It will then be up
to the key stakeholders to determine if they wish
to invest in the project and make the
institutional reforms and policy changes
necessary to unlock the potential of this
infrastructure for the benefit of the citizens of
their regions and states
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A new institutional framework is necessary
PP6 development

• The objectives could be achieved if

• New strict agreements / memorandum including
  precise timing and investment programmes should
  be signed and adopted by the parliaments of
  interested countries
• Common structures for the implementation of the
  cross-borer and transnational projects (i.e.
  Corridor Secretariat and Steering Committees)
  should be strengthened with full involvement of
  representatives of crossed countries
• Strengthen the coordination of different
  connecting PPs
• A clear EC policy should have to be finalised
  with a preliminary allocation of the resources in
  accordance with the priorities planned.
  Obligation of spending EC contribution within
  deadlines should be adopted.

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Cooperation of Paneuropean Corridors
On 2007 the European Union underlined the need of
an integrated approach among the Corridors
through two fundamental documents

• A Communication from the Commission to the
  Council and the European Parliament Extension of
  the major trans-European transport axes to their
  neighbouring countries- Guidelines for Transport
  in Europe and neighbouring Regions (Brussels,
  31/01/2007)
• A Communication from Vice-President Barrot
  Trans-European networks towards an integrated
  approach

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Cooperation of Paneuropean Corridors
In the new Structural Funds Period (2007-2013),
the current CADSES transnational cooperation area
has been divided into two spaces the Central
Europe Programme (CENTRAL) and the South East
European Space (SEES).

• The eligible area of the SEES comprises Albania,
  Austria,  Bosnia and Herzegovina, Bulgaria,
  Romania, Croatia, fYR Macedonia, Greece, Hungary,
  parts of Italy, Serbia, Montenegro,
  Slovakia, Slovenia, parts of Turkey, Moldova and
  parts of Ukraine.

• The new CENTRAL programme includes eight Member
  States (Czech Republic, parts of Germany, parts
  of Italy, Hungary, Austria, Poland, Slovenia and
  Slovak Republic) and one Partner State (Ukraine).

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Cooperation of Paneuropean Corridors

• Both these programmes focus on the necessity
  to cooperate among the Paneuropean Corridors
• South East Europe (Operational programme, Chapter
  Areas and Intervention, point 5.2.1) Improve
  coordination in promoting, planning and operation
  for primary and secondary transport networks
• Central Europe (Operational Programme, Chapter
  Areas of Intervention, point 2.1) Promoting
  strategic cooperation between and within
  transport corridors and assessing and optimising
  impacts and potentials of European high priority
  transport corridors and their link to the
  secondary network in the direction of sustainable
  and energy efficient transport modes

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Cooperation of Paneuropean Corridors
The CEI Secretariat is interested in coordinating
the efforts to finalize a project of concrete
cooperation among Corridors aiming to

• Establish a common data base for all Corridors
  (TEN and PEC) in close cooperation with Eurostat
• Develop a common framework for the cooperation of
  Corridor Secretariats to benefit from synergies
• Develop a monitoring system for the Corridors
• Develop common standards for Corridors (capacity,
  speed, safety security, standardization of
  procedures)
• Improve benefits of Corridors in an extended
  region
• Develop the guidelines for the SEA (Strategic
  Environmental Assessment) for Corridors
• Develop a strategy for innovating Corridors and
  for designing common strategies
• Overview to successful financing instruments and
  recommendations

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Many thanks for your attention

• Giuseppe Razza
• General Manager
• Corridor V Permanent Secretariat (C5PS)
• Central European Initiative
• Via Genova, 9
• 34121 Trieste (Italy)
• Tel. [phone]
• Fax [phone]
• E-mail giuseppe.razza_at_corridor5.org
• Website http//www.corridor5.org