Evaluation of Intermodal Facilities and Terminals in SETA Corridor

INTERMODAL TRANSPORT AND TERMINAL
EVALUATION IN THE SETA-CORRIDOR

Version: Final
Date: Nov. 2013
Partner: LP, PP1 (ECONSULT)
SETA - SOUTH EAST TRANSPORT AXIS Intermodal Transport & Terminal Evaluation
Table of contents
1 Introduction ....................................................................................... 7
1.1 Information sources for this study ..........................................................7
1.2 General information on intermodal and combined transports .........................7
1.2.1 Maritime combined transport ................................................................................. 9
1.2.2 Continental unaccompanied combined transport ......................................................... 11
1.2.3 Combined technologies for not cranable transport equipment ......................................... 13
1.3 Top-down view regarding cargo quantities ............................................. 14

1.3.1 Market for Terminals in the SETA region ................................................................... 14
1.3.2 Impact of a broad gauge rail connection to the Vienna region .......................................... 14
1.4 Impact of transport policies on the terminal development ........................... 15
2 Ports, dry ports and ICT in SETA corridor – overview .................................... 17

2.1 Scope and purpose of the SETA corridor................................................. 17
2.2 General structure characteristic.......................................................... 18
2.2.1 Locations in seaports .......................................................................................... 18
2.2.2 Inland locations ................................................................................................ 19
2.3 Characteristics of the SETA region ....................................................... 19

2.4 Competition of the combined transports ................................................ 20
2.4.1 Competition of the railway companies ..................................................................... 20
2.4.2 Competition of operators and seaports ..................................................................... 21
2.5 Effects of financial measures ............................................................. 21

2.6 Market trend to cheap routes ............................................................. 21
2.6.1 Terminal network in the European route system .......................................................... 22
2.6.2 Increasing competition between terminals ................................................................ 22
2.6.3 Gateway functions ............................................................................................. 23
3 Important terminals and nodes within the SETA-corridor – evaluation ............... 24

3.1 Bratislava UNS (Slovakia) .................................................................. 24
3.2 Bratislava Palenisko (Slovakia) ............................................................ 28
3.3 Vienna Freudenau (Austria) ............................................................... 32
3.4 Vienna Nordwestbahnhof (Austria) ....................................................... 36
3.5 Vienna Inzersdorf (Austria) ................................................................ 40
3.6 Cervignano del Friuli (Italy) ............................................................... 44
3.7 Monrupino (Italy) ............................................................................ 48
3.8 Sopron (Hungary)............................................................................ 52
3.9 Györ (Hungary) .............................................................................. 56
3.10 Maribor (Slovenia) .......................................................................... 59
3.11 Ljubljana (Slovenia) ........................................................................ 63
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3.12 Zagreb (Croatia)............................................................................. 66
4 Transport volumes and development prognosis ........................................... 70

4.1 External influence factors ................................................................. 70
4.1.1 Rising engagement of seaports in the hinterland organisation .......................................... 70
4.1.2 Massively increasing capacities on the rail in North-Western Europe .................................. 71
4.1.3 Modified procurement and distribution logistics in the industry ........................................ 71
4.1.4 Changes in the rail operator markets ....................................................................... 71
4.2 Internal influence factors.................................................................. 72

4.3 Unclear situation in the road competition .............................................. 73
4.4 SETA-internal competition of routes ..................................................... 73
4.5 Summary ..................................................................................... 74
5 Intermodal transport in SETA – demands towards terminals ............................ 75

5.1 Measures within the terminal and its environment .................................... 75
5.1.1 Market orientation ............................................................................................. 75
5.1.2 Terminal opening hours ....................................................................................... 76
5.1.3 Terminal services .............................................................................................. 77
5.1.4 Terminal equipment ........................................................................................... 78
5.1.5 Connection of the terminal................................................................................... 80
5.2 Feasible measures in terms of transport policies ...................................... 82

5.2.1 Access to the rail network .................................................................................... 82
5.2.2 Simplification of interoperability ............................................................................ 83
5.2.3 Enforcement of road transport regulations ................................................................ 83
5.2.4 Subsidies ........................................................................................................ 83
6 Strategy and development options for SETA terminals and nodes ..................... 85
6.1 Bratislava UNS (Slovakia) .................................................................. 85
6.2 Bratislava Palenisko (Slovakia) ............................................................ 86
6.3 Vienna Freudenau (Austria) ............................................................... 87
6.4 Vienna Nordwestbahnhof (Austria) ....................................................... 87
6.5 Vienna Inzersdorf (Austria) ................................................................ 88
6.6 Cervignano del Friuli (Italy) ............................................................... 88
6.7 Monrupino (Italy) ............................................................................ 89
6.8 Sopron (Hungary)............................................................................ 89
6.9 Györ (Hungary) .............................................................................. 90
6.10 Maribor (Slovenia) .......................................................................... 90
6.11 Ljubljana (Slovenia) ........................................................................ 91
6.12 Zagreb (Croatia)............................................................................. 91
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7 Annex 1: Questionnaire ........................................................................ 92
8 Annex 2: Detailed information - Croatia .................................................... 96
9 Annex 3: Detailed information - Italy ..................................................... 106
10 Annex 4: Detailed information - Slovenia ................................................ 119
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List of tables
Table 1: Fact sheet ÚNS CSKD INTRANS Bratislava................................................ 26
Table 2: Fact sheet Bratislava Palenisko (SPaP) .................................................. 29
Table 3: Fact sheet WienCont Container Terminal GesmbH .................................... 34
Table 4: Fact sheet Rail Cargo Austria Terminal Nordwestbahnhof ............................ 37
Table 5: Fact sheet Rail Cargo Austria Terminal Inzersdorf ..................................... 42
Table 6: Fact sheet Intermodal Terminal of Cervignano del Friuli (Interporto) .............. 45
Table 7: Fact sheet Terminal Monrupino (Fernetti) .............................................. 49
Table 8: Fact sheet Sopron Logistic Centre (GYSEV CARGO) .................................... 54
Table 9: Fact sheet Freight terminal Györ (Győr-Gönyű Kikötő Plc.) .......................... 57
Table 10: Fact sheet Terminal Maribor (Slovenske železnice) .................................. 61
Table 11: Fact sheet Terminal Ljubljana (Slovenske železnice) ................................ 64
Table 12: Fact sheet Terminal Zagreb (AGIT) ..................................................... 68
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List of figures
Figure 1: Impact of Broad Gauge Connection to Vienna ......................................... 15
Figure 2: SETA corridor ............................................................................... 17
Figure 3: CSKD INTRANS Bratislava, location ...................................................... 24
Figure 4: CSKD INTRANS Bratislava, location ...................................................... 25
Figure 5: Bratislava Palenisko (SPaP), location.................................................... 28
Figure 6: Bratislava Palenisko (SPaP), handling of container ................................... 29
Figure 7: WienCont Container Terminal GesmbH, location...................................... 32
Figure 8: WienCont Container Terminal GesmbH, Container handling ........................ 33
Figure 9: Rail Cargo Austria Terminal Nordwestbahnhof, location ............................. 37
Figure 10: ÖBB Infrastruktur AG - Terminal Inzersdorf, visualization .......................... 40
Figure 11: ÖBB Infrastruktur AG - Terminal Inzersdorf, location ............................... 41
Figure 12: Intermodal Terminal of Cervignano del Friuli, location ............................. 44
Figure 13: Terminal Monrupino (Fernetti), location .............................................. 48
Figure 14: Terminal Monrupino (Fernetti), Overview connection .............................. 48
Figure 15: Sopron Logistic Centre (GYSEV CARGO), location .................................... 52
Figure 16: Sopron Logistic Centre, handling of container ....................................... 53
Figure 17: Freight terminal of Györ (Győr-Gönyű Kikötő Plc.), location ...................... 56
Figure 18: Figure 19: Terminal Maribor (Slovenske železnice), location ...................... 59
Figure 20: Types of railway track Slovenske železnice ........................................... 60
Figure 21: Terminal Ljubljana (Slovenske železnice), location ................................. 63
Figure 22: Terminal Zagreb (AGIT - Agency for integrated transport ltd), location ......... 66
Figure 23: Terminal Zagreb (AGIT - Agency for integrated transport ltd) ..................... 66
Figure 24: Occupation of the Croatian rail network, 2009 ...................................... 67
Figure 25: Strategic options for terminals ......................................................... 76
Figure 26: Systematic Terminal Layout............................................................. 80
Figure 27: Rijeka - Dry Ports Miklavje and Skrljevo .............................................. 97
Figure 28: Rijeka - Additional measures Skrljevo – Rijeka – Matulij ............................ 97
Figure 29: Overview Logistic Center Kukuljanovo ................................................ 98
Figure 30: Overview Dry Port Skrljevo .............................................................. 98
Figure 31: Rijeka Measures - Cost Overview ....................................................... 99
Figure 33: New synergic terminal's complex „Omišalj“ ......................................... 101
Figure 34: Measures to promote intermodal transport in Slovenia (1) ........................ 121
Figure 35: Measures to promote intermodal transport in Slovenia (2) ........................ 122
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1 Introduction
A functional and efficient transportation of goods in Europe is an important issue for the
European integration. For achieving this goal a European network of freight corridors will
be gradually developed.
Based on the objectives of the “European White Paper” goods transportation on long
distances should be delivered via rail and for local supply on the road. This goal can be
achieved by an efficient combination of rail and road and with an effective terminal
structure only. Companies with logistics intensive services will try to settle close to those
terminals. Therefore a terminal location guarantees jobs within the terminal and also
outside in the region. That means that the development of terminals has a huge impact on
the development of the region in general.
Terminals will be located in regions where logistic services are needed and the necessary
infrastructure is available and also in regions where support from the public authority is
provided. They have a clear key function to be the interface between the infrastructure
(road/rail) and the market (railway company/economy) with the disadvantage that a
terminal cannot develop stand-alone services. Sales and distribution must have a clear
focus to provide services which are suitable for their customers.
1.1 Information sources for this study

This study is amongst others based on information and data, which
• derive from other work packages of the SETA project
• have been requested from the project partners by means of questionnaires (the
questionnaire which was sent out for this conception and the answers are attached
to this document)
• are available on public sources via desk research, internet, etc.
Due to the amount of information, no specific declaration of each source can be provided.
All information were given due to the available sources, no liability for their correctness
can be provided by the authors.
1.2 General information on intermodal and combined transports

According to the Economic Commission for Europe (UN)1
• Intermodal Transport is: The movement of goods in one and the same loading unit
or road vehicle, which uses successively two or more modes of transport without
handling the goods themselves in changing modes.
• Combined Transport is: Intermodal transport where the major part of the European
journey is by rail, inland waterways or sea and any initial and/or final legs carried
out by road are as short as possible.
Concerning the SETA corridor the focus regarding combined transport is clearly on
rail+road combination.
1
Source: Economic Commission for Europe (UN), European Conference of Ministers of Transport and European Commission.
pp. 17–18.
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Within the combined rail+road transport there are two alternatives:
• Unaccompanied transports: Big transport containers (loading units) are handled
between trucks and rail wagons.
• Rolling Road (or Rolling Highway): Full trucks (mainly semi-trailer trucks) are
transported by rail.
The concept of unaccompanied combined transports is shown in the following chart:
In case the whole transport is a terminal to terminal transport within Europe only, it is
called “continental”, if the land transport itself is the pre- or on-carriage of a deep sea
ship transport it is called “maritime”.
There is a special form of combined transports where the rail main run itself is combined
into two parts: a “feeder” transport from smaller terminals (where wagon groups are
“feeded” to bigger terminals) to so-called “gateway” terminals where full trains are built
with integration of wagon groups from feeder terminals. The same applies vice versa to
the destination region where wagon groups from gateway terminals can be “feeded” to
smaller final feeder terminals.
Comparison of unaccompanied combined transports to conventional rail transports:
• Combined transport is feasible for transport sources or final destinations which do
not have direct rail access
• Is an efficient alternative for shipments of one or few wagons respectively
containers: The first or last mile on truck (incl. terminal handling) can be cheaper
than on rail
Comparison of unaccompanied combined to road transports:
• Can be cheaper, in particular for long distances
• Is more ecologic – less energy / fuel consumption, less CO2 emission
• The lead time is usually longer
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The above mentioned Rolling Road is a direct alternative for conventional truck transports.
Besides the saving of the variable truck costs (to be calculated in comparison to the rail
costs) the driver can use the rail transport time as rest time and so shorten the total
transport time.
1.2.1 Maritime combined transport

The combined transports in the SETA corridor are dominated by “maritime unaccompanied
transports” at present. “Maritime” is the term for the land transport before or after sea
transports, mainly accomplished in big containers (20’ or 40’, in few cases other
dimensions). A big quota of these transports run on rail, with of modal split of up to 90%
rail versus 10% road within these transports, in particular on the long distances to the
European hinterland.
The competition takes place among the sea harbours on the one hand and the ocean
carriers on the other hand and is not limited to the corridor. It is rather part of a Europe-
wide or maybe even global competition.
1.2.1.1 Competition among sea harbours

There is competition between the Adriatic harbours (Koper, Trieste, Rijeka) and the North
Sea harbours (Hamburg, Rotterdam and Antwerp).
The hinterland transports are of crucial importance for the growth and market position of
the big sea harbours.
The sea harbour with the biggest market share in the SETA region is Hamburg at present,
number 3 in Europe in container business. So Hamburg regards the SETA corridor
traditionally as “home market”.
But further North Sea harbours also push more and more into the SETA corridor: in
particular Europe’s biggest container harbour Rotterdam, further Bremen, Bremerhaven,
Jade-Weser-Port, and also Antwerp, which took over position number 2 from Hamburg in
terms of container quantities.
Maritime intermodal transports to and from these North Sea harbours adress SETA
terminals but rarely SETA routes.
Regarding the SETA corridor significant maritime transports are running from Hungary and
Slovakia to Koper and Rijeka and vice versa. Significant parts of Austrian transports to and
from Koper and Trieste run west of the SETA corridor.
The main problems of the Adriatic harbours in competition to the North Sea harbours are:
• The Adriatic harbours are not addressed directly by the big international container
ship routes but rather served by feeder ships, which act as distributors for the big
container ships (with capacities of up to 18.000 CT). The capacities of the feeder
ships, up to 3.000 CT, are also considerable, challenging as well the handling
capacities of the Adriatic harbours as also the hinterland infrastructure.
• The Adriatic harbours have limited capacities and constraints in terms of: draught
for container ships, turnover capacities, but also depot capacities (not subject of
this study)
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• Furthermore all Adriatic harbours suffer from complicated rail routes to the
hinterland as e.g.:
o One track from Koper to Divica only, with considerable hill gradient – even
the planned expansion with a second track until 2020 will not solve this
bottleneck
o A rail connection between Triest and Koper is planned only (date not yet
defined)
o The further connection to Lubljana - Zidani Most - Zagreb/Maribor and
Austria with two tracks, the one-track line to Jesenice and Austria and the
further connection between Spielfeld Straß and Werndorf2 currently do not
show an optimistic picture of sufficient transport capacities
o The rail link for Trieste (Mole VII) has even lower capacities, mainly caused
by unsatisfactory shunting and dispatching possibilities of the old train
terminal Trieste Campo Marcio.
o Rijeka keeps a specific position: It was traditionally oriented towards
Hungary, since the end of world war II also towards Austria, and jointly with
the neighbour harbour Bakar it had its importance in bulk transports mainly.
The capacities for container transports are planned to be extended
significantly and a capable dry port is also projected. But the single-track
rail connection to Zagreb has very limited capacities at present. Based on
the long term plans a considerable impact on the market share cannot be
assumed.
Besides the constraints of the sea connection, which will last long-term, the competition
of the North Sea harbours will increase further with
• massive investment in additional capacities, e.g. Rotterdam Maasvlakte, deepening
of the Elbe in Hamburg
• aggressive market penetration, targeting for expansion of the hinterland business
towards the SETA corridor
• cooperation with or financial investment in important SETA terminals and operators
The strategic target is to gain cost advantages in the land pre- and on-carriage in
comparison to other sea harbours. So Hamburg for instance influenced the hinterland
transports in order to be at least not more expensive than to Adriatic harbours. There were
cases of shipments from Villach to Hamburg cheaper even than from Linz to Hamburg.
Though this way of pricing contradicts an efficient development, the intention to keep
attractive hinterland transport prices from North Sea harbours is still existing.
For all these reasons there is little chance for the Adriatic harbours to really cope with the
North Sea harbours in a big scale. Nevertheless there is the chance of growing to a more
medium sized level at least.
2
The upgrade of the line is planned. The project consists of an upgrade of the exisiting line between Graz Werndorf and
Spielfeld Straß (two-track, 160km/h). The project is split into two phases: Phase 1: Upgrade of section Lebring – Kaindorf and
modernization station Leibnitz (including extensive work along the alignment in the area of Leibnitz (switches, tracks, P&R,
noise protection, underground passages for crossing roads). Phase 1 has been finalized in Dec. 2012. Phase 2: Upgrade of
the yet missing sections – these are part of the Zielnetz 2025+. The planning works are expected to start at around 2022. The
upgrade provides capacity for the future passenger and freight transport. The measure allows for optimized capacities in
connection with the logistic center Graz Werndorf (CCG) and the Koralmbahn as well. The increase of accessibility is
expected to lead to an improvement of the whole region. On an European scale the connections Linz – Graz – Maribor as
well as Prague – Vienna – Maribor also benefit from this measures.
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1.2.1.2 Competition among ocean carriers
The target of the ocean carriers is to utilize their investment-intensive container fleet as
much as feasible. Due to the fact that there are significant sea transport overcapacities
which are supposed to last on the long-run, the competition will increase further. The
choice of the sea harbour is of relevance as far as the container flow fits to the own
loading capacities.
In the competition for the final customer or the carrier the total price is of relevance, but
also the transport container and its handling. In this perspective terminals can have an
important role by offering container services, in particular container depots and container
maintenance. Thus terminals without container services have little chances for maritime
transports, in best case as feeder or gateway terminal, but not starting or ending point of
big container relations.
For this reason maritime oriented terminals offer container depots on a large scale.
1.2.1.3 Summary - Competition in maritime intermodal transports

Because of the limited capacities the maritime hinterland transports of the Adriatic
harbours will remain to have important, but regional and corridor-specific functions only.
Nevertheless: Starting from a very moderate volume, there is room for significant growth
(though at lower scale than the big North Sea ports) if the existing bottlenecks are solved
or at least reduced:
• extension of the railway lines in the SETA corridor appropriate to the expected
significant volume increase and at acceptable price and quality conditions
• setup of sufficient terminal capacities, not only for goods handling, but also for the
related container services
But it will not be sufficient, that politic authorities are going to provide the necessary
infrastructure.
It will be necessary to develop further incentive systems in order to influence the
transport market to utilize the possibilities of the SETA corridor for maritime intermodal
transports according to global perspective (see also below, chapter 2 and per location,
chapter 3).
Remark: In the SETA region there are company trains for Turkish companies which ship
semi-trailers to Trieste, probably with increasing importance. But due to infrastructural
problems these transports run aside from the SETA corridor.
1.2.2 Continental unaccompanied combined transport

The continental unaccompanied combined transports are in direct competition with road
transports and partly also with conventional rail transports.
There are two factors relevant for the transport decision in favour of intermodal
transports:
• Competitive price in comparison to conventional road transports and
• A logistics concept appropriate to the goods specifics, in particular regarding
transport means (container) and transport time.
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Both criteria can cause problems, because of the interfaces: Usually an intermodal
transport consists of five transport components (road pre-carriage, terminal handling, rail
main carriage, second terminal handling, road on-carriage).
The compilation of this series of services, usually provided by different players, is a logistic
challenge that can cause problems in case of
• Low density of demand
• Missing willingness from the market side to invest in complex systems
In particular in the eastern part of the SETA region there is lower chance seen in a
significant growth of intermodal transports, due to the fast and flexible truck transports at
almost unbeatable price rates.
Within the continental unaccompanied intermodal transports two categories can be
distinguished:
1.2.2.1 Fast moving long distance full trains between business centres for quality goods
• In the segment of quality goods (e.g. temperature controlled goods, retail goods)
the importance of fast trains (preferably overnight) for semi-trailers (trailers which
can be handled by cranes) and swap bodies is getting more and more important
• Reliability (just in time) and high average speed are the crucial criteria for
competitiveness
• The attractiveness increases with the transport distance, as for long distances rail
transport gets more competitive in terms of time and costs (among other things due
to truck drivers break regulations)
1.2.2.2 Transport of solid and liquid bulk goods in bulk containers

• The quota of solid and liquid goods in bulk containers (e.g. corn, sugar, building
material) or tank containers (including hazardous goods) has been rising during the
last years
• The transports are accomplished in full trains mainly
• For this segment the transport in wagon groups is attractive too, as such transports
are an alternative for conventional rail transports, if a rail connection is missing on
the source or sink side
• In the SETA region these transports are supposed to have good market chances due
to the weakness of conventional rail transports (lack of direct rail connection), as
long as the terminal network provides short road pre- and on-carriage
• As these transports are usually not very critical in terms of short lead time, wagon
group transports can facilitate the start of rail transports without too high
commercial risk of capacity utilization
Requirements for the terminals:
• Low requirements regarding size and capacity: the transport of bulk containers can
be attractive below long train size
• Integration in a higher-level network, e.g. as feeder terminals for a bigger gateway
terminal
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Whereas the maritime intermodal transports show better net margins, continental
transports have higher start-up costs and lower margins and thus are not promoted
intensively. The few existing routes have partly low quality or high price level – due to
missing direct competition. So they have to be regarded as niche products.
Only routes to and from Italy (with Poland, Hungary, Austria) show noteworthy demand,
partly with company trains.
In the continental intermodal transports the effectiveness of public subsidies, as e.g. given
in Austria at present, is more effective than for maritime transports: they affect the price
competition of road transports significantly and influence the total costs to a higher quota
than in maritime intermodal transports.
A significant increase can be expected only, if the eastern nations in the SETA region are
willing to invest more into “cranable” equipment (that can be handled by cranes). But for
the time when conventional semi-trailers are preferred still a change will be difficult,
because they are cheaper and offer higher net weight capacities.
Probably is should be investigated if federal subsidies for investment into cranable
equipment can stimulate the demand. This might be a necessity in order to bring such
transports into a better market position.
1.2.3 Combined technologies for not cranable transport equipment
1.2.3.1 Rolling road transports

At present rolling road (RR) transports are the only rail transport mode for not cranable
transport equipment which have appreciable volume.
To and from the SETA region there are two relations actually: Fernetti – Salzburg and
Maribor – Wels, in total up to 80 trains per week. Both are used by Turkish carriers mainly.
The long-term continuity of these routes cannot be regarded as safeguarded, because of
the missing willingness to invest into more efficient railway equipment.
Today RR affords high subsidies, a situation that cannot be recommended for the existing
setup: subsidies are helpful, but they must not cover inefficiencies in the existing
procedures.
One of the strengths of RR is the low investment need for the terminals, whereas the train
equipment is relatively expensive.
A terminal with two rail tracks with mattings on both ends each has a capacity of 24 trains
per day (turn-over time below 2 hours per train) – about 500 trucks in and out each.
Another advantage of RR is, that it meets the needs of small and medium sized carriers: In
comparison to unaccompanied intermodal transports, which focus on big forwarding agents
on long distances, small carriers can use RR directly without sub-contracting to big agents.
On the long-term perspective, when the Semmering tunnel and the Koralm tunnel are
planned to be in operation a RR route might be established as an alternative to the A2
highway in Austria, for transports which need the “first mile” and “last mile” on truck.
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1.2.3.2 “ISU” transports, “MODALOHR”
The ISU concept („Innovativer Sattelauflieger-Umschlag“ – innovative semi-trailer Unit-
handling) for not cranable semi-trailers is in the pilot phase between Trieste and Wels. The
success of this product cannot yet be predicted. In comparison to RR the rail part is
relatively cheap, but the processing in the terminal is space and time consuming: The turn-
over time can be up to 5 times as long as for RR.
“MODALOHR”, a French system, operates with expensive wagon and terminal equipment,
supported with high subsidies. The terminals needs much space. It is not very likely that
this system might become relevant for the SETA region.
The MOBILER system, which show increasing success in Austria, is not regarded in this
study: It requires special wagons and special trucks, but not terminals and thus can be
transported on rail within the conventional rail transports.
1.3 Top-down view regarding cargo quantities
1.3.1 Market for Terminals in the SETA region

An assessment for the market size has to be based on
• The expected transport volumes from SETA work package 4 and thereof the quota
for intermodal transports,
• In addition intermodal transports into and out from the SETA region not using the
SETA corridor (e.g. maritime transports to and from North Sea harbours,
continental transports e.g. along the Danube axis): these transports are routed via
the same terminals
The volumes should be split into three categories:
• maritime intermodal transports to and from North Sea harbours
• maritime intermodal transports to and from Adriatic harbours
• continental intermodal transports between inland centres
Such a split can only be given in rough estimation for the present as well as for a long-term
perspective:
• regarding the presence there are no reliable data
• regarding the future there is, in addition, the high volatility of the intermodal
market and its bias towards the way of lowest resistance
1.3.2 Impact of a broad gauge rail connection to the Vienna region

In summer 2013 the first steps for the realization of a broad gauge rail connection to the
Vienna region were started by a Europe-wide tendering of a feasibility study.
Such a rail connection is supposed to have strong impact on the intermodal transports in
the SETA region:
• The transport volumes coming from (and going to) the Far East have an effect on
the terminal point comparable to a big gateway terminal
• The market effect would range far into Germany and other Central and Western
European countries.
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• Such a big terminal would also influence other long distance transports which have
no direct connection to the broad gauge rail.
• There would be a strong stimulus on the SETA corridor, with transport volume from
the new terminal towards Italy, Slovenia and Croatia.
• With the terminal location in the Vienna region as planned currently also the
Austrian south train connection (incl. Semmering and Koralm tunnels) would gain
strong impact.
Figure 1: Impact of Broad Gauge Connection to Vienna
More precise conclusions are not feasible in the actual status of this project. Thus the
recommendations for the SETA terminal strategy do not yet regard the broad gauge
project. An additional investigation in this context is regarded to be necessary.
1.4 Impact of transport policies on the terminal development

According to the White Paper of the EU regarding transport politics the promotion of
intermodal transport is a central concern.
Austria as well as the neighbour SETA countries are more and more convinced, that
intermodal transports do not only need a capable rail infrastructure and powerful
terminals, but also supporting measures.
It has to be distinguished between measures effecting a shift from road to rail and
measures, which influence the selection of routes and locations.
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Besides legal regulations as e.g.
• truck driving ban during night
• drivers breaktime regulations,
• weight limits
and their strong enforcement
there are financial measures with high effectiveness, as e.g.
• road pricing toll
• reduction of the utilization charge for rail infrastructure3
• subsidies, with differenciation between investment subsidies (e.g. for cranable
equipment, for terminals) and reimbursement for operating costs
With the exception of a few EU support programs the decision on legal and/or financial
measures to support the rail or intermodal transports are up to the national or sub-national
regional authorities.
Concerning subsidies the terminals would need appropriate financial possibilities within
the national or regional governments. These financial sources cannot be taken for granted
for most of the SETA countries on the long-run.
The development in this area is hardly predictable due to the fact, that reliable
information on such fiscal or legal regulations is not available for medium or long term
perspective.
In addition there are economical influence factors, especially the development of fuel
costs and of personnel costs with high impact on the truck transport development in the
SETA region.
For both developments it can be assumed that they will support a shift from road to rail:
both cost factors are supposed to increase stronger than the average cost index. (And truck
transport needs far higher energy consumption than rail transport and is far more labour-
intensive.)
3
In 2012 in Hungary a new discount was introduced for railway transport that has been transferred from the road to incentivise
environmentally friendly railway transport. Trains that travel a distance of more than 300 km and transport goods that were
previously transported on the road receive a 70% discount on the track usage fee.
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2 Ports, dry ports and ICT in SETA corridor – overview
2.1 Scope and purpose of the SETA corridor

The SETA (South East Transport Axis) corridor is defined as region from Eastern Austria and
Western Slovakia on the north end to the Adriatic sea harbours Trieste, Koper and Rijeka
on the South end:
Figure 2: SETA corridor
Background and purpose of SETA: 4

The transport connection from Central Europe to the Northern Adriatic ports and further
on to the Western Balkans is of major importance for the regions in Central and South East
Europe. Besides the efforts set for developing the Trans-European Networks, actions have
to be defined to provide efficient connections between and to the main transport
corridors. These connections are of major importance for the regions which are not
directly linked to these corridors. The SETA Corridor provides an efficient railway
connection on existing tracks between Central Europe and the North Adriatic Ports
connecting Rail Network Europe (RNE) Corridors 7, 8, 10 and 11.
Upgrading of international accessibility is highly connected with increasing inner-regional
connectivity, but also with very important new hinterland connection of the Northern
Adriatic ports Koper and the only Adriatic deepwater harbor Rijeka. The establishment of
the upgraded TEN-Axes 17, 18, 22, 23, 25 (as well as the planned possible enlargement of
Russian broad gauge railway) find their intersection in the Vienna/Bratislava region and
build a transnational hub in this region. SETA Corridor is the interconnection between this
4
Source: http://www.seta-project.eu/index.php/about-seta
17 / 122
transnational hub and the Balkan countries respectively the Northern Adriatic ports of
Rijeka and Koper as well as the corridors to Eastern Germany.
SETA will focus on upgrading of already existing rail infrastructure (with moderate
investment costs) and the connection to all other means of transport. Compared to the
previous project SIC!, where basic studies on the feasibility and impact of the corridor
have been carried out, SETA will provide the project partners with information and data
(on the level of single development measures), which they need in order to start
negotiations with international financing institutions.
As SETA is not the only project dealing with the development of the transport system,
cooperation between existing projects and initiatives dealing with similar topics (either
spatial or thematical) is the ALPINE Space project PARAmount. The budget reserved for
these cooperation activities will ensure the exchange of data, information and expert
knowledge (e.g. SETA transport demand model taking into account data already elaborated
in the projects SoNora, BATCo, SEETAC).
The SETA corridor has structural differences to the most other corridors in Europe.These
differences must be explained in the introduction.
2.2 General structure characteristic

The SETA corridor runs through a high number of small countries with a small-scale
economy in some cases. This is the reason of the high amount of ports, dry ports and ICT
(intermodal container terminals) which are small and medium-sized only and still have no
satisfactory capacity utilization. In the following all dry ports and ICT are called
“terminals”.
2.2.1 Locations in seaports

In this study the Adriatic ports are not included in the evaluation: They have their focus on
sea transportation and not on regional or corridor-specific supply functions. From that
perspective the Adriatic ports are source or sink only and have no national gateway
function.
The SETA transport forecast shows a significant growth of the maritime container
transports over these seaports. Therefore the Adriatic ports are an important factor of
growth for the combined transportation in the SETA corridor.
There are small and medium-sized locations (without full capacity utilization) also close or
in the area of the Adriatic ports, on the southern end of the SETA corridor.
The North Sea ports, especially Hamburg, are investing in the northern area of the SETA
corridor in order to develop their own business. This competition has a big influence and
can be an element of uncertainty for the SETA forecast.
The SETA corridor has to handle the intersection areas between important main transports
flows from:
• Adriatic ports
• North Sea ports
• Constanza and Danube
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It has to be considered that a substantial part of the terminal volume is handled outside of
the SETA corridor. This transports flow will be mainly delivered over the following
corridors:
• Danube axis (both directions, to Germany and to the Black Sea and Balkan region)
• through Czech Republic and Germany
2.2.2 Inland locations

The study includes detailed evaluation of 11 terminals. This is only a selection from a
bigger number of locations, with the goal to focus on the most important locations.
Nevetheless there is a number of smaller locations which can become more important in
the future in case of regional support or other economic influences. For example big
companies in the automotive industry have a strong impact on the regional demand in the
area where they are located.
Regarding ICTs there are only 2 important locations of large scale at present:
• Vienna Freudenau
• Dunajska Streda5
Both locations have a modern infrastructure and have invested in their facilities over the
last years. Caused by their closeness to important economic regions in the SETA corridor
growth can be expected. But these locations have some disadvantages also which can offer
the possibility for other areas to settle within the competition.
All other locations of the SETA corridor have smaller capacities and regional functions
mainly. Many terminal facilities are old sometimes with a maximum track length of 350
meters only and have very limited area for storage and handling. This results in
complicated and inefficient procedures. It is unlikely that all existing locations can find
their place on the future market, the competition will have winners and losers.
2.3 Characteristics of the SETA region

The SETA corridor has several specific characteristics which are investigated in the study.
To point out these specifics the SETA corridor is compared with the corridor Rotterdam –
Genoa:
• The heavily frequented corridor Rotterdam – Genoa runs through 4 nations only. In
comparison the short and not heavily frequented SETA corridor passes at least 6
nations6
• The corridor Rotterdam – Genoa gains enough volume only from the home market,
SETA needs a huge market area to get the volume which is needed7.
5
Dunajska Streda is not part oft he evaluation, as it was considered not to be directly part oft he SETA-region regarded in this
study. Nevertheless it has been taken into account for strategic assumptions. This terminal has been developed substantially
in the recent 3 years. The actual capacity and other parameters are as follows: Terminal extent: 280 000 m2,Stacking
capacity: 25 000 TEU, own rail tracks: 5 x 650m + 4 x 550m, Rail Mounted Gantry Cranes: 3 over 5 tracks of length 650 m,
Handling machines: 4 Reachstackers 42mt + 4 x 8mt, Railway capacity: 5 trains simultaneously. The third METRANS'
terminal, strategically located on Slovak / Hungarian border, in the triangle between Bratislava, Budapest and Vienna is
offering regular rail service to HAMBURG and BREMERHAVEN and further interesting southbound connection to KOPER
(Trieste, Rijeka). Present up-to-date facility was constructed as green field terminal in the same town, to meet growing
demand in the region. Started operation in January 1, 2007 (The old terminal - located nearby - was operated by METRANS
since October 1, 1999.)
6
Slovakia, Hungary, Austria, Slovenia, Croatia and Italy
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• At the corridor Rotterdam – Genoa there are several business regions8 - in the SETA
corridor there is only one location with such an influence (the twin city region
Vienna – Bratislava with peripheral area like Brno and western Hungary9).
• The centre of the corridor Rotterdam – Genoa is within the border of one State –
centres along the SETA corridor are spread over several nations and thus in direct
corridor-internal competition.
• In fact there is a competition between regions in Austria, Slovakia, Hungary and
Czech Republic in the North and Italy, Slovenia, Croatia and their sea ports in the
South.
• In addition there is a rail route competition – in the North between Slovakia,
Hungary and Slovenia with the Austrian rail net and in the South between Croatia,
Slovenia also with the Austrian rail net.
For the last aspect it has to be added that the forecast from the SETA work package 4
foresees that the projects in Austria (Semmering10 and Koralm11 tunnel) have a big impact
on the volumes in the SETA corridor.
This assumption could be correct if no other significant delays in the completion of the
Austrian projects will appear.
2.4 Competition of the combined transports
2.4.1 Competition of the railway companies

With the disappearance of the monopoly structure of the large state rail providers (Rail
Cargo, CD Cargo, ZSR and MAV) significant market shares in intermodal transportation have
moved to private providers. This process leads to the effect that great state providers will
soon have less than 50% of the intermodal market in long-term.
The private providers have the following characteristics in their product policy:
• There is no binding on national routes. That means a clear focus on cheapest line –
for example for Austria: A growth of freight transports north and east outside
7
At least added: Czech Republic, Poland, Germany and the Balkan States
8
Rotterdam, Ruhr region, Mannheim, Mailand, Turin
9
The following business and industrial parks are expected to be developed in the next few years: Nagykanizsa, Zalaegerszeg,
Mosonmagyaróvár, Győr. The type of business activity, the expected volume and the freight transport mode cannot be
estimated as it depends on the intentions of the investors. It is expected that the capacity of the automotive factory in Győr
will be extended and that trains are used to transport passenger cars.
10
The project consists of the construction of a new double-track tunnel of 27km length. The design speed is 230km/h. The travel
time will be reduced by about 30min. The reduction of the travel times as well as the option to operate the line with just a
single engine vastly improves the usability for freight transports and reduces the operational burdens associated with the
current mountainous line significantly. In regard to goals of the national policies concerning transport the development of the
rail connections is part of a long-time strategy to improve shifts from the road to rail. The construction of the tunnel is ongoing.
The construction works will be completed by 2024.
11
The project consists of the construction of a new double-track line with about 130km of total length. The tunnel itself will have
a length of almost 33km. The design speed is 200km/h. The construction will reduce the travel time between Graz and
Klagenfurt to 50 minutes. In connection with the improvement at the Semmering the Koralm-tunnel provides a high speed
connection to the south of Austria as part of the Baltic Adriatic Axis. On a European scale the BAA connects the Baltic sea via
Poland with the regions around the Adriatic sea which provides fast, reliable train connections for freight as well as
passengers. From an Austrian point of view the project leads to a fast connection between Graz and Klagenfurt that can be
served by single traction. This will improve the regional development along the axis as well as foster the further economical
development of these regions with high potentials to be activated. In regard to goals of the national policies concerning
transport the development of the rail connections is part of a long-time strategy to improve shifts from the road to rail. The
construction of the tunnel has already started at the moment. The tunnel will be completed by 2023. The first part of the new
track between Werndorf and Wettmanstätten is already in operation.
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Austria can be observed, far above average growth, caused by lower cost structure
in these countries.
• Also the carriers adapt their routes according to tthe goals of the forwarding
companies, ocean carriers or seaports.
2.4.2 Competition of operators and seaports

Above the competition of the railway companies there is a strong competition between the
real big market players: ocean carriers, sea ports, forwarding agencies and operators.
These companies choose their train connections and their terminal locations with the goal
to strengthen their power in their core markets. Political aspects and sustainable
development are not as important as the cost structure.
This has several consequences:
• Providers concentrate their activities on locations they are able to dominate
• Additional development of the nearby market.
• Formation of alliances between market participants with common interests with the
result of on-going changes in the shipping volume per location.
• High volatility in the route decision.
Results from the seaport competition between Trieste and Koper:
• Koper has competitive advantage to Trieste especially for the market in Slovakia
and Hungary based on the better railway net.
• Shipments to Koper run via Hungary or Slovenia mainly because in Maribor (at the
Danube Bridge) the train is limited with 20 tons axle load.
• These reasons are a benefit for the terminals in Slovakia and a disadvantage for the
Austrian locations of the twin-city-region.
2.5 Effects of financial measures

Additional to trend forecasts, SETA has the goal to influence the development of the
transport and location policy. Terminals are key points in the infrastructure which can
support:
• transports and economic growth in the region
• gain a competitive advantage for the region.
It is undisputed that the SETA corridor in European peripheral area should be supported in
form of investments to reach the average standard in the infrastructure. Nevertheless the
funding has to be done carefully. But the past showed that the expectations are not
fulfilled always. Especially big market players sometimes tend to exploit such subsidies and
shift volumes to the locations where they get the highest support. This shows that punctual
funding alone cannot solve the weaknesses in the international system.
2.6 Market trend to cheap routes

Water always chooses the least resistance it does not flow necessary where the engineers
want it to when it finds an easier way. The same behaviour shows the shipping market – for
example in addition to the considerable overcapacity in Central Europe there are
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additional expansion projects planned and under construction. This may lead to even
stronger price competition.
The focus of the location evaluation must be on the function of the location in the
nationwide network. This aspect is more important than the development of the demand
in the region.
2.6.1 Terminal network in the European route system

• One of the important things for economical offers is the possibility to build long,
heavy and profitable trains over long distances.
• Especially on a corridor with medium shipping volume it is necessary to bundle the
transport flows.
• Therefore nationwide gateway terminals for long distances are needed.
• Around these gateway terminals regional terminals can take over regional
functions.
• The area of the gateway terminals must be defined from a European perspective.
• These terminals must be located on the intersections of powerful axes.
2.6.2 Increasing competition between terminals

In the greater area of Vienna and Bratislava there are more than 10 locations that are in a
cross-border competition:
• Dunajska Streda (SK) 12
• Sladkovicovo (SK)
• Bratislava UNS (SK)
• Bratislava Palenisko (SK)
• Györ (H)
• Sopron (H)
• (Brno) (CR)
Vienna Freudenau Port (A)13
• Vienna Nordwestbahnhof (A) (planned closure till 2018)
• Vienna Inzersdorf (A) (planned start 2018)
• Krems Port (A)
At least the underlined locations still have or try to get an over regional gateway function.
These locations have invested in the past and/or are thinking about useful projects and
investments for the future. In most of these locations significant capacity is supposed to be
available.
In Bratislava and Sopron there are investments planned, but the status is not known.
12
This location is not in the scope of the study, but has to be described because regarding the influence on SETA: The actual
capacity and other parameters are as follows: Teminal extent: 280 000 qm, Stacking capacity 25 000 TEUs, Tracks: 5x650m,
4x550m, 3 portal frames, 4 reach stackers, 190 trucks. The terminal, strategically located on Slovakian / Hungarian border, in
the triangle between Bratislava, Budapest and Vienna is offering regular rail service to HAMBURG and BREMERHAVEN and
further an interesting southbound connection to KOPER (Trieste, Rijeka).
13
As described in pt. 3 the terminal Vienna Freudenau can provide a gateway function in best case on terminal 1 with reduced
capacity.
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In addition, in the Bratislava region, between city, Danube, refinery and rail (station
Bratislava UNS) the setup of a big hub logistics terminal, similar to BILK in Budapest, has
been under discussion for several years. International project teams have been involved in
this topic. In case of a realisation there would be another gateway terminal for continental
intermodal transports in this region, aside from Dunajska Streda In this case the future of
the existing Bratislava terminals UNS and Palenisko would have to be reconsidered.
Similarly is the terminal situation in Slovenia, Italy, Croatia and southern Austria where the
terminals are in competition to get the relevant market space of one big economical area.
2.6.3 Gateway functions

The following points have been taken in account:
• In order to achieve the distribution volume as defined in work package 4 for 2025 a
shift in growth to the Austrian network is required.
• This requires the implementation of the necessary investments in time (for
example finishing the Semmering and Koralm tunnel).
This presupposes:
• To work against the actual trend that volume is shifted cross-border from one
terminal to another.
• No support of terminals and infrastructure investments that motivate stakeholders
to shift their volumes from one terminal to another, which rises further competition
and forces inefficiencies within the whole intermodal transport system
• Support only for those actions, which focus on further growth in the intermodal
transport market and which enable modal shift from road to rail.
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3 Important terminals and nodes within the SETA-corridor –
evaluation
3.1 Bratislava UNS (Slovakia)

CSKD INTRANS offer a variety of container-based transportation options, using both
railways and trucks. Shuttle trains of CSKD INTRANS carry sea-containers from the German
ports of Bremerhaven and Hamburg to Prague and back, from border stations such as TKD
Dobra, Cierna, Małaszewicze, Terespol to Prague, Prerov, Bratislava and for example
between Terminal Zilina and Kaliningrad, from the Slovenian port of Koper to Bratislava,
Žilina, Vratimov, Paskov and back. Trains also go between the terminals within an existing
solid network or using partner’s networks, to the Italian port of Trieste and the Croatian
port of Rijeka, as well as to other western, southern, and eastern European or Asian
destinations. The container terminal network of CSKD INTRANS counts Prague, Přerov,
Brno, Bratislava, Žilina, Ružomberok and Košice from which the truckers deliver the
containers up "to door" to any destination in the central Europe. 14
Figure 3: CSKD INTRANS Bratislava, location15
14
Source: http://www.intrans.cz/
15
Source: Google Earth (Lúčna ul. 12, 82105 Bratislava, SLOVAKIA)
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Figure 4: CSKD INTRANS Bratislava, location16
This traditional structured location operated by CSKD Intrans offers a neutral terminal
operation which is not typically common in Slovakia. CSKD intrans operates in intense
competitive to Dunajska Streda and on a limited scale also to Bratislava Palenisku. CSKD
Intrans is currently a successful niche supplier with own products in the area of Railway
services. CSKD is not only running the terminal but acts also successfully as train operator –
thus is not regarded as completely neutral in this function.
The terminal located next to Bratislava is suitable for first runnings and follow-up
movements in the centre of Bratislava (e.g. city-logistics) and to nearby companies in the
area. The direct connection to the motorway is a big advantage of this location.
The non-electrified rail connection to the train station Bratislava UNS is not ideal but
allows a rapid building of trains and delivers a direct connection to the national rail
network.
Problems are:
• the mainly old equipment where partly renewal is needed
• the short terminal rails
• lack of space
• the dependency of CSKD Intrans (and the fact that it is losing market shares)
16
Source: Google Earth (Lúčna ul. 12, 82105 Bratislava, SLOVAKIA)
25 / 122
Previously proposed extensions failed due to the lack of money and not existing, necessary
approvals. CSKD Intrans has significant transports to Koper which are in competition to
Dunajska Streda. These two locations seem to be main players to handle combined
transportation on the SETA corridor towards Koper.
Fact sheet:
Table 1: Fact sheet ÚNS CSKD INTRANS Bratislava17
Terminal Operater ČSKD INTRANS s.r.o. (Bratislava)
Address Lúčna ul. 12, 82105 Bratislava, SLOVAKIA
Modes served Road, Rail
Phone +421 903 744 857

Fax +421 903 744 857
E-Mail papuga@intrans.sk
Web http://www.intrans.cz
Opening hours Mon-Fri: 06:00 - 18:00
Total terminal Area 34.500 square meters
Handling of Container
1 x 290 m
1 x 297 m
Tracks 1 x 325 m
total number of tracks: 3
total usable length: 912 m
Portal frame 1 x portal-crane, 1 x side-loader
Reachstackers 4 x 24 t / 15 handlings per hour
Interim Storage 16.000 square meters
• handling of containers
• container depot services, short-time storage of
full/empty containers
• repair and maintenance of containers
Services (abstract) • lease of own 20' containers
• customs declaration services, skilled assistance within
customs inspections, issuance of customs
documentation
• consultancy in logistics and international intermodal
transport
17
Source: http://www.intermodal-terminals.eu, http://www.intrans.cz, FLAVIA report FH Wildau Deutschland
26 / 122
• purchase and sale of containers
• …
Bratislava – Koper and back: up to 3 trains weekly
Bratislava – Praha Žižkov and back: "ad-hoc " trains or wagons'
groups
• Praha Žižkov - Hamburk/Bremerhaven (10 trains in
both directions weekly, transfer time 17 hours)
• Praha Žižkov - Přerov and back: every night railway
transfer both directions (transit-time 12 hours)
• Praha Žižkov - Brno and back: every night railway
transfer both directions (transit-time 12 hours)
• Praha Žižkov - Paskov and back: every night railway
Connection transfer both directions (transit-time 12 hours)
Special intermodal projects:
• Koper - Žilina: 5 trains weekly both directions
• Koper - Paskov: 3 trains weekly both directions
• Koper - Dobra: 2 trains weekly both directions
• Žilina - Kaliningrad: even 12 trains weekly both
directions
• Hamburg - Paskov: one train weekly both directions
• Koper - Sladkovicovo: 2 trains weekly both directions
Rolling highway: n.a.
Shipping volume 430 TEU/day, 147.700 TEU/year (2011)
Market information n.a.
Structure information n.a.
• Intercontainer-Interfrigo (ICF):
Holding structure • CSKD-intrans: (Mainport Rotterdam Holding N.V., ECT
Beheer BV)
Planed reconstruction of the terminal area and office
buildings
Moving existing rail tracks in the terminal to strategically
more efficient place
Renovation of the terminal storage ground
Strategy / Investment
Enhancing the terminal unloading operations by moving the
rail tracks to more efficient position in the terminal area
Creating of better options for container storage
Increasing of storage capacities
Status is in engineering phase / Realisation 2014 - 2015
Additional information n.a.
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3.2 Bratislava Palenisko (Slovakia)
Slovenská plavba a prístavy a.s. (SPaP a.s.) has been a dominant company in the field of
transport, transhipment and warehousing of goods, forwarding services, repair works and
building of new vessels on the territory of the Slovak Republic. The company offers
logistics services, being connected with transportation of all kinds of goods on the river
Danube as well as on the whole network of West European waterways between the North
Sea and the Black Sea. 18
The Container terminal carries out:
Transhipment of containers of ISO 1C - A series
Transport: railway-road-river
Warehousing / hiring of storing surfaces
Gathering of containers
Door-to-door service
Checking
Maintenance,
Repairs and dry cleaning of containers
The SPaP a.s. - container terminal in Bratislava has a direct regular railway connection by
means of container shuttle trains: Bratislava - Mělník and vice versa, Bratislava -
Bremerhaven and vice versa, Budapest - Bratislava. 19
Figure 5: Bratislava Palenisko (SPaP), location20
18
Source: http://www.spap.sk/en/company-spap
19
Source: http://www.spap.sk/en/container-terminal
28 / 122
Figure 6: Bratislava Palenisko (SPaP), handling of container21
The terminal was built before the opening of the East European countries in 1980. The
train station at the port has electrification but the terminal access is without
electrification.
Actually there are no measures taken for investment or development of railway tracks,
electrification of railway lines, etc. of ICT SPaP a.s. which could be directly related to
SETA corridor activities.
In the past, a project was prepared for block trains from Koper port to Bratislava, but due
to economic reasons the project was stopped, the actual status is unknown.
Actually this terminal seems strongly oriented to cooperate with the sea ports of
Bremerhaven and Rotterdam.22
Fact sheet:
Table 2: Fact sheet Bratislava Palenisko (SPaP) 23
Terminal Operater SPaP a.s.
Address Pribinova 24, 82109 Bratislava, SLOVAKIA
Modes served Road, Rail, Barge
Phone +421 2 58271 111

Fax +421 2 58271 114
E-Mail spap@spap.sk
Web http://www.spap.sk
Opening hours Mon-Fri: 06:00 -22:00
20
Source: Google Earth (Pribinova 24, 82109 Bratislava, SLOVAKIA)
21
Source: http://www.spap.sk/
22
See: The new project Danube gate –http:// www.danubegate.com/
23
Source: http://www.intermodal-terminals.eu, http://www.spap.sk/ , FLAVIA report FH Wildau Deutschland
29 / 122
1 x 150 m
1 x 300 m
Tracks
5 x rail gantry cranes, 2 x 16 t, 2 x 20 t, 1 x 36 t
Portal frame
1 x stationary RoRo ramp
Interim Storage 11.000 square meters
In general:
Transhipment of bulk cargo
Transhipment of general cargo
Transhipment of liquid cargo (PMO)
Transhipment of overweight and over dimensional
cargo
Ro- Ro facility
Container terminal for:
Transhipment of containers of ISO 1C - A series
Transport: railway-road-river
Warehousing / hiring of storing surfaces
Services (abstract) Gathering of containers
Door-to-door service
Checking
Maintenance,
Repairs and dry cleaning of containers
Other services:
Leasing of vessels
Renting of offices
Rental of sheltered warehousing areas
Truck parking
Mounting and service of river radars
Bunkering and services for ships
The SPaP a.s. - container terminal in Bratislava has a direct
regular railway connection by means of container to shuttle
trains:
Connection
• Bratislava - Mělník and vice versa
• Bratislava - Bremerhaven and vice versa
• Budapest - Bratislava
Shipping volume 221.980 t (real tons), 22.040 ITU (2009)
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For the purpose of increasing of its business activities and
fulfilment of its strategic plans, the company SPaP a.s.
established subsidiaries, which provide for further supporting
activities within the business activities of the SPaP a.s.
• Slovenská plavba a prístavy - Lodenica s.r.o. (shipyard)
A full subsidiary of the SPaP a.s., carrying out a full
scope of repairs and reconstructions of motor cargo
vessels as well as of passenger ships for the parent
company as well as for other business partners.
• The company Ferroservis Bratislava s.r.o.
A full subsidiary of the SPaP a.s. Bratislava. The
Structure information company offers their services to the customers in the
field of transhipment and warehousing of ferrous
materials, transport and forwarding services as well as
customs declaration services.
• Dalby a.s.
Specialized transhipment activities by means of newly
built transhipment facility in the Port of Bratislava in
the estuary of the port basin Pálenisko using
technology being unique in the Slovak Republic,
guarantying minimizing the risk of oil spills and
maximizing the level of operation safety.
Rolling highway: available (1 x stationary RoRo ramp)
Holding structure n.a.
The future of SPaP a.s. has been based on creating of a

multinational logistic centre for transhipment, transport and
warehousing of goods and providing businessmen and
receivers of transported goods with expert information.
The strategy of the company has been oriented to 3 basic
directions:
• To continue in efforts of maximum increase of product
rate having higher VAT
• Satisfying the demands of strategic and traditional
customers by means of high-quality services
• Creating of an international logistic centre in the
south-western part of EU.
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3.3 Vienna Freudenau (Austria)
At its location in Vienna Freudenau, WienCont Containerterminal Ges.m.b.H., a subsidiary
company of the port of Vienna, operates the biggest combined transport terminal on the
Danube that ranks among the most modern terminals in Europe. WienCont specializes in
two central areas of operations:
• Terminal and depot services
This area comprises the handling and storage of containers as well as services such
as repair.
• Container Trade and Distribution
This area includes the trade and renting of office, housing, storage, sanitary,
special and transportation containers as well as office solutions.
The trimodal design of the handling areas at the location on the Danube in Vienna is
appreciated by shipping companies, leasing companies, haulage operators, freight carriers
and train companies. 24
Figure 7: WienCont Container Terminal GesmbH, location25
24
Source: http://wiencont.com
25
Source: Google Earth (Freudenauer Hafenstraße 12-14, 1022 Wien, Austria)
32 / 122
Figure 8: WienCont Container Terminal GesmbH, Container handling26
The terminal is divided into three separate areas:

• Terminal 1: Terminal 1 is especially suitable for direct incoming shuttle trains and
has 3 cranes on 4 tracks. At Terminal 1 there is only the possibility of an
intermediate container store. For longer storage and for container services (e.g.
repair) the container has to be transferred in other terminal areas. Due to the full
use of the existing capacity of this terminal it seems to be problematic to have a
gateway function.
• Terminal 2 and 3: Major strengths of Terminal 2 and 3 are, that they can be served
with Reach stackers and have a direct connection to the storage area and a big area
for manipulation. A disadvantage of this area is that the terminals are non-
electrified and only accessible via the train station Donaukaibahnhof (Vienna)
where wagon shunting and relocation is possible.
The main appearance of the terminal today is:
• mainly maritime container transports to and from North Sea ports
• combined transport to Germany and Western Austria and in an low scale to the
Balkan States
Transports from and to locations along the SETA corridor should be extended in the future.
The running connection between Vienna Freudenau and Sopron is a well-used gateway
towards Balkan destinations. The terminal Vienna Freudenau serves as a hub for combined
transportations for some directions to Germany and to Hungary. The gateway function of
this terminal is mainly important for industrial companies in Austria.
26
Source: http://wiencont.com
33 / 122
Fact sheet:
Table 3: Fact sheet WienCont Container Terminal GesmbH27
Terminal Operater WienCont Container Terminal GesmbH
Address Freudenauer Hafenstraße 12-14, 1022 Wien (Austria)
Modes served Road, Rail, Barge
Phone +43 1 72 772-0

Fax +43 1 72 772-19
E-Mail office@wiencont.com
Web http://www.wiencont.com
Opening hours Mon-Fri: 06:00 – 19:00
Container
Handling of Swap Body
Semitrailer
6 x 650 m
1 x 510 m
1 x 400 m
Tracks 1 x 120 m
total usable length: 4.930 m
Planned increase to 11 tracks!
Rail: 2 x 45 t / 25 handlings per hour
Portal frame
Barge: 1 x 45 t / 20 handlings per hour
8 x 45 t / 25 handlings per hour
Reachstackers
Interim Storage Capacity: 2.000 TEU / 25.000 square meters
Depot Capacity: 5.000 TEU
Services:
• Security
Services (abstract) • Customs
• Container Maintenance
• Container Repair
• Container Cleaning
• Reefer
27
Source: http://www.intermodal-terminals.eu, http://wiencont.com, http://www.verkehr.co.at
34 / 122
• Trucking
Other Services:
• Stuffing and Stripping
Rail:
• With more than 120 trains a week to and from
Hamburg, Bremerhaven, Duisburg, Cologne,
Rotterdam, Bludenz, Hall, Budapest, Parma, Dabrowa
Gornicza, Halkali and Sopron, WienCont offers
connections to major European seaports and cities.
Road:
• More than 150.000 trucks a year benefit from the
Connection optimal connection of the WienCont terminal with the
major Austrian main transport routes.
Inland waterways
• Thanks to the opening of the water way Rhine-Danube-
Main and the Danube that can be navigated to
Southeastern Europe, the WienCont terminal is located
directly on the main arteries of inland water
transportation. This opens up all new transport
perspectives, from the ARA ports (Amsterdam,
Rotterdam and Antwerp) to the Black Sea (Constanta).
478.000 TEU (2012)
Shipping volume
maximum capacity of 600.000 TEU per year
• 94,24 % Hafen Wien

Holding structure • 4,16 % Roland
• 1,60 % Eurogate
The terminal operator Wiencont is planning the next
expansion of the Port of Vienna Freudenau:
Strategy / Investment • Additional 35.000 square meters due to land fill
• Total capacity of 1,5 Mio. TEU per year
• Investment: 92 Mio. €
35 / 122
3.4 Vienna Nordwestbahnhof (Austria)
In 2013 all terminals for combined transport from Rail Cargo Austria (RCA) were
transferred to the rail infrastructure provider ÖBB Infrastruktur AG.
This included the location of
• Vienna Nordwestbahnhof CCT
but also
• Terminal St. Michael
• Terminal Villach
• Terminal Wels
• Terminal Wolfurt
• ROLA Terminal Brennerseee
• ROLA Terminal Salzburg
• ROLA Terminal Wörgl
ÖBB Infrastructure AG runs the terminals through the division Terminal Services Austria
(TSA).
As a neutral terminal operator ÖBB-Infrastruktur AG guarantees an optimal organisation of
lntermodal Transport Units and a perfect coordination between customers, operators and
the railway companies. This ensures a smooth, process-oriented transport management at
the terminals located at the most important economic hubs in Austria.
On request, Terminal Service Austria also provides basic terminal services such as
• Transhipment of Intermodal Transport Units (ITU) using gantry cranes or reach
stackers for liftings
• Apparent verification of incoming ITU for damage (receiving check)
• Interim storage of full and empty ITU
• Utilization improvement through the use of advanced IT software in the disposition
of the loading
• Rolling Road (ROLA) service
• Innovative semi-trailer handling (ISU) for not crane able semi-trailers
Additional services offered:
• Empty container storage, container repair
• Reefer service (power supply, recording of temperature)
• Stuffing/stripping
• Control of inbound transports to private sidings
• Trucking organisation
• Agency services for operators and railways28
28
Source: http://www.oebb.at/
36 / 122
Figure 9: Rail Cargo Austria Terminal Nordwestbahnhof, location29
In the recent years the terminal Vienna Nordwestbahnhof has lost market share in the
intermodal business which was dominated by transports of Rail Cargo Austria. A lot of the
transportation volume switched from Vienna Nordwestbahnhof to the terminal Vienna
Freudenau. Although the terminal is now part of the ÖBB Infrastructure AG a significant
change in the trend cannot be foreseen so far.
The focus of the terminal is on continental combined transport to West Austria and
Germany and a on a small scale also to Sopron. The terminal does not operate in maritime
transports.
The location is old and reaching the end of its technical lifecycle. Due to the new
terminal-project Vienna Inzersdorf which is planned in order to replace Vienna
Nordwestbahnhof, no significant investments are expected for the future.
The terminal shall be shut down when Inzersdorf will go live, which is expected for
2017/2018.
Fact sheet:
Table 4: Fact sheet Rail Cargo Austria Terminal Nordwestbahnhof30
Terminal Operater ÖBB-Infrastruktur AG
Address Praterstern 3, 1020 Vienna (Austria)
29
Source: Google Earth (1020 Wien, Taborstraße 95-97, Austria)
30
Source: http://www.intermodal-terminals.eu, http://www.railcargo.at/, Report of the Austrian Court of Audit 2012
37 / 122
Phone +43 1 93000-34785
Fax +43 1 93000-32644
E-Mail leopold.schafhauser@railcargo.at
Web http://www.railcargo.at
Mon-Fri: 06:00 – 18:20

Opening hours
Sat: 06:00 – 10:45
Container
Semitrailer
3 x 400 m
1 x 180 m
Tracks 2 x 80 m
RMG (Rail mounted Gantry Cranes)
Portal frame
Interim Storage
Capacity: 1.760 TEU
Depot
Rail logistics for:
• Chemicals, Mineral Oil, Agricultural Products
• Steel, Raw Materials
• Timber, Paper
• Automotive, Building Materials, Consumer Goods
Intermodal logistics:
• Combi Cargo
• Rolling Road possible
Services (abstract) • ISU possible
Contract logistics
Warehouse logistics
Connecting railway logistics
Other Services:
• Customs
• Reefer
• Trucking
Connection Intermodal transport with single wagon connections to and
38 / 122
from major harbours
Continental traffic to and from many international
destinations, especially the Southern European area
National traffic with single wagon Connections
Shipping volume 82.500 ITE (2010, actual figures not available)
Structure information Operator: ÖBB-Infrastruktur AG
Strategy / Investment Terminal Nordwestbahnhof will be closed and replaced from

the terminal Inzersodorf in 2017/2018.
39 / 122
3.5 Vienna Inzersdorf (Austria)
Starting in 2017/2018 the terminal Vienna Inzersdorf will replace the terminal Vienna
Nordwestbahnhof. The “Terminal Inzersdorf - Cargo Center Wien” is a multifunctional
railway-road goods transshipment-center. Mainly goods to and from the Vienna
Metropolitan Region will be shipped via the facility. It is expected that through traffic will
amount to about 20% of the total traffic volume. The Cargo Center is being developed at a
new location. Construction includes railway tracks, buildings and other terminal facilities.
Until 2017, one intermodal facility (for container as well as general cargo) with two 600m
tracks and two gantry cranes will be built, as well as part of the wagonload facility.
Additional tracks for rail operations are also included in the first construction phase.
The site will be prepared for further extension of an additional craning facility equaling
the first (2 cranes, two tracks), an extension of the wagon-load tracks and a dedicated
facility for contract logistics. These parts of the project are conceived for future traffic
volume increases, or in case of the CL facility, cannot be financed at the moment. The
additional elements may be realized in future expansion stages according to transport
demand. The first construction phase will cost (including planning costs) 299,5 Mio. EUR.
The construction of a dedicated highway access will cost an additional 19,8 Mio. EUR.
The main objective of the new Inzersdorf terminal is to prepare for the expected increase
of transport volumes of the growing Vienna metropolitan area. It is an integral part of the
Austian strategy to shift goods transportation from road to rail. The new terminal is
located at the city border in an excellent situation to both the railway mainlines and in the
high level road network were several advantages are given (mainly less freight train traffic
in the city, less medium distance and regional truck traffic in the city, fewer residents in
the emission zone from the terminal, more efficient railway operations).
Figure 10: ÖBB Infrastruktur AG - Terminal Inzersdorf, visualization31
31
Source: http://www.schig.com
40 / 122
Figure 11: ÖBB Infrastruktur AG - Terminal Inzersdorf, location32
The originally planned concept for Vienna Inzersdorf was to be a substitute location for
Vienna Nordwestbahnhof with focus on the intermodal transportation in the Eastern
region. After the complete expansion of the terminal Vienna Freudenau it seems that the
remaining quantity from the Vienna Nordwestbahnhof could be handled by the terminal
Vienna Freudenau. Nevertheless it is necessary to have a powerful gateway terminal in the
Vienna region in order to achieve and handle the forecasted volume growth on the Austrian
North-South passage within the SETA corridor. Its function is to support Eastern Austria as
logistics centre by routing the maritime and continental long distance transports via
Vienna.
A terminal operating on a neutral basis combined with a reasonable cooperation strategy is
supposed to have good market chances. In particular for continental transports, for which
good highway connection is more important than sufficient container depot capacities,
significant opportunities are foreseen. The handling capacities for the first realisation
steps need to be adequate to operate such a gateway function.
If the RoRo is further developed in services and technology, which is depending on the rail
operators and on legal regulations, the terminal Inzersdorf could also be suitable for RoRo
connections to Slovenia and Noth Italy as substitute for the Austrian A2 highway. This
option could be feasible as soon as the Semmering tunnel and the Koralm tunnel are in
operation. Such relations, in comparison to road transport with driver’s breaktime
regulations, seems to be interesting particularly for transports between Italy and the Baltic
region, because
Poland and the Baltic states offer only a thin terminal network
The national rail network within Italy is not powerful for fast logistics trains
Regarding the North-South road truck transports there is significant market potential for
the unaccompanied intermodal transports as well as for the RoRo.
32
Source: http://www.railcargo.at/
41 / 122
Fact sheet:
Table 5: Fact sheet Rail Cargo Austria Terminal Inzersdorf33
Terminal Operater ÖBB-Infrastruktur AG
Address Praterstern 3, 1020 Vienna (Austria)
Phone n.a.
Fax n.a.
E-Mail n.a.
Web n.a.
Opening hours n.a.
Container
Semitrailer
26 tracks (4 terminal tracks Phase 1 + 4 tracks in Ph 2)
Tracks 2 x crane runway with 2 crane per runway (effective length of
650 m)
4 x RMG (Rail mounted Gantry Cranes) with total 650 m
Portal frame
length
Reachstackers n.a.
Interim Storage
n.a.
Depot
Services The terminal will be provided for rail, intermodal, contract
and warehouse logistics and other services like customs etc.
The connections served by the terminal will be defined

Connection
before the start of operations.
Regarding intermodal traffic (mainly container) the total
Shipping volume capacity at the Cargo Center Wien will be 285 000 ITU. Until
2017 a capacity of 145 000 ITU will be implemented.
Structure information Operator: ÖBB-Infrastruktur AG
33
Source: http://www.railcargo.at/
42 / 122
Strategy / Investment Total investment round about 323 Mio. €
Terminal Inzersdorf (“TWIN = Terminal Wien Inzersdorf”) will

Additional information
replace Terminal Nordwestbahnhof in 2017/2018.
43 / 122
3.6 Cervignano del Friuli (Italy)
The Intermodal Terminal “Alpe Adria” in Cervignano was included in the Regional
Integrated Transport Plan for Friuli-Venezia Giulia in 1988 as the only intermodal terminal
of the region, thus establishing its role within the national and regional transport systems.
The “Technical and Economic Feasibility Study” for the Intermodal Terminal was
completed in 1990, and thereafter the autonomous region started its erection by
promoting the setting up of and its participation in the relevant joint-stock company,
mostly state-owned, which was entrusted with the design, erection and management of
the Intermodal Terminal. The Intermodal Terminal “Alpe Adria” has been operating since
1998. 34
Figure 12: Intermodal Terminal of Cervignano del Friuli, location35
This terminal was specially built as a gateway for the adjoining areas. The main reasons for
the construction have been:
• good access to the national road
• good access to the railway (especially east-west-axis, Trieste/Slovenia/Treviso)
• not enough space in the centre of commerce in Trieste/Monfalcone/Goricia
The expectations are not fulfilled at the moment. The Terminal has no intermodal
appearance at the moment and is mainly used as a storage area.
Reasons for that could be:
• lack of route expansion – all directions are electrified but only single track with a
lot of passenger traffic
• the connection to the railway net is not ideal and non-electrified
• not enough interest of different operators caused by the rather weak development
of the location
• strong competition with other locations (e.g. Ljubljana)
The location has a huge amount of space for expansion but on the processing side it is
probably not able to handle increasing quantities.
34
Source: http://www.sifvg.it
35
Source: Google Earth (Viale Venezia, 22, 33052 Cervignano del Friuli (ITALY))
44 / 122
The terminal is very well suited as hub on the SETA corridor and also on the axis South
France – North Italy – Slovenia – Balkan states and Baltic region, if two preconditions are
fulfilled:
the realization of the planned infrastructural investments in the region Udine –
Monfalcone by the Italian authorities: e.g. extension of Udine, enhancement of the
track Udine towards Cervignano with a second track and reinforcement of the
route Trieste – Venice
the good rail connection of the terminal: in particular the possibility of running
trains in without necessity of a special shunting diesel locomotive
On top Cervignano can take the function as start or end terminal for intermodal transports
with bulk and tank containers. On the short-term view it is likely to be able to achieve the
volumes for full trains.
Fact sheet:
Table 6: Fact sheet Intermodal Terminal of Cervignano del Friuli (Interporto) 36
Terminal Operater Interporto “Alpe Adria” di Cervignano del Friuli
Address Viale Venezia, 22 – 33052 Cervignano del Friuli (ITALY)
Phone +39 0431 371050

Fax +39 0431 372162
E-Mail amm@autovieservizi.it
Web www.interportocervignano.it
Opening hours n.a.
Step 1: 460.000 square meters

Total terminal Area
Step 2: 510.000 square meters
Tracks 3 x 750 m
Portal frame none
Reachstackers n.a.
Step 1: 24.000 square meters (connected warehouse)

Interim Storage
Step 2: 66.000 square meters (connected warehouse)
36
Source: http://www.intermodal-terminals.eu, http://www.sifvg.it, http://www.interportocervignano.it
45 / 122
They are provided in three main fields:
• Services to companies and operators
• Services to road and railway means and cargo units
• Services to goods
Step 1
• Area: 460.000 square meters, divided into 5 functional
lots, out of which 2 are completed and operating and
2 are under construction and will soon be completed
Services (abstract) • Warehouses: 24.000 square meters (connected)
• Offices and services: 2.500 square meters
• Intermodal yards: 160.000 square meters
• Penthouses: 7.000 square meters
• Tracks: 3 lines of 750 m
• Road and railway steelyard
Step 2
• Area: 510.000 square meters
• Warehouses: 66.000 square meters
• Operating areas: 80.000 square meters
Railway connections
The Intermodal Terminal is connected to the following
railway lines:
• Venice-Trieste, double electrified track, which should
be quadrupled to increase the capacity made available
to cargo trains
• Cervignano-Palmanova-Udine, single electrified track,
which should be doubled
• Udine-Tarvisio ("Pontebbana"), double electrified
track, which was constructed in a new location with
high capacity and speed standards, and connects to
Northern and Eastern Europe.
Road connections
Connection • Highways A4/A23 (Turin-Milan-Venice-Trieste/Udine-

Tarvisio), which are 9 km away from the Intermodal
Terminal and are connected to it by the national road
• National Road SS 14 (“della Venezia-Giulia”, Venice-
Trieste), which directly connects to the port of San
Giorgio di Nogaro and the facility of Aussa-Corno, 10
km away.
• A new connection between the highway A4 and the
Intermodal Terminal is planned. It should separate
goods and long-range transport flows from local
transport flows and make the infrastructure suitable
to the traffic levels expected from the development of
the Intermodal Terminal itself.
• Moreover, to facilitate the connection with Gorizia,
the spur road Villesse-Gorizia should be upgraded and
transformed into a highway.
• Finally, a full set of improvements are planned on the
46 / 122
highway A4, such as the extension to three lanes on
each direction (alternative to the national road SS
352).
Rolling highway:
Shipping volume 350.000 tons per year (2001)
Holding structure Joint-stock company, mostly state-owned
Strategy / Investment n.a.
47 / 122
3.7 Monrupino (Italy)
More than 60 forwarding and transport agencies, in all over 400 employees ensure the
haulier a steady service of 24 h a day. The Trieste-Fernetti Intermodal Terminal serves the
import-export transports through the East-West and North-South axes. The Terminal - 24
thousand square meters of warehouses, 130 thousand square meters of
parking/clearence/storage yards - is directly connected with the Railway station of Villa
Opicina, enable for the Intercontainer transports, with the motorway to Venice (Italy -
Switzerland - France - Spain), Tarvisio (Austria - Germany) and Ljubljana (Slovenia -
Central Southern Europe). 37
Figure 13: Terminal Monrupino (Fernetti), location38
Figure 14: Terminal Monrupino (Fernetti), Overview connection39
37
Source: http://www.fernetti.it
38
Source: Google Earth (Località Fernetti 34016 Monrupino, ITALY)
39
Source: http://www.fernetti.it
48 / 122
The ports of Trieste and Koper are not suitable as gateway terminals for continental
combined transport because they are not situated well concerning the topographical
situation. That was the reason to build up this location as a gateway for combined
transportation in this area. Caused by the missing interception, the location has no direct
gateway function to Koper or Triest.
The economic strength of the region should generate the necessary demand for block train
volumes. Especially in this area and in North-Italy the combined goods transportation has a
high backlog. Like in other areas the most important thing is that the government of Italy
strengthens and enforces the percentage of goods transportation via combined transport.
Especially for the connection to Slovenia it is important to simplify the operational
processing because after a few kilometres the trains must be connected to the Slovenian
network. The handling and taking over of trains between Slovenia and Italy is very time
intensive and complex. A reform concerning regulative issues would be necessary for more
attractiveness of the SETA corridor.
The existing Rolling Highway (RoLa) connection to Salzburg is probably not a permanent
solution regarding the future. It would be interesting to investigate the connection to
Vienna and Bratislava via the SETA corridor because the driving time of round about 8
hours could be used as resting period for truck driver.
Monrupino is appropriate as start or end terminal for intermodal bulk and tank containers.
On a medium-term view it is likely to be able to achieve the volumes for full trains.
Fact sheet:
Table 7: Fact sheet Terminal Monrupino (Fernetti) 40
Terminal Operater FERNETTI S.P.A.
Address Località Fernetti 34016 Monrupino, ITALY
Phone +39-40-2199111
Fax +39-40-2199988
E-Mail info@fernetti.it
Web www.fernetti.it
In general: Mon-Fri: 8:00 – 18:00
Opening hours
First class service: 24 h. a. day
24.000 square meters warehousing
Total terminal Area
130.000 square meters open space
40
Source: http://www.intermodal-terminals.eu, http://www.spap.sk/
49 / 122
Tracks 6 tracks connected with the railway station of Villa Opicina
Portal frame n.a.
Reachstackers n.a.
Interim Storage 24.000 square meters warehousing
Transit services / Service to operators:

First class custom services 24 h. a day
Customs clearance 8.00 a.m. - 6.00 p.m.
Phytopathology office
Border veterinary
Import sanitary services
Bank and currency exchange
Refreshment area with bar and self service
Fuel station
Specialized truck garage
Tyre centre
Truck washing
Fax, phone, photocopy and internet service
Information and data transmission service
Comfort area
Services (abstract) Shop bazar
Goods service:
Receipt, storage, on forwarding
Documentary management of products and orders
Commodity preparation and adequate packing for
shipment
Repacking, marking and labelling
Palletizing and shrink-wrapping
Assembling, sorting and groupage
Handling of containers and heavy cargo
Surveillance
Quality control
Warehouses for goods in ADR system
Private foreign warehouses
Receptivity up to 150 wagons
Corridor 5: from Barcelona to Kiev passing through Trieste
The Intermodal Terminal of Trieste - Fernetti S.p.a. is
directly connected to the:
Connection • Railway station of Villa Opicina, authorized for Inter-

Container transports
• Motorway to Venice (route to Italy – Switzerland –
France – Spain)
• Motorway to Tarvisio (route to Austria – Germany)
• Motorway to Ljubljana (route to Slovenia – Central
50 / 122
Southern Europe)
• 18 km of motorway from Port of Trieste
• 30 km of motorway from the Airport of Ronchi dei
Legionar
Rolling highway:
ROLA Salzburg > Fernetti Trieste (deadline Terminal):
• daily: 00:15
• daily: 05:00
• Tue, Wed, Fri, Sat: 09:00
• Sun: 10:00
ROLA Fernetti Trieste > Salzburg (deadline Terminal):
• Tue, Wed, Fri, Sat, Sun: 10:45
• daily: 14:45
• daily: 17:45
Shipping volume n.a.
In July 1982, the company “Gestione Autoporto di Fernetti

S.p.A.” was set up with the participation of the Consortium,
Autostazione Doganale S.r.l., Autovie Servizi S.p.A. and the
Holding structure Chamber of Commerce.
By a shareholders’ meeting resolution passed on May 10,
1997, the name of the company became: “Terminal
Intermodale di Trieste – Fernetti S.p.A.”.
51 / 122
3.8 Sopron (Hungary)
GYSEV CARGO Zrt. has been created by the Gyõr-Sopron-Ebenfurti Vasút Zrt. based on the
decision of the Competition Directorate General of the European Union relating to the
privatization fusion control of MÁV Cargo, as well as the commitment of the Republic of
Hungary and the Republic of Austria as owners of GYSEV Zrt. GYSEV CARGO Zrt. is a legally
independent company engaged in railway goods transport and has been carrying out the
railway goods transport and logistics activities of GYSEV Zrt. operating in an integrated
form since the beginning of 2011. Within its scope of activities, it assumes a significant
role on the one hand in the conventional and combined market segment of east-west and
north-south European transit railway goods transport and, on the other hand, in Hungarian
and Austrian railway transport of imported and exported goods.
Representing GYSEV Zrt's more than 130 year old traditions and leveraging the market
liberalization of railway infrastructure use in the European Union, GYSEV CARGO Zrt.
implements innovative technological solutions in order to satisfy its customers' demands in
the field of railway goods transport and related logistics services. 41
Figure 15: Sopron Logistic Centre (GYSEV CARGO), location42
41
Source: http://www.gysevcargo.hu/en/about_us/
42
Source: Google Earth (Ipar Körút 21, 9400 Sopron, Hungary)
52 / 122
Figure 16: Sopron Logistic Centre, handling of container43
The location received an important gateway function for transports to Turkey and Greece.
From the Austrian side this location is connected via Lambach, Vienna Nordwestbahnhof
and Vienna Freudenau. Via Sopron block trains are connected to Thessaloniki (Greece) and
Halkali (Turkey). The trains are in direct competition to connections via the “corridor-X-
trains” transporting goods via Ljubljana in the Balkan.
The hub function works, because limited transportation volumes can still be covered by
the terminal capacities, and the comparatively low labour expenses in Hungary
compensate if working processes are not optimised to final efficiency.
The local demand in the close region is very limited still. This is due to the fact that the
cross-border road at Klingenbach is still locked for trucks. After finalisation of the A3
highway to Sopron (timing unknown) an opening is planned. With the A3 connection it is
supposed that terminal Sopron will become a serious competitor regarding the local
demand in the Eastern Austrian region, in particular for SETA transports towards Balkan
states.
The connection to the Terminal Sopron is a single track only, but electrified and in a good
condition regarding infrastructural issues. The other lines more in the South towards
Slovenia and Croatia will be reinforced during the next years and will, after opening of the
highway, probably be in the position to set up additional cargo trains.
The crucial success factors for the terminal Sopron are
Start of operation of the A3 highway to Sopron
Extension of the terminal tracks to approx. 600 m
If feasible direct running in possibility for full trains
Refurbishment of the handling equipment
For the internal extensions and modernisation plans are in place already.
43
Source: http://www.gysevcargo.hu/en/gallery/combined_transport.html
53 / 122
Fact sheet:
Table 8: Fact sheet Sopron Logistic Centre (GYSEV CARGO) 44
Terminal Operater GYSEV CARGO Zrt. (Sopron)
Address Ipar Körút 21, 9400 Sopron, Hungary
Phone +36(99)517 257 (Terminal direct line: +36 99 517 406)

Fax +36 99 517 118
E-Mail kontor.peter@gysevcargo.hu / kontener@gysevcargo.hu
Web http://www.gysevcargo.hu
Mon–Fri: 00:00 – 23:59

Opening hours Sat: 00:00 – 23:59
Sun: 18:00 – 23:59
Container
Semitrailer
4 x 350 m
2 x 280 m
Tracks
RMG (Rail mounted Gantry Cranes)
Portal frame
Reach stackers 2 x 40 t

Depot Capacity: 27.000 TEU
Consignment transport with the following auxiliary services:
• re-expedition
• weighing railway wagons
• load adjustment
Services (abstract)
• running control
• loading and unloading goods to/from railway wagons
• bearing costs of transport fees and auxiliary fees
• creating direction trains (collecting wagons and
compiling trains)
44
Source: http://www.intermodal-terminals.eu, http://www.gysevcargo.hu/en/
54 / 122
• distributing arriving direction trains in an antenna
system
• customs clearance
• consultation
Accessibility:
Road connection: to main road No.84, No.85 and direct
connection to the Austrian motorway system
Connection
Railway connection: in direction Becs, Szombathely,
Szentgotthard, Gyor, Budapest
Capacity: 72.000 TEU / year
Shipping volume
Actual Shipping volume: 5.000.000 tons / year
A growing appreciation of the Turkish market has been
Market information
observed – increased volumes operated via in Sopron.
Structure information n.a
Organisational structure of GYSEV-COMPANY-GROUP:
Holding structure • 66% Hungary (public enterprise)

• 28% Austria (public enterprise)
• 6% Strabag SE
Actual investment: Additional space for the terminal of 1.000
square meters to handle up to 100.000 TEU per year. With
this investment the GYSEV terminal in Sopron can handle
block trains on one rail track. 45
Beginning in July 2013 the road charge for trucks will be
rolled out all over the country. Gysev cargo will increase their
wagon capacity to be prepared for the increasing demand
caused by increasing transportation costs on the road.46
45
Source: Article Verkehr: “Development terminal Sopron” (20th July 2013)
46
Source: Article Verkehr: “Development terminal Sopron” (20th July 2013)
55 / 122
3.9 Györ (Hungary)
The aim of the company Győr-Gönyű Kikötő Plc., is to provide full services to its clients in
the fields of cargo loading, storage and transportation. There is constant development of
harbour operations and renewing of tools in order to fully meet the customer demands.
The infrastructure of the harbour is developed in the spirit of a sustainable environment
conscious development. The company operates in accordance with the requirements of
quality management system standard during all service provision and developments.
Highlighted attention is paid to the protection of the natural environment and therefore all
activities are performed by using an integrated environment oriented management system
pursuant to standard. 47
Figure 17: Freight terminal of Györ (Győr-Gönyű Kikötő Plc.), location48
Györ is not the appropriate location for a supra-regional hub, neither from infrastructural
nor from topographic perspective. So the chances for full train businesses are very low.
There might be the chance for company trains in direct cooperation with industrial
companies, as there are important and logistics intensive factories in the region, but they
have in majority direct rail access. So this potential also seems to be limited.
Furthermore the closeness of the competitive terminals Budapest (BILK), Sopron, Dunajska
Streda and Bratislava reduces the market potential for Györ.
Györ might act as starting or end terminal for intermodal bulk and tank container
transports. Nevertheless it is not very likely that the volumes will give the potential for full
trains. It will depend on several criteria:
if the arising business park in Györ and the companies regard rail transport as
favourable
if the strong automotive sector in the region, which has already company trains, is
willing to use the container terminal for additional logistic flows
47
Source: http://en.portofgyor.hu/
48
Source: Google Earth (9011 Győr-Károlyháza, Kikötő I., Hungary)
56 / 122
Fact Sheet:
Table 9: Fact sheet Freight terminal Györ (Győr-Gönyű Kikötő Plc.) 49
Terminal Operater Győr-Gönyű Kikötő Plc.
Address 9011 Győr-Károlyháza, Kikötő I. Hungary
Phone +36-96-544-200
Fax +36-96-544-204
E-Mail info@portofgyor.hu / pinter@portofgyor.hu
Web www.portofgyor.hu
Mon–Fri: 07:00 – 20:00

Opening hours
Sat/Sun: per agreements
250.000 square meters
Total terminal Area
950.000 square meters available for newcomers
Container
Semitrailer
2 x 300 m
Tracks total number of tracks: 2
• harbour mobile crane – with a load bearing capacity of
Portal frame
45 tons
• 3 pcs of heavy-duty mobile bucket loader – with a
loading capacity of 150-200 tons/hour/machine
• 2 pcs of bridge scale with a load-bearing capacity of
60 tons, and an axle weight meter
Reachstackers / Loading • mobile truck crane – with a load bearing capacity of
150 tons (300 tons in certain cases)
units
• RO-RO ramp – with a gradient of 11%, width of 25 m
and load bearing capacity of 65 tons
• floating machine for the loading of liquid and
hazardous cargo – with a loading capacity of 200
m3/hour
Interim Storage Capacity: 6.200 square meters (roofed-closed area)
Depot Capacity: 68.000 square meters (outdoor)
Main Services:
Services (abstract)
• Bulk Cargo Loading
49
Source: http://en.portofgyor.hu/
57 / 122
• Loading of Piece Goods
• Loading of Containers
• Loading of Heavy and/or Oversized Cargo
• Loading of Roll Stocks (RO-RO Loading)
• Loading of Liquid and/or Hazardous Cargo
• Loading of Bags
• The harbour is directly connected to European
Highway E60 leading from Brest to Constanta, and to
Highway System E75 Helsinki-Athens and Ystad-Rijeka
• This harbour is the first gate and last station on a joint
Connection waterway
• Connection Railway: n.a.
• Rolling highway: available - Loading and unloading of
trucks, cars and other special vehicles and roll stocks
to and from ships and Ro-Ro ramp for rail wagons.
Shipping volume Total volume: 276.256 tons
The owners have been unchanged almost since the

foundation, and the shareholders include local governments
concerned - Local Government of Győr-Moson-Sopron County,
Structure information
Győr City of County Rank and Gögyü Settlement - as well as
Hungarian and Austrian special investors ordering our
services. 60% of the shares held by Hungarian owners.
Port development plans 2012 beyond: Container Terminal

with 5,3 hectare is planned
58 / 122
3.10 Maribor (Slovenia)
Slovenske železnice offers services in freight transport, infrastructure, passenger transport
and services50:
• Freight transport – Offers the transport of goods in Slovenia and abroad, and not
just on the railway but also in combination with other types of transport.
• Infrastructure – Takes care of the running and general repairs of the Slovenian
railway infrastructure and of railway transports management.
Figure 18: Figure 19: Terminal Maribor (Slovenske železnice), location51
50
Source: http://www.slo-zeleznice.si/en/company/about_us
51
Source: Google Earth (Vodovodna ulica 34, 2000 Maribor, SLOVENIA)
59 / 122
Figure 20: Types of railway track Slovenske železnice52
The terminal is located on the western edge of Maribor. Trains cannot run directly into the
terminal. The connection to the terminal is only via turnout track and the use of a shunting
train. The infrastructure is outdated and not suitable for efficient processing. Compared to
the regional competitor Cargo-Centre-Graz the terminal in Austria has the gateway
function for the following axis:
• Germany (via Schoberpass) – Slovenia – Adriatic ports / Balkan
• Southern railway (via Koralm) – Italy / Slovenia / Adriatic ports
• Hungary (via Szentgotthard) – Koralm – Italy
But Maribor is an attractive location for Rolling Highway (RoLa) transports:
• Goods coming from Turkey via Triest can be shipped through Slovenia quota-free
when they go on the rolling road in Maribor.
• Trucks coming from the Balkan use the short and powerful connection from Zagreb
to Maribor
In the SETA-concept Maribor will only have a regional function and the decision if the
government will be investing in infrastructure is based on regional aspects.
A major problem for the location is the limited axle-load of the bridge over the river Drau53
with 20 tons per axle. Modern electric trains cannot travel over this bridge.
52
Source: http://www.slo-zeleznice.si/en/company/infrastructure/rail_network/types_of_railway_track
53
Planned reconstruction/upgrade of the line to the D3 (225 kN; 72 kN/m)
60 / 122
Fact sheet:
Table 10: Fact sheet Terminal Maribor (Slovenske železnice) 54
Terminal Operater Slovenske železnice - Tovorni promet, d.o.o. (Maribor)
Address Vodovodna ulica 34, 2000 Maribor, SLOVENIA
Modes served Road, Rail, RoLa
+386 1 29 13 136
Phone
+386 1 29 12 619
Fax
robert.gaber@slo-zeleznice.si
E-Mail
http://www.slo-
Web
zeleznice.si/en/freight/services/combined_transport
Container
Handling of
Swap Body
1 x 285 m
Portal frame n.a.

The terminal has received new equipment in 2012 – new
Reachstackers reachstacker (able to lift 40 T cnt);
The terminal will be equipped with new pavement and
lighting system.
Interim Storage Capacity: 50 TEU
Depot Capacity: 10 TEU
Container terminals - transfer stations Celje and Maribor
• organising combined transports inland and
internationally
• transporting intermodal transport units (ITU) by rail
Services (abstract) and road
• transhipment and storing of full and empty ITU.
Additional services:
• Security, Customs, Dangerous Goods, Trucking, …
54
Source: http://www.intermodal-terminals.eu, http://www.slo-zeleznice.si
61 / 122
Freight transport – Offers the transport of goods in Slovenia
and abroad, and not just on the railway but also in
combination with other types of transport. More information
is available on the pages of freight transport.
Connections are visualized above in the figure “Types of
railway tracks”.
Rolling highway:
Wels > Maribor (deadline):
Connection • Tue-Sat: 00:05

• Mon-Sat: 06:15
• Mon-Sun: 16:30
• Mon-Fri: 18:15
Maribor > Wels (deadline):
• Mon–Fri: 06:00
• Sat: 03:20
• Mon–Sat: 11:30
• Sun–Fri: 20:30
• Mon–Fri: 02:15
Shipping volume CT Maribor: 12.163 TEU (2009)
The Slovenske železnice Group is thus composed of the

holding company Slovenske železnice d.o.o. which is in 100-
percent ownership of the Republic of Slovenia and several
dependent companies in 100-percent ownership of Slovenske
železnice d.o.o. These are:
• SŽ Tovorni promet, d. o. o.,
• SŽ Potniški promet, d. o. o.,
• SŽ Infrastruktura, d. o. o.,
Holding structure • SŽ Centralne delavnice, d. o. o. (renamed into SŽ
VIT),
• SŽ Železniško invalidsko podjetje,
• SŽ Prometni institut, d. o. o.,
• and two dependent companies:
• SŽ železniško gradbeno podjetje, d. o. o. (79.82-
percent ownership), and
• SŽ Železniška tiskarna, d. o. o. (64.28-percent
ownership).
62 / 122
3.11 Ljubljana (Slovenia)
Slovenske železnice offers services in freight transport, infrastructure, passenger transport
und services:55
• Freight transport – Offers the transport of goods in Slovenia and abroad, and not
just on the railway but also in combination with other types of transport.
• Infrastructure – Takes care of the running and general repairs of the Slovenian
railway infrastructure and of railway transport management.
Figure 21: Terminal Ljubljana (Slovenske železnice), location56
From a strategic perspective Ljublana is currently the gateway location south of the Alps
for East-West-Transport (corridor V) and North-South-Transport (corridor X). Nevertheless
there are also disadvantages on all rail routes:
• the connection Villach – Jesenice – Ljubljana is and will remain single track only and
has significant gradients in both directions
• the connection Spielfeld-Straß – Zidani Most – Ljubljana57 does not allow trains with
more than 22,5 tons axle-load and is a railway link which has considerably more
kilometres than the alternative road connection.
• The connections to Italy / Koper / Rijeka have capacity bottlenecks, both on
Slovenian and Italian side.
The problem with the bridge over the river Drau (maximum axle-load of 22,5 tons) is the
reason that the cargo trains travels around this terminal and use connection via Hodos –
Pragersko or St. Michael – Rosenbach / Jesenice. Also the connection from Italy via Villa
Opicina / Sezana has significant capacity deficiencies and gradients in both directions.
So in long-term view it can be useful to use the connections via Cervignano – Tarvisio –
Koralm – Graz – Szentgotthard – “Hungarian West-train” or Semmeringbasistunnel. In
addition the terminal will come to its capacity limit caused by the increasing transport
volume on the axis Germany – Ljubljana – Balkan.
In addition topics like capacity, length of tracks, connection to the road and operational
processing are not yet on a high standard.
55
Source: http://www.slo-zeleznice.si/en/company/about_us
56
Source: Google Earth (Letališka cesta 14, 1000 Ljubljana, SLOVENIA)
57
Planned upgrade of stations, remote traffic control upgrade and signalling and security systems
63 / 122
By willingness to improvisation and assisted by the benefit of the lower labour expenses
the disadvantages are not tremendous. But on the other side those issues are a significant
handicap, because transportation prices in road transport in this area are considerably
lower than in Western Europe.
Fact sheet:
Table 11: Fact sheet Terminal Ljubljana (Slovenske železnice) 58
Terminal Operater Slovenske železnice - Tovorni promet, d.o.o. (Ljubljana)
Address Letališka cesta 14, 1000 Ljubljana, SLOVENIA
+386 1 29 13 136
Phone
+386 1 29 12 619
Fax
robert.gaber@slo-zeleznice.si
E-Mail
http://www.slo-
Web
zeleznice.si/en/freight/services/combined_transport
Opening hours Mon-Sat: 05:30 - 17:30
Container
Semitrailer
4 x 500 m
Portal frame n.a.

Reachstackers The terminal has received in 2012 a new Reachstacker ( able
to lift 40 T cnt)
Depot Capacity: 250 TEU
Container terminal Ljubljana
• organising combined transports inland and
Services (abstract) internationally
• transporting intermodal transport units (ITU) by rail
and road
• loading and unloading and storing full and empty ITU
58
Source: http://www.intermodal-terminals.eu, http://www.slo-zeleznice.si
64 / 122
• inspections and repairs of ITU
• Consolidation of the goods in ITU (collecting, loading
and unloading, emptying, transhipment)
• Storing Frigo containers (16 connections)
• Railway accompanied combined transport with our
partner Adria Kombi
• Performing all customs activities for our customers
• Preparing transit declarations
• Organising customs clearance of ITU
• all activities, connected to the Intercontainer branch
office
Additional services:
• Security, Customs, Dangerous Goods, Trucking, …
Freight transport – Offers the transport of goods in Slovenia
and abroad, and not just on the railway but also in
combination with other types of transport. More information
is available on the pages of freight transport.
Connection
Connections are visualized above in the figure “Types of
railway tracks”.
Shipping volume CT Ljubljana: 80.337 TEU (2009)
Market information n.a
Structure information n.a
The Slovenske železnice Group is thus composed of the

holding company Slovenske železnice d.o.o. which is in 100-
percent ownership of the Republic of Slovenia and several
dependent companies in 100-percent ownership of Slovenske
železnice d.o.o. These are:
• SŽ Tovorni promet, d. o. o.,
• SŽ Potniški promet, d. o. o.,
• SŽ Infrastruktura, d. o. o.,
Holding structure • SŽ Centralne delavnice, d. o. o. (renamed into SŽ
VIT),
• SŽ Železniško invalidsko podjetje,
• SŽ Prometni institut, d. o. o.,
• and two dependent companies:
• SŽ železniško gradbeno podjetje, d. o. o. (79.82-
percent ownership), and
• SŽ Železniška tiskarna, d. o. o. (64.28-percent
ownership).
Plans are to upgrade the container deposit area thought
Strategy / Investment expansion of the stacking area and renewal of the surfaces
(asphalting)
Additional information n.a
65 / 122
3.12 Zagreb (Croatia)
AGIT d.o.o., the Agency for Integral Transport is a Croatian company that organises railway
and road transport, customs agency and provision of freight forwarding services on the
domestic and international market. The AGIT company was founded in 1983 by partially
separating the goods transport business from the Croatian Railways company, with the aim
of advancing transport and logistics services. It is in one-hundred percent ownership of the
company HŽ-Cargo d.o.o. (otherwise known as Hrvatske željenice Cargo or in English
Croatian Railways Cargo). In 2003, the company AGIT d.o.o. was included amongst the 400
most successful Croatian companies based on its business results, and has continued the
trend to this day by creating a business relationship with over 1000 clients throughout
Europe.59
Figure 22: Terminal Zagreb (AGIT - Agency for integrated transport ltd), location60
Figure 23: Terminal Zagreb (AGIT - Agency for integrated transport ltd)61
59
Source: http://www.agit.hr/eng/about.html
60
Source: Google Earth (Kožinčev put 4, 1000 Zagreb, CROATIA)
61
Source: http://www.agit.hr/
66 / 122
From the SETA corridor perspective this location is already in a strategic border area. In
addition the extension of rail and logistics infrastructure in Croatia, which joined the EU
recently, will lag behind in comparison to the other countries for financial reasons. As long
as Croatia is not in the position to catch up in terms of infrastructure investments the
competitive disadvantage for Zagreb will remain.
The connection on the Austrian Southern Railway and the axis Bratislava – Hungary –
Slovenia run via Ljubljana and not via Zagreb. Especially Slovenia is interested to ship their
goods from Koper / Triest and Italy directly to Hungary and not over Croatia. The
combined transport will be probably be handled over Koper and Triest mainly so in long
term perspective Rijeka will not have a significant role in the combined transportation in
that area. That means Zagreb is relevant for shipping goods to the Balkan states rather
(Greece / Turkey / Serbia) than the SETA-corridor.
But for this transport directions Zagreb as a gateway has a lot of advantages because:
• the route Tauern – Villach – Ljubljana – Zagreb has manageable price structure
• the routing of the trains via Sopron – Zagreb instead of via Ljubljana provides
shorter distances
Whether the transports can be developed depends on the political situation in the Balkans.
In addition the railway net in the south of Belgrade is in such poor condition that in
medium term perspective modern railway transportation is not possible via Serbia.
Therefore it is likely that transportation to the Balkan area will run over Bulgaria in long
term perspective.
But the Zagreb terminal is well appropriate for intermodal bulk and tank container
transports – as starting or ending hub. If a start-up in this segment is successful, it is likely
that the terminal can achieve sufficient volume for full trains in medium term view. So it is
advisable to focus on transports to Serbia, Bosnia and beyond, with Zagreb as hub for rail
inbound and road outbound transports.
Figure 24: Occupation of the Croatian rail network, 200962
62
Source: Study DIOMS – Evaluation of intermodal traffic in CEE
67 / 122
Zagreb provides short distances to a lot of cities in Europe and only a 170 km distance to
the port of Rijeka. A feasibility study for a new terminal in Zagreb has structured and
approved the potentials of the location Zagreb as a logistics intermodal terminal. Based on
Interviews with leading players in the branch the key arguments were:
• Rijeka is the only Adriatic port with an possible draft of 17 m for high-sea vessels
• In future more sea transports from China will be shifted from north ports to south
ports caused by lead time and lower costs
• The railway connection between Rijeka and Zagreb is currently being expended to
be prepared for growing demand and amount
• Short distances to a lot of cities in Europe (170 km distance to Rijeka) and
interesting axis Zagreb-Belgrade-Sofia. Including the possibility to have an
connection to Graz-Vienna-Wels
Fact sheet:
Table 12: Fact sheet Terminal Zagreb (AGIT) 63
Terminal Operater AGIT d.o.o. (Zagreb Vrapče)
Address Kožinčev put 4, 1000 Zagreb, CROATIA
Phone +385 (0) 1 3887-916

Fax +385 (0) 1 3886-628
E-Mail terminal@agit.hr
Web http://www.agit.hr
Container
Handling of
Swap Body
Tracks
Portal frame 1 x 40 t gantry crane with 120 TEU / day
Interim Storage Warehouse capacity: 40.000 square metres to provide a

Depot capacity of 1.000 TEU units
63
Source: http://www.intermodal-terminals.eu, http://www.agit.hr/, Study DIOMS – Evaluation of intermodal traffic in CEE,
Regional Balkans Infrastructure Study – Transport of the European Commission
68 / 122
Cargo services
• warehouse space amounting to 40,000 square metres
provides a capacity of 1000 TEU units
• transhipment, receiving and depositing containers and
reusable crates
• Transhipment, temporary storage and distribution of
palletised and larger consignment units (metal
sheeting, iron, etc.)
• filling and emptying containers
• repairing and maintenance of containers and reusable
crates
• renting warehousing space (open and closed types)
Services (abstract) • ability to connect to refrigerated containers
• Specialised transhipments using proprietary capacities
(using forklift, mobile cranes…)
• customs clearance
Dom Express services:
• DESTINATION - DESTINATION (transporting in-between
the AGIT warehouses)
• HOME - DESTINATION (transporting from the sender’s
address to the AGIT warehouse)
• DESTINATION - HOME (transporting from the AGIT
warehouse to the receiver’s address)
• HOME - HOME (transporting from the sender’s address
to the receiver’s address)
See Occupation of the Croatian rail network (2009) in the
Connection figure below.
Shipping volume Handling units: 30.000 TEU per year (2007)

AGIT d.o.o. is one-hundred percent ownership of the company
Holding structure HŽ-Cargo d.o.o. (otherwise known as Hrvatske željenice
Cargo or in English Croatian Railways Cargo
In the next years “Cargo centre Graz”, the port of Rijeka and
the creation Railway Cargo planned to develop and built an
Strategy / Investment Cargo centre in Zagreb based on the concept of the “Cargo
centre Graz. The goal of this project is to realise synergy and
to force intermodal transport to south-east Europe.
Business.hr awarded AGIT d.o.o. the “Croatian Gazelle
status” as one of the fastest growing business enterprises for
the period 2003-2005 with an annual growth rate exceeding
20%.
69 / 122
4 Transport volumes and development prognosis
The development of the transport corridor SETA for cargo flows is affected by many
external factors. In addition there are a lot of influences from routes which are in
competition with the SETA corridor. This big volume which is shipped outside the corridor
has in addition a big influence on the terminals within the SETA corridor. For example: The
continental and maritime combined transport from Poland to Italy has significant growth
rates. Caused by the lack of the infrastructure quality in the SETA corridor a huge amount
of the volume is passed around the SETA region:
• Private rail cargo operators are driving combined trains of Turkish forwarding
companies from Poland to Trieste far away from the SETA corridor.
• Private rail cargo operators are also shipping other combined trains from Poland to
regions in Northern Italy. These trains are going via the Austrian Western Railway
route and the Brenner because over the Semmering the weight limit is too low and
the SETA corridor seems to offer no applicable alternative.
• Services to and from Koper and Trieste are also using the Western Railway and
Tauern axis partly because the outbound volume from Vienna is not sufficient for a
block train, so bundled activities in Gateway terminals are necessary, which are not
possible in the SETA corridor.
Even those trains that use the SETA corridor often do not use the SETA terminals:
• Big ocean carriers go from Koper directly to BILK (Budapest)
• Railway services from Czech Republic or Poland route block trains to Italy directly
In the SETA corridor the market forecast does not show which route will be used. In the
following points factors have been worked out, which have a huge influence on the SETA
corridor itself and on the transport routes chosen by the operators.
Most of these parameters raise or lower the attractiveness of the corridor and some of
them affect the costs. Furthermore there are of course additional influences outside the
impact area of the SETA corridor.
4.1 External influence factors
4.1.1 Rising engagement of seaports in the hinterland organisation

• Caused by the procurement of numerous large container ships (up to 18.000 CT) the
pressure to find enough volume to be shipped is enormous. This pressure is a
benefit for the North Sea ports because they are able to handle those ships – in
comparison to the Adriatic ports. The result is that the transportation route for
such big volume goes via the North sea harbours, not via the SETA corridor ports.
• The massively enlarged capacities of the ports cause that shipping agencies must
try to offer their services to further regions. This influences the Adriatic ports
which do probably not achieve their planned growing rates at the moment.
• On the other hand the need for alternatives of the SETA region concerning the
North Sea ports rises because of the growing dependency. Besides, the big
economical centres in Western Europe (Germany, Benelux) have close sea
connections and CEE-regions could be afraid of the competitive disadvantage.
70 / 122
4.1.2 Massively increasing capacities on the rail in North-Western Europe
• The rail corridors from Central Europe to west and north-west Europe have always
been more efficient than the railway networks in the SETA corridor region.
Furthermore there are also major topographical disadvantages.
• The advantage in efficiency in the North-/Western network has been supported
with EU funds, for example all national rail routes in the area round Vienna are
electrified, double track, largely restored and mostly suitable for high towing loads
(at least 1.600 tons, partially above 2.000 tons).
• Standards on that high level are not available in the SETA corridor at the moment.
The connection to Koper or Rijeka will always have a topographical disadvantage
caused by gradients of the rail network. Regarding rail network and handling
capacities, electrification, redevelopment and investment, the SETA corridor has to
catch up significantly.
• These problems are the main reasons why the Adriatic ports, though better located
in terms of distance, have a big disadvantage in hinterland transport against the
North Sea port.
4.1.3 Modified procurement and distribution logistics in the industry

• Big commercial customers in general are not in favour of dependency from one
supplier only. This also has an effect on the shipping volume in the SETA corridor
and cannot be influenced by actions regarding the rail network and terminals.
• For this reason Koper / Trieste is always in competition with Hamburg, Bremen,
Bremerhaven, Weserport, Antwerpen, Rotterdam, Duisburg and Rostock (and in
future maybe with Constanza too). The external influences from the market on the
SETA corridor seem to be the major criteria regarding the future development.
4.1.4 Changes in the rail operator markets

• In recent years the volatility in the area of the operators and the railway companies
has been constantly increasing.
• Not only the State Railways lose market share, also private provider have problems
with this market challenge. The competition is getting more intensive, alliances are
formed and also private railway companies are influenced from large forwarding,
trading and shipping agencies.
• Quite often a change of suppliers goes along with a change of the network and/or
the terminal.64 In big corridors like Rotterdam – Genoa those supplier changes do in
general not affect the internal volume of the corridor but in the SETA corridor such
a change is often responsible for a shift of transport volume too.
64
For example Slovakian automotive industry gets the Containers via Koper, Rotterdam and Hamburg. The supply runs via
Sladkovicovo, Dunajska Streda or Bratislava UNS. The Containers to/from Koper (in the past from Sladkovicovo via Hungary)
are now, after a change of the supplier, being transferred from Dunajska Streda over the Austrian south railway.
71 / 122
4.2 Internal influence factors
In the extended area of the SETA corridor (including Croatia and Slovakia) we can find:
• 3 different power system (15 kV/16 2/3 Hz, 25 kV/50 Hz; 3.000 V) and routes
usable by diesel traction only
• at least 10 security systems (LZB, ECTS level I and II, 7 national security systems)
• about 7 national operating rules which are not harmonised
It is clear that there are no locomotives which can deal with all those different systems
and rules. Locomotives which have the approvals for all states are available.
• The procurement of such an all-round vehicle is extremely expensive in case of

equipment and operation.
• This vehicle will not or very limited be available in the SETA corridor.
• The trend in the locomotive procurement is to have vehicles which can be used in
defined areas. In general the equipment of the vehicles does not focus on the
relevant aspects for SETA. A lot of suppliers design their equipment for the use in
Germany, Austria and Hungary. Vehicle with approvals for Hungary can be used in
Slovakia, Rumania but not in Slovenia. On the market locomotives are available
which have an Austrian approval and are not able to travel in Slovenia even though
the energy system is similar.
A very high percentage of the trains must switch locomotive in case of missing
electrification or problems with the system.
• This reduces the efficiency of the trains caused by lower distances per time.
• The time for changing the locomotive (including breaking tests) is also responsible
for a longer driving time.
• In many border stations it is necessary (in the process of changing the locomotive)
to make a technical check and documentation.
• The difficult border-crossing problem is not solved in the SETA corridor yet and
responsible for huge time losses in the transport.
• This is the main reason of the low attractiveness from the SETA corridor in the
actual situation.
Last but not least the lack of internationally applicable train drivers is a serious problem in
the SETA corridor:
• For example: A train of a private railway company from Hamburg to Budapest has a
driver change 3 times on the distance of 1.300 km (in Fulda, Regensburg and
Hegyeshalom). A train form Dunajska Streda to Koper (half the distance) has a
driver change 4 times (Hegyeshalom, change to diesel in Hungary, Hodos and back
in Pragersko).
• German and Austrian driver can be used in throughout the German-speaking area.
Train drivers who can drive in Hungary and Austria are limited, some available by
GYSEV.
• Because of the massive language problems (6 different languages in the SETA area)
this problem has to be addressed in further development projects.
72 / 122
4.3 Unclear situation in the road competition
Many different taxes on the road, different prices for fuel and various other taxes and
conditions are the reason that the projected forecasts can be achieved only when the
strategies of the countries regarding combined transport are harmonised.
The truck transports on this axis is clearly dominated by trucks from Poland, Czech
Republic, Slovakia, Hungary, Slovenia, Russia, Ukraine, Turkey and Rumania. Low labour
costs, the usage of older and cheaper trucks, no strict handling of the resting times are
especially the factors that generate inaccessible low prices in road transport.
Also on the road we can find a high volatility in the route choice: For example in the
relation Poland – Italy trucks have the choice between the Brenner, Tauern, Pyhrn, South-
motorway, and over the eastern side via Csorna over Slovenia to Villa Opicina.
The difficult rail – road competition can be pointed out by the example of the transport of
new cars: Over the Danube axis and Czech Republic a lot of block trains are transporting
new cars and the road transportation of new cars has a subordinate role. Within the SETA
corridor the transport of new cars is more or less via trucks, most likely because block
train products are not competitive with the road.
4.4 SETA-internal competition of routes

The SETA internal competition between the Austrian and the Eastern routes through
Slovakia and Hungary is of significant relevance.
On one hand it influences the choice of the terminals on the other hand it is the other wy
round also driven by the chosen terminal.
Actual forecasts on the traffic development assume that the major growth will take place
on the Austrian side whereas the route Slovakia – Hungary – Slovenia will lag behind. This
assessment is based on a comparison of the expected infrastructure in 2025, in which the
performance on Austrian side is evaluated significantly higher.
Nevertheless there are further criteria to be considered:
The capacity of the route via Hungary and Slovenia will be improved by the full
electrification of the track section Pragersko – Hodos (Slovenia) and the
reconstruction of the Hungarian connection to the Slovenian/Hungarian border until
2015/2016 at the latest
A significant improvement of the Austrian route will not be in place before 2024:
finalization of the Semmering tunnel
In addition the profile of the existing Semmering tunnel is not appropriate for cargo
trains with semitrailers with 4 m height
At present on Italian side the section Udine – Tarviso (Pontebbana) is considerably
more capable than the route to Sezana/Villa Opicina. But the track in Slovenian
direction is planned to be improved significantly by 2020, thus raising the
attractiveness of the route via Slovenia and Hungary years before the Austrian route
enhancement
Also the new terminal Wien Inzersdorf will go live in 2017/2018
In case of reductions of the Austrian subsidies for the combined transports this axis
would loose attractiveness
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The high dependency of the Austrian IBE (=Infrastrukturbenützungsentgelt: charges
for the utilization of the rail track) on the transport weight shows further
disadvantages of the Austrian route for heavy cargo trains
So, in total, there is the risk that the improvement of the attractiveness on the
Hungarian/Slovenian side, which will happen much earlier than on the Austrian side, might
lead to a shift of volumes towards the eastern route in the medium term perspecitve
It is not sure if such a trend can be reversed after 2024 when the Austrian improvements
(Semmering tunnel and others) will be in place and due to the time planning.
Anyway it must be assumed that the forecasted volume on Austrian side will increase and
become reality only, if
New products (in particular for continental intermodal transports)
and
Incentives for a shift from road to rail (regulation of the IBE or subsidies)
are introduced to the market.
4.5 Summary
Currently a Railjet-passenger-train from Vienna to Graz requires almost a quarter of an
hour longer than from Vienna to Salzburg although the route is shorter almost by a third. In
nearly all of the important relations the timetable of the rail is not competitive with road.
For some directions, like Vienna to Venice, no direct connection is available. From Vienna
to Venice there will be a train during day by 2014 again, but the night train will still run
via Salzburg.
This deficiency is mainly related to the infrastructure and/or to the system interface and
can also be observed for rail-freight business. Like the night train from Vienna to Venice
handled via Salzburg the relevant shipping volume will be transferred around and not
within the SETA corridor.
With regard to
• the flexibility of the market to go where the price and service are at the best
value,
• the reduced investments into infrastructure based on the finance crises,
• the danger that powerful sections can be interrupted by bottlenecks caused by
restrictive financial policies,
• the assumption that the system interfaces, especially border-crossing problems,
cannot easily be solved within the next few years,
there have to be serious doubts that the expected quantity forecasts will become reality.
It is recommended that various scenarios shall be evaluated, also considering more
defensive development forecasts.
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5 Intermodal transport in SETA – demands towards terminals
This section describes general possible measures for SETA terminals in order to achieve
higher effectiveness.
The strategic measures refer to the terminals themselves and their environment and
comprise amongst others
market and market participants
framework conditions (regarding transports policies)
infrastructure in the terminal and its environment.
A significant disadvantage of the SETA region is in its fragmentation: Whereas the market
is acting more and more on international and global level, the transports and
infrastructure policies are structured on a national scope. The effectiveness could be much
higher if the focus would be more international. Such an approach is also supported by the
SETA partners, which can be assumed from internal evaluations, meaning that
international coordination is needed. Some contrariety can be regarded between the
coordinated plans for corridor expansions and the national or local terminal concepts.
On top the measures for transports policies and infrastructure have to align with the
market needs and not vice versa.
But the fundamental actions towards the market must be initiated by the terminals and
the terminal operators themselves. They have to take responsibility and address their
markets and customers with sustainable solutions. The superordinate side of public
authorities can provide the framework conditions only and act as coordinator. And in
practice, of course, there is the need for subsidies to some extent, in order to create
incentives in favour of public interest concerning transport policy.
5.1 Measures within the terminal and its environment
5.1.1 Market orientation

The major market partners for the terminals are
Operators (forwarding agents)
Railway operators
Shippers (owners of the goods - industry or wholesale companies who put the
transport order)
For the strategy of a terminal there are two options:
To act as neutral facility
or
To be part of a private network with strong link to forwarding operators and/or rail
carriers
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Figure 25: Strategic options for terminals
In principle a public terminal shall be operated neutral, meaning that all operators and rail
carriers must get open access without discrimination.
For locations operated on behalf of public authorities which are not part of a private
operator it is essential to gain different forwarding operators and /or rail carriers as
customers respectively partners in order to remain independent.
In the SETA region there are examples for both types of terminals:
Dunajska Streda, Bratislava UNS have been focused on one operator: For the
Slovakian terminals this strategy seems to be a key success factor.
For Wien Freudenau the neutrality is an essential basis of its success: Problems of
one operator can be covered by the success of another operator.
The strong partnership with one transport operator can be an advantage, as long as this
partner plays an important role in the market and the terminal fits into the operator’s
strategy. In such a case
The partner takes the responsibility for marketing and sales
To terminal becomes a “production site” for the partner without direct contact to
the market.
Neutral terminals have to take the marketing and sales responsibility themselves with
direct contact to the different operators and rail carriers. They have to design their
services in a way to be attractive and acceptable for as many customers as feasible.
From public perspective neutral terminals are by far more attractive: They can support
public interests in a stronger way whereas dedicated terminals focus on the targets of their
private owners respectively their main partners.
Strong links of SETA-terminals for example with North Sea harbours do not enforce the
transport development in the SETA corridor, as the terminal is interested to extend
business with their main partners, instead of creating connections to the Adriatic ports.
5.1.2 Terminal opening hours

The opening time of a terminal can be of crucial importance for its success and although it
can be optimized with only limited costs but high attention to the market.
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The operating time has to meet the needs of the customers and partners:
The shippers usually are in favour of late pick-up time, ideally in the evening, on
the source side, and early delivery time, ideally in the morning in order to have the
goods available for further processing or distribution on the final destination
terminal. So the ideal transport on short to medium distances is executed during
night shift.
The transport operators have to deal with time slots on both sides of the transport
chain and in both directions of a round trip. In case of gateway connections the
feeder and the main transport have to be aligned in terms of time. Furthermore
there is the need for at least some time reserves in case of troubles.
For the optimisation of a terminal with good capacity utilization the timing of the
different transport has to be adjusted and balanced.
5.1.3 Terminal services

The core service of the terminals consists of the handling of containers
between truck and rail wagon
between rail wagons (e.g. from feeder train wagon to full train wagon at a gateway
terminal)
But there is a series of additional services which are more or less related to the basis
handling:
Container depot (incl. handling into and from the depot)
Container maintenance
Container cleaning
Container rental and/or trade
Agency services
Trucking (or mediating of trucking)
Customs clearance
Other services on behalf of rail operators, forwarding agents or shippers (e.g.
wagon management and dispatching, train preparation, IT services, stuffing,
trouble shooting etc.)
Other general services (e.g. cafeteria, petrol station, …)
These additional services can be crucial for the market positioning and have to be
appropriate to the relevant transports needs:
For transports across EU outer borders customs clearing is important
A container depot is needed in particular for maritime transports
All additional services are helpful in terms of raising the attractiveness of the
terminal for transport operators and for simplifying the access to the terminal
The turnover and added value generated by the additional services can exceed the pure
handling business and thus be of big importance for the economic success of the terminal.
Furthermore these services specify function and value of the terminal as a logistics
location. It can cause a kind of pull effect for the location as a logistics or economic
centre.
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From transports and economic perspective it can be of advantage even:
To win additional logistics companies for settlement in or close to the terminal
centre, no matter if they are customers of the terminal themselves
To offer conventional rail transports besides the container handling
To offer services as container depot or maintenance although there is no rail
transports at the location
The Cargo Centre Graz in Austria is a good example how to combine a broad bundle of
services more or less related to combined transports in order to general logistics added
value.
5.1.4 Terminal equipment

Here also the core equipment is related to the container handling between rail and road
and space for buffering of containers close to the rail lines. In addition there is the need
for equipment, building and space for the additional services.
Rail track infrastructure:
Sufficient rail tracks in the necessary length. Ideally the rail access is planned in a
form that the shunting of the train into and out from the rail section for handling
can be accomplished by the train locomotive, without need of a separate diesel
locomotive (in the handling section itself an electric power supply for the
locomotion is not feasible because the tracks must remain free of wires for loading
activities).
Track and equipment for storing reserve wagons, a shunting locomotive (if needed),
probably additional shunting track lines
For gateway terminals: definition, if the change is to be executed by container
handling or by shunting of the wagons:
o For container handling: sufficient capacities of parallel handling tracks for
direct handling without buffering
o For shunting: sufficient shunting lines
For feeder terminals providing wagon groups rather than full trains: usually the
requirements are less critical in terms of track length, capacity and efficiency
Concerning the length of the track sections:
The standard length of a full train should be about 600 m (without locomotive),
that equals e.g. a set of 20 x 6-ax-tandem wagons a 30m (for 60 x 40’ containers or
semi-trailers); the according train weight is 1,600 t, the max. speed 100 km/h. In
particular in Western Europe there is the postulation for trains up to 750 m (2,000
t, v max. 120 km/h)
At present in the SETA corridor not even requests for 600 m train length can be
fulfilled without problems – not so much because of terminal track lengths but
because of limited tracks in train stations pre-located to the terminals or stations
with crossway or run-by functions.
From today’s perspective it is not likely that all terminals and “bottleneck” track
sections can be extended to 750 m. The major quota of investments during the last
years was done appropriate to the 600 m wagon set standard.
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Thus an equipment of the SETA terminals with 650 m tracks should be sufficient
(probably with exception of big terminals with connection to Western Europe
and/or North Sea harbours).
Besides the SETA region shows many routes with significant gradients which cannot
be passed by trains that are too heavy. From market demand perspective the full
capacity utilization of long trains beyond 600 m does not look too optimistic.
Concerning the handling equipment:
The most common handling equipment are portal frames: In big terminals usually
there is a setup of 4 handling tracks, a road line for the trucks and space for
container buffer – covered by 2 or 3 portal frames. There may arise bottlenecks and
waiting queues in work peak times – nevertheless investment of additional portal
frames in many cases would not make sense as they would hinder each other.
For the control of the cranes and in addition the access of the trucks etc. there are
powerful IT systems.
The terminal Praha Uhrneves gives an example of a very big handling setup: 7 rail
tracks for efficient rail-rail handling and a container buffer area for the option of
buffering containers for low volume regions. The high capacity is provided by 3
portal frames.
As alternative and/or addition there is the option of using reach stackers, in
particular used for handling between rail and road (train–train is typically
accomplished by portal frames), for handling lines with lower capacity need. They
are more flexible and can e.g. also provide transports to a container depot which
would be out of range for a portal frame.
Dispatching area and other infrastructure:
During the last decades many terminals have been provided with separate terminal
gates, not only for the function of access control but also for the truck dispatch.
The complex dispatch processes (weighing, shipment control, administrative
documentation) caused queues, especially in peak time. For this reason in the last
years the gate dispatch has been more and more abolished, in particular the
weighing and the document clearing was split in 2 different steps in order to the
processes more flexible.
The infrastructure layout is to be designed in accordance with the logistic flow from
the terminal access via the dispatch to the handling or depot area and then to the
exit, ideally without crossover. There is the need for parking places respectively
waiting area etc. in order to avoid complications or bottlenecks.
For the additional services as container depot, maintenance etc. the corresponding
area and equipment has to be in place.
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Example for a terminal layout:
Figure 26: Systematic Terminal Layout
5.1.5 Connection of the terminal

The link of the terminal to the rail network as well as to the road network can be of
crucial importance for its success and acceptance.
In particular on rail side the “last mile” (shunting) can cause problems and costs in a
dimension that makes a market acceptance difficult (e.g. terminal Cervignano). Thus, here
also the market requests have to be regarded.
5.1.5.1 Connection requests from rail operators side

It is a key issue which has been neglected in many cases in the past and which has become
an essential problem for many terminal locations: How can the train be shunted to the
handling area in the terminal in efficient manner?
Even national railway organisations which usually possess all necessary preconditions and
legitimations for entering terminals themselves have to face economic issues, if a direct
access with their train locomotive is not feasible. On top the cost issue increases further,
if the shunting locomotive is not sufficiently utilized over time and thus high shunting costs
have to be charged.
The most efficient way is the shunting by the train locomotive: The train runs directly from
the rail route to the terminal handling track (e.g. terminal 1 in Wien Freudenau).
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But there can be reasons against:
Unsuitable geometry of the track
Missing electrification of the access track section prior to the handling zone – need
for a diesel locomotive
Organisation of the train process: In several terminals there is the regulation that
the train operator brings the train to a transit area outside the terminal and is then
taken over by a separate locomotive for terminal internal shunting (e.g. Cargo
Centre Graz). In such a case, if this regulation applies to all rail operators in the
same form, neutrality is given but the attractiveness of the terminal is limited:
o The shunting locomotive and the shunting team cause additional costs which
have to be calculated in the market price and thus reduce the
competitiveness of the terminal
o The time demand increases significantly – this might be a considerable
disadvantage in comparison to road transports.
Though the issue of the access is not within the direct responsibility of the terminals in
many cases, they must be interested in it and pay attention to approaches how to secure
an efficient solution. The “last mile” on rail has to be designed in appropriate manner,
ideally with direct access with the train locomotive.
In particular in case of long handling tracks for full trains there should be electrification on
the access track section, very close to the beginning of the handling zone. The security
system should allow this movement as conventional train run, not as shunting movement.
In case of few meters of electricity missing probably the application of a (or a few)
additional intermediate wagon(s) can solve the problem.
Besides there are organisational measures for simplification: e.g. support of terminal staff
for the rail operators, for supporting the shunting process.
In the last years another option has been developed: Industry has started more and more
to develop hybrid locomotives which can be powered by electricity on the long routes but
can use diesel power for the “last mile” in the terminals in order to overcome the missing
electrification there. This new type of locomotives is supposed to have reached a series-
production readiness meanwhile. If this approach makes sense from cost perspective and if
it proves of value in practice it might solve or at least reduce that issue.
5.1.5.2 Connection requests from road side

From road side also a good access of the terminals is important, in several dimensions:
Closeness to a highway or another big motorway with good connection to the
economic centres of the region
Good road connection to such a high- or motorway, e.g. no tight lanes within
housing zones (besides there is the risk of prohibition of truck drives during night)
Avoidance of traffic jam risk
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5.2 Feasible measures in terms of transport policies
The main stimulus for combined transports has to come from the market and from the
economic players (both demand and offer side). The logistics suppliers are responsible for
their business. Nevertheless there is considerable room – and need – for transport policy
influence in order to support macro-economic and ecological targets of public interest.
It must be a concern for the responsible public authorities
to strengthen the self-responsibility of the market players (including their
possibilities for own initiatives)
to secure the appropriate general conditions for the desired development as e.g.
shift of cargo transports from road to rail, encouragement of logistics or economic
zones
Regarding subsidies it has to be stated that in practice there is limited room for financial
support in the public budgets, so significant effects can be achieved only if the subsidies
are applied focused on specific targets.
The international structure of the SETA region implies a risk: As the different nations have
deviating interests, their public support is not likely to reinforce each other and in worst
case even to offset each other.
Thus it is important to coordinate public initiatives and measures on international level
and to act jointly.
Several of the hereinafter mentioned approaches apply for the terminals indirectly only.
Nevertheless they are of importance as they build the basis to influence the market in the
choice of the transports routes which affects the involved terminals.
5.2.1 Access to the rail network

Looking back to the development of the opening of the public rail infrastructure for free
competition, it can be seen that it took more than ten years since the revolutionary
guideline 91/440 EG and further “rail packages”, until noteworthy competition by private
rail operators started.
This competition led to different, mainly positive, effects (“cleaning impact”):
In the regions where the competition started, the quality of the cargo rail products
has improved significantly – this led to a considerable growth of intermodal
transports.
By opening of the market and the increase of the market share of private rail
operators supply deficiencies of the state-owned operators could be more than
compensated.
In nations with very liberal cargo transports the rail quota of the modal split has started to
rise again.
But exactly in the SETA region there is the need for further liberalisation still in order to
catch up with Western Europe. This need applies mainly for intermodal products and free
terminal access (which is in several terminals only given in theory).
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5.2.2 Simplification of interoperability
The entrance barrier into the SETA corridor for new suppliers is atypically high. The root
cause is due to the different technical regulations in the area of electricity systems, safety
systems and operating regulations, which have been specified on national level partly.
In addition there are outdated procedures for the transit between different national
networks which cause time consuming and cost intensive operations.
Maybe this is one of the reasons why maritime transports are rather routed via the North
Sea than via the much closer Adriatic harbours where the connection is not so easy.
5.2.3 Enforcement of road transport regulations

These measures regard road transports more than rail. The implementation of road toll65
according to the utilization of the road helped to reduce the price pressure from truck
transports on rail transports and is at least partly able to compensate the rail
infrastructure utilization fees.
The level of fuel prices which is defined by the national taxes mainly is another driver for a
shift towards rail transports.
In Austria measures which favour combined transports concerning the pre- or ongoing
carriage in trucks have turned out to be effective, e.g.:
Exceptions from ban of driving during night or during weekend
Increase of the total weight limit from 40 to 44 t
Stronger enforcement (in particular in sensible regions) have proved the effectiveness of
truck controls for the assertion of transport regulations, in particular concerning
Compliance with driver breaktime regulations
Technical condition of the truck
Adherence to the weight limits
These measures obviously support a shift towards rail transports.
5.2.4 Subsidies
5.2.4.1 Subsidies for operating costs

For the maritime combined transports subsidies supporting the running costs cannot be
recommended, for two reasons:
In relation to the total transport costs in this area the subsidies are rather small
and thus of little impact
In the maritime transports there is a high quota of the land on-carriage on rail
already
65
On 1st July 2013, a new distance based electronic toll system was be introduced in Hungary. It covers a total of 6513 km of
the Hungarian road network (motorways and main roads). The new system – called HU-GO – meets both the technological
requirements of the European Union and the guidelines of the European Electronic Toll Service (EETS). Source:
https://www.hu-go.hu/articles/view/206572. By the introduction of the distance-based toll payment in Hungary, a significant
increase in revenues from international transit traffic can be expected. This bears material significance for the fact that the
operators of heavy vehicles travelling through Hungary have been using the Hungarian public road network by paying only a
minimal amount in European context. Depending on the revenue-generating capacity of the system, other environmentally
friendly and energy-saving transportation methods can be supported within the transportation industry, including rail transport.
According to the relevant EU requirement, the revenue from road tolls can only be used for purposes related to the public
roads and transportation. Source: http://www.uk.dsv.com/about-dsv/media/News/2013/07/Hungarian-Road-Tax
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Concerning the continental combined transports subsidies for operating costs can be useful
for the compensation of system disadvantages as long as all internal potentials for efficient
processes are utilized.
But there is the risk that subsidies support inefficient respectively outdated procedures
which might be even “frozen” by public support.
For this reason subsidies for operating costs for continental combined transports are
suggested to be given on short-term only, for
Entrance into new market segments
Macro-economic or ecological advantages beyond the pure modal shift, and only if
this advantage can be proven
5.2.4.2 Subsidies for investment in terminals

There is a tight network of terminals in the SETA region, but many of them are 30 years old
or even more. So these terminals do not meet the necessities of today, regarding track
length, capacities, network connection, depot area etc.
Old structures obstruct growth and satisfactory economic results because of their high
costs in comparison to modern locations.
There is the alternative to go for a new investment from scratch or for a modernisation of
the existing facilities. Usually upgrading is the cheaper way and furthermore keeps the
connection to the rail and also road network. But a refurbishment of terminals in order to
meet the actual standards is still expensive and difficult to be financed without public
support. For this reason subsidies in terminal reinvestment can be of good help.
The following equipment respectively infrastructure of terminals is of significant relevance
for refurbishment:
Rail tracks, in particular regarding track length, link to the rail network,
electrification of the connecting line, route signalling systems
Handling equipment: portal frames, reach stackers
Equipment and/or buildings for additional services
IT systems
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6 Strategy and development options for SETA terminals and nodes
The hereinafter described considerations are suggestions only in which direction the
strategy of the regarded locations could be developed. The description is far from
complete: The study covers a part of the SETA terminals. And there is a lot of information
and data missing or not available regarding the terminals and their environment.
6.1 Bratislava UNS (Slovakia)

CSKD Intrans is preparing an entire redesign of the existing facility.
General scope:
Planed reconstruction of the terminal area and office buildings
Moving existing rail tracks in the terminal to more efficient, strategic places
Renovation of the terminal storage ground
The planned improvements are:
Enhancing the terminal unloading operations by moving the rail tracks to a more
efficient position in the terminal area
Creation of better options for container storage
Increasing of storage capacities
So there are considerable impacts expected for the positioning of the terminal in the
market and the European network:
To make the terminal strategically more attractive for clients
To maximise the value of the location of the terminal in Central Europe
To adjust the terminal’s reputation to European upper class standards
The status of the project is in the engineering phase. The realization is expected for 2014 –
2015. These measures which are obviously about to be realized on short-term appear
reasonable from SETA perspective, if
another new hub in Bratislava is not implemented and if
the planned expansions go in line with the suggestions made in chapter 5.
How far the planned reconstruction covers measures regarding the “last mile” on rail is not
known.
In case the considered new hub in Bratislava is implemented the refurbishment plans of
the UNS facility should be reviewed in order to avoid stranded investments.
But as the UNS terminal has a private owner the decision is independent. A public
influence is feasible by means of subsidies only.
Regarding the actually assumed monopoly concerning customer structure (one rail
operator, one conventional operator only) it is suggested to consider the following:
If and how the terminal can contact further operators actively in order to get more
independency
If the operation time can be extended
How additional services can be developed in order to raise the market
attractiveness
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6.2 Bratislava Palenisko (Slovakia)
The utilization of the terminal Bratislava Palenisko confirmed the good acceptance of the
terminal for road and rail manipulation, but the infrastructure requires significant
investment.
For a long term strategy it has to be considered that:
• On long term perspective it makes no sense to operate two overloaded locations in
parallel
• The location is useful if a trimodal location is required
• New facilities and investments necessary in
o Trackside terminal connection
o Track and handling facilities
o Depot capacities
Due to the fact that the adaptation needs significant investments to handle the future
market demands it is necessary to develop a global master plan for the region Bratislava.
NOTE:
Projected cargo handling centre Bratislava (Slovakia)
The locations of Bratislava UNS and Bratislava Palenisko are near the area where the planned hub
should be located. The immediate environment is not in use because the space is reserved for the
international hub project Bratislava.
For this project following can be noticed:
• If this project should really be built it will be useful from a long-term perspective to
integrate the two existing terminal locations in the hub project.
• This project is also interesting for the Slovakian government, for the German Association of
cargo handling and for the Free State Sachsen because the continental unaccompanied
combined transport to Central Europe should be directed via the axis of Sachsen / Czech
Republic.
The goal can be that:
• Dunajska Streda will become a big maritime location

• Bratislava will become a big continental hub
Caused by the indirect strengthening of the maritime competence of operators in Dunajska Streda
the influence of the North sea ports will rise at the same time (higher influence of the transports
into the twin city region).
This could be a disadvantage for:
• The growth of the SETA corridor

• The development of the Austrian locations
Therefore several perspectives have to be considered:
• strategic market issues of the current organisational structures
• regional development plans and projects from public authorities
• national / international interests mainly dominated from Germany
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The development of this project is very interesting for the whole twin city region because it has an
enormous influence:
• which markets and suppliers will dominate in the future
• which routes will be relevant for the shipping volume
According to reports the two existing Slovakian terminals which are in private ownership are very
restrained concerning a national investment in the considered hub project because there is the
possibility, that their locations might be devaluated.
Furthermore it has to be noted that there are obviously no actively neutral terminals in West
Slovakia at present. This might be of disadvantage for the further development of the combined
transport respectively for the realisation of political long-term targets in Slovakia. In order to free
the terminals from the existing one-sided binding to superior operator strategies, a significant
opening of the terminal access for further transport operators is suggested or should be considered
at least.
6.3 Vienna Freudenau (Austria)

The actual expansion of the terminal Vienna Freudenau guarantees that this location is the
largest and most efficient location in the area of Vienna. After completion of the
expansion the terminal will be perfectly prepared for the needs in the area of Vienna. But
the location has limited opportunities to be a cross-regional and axis-related gateway
location.
Main target of Vienna Freudenau is to develop the connection to the region Eastern
Austria. The competition for this connection is strongly affected by the competitors in
Slovakia, in Brno and due to the fact, that the motorway A5 will be open up new options.
In order to strengthen the position in this competition it is necessary that Vienna
Freudenau will not be pushed in the role of a feeder-location and still have a clear focus
on direct connections.
In the last years the development went on, that operators, ocean carriers and railway
companies often have their dedicated terminals where they are involved (probably also a
shareholders) and use them according to special agreements.66
The main goal for Vienna Freudenau is to have a clear costumer focus to get the loyalty of
the costumers. The terminal has to focus on direct train connections to the Adriatic ports,
Balkans and Italy in order to reinforce the SETA corridor.
6.4 Vienna Nordwestbahnhof (Austria)

The terminal Vienna Nordwestbahnhof is frequented on moderate level only and can be
regarded as a compromise solution until the terminal Vienna Inzersdorf will start its
business. Investments are not needed or would not pay off in the short time until the
location will be shut down, which is planned after start of Inzersdorf.
66
For example: The Swiss operator Hupac is shipping via the terminal Rheinhausen for transports to the Ruhr region.
Rheinhausen is located on the left side of the Rhein opposite to Duisburg. The reason to use Rheinhausen is that they do not
want to go for combined transport competition in Duisburg. A lot of other private operators are changing their terminal location
from Regensburg to the terminal operated by the Bayernhafen.
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6.5 Vienna Inzersdorf (Austria)
The previously designed function of Vienna Inzersdorf to be a complementary location to
Vienna Freudenau must be re-defined. As described it is necessary that Vienna will become
a gateway function on the Danube axis and on the southern railway to reinforce the
Danube axis and the southern railway for the competition. To be a gateway location
Vienna Inzersdorf seems to be more suitable than Vienna Freudenau:
• The high quality of the access roads ensures the best possible accessibility. And
there is no “last mile” problem for rail operators.
• In the final stage with 2 terminal modules Vienna Inzersdorf will have enough
capacity to be gateway terminal in Central Europe. To be a gateway terminal it is
important to reach a high number of trains. 67
A major advantage for Vienna Inzersdorf is supposed to be its neutrality e.g. compared to
the terminal Dunajska Streda.
Nevertheless there is the need for:
• A terminal sales force, which is addressing operators, rail operators, shipping
companies and forwarding agents.
• Adjustments of the additional services according to the needs of the market, in
order to generate the appropriate benefit for the customer (and value added for
the terminal).
The terminal will have its main business with transports outside the SETA corridor as most
locations in the area Vienna/Bratislava. According to this, a primary strategic targeting
focussed on services for the SETA corridor does not seem realistic.
6.6 Cervignano del Friuli (Italy)

After the completion of the Koralm tunnel and the Semmering tunnel the Austrian
Southern Railway this terminal will become more attractive for transit shipments because:
• it can be assumed that the Italian rail network will not be able to handle the high
volume on long term and
• after the closing of the single wagon transport in Italy a lot of costumers cannot be
served any more.
So the reactivation and modernisation of the location as a gateway location should be the
main target.
Cervignano is better located for unaccompanied continental shipments to Italy than other
terminals because:
• the topographical problems of the locations Sezana / Villa Opicina / Gorizia /
Trieste / Monfalcone can be bypassed and
• trucks from Cervignano have excellent motorway connections towards Mestre,
Verona and to the area of Milano.
67
In this context it must be suggested to check if maybe one terminal, with 7 tracks and an appropriate portal frame, is better to
fulfill the gateway function with train-train manipulation.
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Maybe this location is suitable for direct trains from Vienna Inzersdorf or Sopron because
the distance about 450 to 400 kilometres is already long enough for combined transports.
Additionally the terminal has the advantage that there is enough space available for
expansion and relatively small investment is sufficient to get the necessary modernisation
of procedures and processes:
• an improved rail connection
• the needed modernisation of procedures
• market oriented organisation of sales
• market oriented operational times
• additional services
If the rolling road will be in focus on a long-term perspective it should be investigated if
Cervignano can be the southern terminal of the connection for Vienna/Bratislava to North
and Central Italy. For example a truck coming from Poland can go to Milano or Pisa without
any holding time if the rest time of the driver is placed on the time while the truck is on
the train - and in addition it is possible to save the road tolls.
6.7 Monrupino (Italy)

The terminal Monrupino on the intersection of two states could be an important regional
terminal on long-term perspective for the area of Gorizia / Monfalcone / Trieste / Koper
with the goal to manipulate the beginning or ending truck transportation.
But in practice for a supra-regional gateway terminal the locations in Cervignano or
Ljubljana are more suitable. So any investments in Monrupino should have the clear view
of regional needs only.
If there is the chance for a noteworthy increase of cargo transports achievable by forcing
sales activities (to rail and conventional operators) or for additional services would have to
be investigated separately.
6.8 Sopron (Hungary)

The Sopron terminal, located in the greater region of Vienna, has a good connection68 to:
• the Austrian Southern Railway (Breclay – Wiener Neustadt – Tarvisio/Spielfeld)
• to Slovenia over the connection via Szombathley or Hodos and to Graz and Koralm
via Szentgotthard69
• the Danube axis (westbound as eastbound via Györ)
• to Germany (northbound), Austria, Slovakia and Czech Republic.
68
Assuming that the planned loop at Ebenfurt will be implemented in the next years. The EU-project CREAM has analysed the
operational and logistic prerequisites for developing, setting up and demonstrating seamless rail freight and intermodal
rail/road and rail/short sea/road services on a Trans-European mega-corridor between the Benelux countries and
Turkey/Greece. One of the priorities was to reduce the transit time of freight by eliminating organisational and technical
bottlenecks at country borders. The railway companies and operators agreed to improve processes at border crossings in
order to speed up freight services. A corridor quality management system was set up for the different sections of the CREAM
corridor including the Sopron/Ebenfurth and Hegyeshalom/Nickelsdorf border crossings between Hungary and Austria. While
the focus of the project was on a major West-East corridor, its conclusions and recommendations are highly relevant for the
SETA corridor as very similar problems are encountered at the border crossings between the SETA countries.
69
The line Graz – Szentgotthard is part of the Zielnetz 2025+ as it is, but there is no further development scheduled at this point
in time. There are sidetracks (Autal, Takern – St. Margarethen) in construction though.
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After the completion of the motorway A3 from Vienna to Sopron and the opening of the
border Klingenbach for road transportation the terminal will become a destination and
source terminal for transports to the South of Vienna. The station in Sopron also has a
shunting terminal.
If the planned expansion project will be implemented the terminal will become a powerful
location and have the possibility to get a good market position in the SETA corridor. To get
this position it is necessary to have the right bilateral transport policy to strenthen the
terminal location.
The essential requirements are:
• The creation of tracks to handle block trains to enter and exit with shuttle trains as
full trains
• Possibly an expansion of the depot and service capacity
• A further intensifying of sales activities to rail operators and forwarding agents
• A further development of additional services according to the main relations: e.g.
customs clearing, security, tracking & tracing, quality control.
The current ownership structure seems to be suitable for such market positioning and
provides high market neutrality, at the same time multinational structure close to the
government and a route network that seems to be ideal for the SETA corridor.
6.9 Györ (Hungary)

In view of the topographic situation it is obvious that this terminal, located between the
big centres Vienna, Bratislava and Budapest is not relevant as a supra-regional transition
platform.
But Györ is an important economic region with automotive industry and the according
goods flow which is convenient for intermodal transports. So Györ can take an important
future position as
• a feeder terminal
• the starting or target terminal for company trains
6.10 Maribor (Slovenia)

It can be expected that:
• Turkey and other countries south of Slovenia/Croatia will not become EU member
within the next ten years and
• that the quota of their truck transit contigents on Austrtian highways will remain
limited
Caused by the points above a long-term demand for services of rolling road can be
assumed.
If this assumption is true the terminal for rolling road which has poor connection at present
should be optimized in order to reduce the operating costs and strengthen the
attractiveness of this connection.
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To enable a continuous covering of the rolling road trains it is important to renovate the
bridge over the Drava in Maribor for an axle-load up to 22,5 tons (track class D4).
For unaccompanied combined transportation it is sufficient to adapt the location in order
to have a feeder-function.
6.11 Ljubljana (Slovenia)

Ljubljana is best suited as a terminal for the following axis:
• Region Vienna/Bratislava – both routes, southern railway and Hungary – Adriatic
ports and Northern Italy
• Germany – Tauern/Pyhrn – Croatia – Balkan
The area Ljubljana is - behind Koper - the most important economic area in Slovenia. To
secure both, the gateway function and the regional function, strategic expansions are
necessary.
In Ljubljana also the intensifying of an own terminal related sales force should be
considered, as well as the expansion of additional services.
6.12 Zagreb (Croatia)

The terminal in Zagreb is the most important location of Croatia with a national gateway
function. In terms of its potential as a hub-loation for transports to Budapest (BILK) and
South Eastern Europe, strategic investments shall be considered in
• long tracks for full trains,
• depots and
• service facilities
It has to be noted that the combined transports on the traditional route Belgrade to
Macedonia/Bulgaria is and will remain problematic due to the lack of appropriate
infrastructure.
On the other hand this might be a chance if the terminal is used for transports from the EU
region to Zagreb by rail and the further transport towards Serbia, Bosnia etc. on the road
(and vice versa). This approach should be of priority when considering sales activities.
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7 Annex 1: Questionnaire
Questions an topics concerning the evaluation of ICT, dry

ports and ports in the SETA-corridor
Introduction
Within the elaboration of a study in act 6.1., concerning the analysis of

intermodal terminals (ICT, dry ports and ports) along the SETA corridor, the
actual situation (status quo) has been evaluated. There is information about
infrastructures, transport connections and the market situation.
For the development of recommendations, an actual overview of the planned

development activities, strategic initiatives and future projects shall be taken
into account.
As an overall analysis result we come to the following findings:
• There is no terminal, dry port or port that is only or predominantly

emerging its business from or within the SETA corridor.
• The strategic recommendations are subject to the major functions of the
terminal within the network (sender, receiver or gateway) therefore the
whole network has to be taken into account.
• Quantity prognosis for individual terminals cannot be derived from the
SETA-corridors perspective, but have to be elaborated for each terminal
separately, considering all relations and options for the specific node.
• It is considered that capacities are variable respectively flexible due to
market demand, so the evolution of the transport demand is supposed to
be the driving parameter in the corridor development.
In this context we kindly ask the SETA-Partners, to have a look on following

topics concerning ICT locations and railway sections.
The questions and topics are structured per country.
At the end there are some questions, which have no regional focus. We
would ask all partners, about on-going developments in these topics in their
specific regions.
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According to a structured workflow, we kindly ask you to provide
information for each topic in the following structure with 4 points
to be addressed:
1) Description of the actual status or the type of development measures (e.g. new railway
tracks, electrification of a railway line, expansion of railway tracks in an ICT, building of
new craning facilities etc.)
2) Short description of the project range and planned capacities.
3) Overall strategic targets and goals of the measure.
4) Actual status of realisation and planned timetable.
No. Topic Source
Partner
Slovakia
1 Development of ICT Bratislava UNS?
2 Development of ICT Bratislava Palinesku?
3 Development of the terminal Dunajská Streda (electrification,
connection railway station, street access etc.)?
Austria
4 Actual status Koralm-Tunnel?
5 Actual status Semmeringbasis-Tunnel?
6 Actual status Terminal Vienna Inzersdorf?
7 Development of various feeder lines (e.g. double-track line in the
south of Graz) ?
8 Development of the line Graz - Szentgotthard?
9 Development connection Ebenfurt (“Schleife Ebenfurt”) ?
Hungary
10 Development of lines Slovakia/Austria to direction Slovenia?
11 Development of lines Slovakia/Austria to direction Croatia?
12 Development of the terminal Sopron?
Croatia
13 Actual status ICT Zagreb?
14 Development of the line Rijeka-Zagreb?
15 Development of lines to direction Hungary?
16 Development of lines to direction Slovenia?
17 Development of lines to direction Serbia?
Slovenia
18 Development of the railway bridge in Maribor (“Draubrücke” /
“Drava-Bridge) concerning wheelset load?
19 Development of terminal Maribor (accompanied and unaccompanied
transport) ?
20 Development of terminal Ljubljana?
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21 Development of the line Pagersko - Hodos?
22 Development of the line Ljubljana – Zidani Most – (Zagreb)?
23 Development of the line Koper – Divaca?
Italy
24 Actual status and development of terminal and railway station
Cervignano?
25 Actual status and Development of feeder lines to Cervignano?
26 Development of terminal Fernetti?
27 Development of port Trieste?
28 Development of railway connections to port or Trieste?
Covering the whole SETA project area
29 Information about planned industrial sites or business
agglomerations/business parks with high volumes in combined
transport?
30 Information about any cross-border projects, especially concerning
the train-takeover-process at county boarders?
31 Information about planned measures to shift transport from road to
rail (e.g. new road-toll-measures, road driving restrictions etc.)?
32 Development of other lines, corridors, networks that could
specifically have influence on the SETA-corridor (e.g. broad-gauge-
terminal for connection to Russia and Asia)?
Your inputs will be taken into the report 6.1 to create an overall view about
the logistics network situation for combined transport within SETA.
The overview shall help and support all partners to elaborate and verify
strategic recommendations.
Please provide your input until latest xxx!
We thank you very much for your contributions and effort!
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You may use the following template for your inputs:
No. Topic Responsible Partner
x xxx xxx
1) Description of the actual status or the type of development measures (e.g. new railway
tracks, electrification of a railway line, expansion of railway tracks in an ICT, building of
new craning facilities etc.)
2) Short description of the project range and planned capacities.
3) Overall strategic targets and goals of the measure.
4) Actual status of realisation and planned timetable.
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8 Annex 2: Detailed information - Croatia
Croatia, just like most of European countries, is dealing with economic crisis, so Croatian
experts have made number of development projects, which they perceive as a way to end
this crisis in Croatia. Considering Croatia’s excellent geostrategic and geotraffic position,
Croatian experts have given especial attention to developing projects for development of
international public transport. From those projects, they expect encouragement for
development of small and middle entrepreneurship, through economic multipliers, which
are being generated by international merchandise transport on the corridor SETA. For the
necessities of SETA corridor, few projects can be singled out, which are in function of
development ecologically sustainable, energetically rational and economically profitable
(3E) intermodal (modern combined) traffic. That kind of traffic should ensure terms for
cargo transport, in the land traffic of port’s hinterland, with a share of electrified railway
and inland sailing of minimally 85 %, and a share of road transport should maximally be up
to 15 %. Development of modern intermodal transport has become an important goal in the
all developed parts of the world, as well as in European Union and Republic Croatia.
Listed below are especially important strategic development projects in the function of
development of SETA corridor in Republic Croatia (if it’s necessary we can deliver graph
illustrations of these projects):
1) Remediation of technical bottle necks on the existing railway in the hinterland of

Rijeka's port, which is released in 1873 year, and which can no longer meet demands of
modern intermodal transport. That is a first phase of modernization of transport
connection Rijeka – Zagreb – Hungary – Middle Europe. The project is in operative
phase, and its acceleration is expected through usage of EU development funds, to
cover traffic demand of about 1.500.000 TEU/per year.
2) Construction of main container terminal “Zagreb pier” in port of Rijeka, as a key

integral traffic node of Northern Adriatic, which is operationally connecting all ports
into modern intermodal system. With a sea depth by the coast shore of 20 meters,
technologically modern operative shore of 1 250 meters and with two dry ports
“Škrljevo/Kukuljanovo” and “Miklavje”, this terminal is enabling a long – term
development of intermodal traffic on the SETA corridor. A program of construction of
this terminal is prepared, with concessions with strategic partners from abroad.
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Figure 27: Rijeka - Dry Ports Miklavje and Skrljevo
Figure 28: Rijeka - Additional measures Skrljevo – Rijeka – Matulij
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Figure 29: Overview Logistic Center Kukuljanovo
Figure 30: Overview Dry Port Skrljevo
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Figure 31: Rijeka Measures - Cost Overview
3) A project of construction of new low land, double tracked and electrified railway
Rijeka – Zagreb – Koprivnica – Middle Europe, which represents a second phase in
development of modern intermodal transport on the SETA corridor, when is expected
an increase of transport demand over the ports of Northern Adriatic of about 4.000.000
TEU/per year. There are already some offers from strategic investors of development
capital for construction and operative usage of this railway on concession.
4) Project of constructing of big intermodal node (dry port) „Miklavlje“ on the area of 250
hectares, which is 12 km away from terminal „Zagreb pier“, and where is currently
construction of objects of traffic and energetic infrastructure. Industry park is a part of
this project, where is expected finishing, adaptation, refinement and production of
merchandise, as well as other economic contents, which are compatible to this great
international development program.
5) Project of technical and technological modernization of dry ports “Škrljevo” and

“Kukuljanovo” which serve as a traffic logistics to Port of Rijeka and its specialized
terminals, especially to container terminal “Brajdica”, which can no longer function
without those dry ports, since its capacity is increased on 600.000 TEU/per year, since
is activated a new operative shore of 330 m and new transshipping equipment. Here, it
is especially important to prominent a project of their traffic connection by new
railway with a dry port “Miklavlje”, and modernization of the existing railways by the
operative shores in Port of Rijeka. On that way, there would be a total end of
unsustainable road transport, for transport of cargo transport between this parts of
port’s system. Dry port has become a technological necessity, because there is not
enough operative area by the operative shores, and main container ships require norms
for transshipment of minimally 75 TEU/h. That’s why it is important to ensure
operative area for resolving breaking points in combined (intermodal) transport, known
as Bulk – break point and Consolidation point, which require a lot of warehouse space.
Also, there is a need for modern information and communication system and a modern
work organization, of all participants in transport process, which is based on the new
information system.
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6) Project of constructing of an intermodal transport node (dry port) “Rugvica” between
Karlovac and Zagreb, as a Consolidation point in program which combines
maritime/railway transport and inland sailing, as a key factors of modern intermodal
transport system. A content of node “Rugvica” is similar to content of previously listed
dry ports on the SETA corridor.
7) A plan – project for constructing a multipurpose sailing canal Danube – Sava (Vukovar –
Šamac) with length of 60 km with three ship locks with water power plants and an
irrigation system of Slavonia fields for production of ecologically sustainable food as
well as biodiesel. With this project there is a reduced waterway towards Budapest and
Wien for 411 km and it is achieved an important precondition for application of modern
intermodal transport system. Currently, there is a realization of one part of this
project in the waterway of river Sava by Šamac. A complete construction is predicted
through concession of 65 years with a strategic partner.
NOTE: projects from point 2 – 7 present one integral technical/technological and
functional unit, and they should be realized simultaneously and completely, because
their individual construction can’t resolve a issue of modern intermodal system on the
SETA corridor, and without it, its not possible to achieve a given goal of 3E in this part
of EU and in this part of the world.
8) A program and a project of construction of special LNG (Liquid Natural Gas) terminal in
Omišalj, on island Krk, as a subsystem of port’s terminal for liquid cargo, which
includes a combination of maritime and land traffic in processes of energetic strategy
on the SETA corridor (cf. image 1). This is a complex traffic/energetic program where
LNG is being brought by special LNG ships, from Katar (Katar has offered a conclusion
of concession contract on the deadline of about 45 years for construction and
exploitation of this terminal) on the temperature of – 161,5 oC.
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LNG TERMINAL
OVERHAUS (FRIGO) CONTAINER

BAZE TERMINAL “OMIŠALJ”
TERMINAL FOR EXPORT

DRINKING WATER
DINA-PETROKEMIJA
Figure 32: New synergic terminal's complex „Omišalj“
In technological processes of converting LNG in commercial gas, there is a release of

significant cooling energy, which can be used for cooling of petro chemistry (industry)
facilities, as well as for keeping groceries on the port’s fridge – terminal. Also, there is
an offer from USA for construction of work over base for Trans – continental airplanes,
where is necessary to ensure a special chamber for airplanes testing on the
temperature of -127 oC (which is a twice smaller temperature from the temperature
when the airplane is flying on the height of 10 – 12 km). All of this drives are gaining a
free cooling energy, which is significantly reducing their business expenses). Katar has
expressed a need for back transshipment of drinking water with LNG ships, from a well
“Zvir”, nearby this LNG terminal. On that way, economic multipliers will be raised on a
level of about 15.
LNG from terminal “Omišalj” will be transported by block trains by the countries of
Middle and Eastern Europe, which is achieving a effect of energetic – industry
rationalization, and a competition to natural gas from Russia.
9) From the perspective of combined transport, there should be few words about project
thermo – electric power house “Plomin II”, which construction is in preparation, and
which should use coal from South America, in first phase, and later maybe a gas from
LNG terminal in Omišalj, when its in function.
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10) With a project IMONODE, European Union has projected a lowland electrified railway
Trieste-Koper-Rijeka on a maximal height of 200 m/altitude, which has to modernize a
land network between the biggest ports and traffic – industry centers on the Northern
Adriatic. On that relation there are more industry facilities in plan, which outputs are
intended for export through the SETA corridor.
Since there is almost 75 % of cargo which is being transported, and which will be
transported through the SETA corridor, over the area of Republic Croatia, it is necessary
to develop a EDIFACT modern information and communication system for rationalization of
transport expenses, through the decrease of administrative resistance on the border
crossings.
Also, there is an implementation of program for satellite navigation of means of transport
on the SETA corridor, as a special part of modern information and communications system.
With the finishing of previously described development programs and projects, on the
corridor will be officially introduced a modern (3E) intermodal system through the rational
usage of modern objects of transport infrastructure, superstructure, means of transport
and transport equipment.
That means, that in the future, on the SETA corridor, about 85% of cargo will be
transported by the electrified railway and inland sailing, and about 15% will be transported
with the ecologically unsustainable road transport. There shouldn’t be any administrative
restrictions for redirecting traffic from road to railway and inland sailing, since that will be
solved with a model 3E, which enables a rising of competitiveness of transport and
economic system, and road transport will mostly be used for development of passenger
traffic, tourism, transport of special cargo and emergent merchandise shipments.
In function of previously described modern intermodal system on the SETA corridor, there
are already regular ship lines for main ships between Asia and Northern Adriatic ports.
When a main container terminal “Zagreb pier” in Port of Rijeka (North Adriatic) is put in
operation, the number and frequency of main ship lines will soon increase, because cargo
traffic will be increased from current about 850.000 TEU/per year on about 4.500.000
TEU/per year. The number of block trains will also be increased on the SETA corridor, but
so will their extension to Russia, Ukraine, etc. because a competitiveness of new
intermodal system on the SETA corridor will have a significant increase.
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Dynamics of bottlenecks removal by cross – sectional years (2013-2015, 2015-2020, 2020-
2025-2030) on the railway sections.
No. Works on bottlenecks removal on the railway Construction Responsible
deadline partner
Period 2013-2015
1. Railway’s section: Rijeka (Rijeka Brajdica) – Hrvatski
Leskovac
1.1. ETS (Electro traction substation) Vrata and Matulji: in schedule CR
exploitation drive, at the latest for the schedule 2013/2014 2013/2014 infrastructure
1.2. ARB (Automatic railway block) on relation Rijeka – schedule CR
Moravice: in usage for schedule 2014/2015 year. 2014/2015 infrastructure
The fulfillment of technical demands from sections 1.1 and 1.2. have created conditions for
transshipment of cargo trains in intervals of 8-10 min (3 trains), and a condition that there are
two trains in one railway stations interval.
Relation: Rijeka – Moravice – Ogulin- Hrvatski Leskovac:
1.3. general railway repair by the schedule 2014/2015 to ensure schedule CR
a passenger trains speed of 120 (140) km/h, and of transits 2014/2015 infrastructure
80 (100) km/h.
On railway stations intervals: Fužine – Lokve (bridge
1.4. Ličanka) i Rijeka Brajdica– Sušak Pećine: load by the schedule CR
axle running meter raise on category D4 (22,5t/osovini/8 2013/2014 infrastructure
t/m) for schedule 2013/2014.
Introducing of modern system of transport management
1.5. ETCS (level 1) Euro Train Control System on relation: schedule CR
Rijeka – Moravice – Ogulin: (management from Rijeka) for 2015/2016 infrastructure
schedule 2015/2016
Extension of UL (useful lenght) of gauge in railway
1.6. stations Lokve and Zalesina on 700m (minimally 2-3 schedule CR
gauges in listed stations) for schedule 2014/2015. 2014/2015 infrastructure
2. Railway Dugo Selo – Koprivnica state border.
Ending of renewal and of reconstruction of the existing
2.1. railway Dugo selo-Koprivnica-državna granica, by schedule CR
schedule 2014/2015. 2014/2015 infrastructure
Passenger trains speed , on renewed railway 140 km/h,
cargo trains100(120)km/h
2.2. Beginning of construction of 2. gauge on the section Dugo schedule CR
Selo – Križevci, with a possibility of ending by Vrbovac for 2015/2016 infrastructure
schedule 2015/2016.
Period 2015-2020
3. Section Rijeka – Škrljevo (12km) CR
construction of 2. gauge by the existing railway section. 2015/2016 infrastructure
New single-tracked railway on the route: Horvati – Goljak
4. (Karlovac) – Belaj - Skradnik – Drežnica – Vinodol CR
Krasica – Tijani 2015/2018 infrastructure
In railway Skradnik is enabled a connection for
railway Oštarije and Ogulin
In new railway station Tijani is enabled connection with the
old railway towards Rijeka and Škrljevo, and towards route
for Ivane Šoiće and Bakar
5. Section Horvati–Zagreb RK (dispatch group)–Dugo

Selo
With the existing railway Horvati – Hrvatski Leskovac –
Delta Rasputnica- Zagreb Klara, there should be built a 2. CR
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5.1. gauge, and in station Zagreb Klara there should be ensured 2015/2018 infrastructure
a double tracked connection towards Zagreb RK on
northern and southern railway. With that kind of solution
there is no intersections of Rijeka’s cargo flows in Zagreb
Klara
A railway station interval Sesvete- D. Selo is still the busiest
one on the network of CR Infrastructure, and that’s why its CR
5.2. necessary to built two more gauges, so that will be a first 2016/2019 infrastructure
four – tracked connection on the network of CR
infrastructure
6. Railway Dugo Selo – Koprivnica – state border

The whole construction of the 2. gauge from Dugo Selo till
the state border with the existing railway, with small CR
deviations on specific locations for gaining better solutions 2016/2019 infrastructure
regarding railway route and railway station position.
Period 2020-2025-2030
In period 2020. till 2030. there will be a total harmonization of capacities of
the container terminal Brajdica, of main container terminal with two dry ports
Miklavlje, Škrljevo/ Kukuljanovo with the proviso that railway capacities on
the mentioned locations are completly aligned in Rijeka’s node, and
capacities of the existing and new low land two tracked railway. The main
goal is to ensure a daily transshipment of 4.000 TEU/per day (1.500.000
TEU /year.). That’s why it’s necessary to realize this construction.
New double – tracked railway (construction of 2. track ) on CR
7. the route Horvati – Goljak – Belaj – Skradnik Krasica – 2017/2020 infrastructure
Tijani
Connecting of terminal complex „Omišalj“
LNG terminal and Fridge – container terminal) requires a CR
7.1. construction of new railway on relation Krk (Omišalj) – 2020/2022 infrastructure
Krasica (station from connecting on the new double –
tracked railway).
8. Railway sections: Škrljevo – Šapjane

8.1. Ensuring a double tracked connection. On that way a
connection between big intermodal node Miklavlje, in the 2018/2020 CR
railway node Rijeka, and railways of node Rijeka is also infrastructure
ensured.
The development of suitable traffic volume for SETA
9. corridor in station will ensure a new, direct connection 2018/2020 CR
towards Murakeresztúr and Sopron infrastructure
Kor. CR Infrastructure is using EU funds (ISPA i IPA) from 2008 year. From that
X period, two projects of total value of 71,6 mil. € are completed and they are:
1. Project of renewal of double – tracked railway Vinkovci – CR
Tovarnik – state border – finished in December 2012 2012. infrastructure
god.
2. Project of switching signal. – safety devices on Zagreb CR
Main Railway station – finished in March 2013 year. 2013. infrastructure
There is a renewal and reconstruction of double – tracked 2014. CR
railway Novska - Okučani with value of 35,8mil. €, the infrastructure
finalization is planned for the end of 2014 year.
Soon, there is a competition for resources from structural CR
funds and cohesion fund. infrastructure
3. Remaining works – reconstructions on the corridor X
3.1. Reconstruction and renewal of railway on section Dugo
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Selo -Novska (1. phase). Design is in process. Works begin 2015. CR
in 2015 year . Project value is estimated on 195 mil. € infrastructure
Reconstruction and renewal of railway and construction of
3.2. 2. gauge on section Dugo Selo-Novska (2 phase). Design in 2017. CR
process, beginning of works is in 2017 year. Total value of infrastructure
project is estimated on 482,5 mil. €.
4. In application for obtaining EU Funds
Project of reconstruction and modernization Okučani - CR
4.1. Vinkovci. Projects value is estimated on 355 mil. € 2018. infrastructure
(projecting and works).
Projecting of reconstruction of the existing and construction
4.2. of future 2 gauge of railway section Zagreb Klara - Sisak. 2016. CR
Projects value is estimated on 195 mil. € , including infrastructure
projecting and works
The anticipated dynamics of investment activities is in
realistic frames and by the 2020 – 2022, there will be
4.3. invested approximately 1,5 milliard. € in corridor X as a CR
backbone of transport system in the south – eastern 2020-2022 infrastructure
Europe. By the realization of the listed investment activities
on the whole length of the X corridor X (316,4 km) state
border - Savski Marof - Zagreb main station – Dugo Selo –
Tovarnik – state border there will be a double – tracked
railway for speed of 160 (200) km/h.
A transit time of traveling on the corridor x on the CR
international passenger trains will be approximately 2-2:30 2020-2022 infrastructure
hours, and of cargo international trains it will be 6-8 hours.
For schedule 2015./2016. there are planed driving times on
the whole corridor X (international cargo trains):
- Salzburg – Halkali (Turkey) 1865 km driving time 48 hours
- Salzburg – Solun (Greece ) 1590 km driving time 36 hours
Equalizing of the level of technical equipment on the entire SETA corridor

Introduction of TIS (Train International System) – real
information of trains for international passenger and cargo
transport in time and space. Project is being completed on
the network of CR Infrastructure and it is being released in 2013/2014 CR
operative usage for schedule 2013./2014. and it is infrastructure
compatible with identical systems on the infrastructure
network (MAV-Hungary state railway, ÖBB- Austria railway
i SŽ- Slovenian railway) and it will significantly increase a
quality of railway services toward our users
A realization of project ETCS (Euro Train Control System)
level 1 (with spatial signals in railway station interval) and
level 2 (without the spatial signals) will be progressively
realized on the entire X corridor (it is ensuring a great level
of safety and punctuality of railway transport). CR
Maximal retention of international cargo trains on the border infrastructure
is 30 min.
State administration bodies must ensure that activities of
border services (customs, police, inspections) completely fit
into necessary technological time of cargo trains retention at
the border (30 min.).
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9 Annex 3: Detailed information - Italy
INDUSTRIAL SITES:
1) EINE-Enti di Industrializzazione del Nord Est (North-Eastern Industrialization Bodies)
E.I.N.E. is an entity constituted by several Consortia operating in Friuli and in Veneto.
Among its institutional purposes there is the creation of synergies and partnerships with
regard to consulting, research, industrial planning, studies and marketing. To reach this
aim, an agreement is being defined with the Friuli Venezia Giulia Regional Authority,
which will be able to use E.I.N.E. for consultancy, analysis, evaluation and assistance
services on economic, infrastructural, technological development, territorial planning and
marketing issues. On the E.I.N.E. web site, a search engine is available to look for
industrial buildings, settled companies classified per productive sector and interventions
aimed at personnel selection and employment, whereas a section called “Investing in the
North-East” is in progress. It will provide a macroeconomic picture of the two regions and
all legal references and necessary procedures to have access to facilitations and to the
spaces available in the areas managed by E.I.N.E. associates.
2) EZIT Ente Zona Industriale di Trieste (Agency for the Industrial Zone of Trieste)
EZIT manages an eight hundred and ten-hectares area, equipped with the most modern
infrastructures, within which it purchases, sells and rents lands and buildings to allow the
creation of industrial, economic and service settlements or related activities. Moreover,
EZIT promotes and manages services to the enterprises there settled. On the EZIT web
site, a search engine is available to look for industrial buildings, classified according to
type, price, surface and related municipality. Also legal references and purchasing and
renting methods are available, for industrial buildings, building sites and agricultural land.
3) Consorzio per lo Sviluppo Industriale della zona dell'Aussa-Corno (Aussa Corno
Consortium)
Aussa-Corno is an area of approximately 1,000 hectares, equipped with excellent
structures and infrastructures: fast link to the Venice-Trieste-Tarvisio motorway;
connecting railway to the Venice-Trieste line, to the near railway station of Cervignano del
Friuli and to the Alpe Adria Interport; river port of Porto Nogaro; collecting system and
cleaning system; methane, oxygen and nitrogen pipelines; optical fibre ring. Presently, the
Consortium hosts 64 firms with approximately 2,500 employees and offers advisory services
to enterprises intending to settle, on the identification of the ideal site, the correct
bureaucratic procedures and the planning and construction of warehouses. The Consortium
headquarters are in Udine.
4) Consorzio per lo Sviluppo Industiale del Friuli Centrale (Central Friuli Consortium)
The "Consorzio per lo Sviluppo Industiale del Friuli Centrale " is the public body managing
Udine Industrial Zone, an industrial pole at regional level, encompassing part of the
territories of the towns of Udine, Pavia di Udine and Pozzuolo del Friuli. The Industrial
Zone of Udine (ZIU) is provided with an overall surface of over 400 ha, 40% saturated. More
than 60 firms are settled there, with almost 1500 people employed. On the website, it is
possible to check the availability of areas and lots for the purpose of settling productive
activities. Moreover, data can be consulted on the related environment, according to the
following parameters: emissions in the atmosphere, waste type, acoustic impact.
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5) Consorzio per lo Sviluppo Industriale di Monfalcone (Monfalcone Consortium )
The "Consorzio per lo Sviluppo Industriale di Monfalcone" aims at promoting economic
development and favouring the rise of new industrial initiatives within the territory under
its control, constituted by the industrial zones of Lisert North, Lisert Eastern and Western
Channel, Lisert Port, Ronchi dei Legionari, Monfalcone and Schiavetti-Brancolo, with two
internal railway connections at Lisert (linking Monfalcone station to the Port and to the
Lisert industrial zone) and at Schiavetti-Brancolo (linking Ronchi Southern station to the
main companies of the Schiavetti industrial zone).
6) Consorzio per il Nucleo di Industrializzazione della Provincia di Pordenone
(Pordenone Consortium)
The "Consorzio per il Nucleo di Industrializzazione della Provincia di Pordenone", based in
Maniago, manages five equipped industrial areas in the municipalities of Maniago, Meduno,
Montereale Valcellina, Claut-Cimolais, Erto and Casso. The overall surface is 1,847,000 m2;
there are 70 firms settled, with more than 3,000 people employed. All areas are equipped
with network plants for industrial and drinkable water, gas, separate sewage collection,
purification.
7) Consorzio per lo Sviluppo Industriale della Zona del Ponte Rosso (Ponte Rosso
Consortium)
The "Consorzio per lo Sviluppo Industriale della Zona del Ponte Rosso" manages the
industrial zone of Ponte Rosso, covering an area of approximately 300 hectares in the
plains of Southern Friuli, with a strategic location as regards road, railway, port and
airport connections. Settlements consist of approximately 90 units for a total of about
2400 operators.
8) CIPAF- Consorzio per lo Sviluppo Industriale ed Economico della Zona Pedemontana
dell'Alto Friuli
The CIPAF manages an industrial zone of 220 hectares, hosts 30 firms and employs
approximately 1,700 people. The industrial zone is equipped with a series of services:
internal road network, drainage network, purification plant, lighting plant. Furthermore,
the area is provided with a railway and a motorway connection, a railway yard and a
railway weighing machine.
9) Consorzio di sviluppo industriale e artigianale Gorizia (Gorizia Consortium)
The "Consorzio di sviluppo industriale e artigianale Gorizia" manages the Industrial Zone of
Gorizia, which covers a 105-hectare area and is located to the South of the town, between
the hamlet of Sant’Andrea and the municipality of Savogna d’Isonzo. The area, which is
linked to the main national motorways and is in direct contact with Eastern Europe, hosts
58 companies with approximately 1,400 employees. The area offers excellent
infrastructures and various services: motorway connection, traffic centre, border station,
Friuli Venezia Giulia airport (only 18 km away), gas supply, low and medium voltage
electricity, drainage plant and purifier, public lighting, telephone lines
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10) Consorzio per lo sviluppo dello industriale economico e sociale dello
spilimberghese
The "Consorzio per lo sviluppo dello industriale economico e sociale dello spilmberghese" is
aimed at promoting the rise of new industrial and craft initiatives and at fostering the
strengthening of existing activities. It also works for the promotion and planning of
economic and productive development. The Consortium manages an industrial zone with
21 firms settled and approximately 750 people employed. The area is provided with gas
and electricity networks, telephone lines, public lighting, waterworks and drainage
network.
11) Co.s.in.t. - Consorzio per lo sviluppo industriale di Tolmezzo (Tolmezzo
Consortium)
The "Co.s.in.t.-Consorzio per lo sviluppo industriale di Tolmezzo" manages an industrial
zone of 247.5 hectares, with 89 firms settled and approximately 2,600 people employed.
The Consortium is aimed at promoting the rise of new industrial and craft initiatives and at
fostering the strengthening of existing activities. It also works for the promotion and
planning of economic and productive development. The industrial zone is supplied with
waterworks, drainage, electricity, methane gas, telephone network and public lighting.
BUSINESS AGLOMERATIONS / BUSINESS PARKS

1) AREA Science Park
AREA Science Park, the main science and technology park in Italy, has been active since
1982 and is managed by the "Consorzio per l'AREA di ricerca Scientifica e Tecnologica di
Trieste", a public research institution supervised by MIUR, the Italian Ministry of Education,
University and Research.
Acting as a bridge between the academic world and the industrial reality, between
innovation and the market, AREA Science Park stands out as a structurally interconnected
system of enterprises with high knowledge intensity and public and private scientific
research centres, supported by high value added services (financial assistance, technology
transfer, training, marketing and communication). With approximately 90 national and
international companies and research centres and 1,800 employees, AREA is a necessary
and effective structure for territorial innovation, oriented to excellence. AREA creates
ideal conditions for:
• facilitating cooperation and alliances among companies settled in the Park, by
means of sector clusters sharing competences, resources and structures;
• promoting the diffusion of innovation in processes, products and enterprise
organization, to exploit research activities from the economic viewpoint and
increase competitiveness at a global level of the regional production system;
• favouring the connections between the worlds of research and enterprises and
creating and developing new enterprises with high knowledge intensity;
• providing advanced training for enterprise innovation;
• favouring the internationalisation of the regional research and enterprise system.
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Besides the two massive campuses in Padriciano and Basovizza (Trieste), covering a surface
of 91,000 m2, a new Technology Pole has recently been opened in Gorizia. All AREA
Science Park locations are perfectly served by the motorway network and are very close to
the Friuli Venezia Giulia airport. The main sectors of activity of AREA Science Park are:
genomics and biotechnologies, information and communication technologies, physics and
new materials, environment. Moreover, research is being constantly developed to deal
with applications in the pharmaceutical, food, car, microelectronic and computer-science
industries.
2) Polo Tecnologico di Gorizia (Gorizia Technology Pole)
The "Polo Tecnologico di Gorizia" is an AREA Science Park structure responding to the need
for development of innovation and competitiveness, as expressed by the local economic
and production system. The Pole, therefore, promotes economic growth and generates
cooperations aimed at innovation in accordance with the needs of the territory. It is part
of an innovation system that favours the establishment of a networking logic among local
industry and research operators.
The Pole is located in the area of BIC – Sviluppo Italia Friuli Venezia Giulia, near the
Gorizia traffic centre. It aims at developing the following functions:
• orientation of local industries towards innovation and science;
• provision of information to the local economic system about opportunities and
benefits deriving from the use of innovative technologies;
• promotion of cross-border cooperation;
• cooperation with research and university institutions;
• specialized training for professionals.
3) Polo Tecnologico di Pordenone (Pordenone Technology Pole)
The "Polo Tecnologico di Pordenone" is a public limited consortium company featuring
among its shareholders the Friuli Venezia Giulia Regional Authority, the University
Consortium of Pordenone, Trieste AREA Science Park and the Union of Industrial
Entrepreneurs of Pordenone.
The Pole supports competitiveness of local enterprises by supplying advanced assistance
services for research and technological innovation. To this aim, it aggregates companies
that develop research programmes and offer performances with a high content of
technology and knowledge. In order to accelerate this process, the Pole also creates new
laboratories, which integrate the already available competences of the regional research
system, such as the wood laboratory, for the development of new technologies for surface
treatment and bonding techniques, and the components laboratory, which aims at
becoming a technological reference tool, able to support a new “co-makership” system
with the end customer. The Pole offers companies the following services:
• assistance in cooperations for project search and financing;
• support in patent search;
• assistance in personnel search and training.
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4) Parco Scientifico e Tecnologico Luigi Danieli
The science and technology park is dedicated to Luigi Danieli, a Friulian entrepreneur, and
it is managed by a consortium named Friuli Innovazione. It is the centre of research and
technology transfer of Udine University and it is financed by the Friuli Venezia Giulia
Regional Authority as per Regional Law on Innovation no. 11/03. The Park is:
• a research display, addressing enterprises intending to innovate;
• a headquarter of research laboratories of private firms, “mixed” university and
enterprise laboratories, centres for certification and enterprise services;
• an incubator of new enterprises in emerging sectors, industrial and research spin-
offs;
• a sponsor of initiatives, projects and innovative ideas of entrepreneurs, young
people, researchers.
The “Luigi Danieli” Park offers 2,600 m2 of buildings surrounded by 25,000 m2 of green
areas. Research institutes and laboratories, as well as highly technological firms and spin-
offs can be established there. The park aims at promoting innovation by facilitating
relations between universities and enterprises. In this way, it also carries out an action of
territorial qualification. The Park offers financial assistance to the enterprises settled, aid
in their start-up phase and in the definition of their entrepreneurial strategy, as well as
marketing, communication, training and logistics services.
5) CIT – Centro di Innovazione Tecnologica (Technological Innovation Centre)
The "Centro di Innovazione Tecnologica"of Amaro is headed by Agemont (Agency for the
Economic Development of the Mountain Region). The enterprises presently settled operate
in the sectors of industrial automation, electrical, electronic and optical components and
products, and innovative material processing. They stand out for their high technological
content, process and product quality and highly probable production development. A
project has been enacted for the activation of a Technological Service Centre, made up of
a system of laboratories and intended as an ideal place where innovations can be
transferred more easily to marginal territorial areas.
6) Business Innovation Centre of Trieste
The Centre is part of the incubator network of Sviluppo Italia Friuli Venezia Giulia. Located
within the traffic centre of Gorizia, a logistic nodal point on the border between Italy and
Slovenia, the BIC has an available incubator building of 4,800 m2 as a whole, 3,120 m2 of
which devoted to the establishment of new initiatives for production and/or industry
services. The area is subdivided into 3,000 m2 for 25 workshops, 450 m2 for incubation and
870 m2 for common areas. The Gorizia BIC has developed important cooperations with
Central and Eastern European countries and has contributed to start up 32 new
enterprises. As a whole, approximately 190 new jobs were created in the enterprises that
operated (20) and still operate (12) at the BIC Gorizia.
The Business Innovation Centre of Trieste is part of the Sviluppo Italia Friuli Venezia Giulia
network of incubators and is located between the city centre and the Trieste industrial
zone, very close to a massive road system. It covers a 12,000 m2 area, with 4,500 m2
available for enterprises. The structure supports entrepreneurs, actively introducing them
in the regional innovation system, which encompasses universities, training and research
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centres, but also venture capital investors. Since 1989, 79 enterprises have been started
up in the Centre, particularly in the sectors of ICT, diagnostics and bio-medical
technologies. As a whole, approximately 1,290 new jobs were created in the enterprises
that operated (47) and still operate (32) at the BIC Trieste.
7) Business Innovation Centre of Gorizia
The Centre is part of the incubator network of Sviluppo Italia Friuli Venezia Giulia. Located
within the traffic centre of Gorizia, a logistic nodal point on the border between Italy and
Slovenia, the BIC has an available incubator building of 4,800 m2 as a whole, 3,120 m2 of
which devoted to the establishment of new initiatives for production and/or industry
services. The area is subdivided into 3,000 m2 for 25 workshops, 450 m2 for incubation and
870 m2 for common areas. The BIC Gorizia has developed important cooperations with
Central and Eastern European countries and has contributed to start up 32 new
enterprises. As a whole, approximately 190 new jobs were created in the enterprises that
operated (20) and still operate (12) at the BIC Gorizia.
8) Business Innovation Centre of Spilimbergo
The Business Innovation Centre of Spilimbergo employs two structures, one located in the
historical city centre and the other in the industrial zone. Both are part of the incubator
network of Sviluppo Italia Friuli Venezia Giulia. The city-centre incubator is located in a
structure that is highly valuable from an architectural viewpoint and harmonically inserted
in the urban environment, so that it produces a remarkable image return for advanced
technology and service enterprises. The building located in the industrial zone offers
modular spaces at extremely flexible conditions. Thanks to their characteristics of height,
modularity and access from the outside, these are suitable to host the most diversified
manufacturing activities, including industrial engineering businesses. In the two Centres,
29 new companies began their activity. As a whole, 92 new jobs were created by the
enterprises that operated (9) and still operate (20) at the BIC Spilimbergo .
CROSS-BORDER-PROJECTS
1) ACROSSSEE
ACROSSEE, Accessibility improved at border CROSsings for the integration of South East
Europe, SEE/D/0093/3.3/X is a project co-financed by the EU Transnational Cooperation
Programme "South-East Europe", working in line with the new EU TEN-T Guidelines and
aiming at improving cross-border accessibility in the South -East Europe Area. This
objective will be reached by promoting prioritization and optimization of the existing
network and extending the EU transport network to the Western Balkans.
CHALLENGES AND OBJECTIVES. Despite projections and efforts for Europe's rapid growth,
doubts on rail freight's capability still persist. Since 1990s the EU has been promoting
greater interoperability on its inland rail freight, still these measures are highly criticised
as insufficient, whereas the co-operation for easing problems on cross-border issues is still
stagnating.
Furthermore, due to the extension of the EU rail network to the new member, candidate
and accession countries new opportunities for the rail freight are open but not fully
exploited due to several causes:
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• lack of investments' co-ordination;
• unbalanced openness to the market;
• unexploited potential of the intermodal connectivity;
• slow improvements in the TEN-T network completion in the SEE area;
• economic pressure deriving from the international trade and rising consumption
patterns.
The current situation presents relevant affirmation of the road transport despite the
growing market for international rail freight transport, in particular among the main
international corridors. On the other hand railway transport is still affected by high transit
time, mainly due to the long processing times at rail border-crossing points in the SEE, but
also by other problems that hamper its optimization such as certificates and cabotage
issuing, language and permits of stay.
It is furthermore important to consider that in the South East Europe Area, there is a great
number of border crossing stations that are characterized by long waiting times, different
customs services, burdensome administrative procedures that cause trade costs for
manufacturers and importers/exporters, in particular in the rail freight transport.
Within this context, the ACROSSEE project aims at improving cross-border accessibility in
the SEE area and at coordination enhancement among SEE national administrations, in the
light of EU legislation with a threefold general objective:
• to contribute to the extension of the TEN-T network and optimise the existing SEE
network implementation with the aim of fostering intermodality and co-modality on
transnational corridors and of reaching the White Paper targets by linking different
regional strategies of SEE, including the Western Balkans and the traffic generators
from Russia/Ukraine, Turkey and Suez.
• to adopt a common transport model for the entire South East Area, integrated with
the rest of Europe and compatible with the current EU system, adequate to be
exploited also by public administrations and transport operators
• to improve the cross-border accessibility of the freight flows and adopt concrete
measures in order to cut the running time in the cross-border points and ease up
the existing bottlenecks in the SEE area, as well as to increase operations'
transparency.
The main aim of the project will be achieved through several specific objectives:
• Status and needs analysis of the existing cross borders sections;

• Optimisation of the TEN-T planning in relation to the current and future traffic
flows;
• Contribution to the international borders management optimisation, that includes
reducing crossborder transit time, increasing regional and international trade by
improving border crossings, and ensuring the compatibility of national trade
facilitation measures with markets and administrative procedures;
• Goods and mobility facilitation across borders by improving infrastructures facilities
and institutional capacities;
• Promotion of an Integrated Border Management Strategy;
• Reduction of non-tariff costs on trade and transport by strengthening and
modernising customs administrations and other border agencies;
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• Efforts integration of the participating national authorities and European
Commission in the context of the TEN-T extension to the Western Balkans to jointly
align national procedures to EU standards;
• Contribution to the new EU Financial Framework 2013-2020 through pilot actions
and recommendations;
• Creation of the first geo-referential model for the South East Europe and for the
Western Balkans;
• Promotion of economic cooperation among countries in the region by focusing on
efficient transit;
• Services;
• Involvement of various actors responsible for the organisation of transport, through
networking and exchange of information activities;
• integration and coordination among organising authorities, cities and rural
communities and operators at all levels: strategic, planning and technical;
• multi-modal transport action plans development aimed at relieving missing links
along cross-border.
2) SEETAC
The South East European Transport Axis Cooperation - SEETAC project was funded under
the South East Europe Programme. The Project area is an important transit one within the
European Transport Network and an essential region to link Europe with the Far East.
SEETAC aimed at analysing possible integration between the Western Balkans (WB) and the
EU transport systems in order to generate transport continuity and infrastructure
development in the European area and beyond, thus implicitly leading to a rising
competitiveness and economic development with the ultimate aim to integrate the WB
countries in the European single market. Moreover, the project contributed to the solution
of cross-border bottlenecks and lack of harmonization among the participating countries. It
tackled both administrative problems, such as missing institutional and legal transnational
framework, as well as common safety, security and environmental standards and
harmonisation of transport modes.
The overall project objective was the establishment and implementation of an effective
and coordinated South East Transport Axis (SETA) framework, promoting and fostering the
institutional cooperation between PEC structures and Member States in order to reach the
EU's objectives of (i) transparency & information reliability; (ii) harmonised and efficient
institutional framework and; (iii) rapid implementation of the transport priority projects.
The project offered significant advantages to all the partners in terms of spatial planning
and regional cooperation and integration, and contributed to solving the existing problems
in the traffic sector. A close cooperation among the main actors facilitated matching of
future investments, planning of cross-border projects and agreements on measures for the
elimination of non-physical barriers (for freight and passengers/tourists) thus raising
awareness of political decision makers and public opinion on the aims and priorities along
the Axes.
3) ADB MULTIPLATFORM
Improving accessibility in the South East European area involves better freight mobility,
upgrading transport standards, developing unified models of sustainable mobility
management and integrated logistics chains and attracting innovative investments: the
project combines these key factors of territorial development looking at the regional
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integration into the European Union’s common market. Unfortunately the usage of
intermodal transport in this region is still limited.
ADB Multiplatform aims at:
• developing a network of multimodal hubs in the South East European area, with
common quality and performance standards, connected by innovative ICT and
transport services;
• developing accessibility and trade within SEE area and corridors addressed;
• making multimodal transport a real alternative to road for hinterland traffic
catchable by Adriatic/Aegean/Black Sea Ports, through common development
actions of multimodal transport;
• making rail a reliable solution for economic operators of SEE area, through the
development of a main integrated rail corridor connecting Black Sea to landlocked
countries, with branches to main Adriatic Ports;
• integration of rail and inland waterway transport through the enhancement of main
rail-river hubs and promotion of rail-water intermodality;
• protecting environment of SEE area, through the shift of road traffic to rail and
inland waterway, and the development of international agreements for developing
policies for external costs internalisation.
In general ADB Multiplatform will pave the way for more efficient freight transport and
infrastructure usage in the South East European area. The project is improving quality and
efficiency of greener transport and actions for a more efficient use of existing
infrastructure. The most crucial challenge for ADB Multiplatform how to improve
connection of ports with landlocked countries in the South East European area, therefore
the following four pilot cases were undertaken by the project partners:
• Black Sea to landlocked countries (Greece to Bulgaria/Romani and "Corridor X");

• Northern Adriatic to landlocked countries (Austria/Slovakia/Hungary/Serbia),
including the complementary links to E and W markets;
• Inter Adriatic (Corridor VIII) and connection of regional and local ICT systems;
• Danube River from Slovakia to the Black Sea.
4) FUTUREMED
It is a project under the MED Programme that aims to improve the competitiveness of port
systems in the MED area by improving accessibility through technology and procedural
innovations, and guaranteeing sustainability of transport. The idea focuses on the
realization of interoperable management information systems and on the reduction of
externalities. The project intends to define and implement, by means of concerted
territorial actions and pilot projects, sustainable middle- and long-term development
strategies. These will be focused on:
• the removal of the current barriers concerning accessibility of ports (seaside and
landside);
• the integration of ports with the hinterland;
• the development of logistics activities and intermodal transport connected with
ports;
• the development of infomobility aiming at fostering attractiveness and making port
system more efficient;
• the specialization of port systems.
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5) ADRIA-A: TRASNATIONAL COOPERATION WITH SETA PROJECT FOR PASSENGER
DEMOSTRATION TRAIN
The pilot initiative “Business Case Monfalcone – (Koper/Divaca) – Rijeka” highlighted the
feasibility of the identified and assessed development measures to overcome technical and
organisational obstacles and resulted in concrete action and financing plans.
Pilot projects as the pilot initiative “Business Case Monfalcone – (Koper/Divaca) – Rijeka”
demonstrate the impact of an optimized ADRIA-A and SETA transport network systems on
the development of the participating regions.
The foreseen railway connection Monfalcone - (Divaca/Koper) – Rijeka raised the following
objectives:
• activate a connection between the port cities of Monfalcone-Koper-Rijeka using the

existing railway infrastructures (a direct line Monfalcone-Koper-Rijeka is not
operational at the moment) to demonstrate the validity of the connection that
interests the portual system involved in the project and the hinterland/SETA
corridor integrated in this connection;
• improve the railway system connecting the port cities of the North Adriatic and the
railway system directed towards South and Central Europe (Ljubljana, Zagreb,
Budapest, Bratislava) also in order to evaluate business opportunities/new
opportunities for business investments;
• identify the strong and weak points connected to the transport systems and to the
logistical platforms/stations placed on the direction Monfalcone-Koper-Rijeka.
• promote opportunities between the port cities of the North Adriatic and SETA
International platforms like the one Bratislava-Vienna;
• support the European integration process connected to the admittance of Croatia in
the EU.
The business case permitted to:
• demonstrate the validity of SETA Corridor in the perspective of an integrated

logistical system in the North Adriatic that could be an instrument of traffic
attraction and increase;
• evidence the importance that the admittance of Croatia within EU assumes in
accordance with the objective of free circulation of goods/people and removal of
the custom barriers;
• make the local, regional and national authorities aware of the importance of
upgrading the railway system.)
115 / 122
DEVELOPMENT OF LINES, CORRIDORS AND NETWORKS
1) ADRIA-A
The ADRIA A project – Accessibility and development for the re-launch of the inner Adriatic
area, funded under the Cross-border cooperation programme Italy – Slovenia 2007-2013
aims at contributing to the accessibility and transport reorganisation in the entire cross-
border area, in order to form an integrated Italian – Slovene metropolitan transport area.
Under the guidance of the Central European Initiative as Lead Partner, the project’s
partnership embraces 26 partners among which the Transport department of the
Autonomous Friuli Venezia Giulia Region, the Italian and Slovene Ministries of Transport
and Environment, and the Veneto Region. For the first time the three airports of this area
participate in a joint project: the Marco Polo airport in Venice, the Friuli Venezia Giulia
airport and the Airport of Ljubljana, together with the ports of Trieste and Koper. Also
four maritime cities of this region participate in Adria a, thus emphasising the role of the
Northern Adriatic -the Municipalities of: Venice, Koper, Monfalcone, and Trieste.
The partnership includes the main border towns, the Municipalities of Gorizia, Nova
Gorica, Sežana, Divača, and the Province of Trieste. The project is carried out under the
scientific supervision and collaboration of 4 important universities specialized in
international economic and transport cooperation: the University of Trieste, Venice
International University, the University of Ljubljana and the University of Ferrara. Adria a
can boast the important participation of Informest and Ezit. The common intention is to
reach an adequate critical mass that will contribute to the competition of our own
territories and the creation of an efficient, integrated and sustainable transport system.
For this reason the project foresees the definition of the missing links in the Italian and
Slovene railway infrastructural network, to guarantee a single transport model for the
whole territory. Moreover, the project foresees the drafting of the road map for the
institutions of an EGTC (European Grouping for Territorial Cooperation) between Gorizia
and Nova Gorica, to ensure cooperation in territorial and transport planning even after the
conclusion of the project. The project will focus on the development of an effective
integration of the transport systems – railroad, public local transport, intermodality
railroad/flights and railroad/sea – on the metropolitan area between the Italian and
Slovenian territories. The Adria a project will implement those projects with the aim to
strengthen the links between cities by implementing an integrated rail service model. The
project foresees the preliminary studies for the missing links between the Slovene and
Italian railroad system. In particular, the line Gorizia-Nova Gorica-Vrtojba will be planned,
together with the electrification of the Nova Gorica-Sezana line and the planning of the
railroad connection between Trieste and Koper.
Through the project, the existing railway line will be analysed in order to use it in an
optimal way, with enhancement actions, aiming at eliminating missing links and
bottlenecks, by introducing service programmes, classified at different levels, and by
identifying service stations, stops and interexchange points. Last but not least, the cross-
border area should be integrated with the central section of the Veneto region in one
single metropolis. This large area hosts production centres, housing, commercial, cultural
and transport areas of international importance. The total budget amounts to
3.289.00,00€ and the project will last for 48 months (1st January 2010 – 31st December
2013).
116 / 122
2) DEVELOPMENT OF AN ILC (INTEGRATED LOGISTIC CENTER) AT THE BORDER
BETWEEN FRIULI VENEZIA GIULIA REGION AND VENETO REGION
The Veneto Region consider strategic the upgrade of the logistic hub of Portogruaro in the
framework of the new asset of the trans European networks, at the moment in approval
phase from the European Council, in order to re-launch multi-modality in the perspective
of connections with the areas of Eastern and North Eastern Europe.
This will depends from the following aspects:
• the Municipality of Portogruaro, with its dry port, has a unique infrastructural asset
that summed to the one as well unique of “Eastgate Park”, situated between the
Municipality of Portogruaro and the Municipality of Fossalta di Portogruaro can
aspire to candidate the Portogruaro area (border area between Friuli Venezia Giulia
region and Veneto region) as a first level intermodal and logistic pole of the Veneto
Region, together with the ones of national relevance (Padova, Verona, Rovigo and
Venice).
• the public-private intermodal infrastructure for freights of Portogruaro, already
operative, with its back-port potentialities, linked with the big private logistic-
productive infrastructure of almost 200 hectares that is present between the
Municipality of Portogruaro and the Municipality of Fossalta di Portogruaro
(Eastgate Park), is candidate for the new regional and national dry port plan as an
infrastructure that covers Eastern Veneto and that can be an attraction and
reorganization pole of other province realities and of reorganization of the dry port
and back-port system of the entire North East, including the near Friuli Venezia
Giulia Region: a bipolarized dry port with its specific intermodal and logistic
functions, in a almost entirely urbanized and partly already operative framework
(Multi-modal center PIP Noiari, Dry-port and Eastgate Park logistic centre).
• for Portogruaro territory it is a unique occasion for the attraction of new
investments, considering that the transport infrastructures realized/started by the
Veneto Region merge here at a centre of the two important mobility directions
East-West and North-South (among others, the extension of the A28 with the “New
Predemontana” and the highway of Valsugana will permit to many Eastern traffics
as well as North Adriatic ports traffics to reach the over-alps area both throughout
Tarvisio and Brennero, as expected by the EU program).
• the reconfirmation of the “Mediterranean” AV/AC corridor (old corridor 5), the
third lane until Trieste and the electrification of the short railway section
Portogruaro-Casarsa represents a unique opportunity for the Eastern Veneto area in
the italian infrastructural context, for sustaining productive activities and for the
important occupational benefits that could originate.
• the logistic center of Portogruaro, also because of its geographical location, is
being promoted as a natural gravity location/center for the storage and handling of
goods to and from the Eastern and Western Europe as well as the antenna of the
national traffic having all the characteristics to be able to face inquiries
production, logistics and forwarding, and as a platform for aggregation/distribution
of intermodal traffic of (rail-road).
• the new intermodal hub (that can also count on an already fundamental
infrastructure such as the customs department) is also applying to serve as a
platform for city logistics for the Venetian coastal towns (starting from the creation
of a pole for the frozen food), being able to also link-up with the port
infrastructures of the High Adriatic Sea, as required by EU programming.
117 / 122
For the finalization of this will a Memorandum of Understanding was signed between:
• Veneto Region;
• Province of Venice;
• City of Portogruaro;
• City of Fossalta di Portogruaro;
• Portogruaro Dry-Port spa;
• SAVO Consortium;
• Polins srl;
• Prelios SGR – Società di Gestione del Risparmio spa.
These stakeholders are committed to achieving an operational proposal (within 3 months

from the signature) for the third pole called LAYOUT AND INTERMODAL LOGISTICS of
Eastern Veneto (or Italian North East). This operational proposal (LAYOUT) will state the
theoretical potential of existing infrastructures and of the suitable territorial areas to
accommodate a logistic center of national importance which could meet the standards of
the new Italian regional and national plan for dry-ports. The LAYOUT will identify the
functions, quantities and public/private actors to be sensitized/involved for the
preparation of a master plan based on traffic data, capacity of existing/funded road and
rail infrastructures, import & export potentials of the Eastern Veneto/North East Italy
catchment area, ), as well as the generated impact on employment (these single aspect
could be already available from the stakeholders or could be supplied by third parties).
Among the functions of the new multi-modal pole for logistics (above the traditional
functions of the rail-road intermodal and logistics) some new requirements such as back-
port services, cold storage and city logistics distribution service for the coastal touristic
cities of the Upper Adriatic Sea will be considered/included.
There will also be a detailed analysis of traffic data of the Eastern Veneto and of Friuli
Venezia Giulia Regions with particular regard to freight traffic by rail, road and sea
connections to Central and Eastern Europe.
VEGAL local development agency for Eastern Veneto Region (www.vegal.net;
vegal@vegal.net) was asked to investigate the possible interconnections with ongoing
European projects, including the prevailing role that SETA project could assume.
118 / 122
10 Annex 4: Detailed information - Slovenia
In the resolution of transport policy it is mentioned that the state (OG RS, No. 58/06):
• introduction of payment for the use of transport infrastructure on the principle of

social marginal cost,
• creation of a comprehensive transport model with appropriate calculation of
resources and intermodality of links and resources,
• creation of the National Development Plan on the optimal alignment of the
transport system in compliance with international obligations of Slovenia,
• development of transport infrastructure, which is the condition for the uniform and
synchronous operation of the system,
• development of new transport technologies and techniques that will be less harmful
for the environment,
• introduction of fiscal measures to stimulate the formation of complete logistics
solutions,
• introduction regulations and other acts to regulate primarily conditions for the
development of qualitative market structure and to support the comprehensive
logistics services and promotion of the use of more economical and environmental
friendly vehicles.
ZZelP-UPB6 in Art. 4 provides that a State may give carriers that perform combined
transport state aid in the form of government benefits for the portion of the funds spent
by these carriers for investments, for research and for the share of transportation costs, if
the following conditions are met:
• implementation of the special interest of the State and

• that these government benefits provides carriers in intermodal transport an equal
economic position with carriers in other types of goods traffic or providing
reimbursement of expenses incurred in carrying this because they would not be
doing this, if it was performed only because of their economic interest.
Government should regulate the state aids in the way that the conditions would not be
applicable in all cases, when introducing a new transport lines and stimulation is really
limited.
ZZelP OCT6 defines criteria for assessing the eligibility requirements of carriers to state
compensation costs that are further elaborated in the Decree on compensation of costs for
services, research and investment to carriers that perform certain transport services by
rail.
(OG.RS, No. 108/2000). Aid can be applied by carrier that is registered in Slovenia and
proves that he is entitled to such compensation with attached supporting evidences.
Although there is legal basis for state aid to carriers engaged in combined transport, in the
form of compensation of portion of costs, last aid granted by the State to the carrier was
in 2003.
119 / 122
Tax incentives (cost-effective tariffs)
Types of fees and reimbursements for use on public roads taxative are generally defined in
the Act on public roads-ZJC48, which was repealed by the Act on the roads - ZCes-1 (OG
RS, No. 109/2010), based on the transitional provisions of ZCes -1 remain valid provisions
ZJC governing fees and compensation for use on public roads. Individual fees and
reimbursement for use on public roads, which generally defined in ZJC largely become
subject to regulation by special laws.
The obligation to pay the annual charge for use of motor vehicles and trailers registered in
Slovenia is defined in the Act on an annual levy for the use of vehicles on the road (OG RS,
No. 57/2008), the amounts of annual charges are defined in Regulation of setting the
method and the amount of annual charges for the use of vehicles on the road (OG.RS, No.
100/08 and 19/10) 49. Its sizes depend on the technical features of the particular vehicle.
For trucks, maximum allowed mass is relevant. While for each category of vehicles as a
measure to enforce the reductions take into account the ecological requirements
(emissions of air pollution). Under the existing arrangements are currently no specific
incentives for combined transport, which would allow reduction of payment of the charges
for road goods vehicles (trucks, HGV) involved in intermodal transport.
The Law on tax on motor vehicles - OCT2 (OG.RS, No. 72/06 and 9/10) 50 regulates the
obligation to pay tax on motor vehicles of certain codes as defined in the Customs Tariff of
the European Community as this vehicles are first time put on the market or are first time
registered in the territory of the Republic of Slovenia, and for sale of used motor vehicles.
Under the existing arrangements for road vehicles used in intermodal transport, no specific
benefits, reduction or exemption of tax are presumed. It would be encouraging and would
contribute to the development of combined transport to introduce tax relief for these
vehicles51.
Exemption on paying motor vehicle tax and road charges for vehicles in combined transport
are the form of tax incentives for the development of combined transport and are already
included in the agreement that the Republic of Slovenia has concluded with the Republic
of Hungary on the international rail, road and water combined transport, with the
restriction that this measure is limited to cabotage operations in unaccompanied combined
transport within the 30 kilometre zone the air line from the terminal for combined
transport and is effective only for goods vehicles registered in countries signatory to this
Agreement. A similar provision is contained in a bilateral agreement, which Slovenia has
concluded with Croatia, in which the two parties have undertaken to transport to / from
the terminal in unaccompanied combined transport mutually acquitted of road user
charges and other fees pay for road vehicles, from loading place to the terminal or from
terminal to loading place within a certain distance of each terminal of combined transport.
For motor vehicles and trailers that are registered in a foreign country, not a member of
the European Union, the payment of road tax was governed by the Decree on road taxes to
be paid by motor vehicles and trailer vehicles registered outside the Republic of Slovenia
and engaged in road carriage of passengers and goods on public roads within the Republic
of Slovenia (OG RS, No. 63/2002). On the day of the full membership of the Republic of
Slovenia in the European Community this Decree expired (OG RS, No. 46/2004).
120 / 122
Figure 33: Measures to promote intermodal transport in Slovenia (1)
121 / 122
Figure 34: Measures to promote intermodal transport in Slovenia (2)
122 / 122

Evaluation of Intermodal Facilities and Terminals in SETA Corridor

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Evaluation of Intermodal Facilities and Terminals in SETA Corridor

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INTERMODAL TRANSPORT AND TERMINAL

EVALUATION IN THE SETA-CORRIDOR

1.3 Top-down view regarding cargo quantities ............................................. 14

1.4 Impact of transport policies on the terminal development ........................... 15

2 Ports, dry ports and ICT in SETA corridor – overview .................................... 17

2.3 Characteristics of the SETA region ....................................................... 19

2.5 Effects of financial measures ............................................................. 21

3 Important terminals and nodes within the SETA-corridor – evaluation ............... 24

4 Transport volumes and development prognosis ........................................... 70

4.2 Internal influence factors.................................................................. 72

5 Intermodal transport in SETA – demands towards terminals ............................ 75

5.2 Feasible measures in terms of transport policies ...................................... 82

8 Annex 2: Detailed information - Croatia .................................................... 96

9 Annex 3: Detailed information - Italy ..................................................... 106

10 Annex 4: Detailed information - Slovenia ................................................ 119

1.1 Information sources for this study

1.2 General information on intermodal and combined transports

1.2.1 Maritime combined transport

1.2.1.1 Competition among sea harbours

1.2.1.3 Summary - Competition in maritime intermodal transports

1.2.2 Continental unaccompanied combined transport

1.2.2.2 Transport of solid and liquid bulk goods in bulk containers

1.2.3 Combined technologies for not cranable transport equipment

1.2.3.1 Rolling road transports

1.3 Top-down view regarding cargo quantities

1.3.1 Market for Terminals in the SETA region

1.3.2 Impact of a broad gauge rail connection to the Vienna region

Figure 1: Impact of Broad Gauge Connection to Vienna

1.4 Impact of transport policies on the terminal development

2.1 Scope and purpose of the SETA corridor

Figure 2: SETA corridor

Background and purpose of SETA: 4

2.2 General structure characteristic

2.2.1 Locations in seaports

2.2.2 Inland locations

2.3 Characteristics of the SETA region

2.4 Competition of the combined transports

2.4.1 Competition of the railway companies

2.4.2 Competition of operators and seaports

2.5 Effects of financial measures

2.6 Market trend to cheap routes

2.6.1 Terminal network in the European route system

2.6.2 Increasing competition between terminals

2.6.3 Gateway functions

3.1 Bratislava UNS (Slovakia)

Figure 3: CSKD INTRANS Bratislava, location15

Table 1: Fact sheet ÚNS CSKD INTRANS Bratislava17

Terminal Operater ČSKD INTRANS s.r.o. (Bratislava)

Address Lúčna ul. 12, 82105 Bratislava, SLOVAKIA

Modes served Road, Rail

Phone +421 903 744 857

Opening hours Mon-Fri: 06:00 - 18:00

Total terminal Area 34.500 square meters

Portal frame 1 x portal-crane, 1 x side-loader

Reachstackers 4 x 24 t / 15 handlings per hour

Interim Storage 16.000 square meters

Shipping volume 430 TEU/day, 147.700 TEU/year (2011)

Market information n.a.

Structure information n.a.

Additional information n.a.

Figure 5: Bratislava Palenisko (SPaP), location20

Table 2: Fact sheet Bratislava Palenisko (SPaP) 23