Ten T Report 2023 Web
Ten T Report 2023 Web
2023
Development of indicative TEN- T
extensions of the Comprehensive and
Core Network in Western Balkans
October 2023
Glossary
of Terms
A V
AF Alternative Fuels
VTMIS
Vessel Traffic Monitoring and
Information System
VTS Vessel Traffic Services
E
EC European Commission W
Economic and Investment
EIP Plan WB Western Balkans
European Railway Traffic
ERTMS Management System
European Train Control
ETCS System
EU European Union
Electric Vehicles Charging
EVCS Station
I
International Financial
IFI Institution
International Roughness
IRI Index
ITS Intelligent Transport Systems
R
RIS River Information System
Albania, Bosnia and
Regional Herzegovina, North
Partners Macedonia, Kosovo*,
Montenegro, Serbia
T
TC Transport Community
Transport Community
TCT Secretariat Permanent Secretariat
Trans-European Networks
TEN-T Transport
Transport Observatory
TODIS Database/Information System
* This designation is without prejudice to positions on status and is in line with UNSCR 1244 (1999) and
the ICJ Opinion on the Kosovo declaration of independence.
2 3
REGIONAL OUTLOOK
List of Figure 24.
TEN-T Road Network Infrastructure
Condition 2021 - 2023
36
Figures
Figure 25. Road network condition map 36
TEN-T Road Network Infrastructure
Figure 26. 37
Profile 2022 – 2023
Figure 27. Road infrastructure profile map 37
Indicative trans-European transport TEN-T Road Network conditions per
Figure 28. 38
network (TEN-T) extension of each road category 2022 vs 2023
Figure 1. 14
Comprehensive and Core Networks Core and Comprehensive
to the Western Balkans Figure 29. Compliance Rate (infrastructure and 38
Indicative extension of the TEN-T profile) 2021 - 2023
Figure 2. Core and Comprehensive Rail 19 Figure 30. Road network compliance map 39
Network to the Western Balkans
Indicative extension of the TEN-T
Percentages of electrified and non- Comprehensive and Core Inland
Figure 3. 20 Figure 31. 42
electrified lines 2021/2022/2023 Waterways and Ports to the Western
Figure 4. Map of electrified lines 20 Balkan Region
Axle load in tonnes/axle on Core Indicative extension of TEN-T
Figure 5. and Comprehensive Network 21 Figure 32. Comprehensive and Core Airports to 47
2021/2022/2023 the Western Balkans Region
Map of axle load in tonnes/axle on
Figure 6. 21 Figure 33. Rail Projects Map 53
Core and Comprehensive Network
Design Speed 100 km/h and over Figure 34. Road Projects in the Western Balkans 54
Figure 7. 22
2021/2022/2023
Western Balkans rail network
Operating Speed 100 km/h and over Figure 35. electrification progress forecast for 64
Figure 8. 22
for 2021/2022/2023 2027
Figure 9. Train length 2021/2022/2023 23 Figure 36. Electrification Forecast 2027 Map 65
Figure 10. ERTMS deployment 2021/2022/2023 24 Western Balkans Rail network axle
Figure 37. 65
Figure 11. Map ERTMS deployment load progress forecast for 2027
Figure 12. Assessment Methodology Criteria 25 Figure 38. Axle Load Forecast 2027 Map 66
Condition of the Rail Network Western Balkans Rail Network train
Figure 13. 25 Figure 39. 67
2021/2022/2023 length progress forecast for 2027
Figure 14. Railway infrastructure condition map 26 Western Balkans Rail network
Minimum design speed 100 km/h
Map of the TEN-T Extension of Core Figure 40. 67
compliance progress forecast for
Figure 15. and Comprehensive Road Network to 28 2027
Western Balkans
Western Balkans Rail network –
Core Network Road Profile 2021 - Minimum operating speed 100 km/h
Figure 16. 29 Figure 41. 68
2023 compliance progress forecast for
Core Network Road Condition 2021 2027
Figure 17. 29
– 2023 Western Balkans Rail Network ERTMS
Core Network Road conditions per Figure 42. compliance progress forecast for 68
Figure 18. 30 2027
each road category 2021 – 2023
Figure 19. Core Network Compliance Figure 43. ERTMS Forecast 2027 Map 69
Figure 19. 30
rate 2021 - 2023 Western Balkans Rail Network
Comprehensive Road Network Profile Figure 44. Infrastructure condition forecast for 69
Figure 20. 33 2027
2021 - 2023
Comprehensive Road Network Rail infrastructure conditions forecast
Figure 21. 33 Figure 45. 70
Condition 2021 - 2023 2027 Map
Comprehensive Road Network TEN-T Compliance progress forecast
Figure 46. 71
Figure 22. conditions per each road category 33 (infrastructure profile and condition)
2021 - 2023 TEN-T road network – 2027
Comprehensive Road Network Figure 47. compliance forecast (infrastructure 71
Figure 23. Compliance (profile and condition) 34 profile and condition)
2021 - 2023
4 5
LIST OF FIGURES
Action Plans and EU Acquis Progress Report 2023 October 2023
FOREWORD
U
nder the provisions of Article 8 of the Treaty establishing the Transport Community, the Regional Steer-
ing Committee reports annually to the Ministerial Council on the implementation of the indicative
trans-European transport network (TEN-T) extension of comprehensive and core networks to the West-
ern Balkans.
The third edition of the Transport Community’s Annual Report and the first benefitting formally from the Trans-
port Observatory Information System’s (TODIS) inputs marks another pivotal achievement in the TEN-T network
monitoring process.
The region continues to make significant strides towards its goal of enhancing connectivity alongside the TEN-T
Network in a safe, clean and sustainable manner. Since the previous report, new projects have been delivered
successfully for all transport modes, and the overall investment dynamic appears positive. Consequently, clear
progress has been made towards compliance with specific TEN-T indicators. Nonetheless, this progress falls con-
siderably short of the necessary pace for achieving full compliance within the timeframes set down in Regulation
No 1315/2013 and exhibits an uneven distribution among distinct transport modes. In particular, the railway
sector appears to be trailing despite concerted efforts to revitalise it.
Notwithstanding the substantial funding package committed by the European Union under the Economic and
Investment Plan framework for the Western Balkans, the gap between investment needs and available funding
remains high and will likely widen. Cost overruns are a significant concern, casting doubts on the region’s overall
capacity to secure the requisite funding for ongoing projects while advancing new investments. Prioritisation
driven by a clear focus on strategic priorities is essential to optimise the use of the available resources and maxi-
mise the economic returns of the investment package.
In terms of methodology, TODIS is emerging as a game changer, not just due to its intrinsic features (which are
set to become increasingly prominent in the years ahead ) but also for its role in institutionalising the TEN-T data
management process in the region. Although this year’s report marks the third consecutive instalment, it also
provides new and reliable data and a knowledge baseline for continued process monitoring and updates going
forward.
For the Regional Steering Committee For the Transport Community Permanent Secretariat
Jasminka Kirkova Matej Zakonjšek
Chair Director
6 7
FOREWORD
1
Executive
Summary
1 Executive
Summary
1. The 2023 Annual Report establishes a fresh to 69.96% in 2023, primarily due to maintenance.
foundation for TEN-T data in the region, set- Meanwhile, other indicators have either stag-
ting a new baseline for the monitoring exer- nated or decreased slightly. Some of these de-
cise. It is the first report to benefit from TODIS velopments may indicate shifts in baseline data
inputs, meaning not just from improved analyt- or alterations in reporting methodologies, and
ical tools but also from the comprehensive data additional annual data series may be required to
collection and the review exercise that accom- establish a definitive trend in this regard.
panied the development of the system and the
institutionalisation of TEN-T data management 4. The waterborne and air transport sectors
in the region. While the improved data reliability have exhibited remarkably consistent compli-
is a positive development, it is also essential to ance rates, with no recorded changes over the
note that this year’s outcomes may not be entire- years. While the positive aspect of these figures
ly comparable with those of previous years. As is evident, a less encouraging observation is the
a result, the report approaches conclusions re- apparent absence of systematic, coordinated ef-
garding the annual changes in specific indicators forts to address long-standing compliance gaps.
with a degree of caution. Readers are likewise ad-
vised to exercise caution when interpreting raw 5. Compliance rate evolution remains erratic be-
data series. tween transport modes and key indicators.
As highlighted in previous reports, compliance
2. Progress towards compliance with specific rates vary significantly between various criteria.
key TEN-T indicators remained steady and, in This has remained unchanged in 2023, and the
some instances, even accelerated. The Core unbalanced development will likely continue
Road Network compliance rate has increased if compliance indicators are not addressed in a
by no less than 5.27%, from 46.86% (in 2021) to coordinated fashion. Investment policies should
52.07% (to date), exceeding the 50% symbolic reflect equilibrium, coherence, and pragmatism
threshold for the first time. No less than 1,828 more than ever.
km of high-quality roads on the region’s Core
Network now comply with the TEN-T profile and 6. While the deterioration in road infrastructure
quality standards. The Comprehensive Road Net- conditions appears to have halted, the state of
work seems to have dramatically improved from the railway network continues to deteriorate,
last year’s reported compliance rate of 48.95% emphasising the urgency of implementing im-
to its current 69.66%. However, it is important to proved practices and increased maintenance
note that this increase is not solely attributed to budgets. Compared with large projects, mainte-
remarkable on-the-ground improvements within nance tends to be more cost-effective in the long
a single year but is primarily due to updated data run. Regular maintenance and timely repairs
regarding the road surface quality in the region. can extend the lifespan of infrastructure, thus
reducing the need for costly replacements or
3. Railway sector performance has been incon- extensive upgrades. Secondly, well-maintained
sistent. An impressive surge has also been ob- infrastructure typically operates more efficiently
served in the train length indicator, soaring from and reliably, minimising disruptions and ensur-
zero to nearly 3.44%. After dipping slightly be- ing consistent service delivery. Moreover, main-
tween 2021 and 2022, operating speed compli- tenance projects are often quicker to implement
ance on the Core Network rose from 13.58% to and have a smaller environmental footprint than
15.79%. There has also been a notable decrease large-scale construction, contributing to sustain-
in the railway axle load on the Comprehensive ability goals.
Network, dropping by 5% from 74.52% in 2022
10 11
EXECUTIVE SUMMARY
2
Scope and
Methodology
2 Scope and
Methodology
The progress made by the South-East European The monitored compliance indicators are set down un-
Parties in aligning their infrastructure with TEN-T der Arts. 12, 15, 18, 22, 25 and 28 (for the Comprehensive
standards is monitored through a tracking system Network) and Art. 39 (for the Core Network) of Regula-
established under Article 8 of Transport Community tion No 1315/2013. The list of indicators is the same as
Treaty. This system mandates the Regional Steering in the previous year (thus facilitating progress tracking)
Committee to produce dedicated annual reports for and aligned with the EC’s TEN-T biannual reporting.
submission to the Ministerial Council. ([…] “The Re-
gional Steering Committee shall report every year to The indicative extension of the TEN-T Core and Com-
the Ministerial Council on the implementation of the prehensive Networks in the Western Balkans as pro-
TEN-T described in this Treaty. Technical Committees vided for by the Commission Delegated Regulation
shall assist the Regional Steering Committee in draw- (EU) 2016/7581 and included in Annex I.1 to the Treaty
ing up the report.”). establishing the Transport Community is given below.
Figure 1.
Indicative trans-European transport network (TEN-T) extension of
Comprehensive and Core Networks to the Western Balkans
Comprehensive Network: Railways and airports Comprehensive and Core Networks: Roads, ports, Comprehensive and Core Networks: Inland
rail-road terminals and airports Waterways and Ports
Core Network: Railways (passengers) and airports
14 15
SCOPE AND METHODOLOGY
3
TEN-T Network
Compliance
Assessment
3 TEN-T Network
Compliance Assessment
Primary infrastructure
caused by rail transport, in particular through
measures for rolling stock and infrastructure, in-
cluding noise protection barriers;
• meeting infrastructure requirements and en- characteristics and
hancing interoperability;
• improving the safety of level crossings;
physical state
• where appropriate, connecting railway transport
infrastructure with inland waterway port infra- The TEN-T rail network consists of two layers: the Core
structure. and the Comprehensive Networks, respectively. The
total length of the Railway Comprehensive Network is
4,007 km, of which 3,819 km are currently in operation.
The Railway Core Network spans 2,623 km, with 2,570
km in operation. 188 km of the Comprehensive Net-
work and 53 km of the Core Network have been tempo-
rarily closed for safety reasons (lack of maintenance) or
ongoing construction works.
18 19
TEN-T NETWORK COMPLIANCE ASSESSMENT
Note: The small decrease in electrification is a result of establishing TODIS and its improved analytical tools, as well
as the comprehensive data collection and review exercise that accompanied the development of the system and the
institutionalisation of TEN-T data management in the region.
Figure 3.
Percentages of electrified and non-electrified lines 2021/2022/2023
Figure 4.
Map of electrified lines
Figure 5.
Axle load in tonnes/axle on Core and Comprehensive Network 2021/2022/2023
11%
Figure 6.
Map of axle load in tonnes/axle on Core and Comprehensive Network
20 21
TEN-T NETWORK COMPLIANCE ASSESSMENT
C. FREIGHT LINE SPEED operational speed is mainly due to some finalised
projects for construction and maintenance.
In freight line design speed, almost 80% of the Core
Network is compliant with the parameter of 100 or Note: The small decrease in Design speed Compliance
more km/h and 68% of the Comprehensive Network, on the Core Network is a result of establishing TODIS
as per the data for 2023. There is no significant differ- and its improved analytical tools, as well as the com-
ence between 2022 and 2023. In operational speed, prehensive data collection and review exercise that
there is a slight increase of almost 2% (from 13.58% in accompanied the development of the system and the
2022 to 15.79%) where the operational speed is over institutionalisation of TEN-T data management in the
100 km/h. The main reason for the slight increase in region.
Figure 7.
Design Speed 100 km/h and over 2021/2022/2023
20,43% 21,16%
28,01 %
39,31% 31,82%
32,33%
11%
Figure 8.
Operating Speed 100 km/h and over for 2021/2022/2023
Figure 9.
Train length 2021/2022/2023
96,57% 97,75%
100 %
100 %
100% 100%
3,44% 2,25%
2021 2022 2023 2021 2022 2023
CORE COMPREHENSIVE
22 23
TEN-T NETWORK COMPLIANCE ASSESSMENT
Figure 10.
ERTMS deployment 2021/2022/2023
Figure 11.
Map ERTMS deployment
Figure 13.
Condition of the Rail Network 2021/2022/2023
33,24% 25,87%
16,73 %
30,32 % 12,30% 27,56%
15,74% 16,40%
13,38% 9,97% 9,83% 10,53%
2021 2022 2023 2021 2022 2023
CORE COMPREHENSIVE
In 2023, it was reported that 40% of the Core Rail Net- having an average condition, with considerable varia-
work and 38.1% of the Comprehensive Rail Network tions in their maximum allowed speeds, marking an
were in either very good or good condition, allowing almost 5% increase.
for speeds between 70-100% of their design capabili-
ties. However, it is worth noting that there was a slight Unfortunately, a significant portion of both the Core
decline of approximately 0.1% in the very good cate- (42.45%) and Comprehensive Network (46.28%) was
gory and a more significant 2.9% decline in the good rated as being in poor or very poor condition, with
category. This decline can be attributed to the slow- their design speeds averaging only 50% and show-
er pace of improvement due to limited investment. ing minimal improvement since 2022 on the Core
Roughly 17.4% of the rail sections were categorised as Network. One critical concern is the reliability of the
24 25
TEN-T NETWORK COMPLIANCE ASSESSMENT
assessment system, as some sections displayed sub- This approach is part of the Transport Communi-
stantial disparities between their reported condi- ty Rail Action Plan and is not only cost-effective but
tion, designed specifications, and maximum allowed also more sustainable in the long run, as it prevents
speeds. Moreover, it appears that different assess- the detrimental impact of haphazard maintenance.
ment systems are in use across various regional part- These consequences include increased funding re-
ners. quirements for reconstruction, indirect losses due
to underperformance, traffic disruptions, and safety
The principal cause of the widespread network de- concerns, which can sometimes multiply the costs as-
terioration can be attributed to the absence of rou- sociated with routine CBM. Additionally, adhering to
tine maintenance and condition-based maintenance EU Technical Specifications for Interoperability and
(CBM). This shortcoming stems from inadequate TEN-T standards is vital.
planning and funding shortages to meet basic main-
tenance needs in the past. Consequently, instead of Recognising that railway transport is one of the most
merely needing routine maintenance, the rail net- environmentally friendly modes of transportation,
work now requires substantial reconstruction efforts, the transportation industry’s future appears to be on
which will inevitably lead to more severe disruptions the right track. The EU Sustainable and Smart Mobili-
in traffic in the future. ty Strategy and the European Green Deal’s primary fo-
cus is advancing the rail transport system. Therefore,
An optimal solution to address this issue is the im- the South East European Parties should not only fol-
plementation of routine condition-based mainte- low but also pioneer the path toward a state-of-the-
nance through multi-annual contracts between the art, interoperable, sustainable, and environmentally
infrastructure manager and relevant authorities, friendly transport system by significantly developing
complemented by timely and adequate funding. their rail infrastructure.
Figure 14.
Railway infrastructure condition map
Table 1.
Road compliance indicators
INDICATOR TEN-T NETWORK DETAILS
As per the provisions of points (a) and (b) of Art. 17(3) of Regulation No 1315/2013.
For Core Network roads to be labelled compliant they should:
Core & Be either motorway or express roads (unless and until the EC grants a specific
Motorway/express road
Comprehensive exemption under Art. 39(3) of Regulation No 1315/2013).
Be properly maintained (IRI < 2.84).
Ensure safe parking approx. every 100 km.
For a TEN-T road that is neither a motorway nor an express road to be considered
compliant, it should:
Be on the Comprehensive Network.
Play an important role in long-distance freight and passenger traffic, integrate main
urban and economic centres, interconnect with other transport modes and link
mountainous, remote, landlocked and peripheral NUTS 2 regions to central regions.
Conventional strategic
Comprehensive Be adequately maintained to allow safe and secure traffic.
high-quality roads
Ideally, for a TEN-T road that is neither a motorway nor an express road to be
considered compliant, it should have passed through:
a feasibility assessment confirming that its current capacity is sufficient to
accommodate demand.
an upgrading process aimed at ensuring adequate safety-improvement measures
and a proper pavement condition (IRI < 2.84).
Alternative fuel availability has been measured against the provisions of Directive
Availability of alternative
Core 2014/94/EU and indicators currently used by the EC for assessing EU Member
fuels
States’ compliance in this regard.
Under the provisions of Art. 18(e) of Regulation No 1315/2016, any intelligent
Core & transport systemdeployed by a public authority on road transport infrastructure
ITS compliance
Comprehensive should comply with Directive 2010/40/EU and be deployed in a manner consistent
with delegated acts adopted under that Directive.
Tolling Core & Where applicable, the interoperability of toll collection systems should be ensured in
interoperability Comprehensive accordance with Directive 2004/52/EC and Commission Decision No 2009/750/EC.
Core & The safety of TEN-T roads should be assured,monitored and, when necessary,
Safety compliance
Comprehensive improved in accordance with the procedure provided by Directive 2008/96/EC.
Core & Road tunnels over 500 m in length should comply with the provisions of Directive
Road tunnelscompliance
Comprehensive 2004/54/EC.
26 27
TEN-T NETWORK COMPLIANCE ASSESSMENT
Primary infrastructure TEN-T Core Network
characteristics and layout Compliance
As per Regulation No 1315/2013 provisions, the TEN-T The TEN-T Core Network incorporates those parts
comprises a dual-layer structure consisting of the having the highest strategic importance for the Com-
Comprehensive and Core Networks, the latter defined prehensive Network. Its current length is 3,511.32
as being part of the Comprehensive Network. km, of which:
Currently, the total length of the TEN-T road network • 1,643,24 km are motorways;
in the Western Balkans is 5,205.12 km, of which • 241.15 km are express roads;
3,511.32 km are on the Core Network. Differences • 1,626.92 km are conventional roads.
from last year’s report stem mainly from minor align-
ment adjustments carried out further to the commis- The TEN-T Core Network compliance assessment is
sioning of certain TEN-T projects and reliance on con- based on the above-listed criteria, namely the infra-
solidated TODIS data. structure profile and condition and the availability of
alternative fuels.
The network’s current general layout is depicted be-
low. Overall compliance with ITS, e-tolling and safety
directives has not been quantified numerically, a
Figure 15.
pre-condition in this regard being the implementa-
Map of the TEN-T Extension of Core tion of structural/institutional reforms mainly ad-
and Comprehensive Road Network to dressed under the dedicated Action Plans rolled out
Western Balkans by the Transport Community Permanent Secretariat.
A. INFRASTRUCTURE
PROFILE AND CONDITION
In summary, within the framework of the current motorway express road conventional road
analysis, Core Network roads are considered compli-
ant with the infrastructure profile and condition crite-
ria if they satisfy the following cumulative conditions:
28 29
TEN-T NETWORK COMPLIANCE ASSESSMENT
Figure 18.
Core Network Road conditions per each road category 2021 – 2023
35%
30% 29
28
26 26
25% 24
23
21 21
20% 19
18
15%
12 12
10%
6
5% 4 4 4 4 4 4
2 2 2
1 1 1 1
0
0%
Very good
Good
Medium/Poor
Very good
Good
Medium/Poor
Very good
Good
Medium/Poor
Motorway Express road Convetional road
Figure 19.
There has been progress across all key indicators
Figure 19. Core Network Compliance rate compared to last year’s report. The following differ-
2021 - 2023 ences are noteworthy:
Table 2.
Overview of the total number of stations available for each regional partner
Albania 60 - - -
Bosnia and
93 3 - -
Herzegovina
North
59 6 - -
Macedonia
Kosovo 13 - - -
Montenegro 49 - - -
Serbia 85 30 1 -
1 ome | EAFO, Open Charge Map - The global public registry of electric vehicle charging locations, NGVA Europe | Stations map - NGVA Europe,
H
HRS Availability Map (h2-map.eu)
2 CONNECTA Final Report, August 2023: Strategic Framework for deployment of e-charging Infrastructure in the Western Balkans
30 31
TEN-T NETWORK COMPLIANCE ASSESSMENT
Among the facilities listed above, only a few are actu- • 115.76 km of motorways;
ally located on the TEN-T road network, with Electric • 115.52 km of express roads;
Vehicle Charging Stations (EVCS) accounting for most • 1,462.51 km of conventional roads.
and displaying the highest growth rate.
The rollout of EVCS on the TEN-T road network in the The conformity assessment with the TEN-T Compre-
region remains sporadic among the regional part- hensive Network primarily focused on the infrastruc-
ners, but encouraging progress has been made since ture profile and condition criterion. Compliance with
last year’s reporting. Serbia has taken the lead with Intelligent Transport Systems (ITS), tolling, and safe-
19 operational EVCS on its TEN-T motorways and has ty directives was evaluated through a horizontal ap-
plans for further expansion. Bosnia and Herzegovina proach. Further details are provided below.
now has 5 EVCS on the TEN-T, Kosovo has 1, and North
Macedonia has 2. No EVCS have yet been installed
along the TEN-T road network in Albania and Monte-
negro, despite there have been progresses in EVCs de-
A. INFRASTRUCTURE
ployment in urban areas as shown in the table above.
PROFILE AND CONDITIONS
The density of Electric Vehicle Charging Stations As provided under Article 18 of Regulation No
(EVCS) relative to the overall length of paved roads 1315/2013, TEN-T roads should be motorways, ex-
(including TEN-T roads) varies among the Regional press roads, or conventional strategic roads. Conven-
Partners. The range spans from 0.15 EVCS per 100 km tional strategic roads are further defined under Art.
in Kosovo to 0.69 EVCS per 100 km in Montenegro. It 17(3)(c) as roads that are neither motorways nor ex-
is worth noting that the reported density is relatively press roads but still:
low compared to EU Member States, where the av-
erage is 6.5 EVCS per 100 km. However, it is crucial a. play an important role in long-distance freight
to take into account that the region currently has a and passenger traffic;
very low penetration of Electric Vehicles (EV), there- b. integrate the main urban and economic centers;
fore, there are no immediate concerns regarding EV c. interconnect with other transport modes;
charging infrastructure capacity. d. link mountainous, remote, landlocked and pe-
ripheral NUTS 2 regions to central regions of the
Despite recent progress in this area, the region’s over- Union.
all compliance remains relatively low when consider-
ing the cumulative application of sufficiency require- Such roads should be “adequately maintained to al-
ments for all mandatory alternative fuels. With the low safe and secure traffic”.
forthcoming Regulation (part of the Fit for 55 initiative
and package), which lays down heightened ambitions Compliance with TEN-T standards for motorways
and more stringent requirements in this regard, the re- and express roads within the Comprehensive Net-
gion’s overall compliance rate vis-à-vis this criterion is work was evaluated based on the current state of the
anticipated to slide further. Consequently, it is impera- infrastructure, mirroring the approach used for the
tive to roll out new policy initiatives and well-targeted Core Network. A similar methodology was applied to
interventions to align the region’s Core Network more assess Comprehensive Network conventional roads,
closely with the TEN-T requirements and standards. recognizing that the region does not currently con-
duct systematic safety assessments in accordance
with the provisions of Directive 2008/96/EC.
19,45%
44% 43%
4% 4% 6,82% 15,40%
7% 6% 6,83% 11% 9%
2021 2022 2023 2021 2022 2023
motorway express road conventional road Very good good medium poor very poor
Figure 22.
Comprehensive Road Network conditions per each road category 2021 - 2023
70%
60%
50,85 50
50%
48
40%
35 35
30% 28,37
20%
10% 7,13
6 6 6,83 5 5
4 3,41 3
1 0 0
0%
Very good
Good
Medium/Poor
Very good
Good
Medium/Poor
32 33
TEN-T NETWORK COMPLIANCE ASSESSMENT
Figure 23.
condition now account for 9.19% of the network,
Comprehensive Road Network up slightly from the 6.50% reported last year.
Compliance (profile and condition) • Consequently, the overall compliance rate of the
2021 - 2023 Comprehensive Network has risen from 48.95%
to 69.66%, as illustrated in the above graph.
Considering that, according to the current meth-
odology, Comprehensive Network compliance
30,34% primarily depends on road condition, the in-
51,05 % crease is a logical result of the reported improve-
48,11% ments. Although the reversal in the trend appears
significant, it is advisable to approach the figures
with caution, as they most likely do not mirror
extraordinary improvements on the ground but
rather stem from the new baseline data collected
69,66% within the TODIS framework.
51,89% 48,95 %
B. ITS DEPLOYMENT
ITS DEPLOYED
REGIONAL PARTNERS
Length (km) Traffic Control Center
Table 4.
Overview of tolling systems operated by regional partners
As of 1 July, electronic toll collection interoperability has been successfully concluded, paving the way for
between Serbia and North Macedonia went live using more tangible action and progress in the near future.
a single tag device. Similarly, since 19 June, e-tolling
interoperability between the two motorway opera-
tors has been successfully implemented in Bosnia
and Herzegovina.
34 35
TEN-T NETWORK COMPLIANCE ASSESSMENT
Overall compliance Figure 24.
TEN-T Road Network Infrastructure
assessment Condition 2021 - 2023
4% 5% 4,28%
A. INFRASTRUCTURE PROFILE
AND CONDITION 42% 52,66%
Overall information on the TEN-T Road Network infra- 44%
structure profile and condition is given in the follow-
ing charts:
26% 27,49%
20 %
Figure 25.
Road network condition map
6% 6% 6,82%
Figure 27.
Road infrastructure profile map
36 37
TEN-T NETWORK COMPLIANCE ASSESSMENT
Figure 28.
TEN-T Road Network conditions per each road category 2022 vs 2023
35%
30%
25% 29 29
28
22 27
20
20%
24
16
15% 13 14
13
10%
8
6
5% 4 4 4 4 4
3 3
2 2 2
1 1 1 1 1
0
0%
Very good
Good
Medium
Very good
Good
Medium/Poor
Very good
Good
Medium
Poor
Motorway Express road Convetional road
Figure 29.
Core and Comprehensive Compliance Rate (infrastructure and profile) 2021 - 2023
30,34%
53,20 % 47,93% 48,11% 51,05%
55,14%
68,18%
44,86% 46,80 % 52,07 % 51,89% 48,95 %
11%
TEN-T compliance in the road sector has increased establish a strategic framework for deploying electric
substantially on both the Core and the Comprehen- chargers in the Western Balkans.
sive Network. This might be reflecting, to some ex-
tent, improved maintenance practices, but such a Progress in this regard will continue to be monitored,
conclusion should be taken with caution, whereas and it is hoped that certain sections of the network
baseline data has been significantly revised in the will soon achieve compliance with alternative fu-
TODIS framework. It should also be noted that not el-sufficiency requirements.
all regional partners conduct annual road surface
quality surveys, meaning that annual TEN-T Reports
C. I TS, E-TOLLING, SAFETY AND
might not provide real-time updates on changes on
TUNNELS COMPLIANCE
the ground.
Regulation No 1315/2013 does not set specific targets
for the deployment of Intelligent Transport Systems
B. ALTERNATIVE FUELS (ITS) and tolling on the TEN-T network but requires
these systems, where available, to be interoperable
Given that overall compliance is almost currently and compatible with each other, as outlined in Direc-
non-existant, significant efforts will be necessary to tives 2010/40/EU and 2004/52/EC. ITS in the region is
ensure the adequate deployment of alternative fuel rolled out on a project-by-project basis, with compli-
infrastructure in the region. These efforts are outlined ance to the specifications of Directive 2010/40/EU ad-
in the Road Action Plan, which sets clear deadlines dressed at that level. However, adopting ITS Strategies/
and deliverables. Albania and Serbia have taken top- Action Plans and fully transposing the relevant EU Di-
down initiatives to deploy EVCS on their networks, rective will provide a more systematic approach and
and the initial results are beginning to emerge (for ensure long-term compliance with TEN-T standards.
the moment, in Serbia only). Additionally, action has
been taken at a horizontal level through the CONNEC- Regarding road safety, overall compliance with Direc-
TA Technical Assistance Programme, which aims to tive 2008/96/EC is mandated by Article 18(b) of Reg-
38 39
TEN-T NETWORK COMPLIANCE ASSESSMENT
ulation No 1315/2013, a target that has yet to be met at various stages of design or preparation, compli-
in the region. Achieving this compliance requires the ance is addressed on a project-specific basis. In cases
complete transposition of the Directive and the estab- where tunnels are already in operation, the adoption
lishment of the institutional framework it outlines. of risk-reduction measures has been accepted as an
This ongoing, long-term process is currently being alternative to implementing Directive requirements
implemented through the Road Safety Action Plan when structural solutions are not cost-effective. Haz-
overseen by the Transport Community Permanent ard-reduction measures should be deployed as part
Secretariat. of an institutional framework the region has yet to
adopt. Achieving full compliance with TEN-T stan-
Compliance with Directive 2004/54/EC is mandatory dards in this regard will necessitate long-term legis-
for tunnels longer than 500 meters, as set down in lative and institutional measures under a different
Article 18(c) of Regulation No 1315/2013. For tunnels framework.
The compliance indicators for inland waterways, • Availability of alternative clean fuels.
inland and maritime ports are derived from TEN-T
Regulation No 1315/2013 where they are listed as in-
frastructure requirements. The list of scrutinised indi-
cators remains unchanged from the previous reports
Primary infrastructure
for the Comprehensive inland waterways network in characteristics of ports
the Western Balkans, namely:
• CEMT requirements for class IV including: As per the Indicative Extension to the Western Bal-
• Minimum draft 2.5 m kans Region, the Core Network includes stretches of
• Minimum height under bridges 5.25 m. the Danube and Sava rivers in Serbia and stretches of
• Connection with the road infrastructure; the River Sava in Bosnia and Herzegovina. Additional-
• Connection with the rail infrastructure; ly, a portion of the River Tisa in Serbia is considered
• Availability of at least one freight terminal open part of the Core inland waterway. In the Western Bal-
to all operators in a non-discriminatory way and kans, Core inland waterway ports are situated in Novi
shall apply transparent charges. Sad and Belgrade in Serbia, as well as in Brčko and
• RIS availability/implementation. Bosanski Samac in Bosnia and Herzegovina.
Compliance indicators for Core inland waterway ports
in the Western Balkans: Regarding maritime transport, the extended TEN-T
Network encompasses the ports of Bar in Montene-
The infrastructure of the core Inland waterway net- gro and Durres in Albania, both categorised as Core
work shall meet all the requirements set out for a Network ports. The sole comprehensive maritime
comprehensive inland waterways network. In addi- port within the extended TEN-T Network is located in
tion, the following requirements shall be met by the Vlore, in the southern region of Albania.
infrastructure of the core network:
3 COMMISSION DELEGATED REGULATION (EU) 2016/758 of 4 February 2016 amending Regulation (EU) No 1315/2013 of the European
Parliament and of the Council as regards adapting Annex III thereto
40 41
TEN-T NETWORK COMPLIANCE ASSESSMENT
Figure 31.
Indicative extension of the TEN-T Comprehensive and Core Inland Waterways and
Ports to the Western Balkan Region
Table 5.
Compliance assessment for Core inland ports – status in 2023
Source: Transport Community Permanent Secretariat, based on direct inquiry to regional partners and ports
Table 6.
Compliance assessment for inland waterways - status in 2023
TEN-T
Western Balkans
Network (Core/Com- Section CEMT Draught
River regional partner Bridge height RIS
section prehensive) length Class IV > 2.5m
code
Network
Serbia
km 1433.1- 138.1 8.63 m - >
Danube Croatia Core VIc 2.5 m Y
1295.0 km 9.15
-
km 1295.0- 2.5-3.5
Danube Serbia Core 220 km VIc-VII 8.44 - > 9.15 Y
1075.0 m
km 1075.0- 229.5
Danube Serbia- Romania Core VII 3.5 m > 9.15 Y
845.5 km
Serbia- Bosnia
km 210.8-
Sava and Herzego Core 32.8 km IV < 2.5 m 6.46 - > 7.0 Y
178.0
vina
km178.0-
Sava Serbia Core 178 km IV 2.5 m 6.46 - > 7.0 Y
0.0
km Comprehensi 164.0
Tisa Serbia IV 2.5 m > 7.60 N
164.0-0.0 ve km
Source: Transport Community Permanent Secretariat, based on direct inquiries to regional partners
As indicated in the table, in 2023, the inland ports of the zegovina border, is less than the required 2.5 meters.
extended TEN-T Network have successfully met most • Compliance with the River Information Services
of the compliance indicators. This positive outcome (RIS) on the River Tisa has not yet been achieved,
bodes well for ensuring long-term compliance and as the RIS deployment has not been completed.
achieving the 2030 deadline for completing the core It should be mentioned that due to low precipitation
network. However, two indicators remain unfulfilled: especially during the summer, the 2.5 m draught was
shallower on many sections of the Danube, some of
• The draught on the River Sava at network section km which had to be dredged by the Serbian authorities to
210.8 - 178.0, specifically at the Serbia-Bosnia and Her- enable navigability.
42 43
TEN-T NETWORK COMPLIANCE ASSESSMENT
Table 7.
Compliance assessment for Core Maritime Ports – status in 2023
Facilities for
Port Road CEMT ship-generated Clean fuel Terminal
Rail connection VTMIS
name connection Connection availability availability
waste
Source: Transport Community Permanent Secretariat, based on direct inquiries to regional partners
As illustrated in the table, the Core Maritime Ports of pliance at this port pertains to the availability of al-
Bar and Durres have maintained a high level of com- ternative clean fuel and the implementation of the
pliance with most indicators in 2023. Maritime Single Window.
At Durres Port, the non-compliance issue is primarily Regarding the establishment of the Maritime Nation-
attributed to limited rail connectivity. Only the east- al Single Window, Montenegro is in the final phase of
ern port terminal is currently linked to the national setting up the system, with full operability planned
rail network. However, it is worth noting that the port for the first quarter of 2024. As regards clean fuel
benefits from excellent road network connectivity, availability, the Port of Bar has conducted a study to
with direct access to the Tirana-Durres motorway and explore the feasibility of implementing Onshore Pow-
Corridor X. er Supply (OPS) for ships staying at the port for more
than two hours. On foot of the study, the Port of Bar
In terms of telematic applications, Albania is in the is actively seeking financial support to implement the
final stages of the tendering procedure for the im- study’s recommendations.
plementation of the Vessel Traffic Monitoring and
Information System (VTMIS). The IBRD is funding the Notably, the Transport Community Secretariat is en-
establishment of VTMIS in Albania under the “West- gaged in ongoing activities with Western Balkans
ern Balkans Trade and Transport Facilitation” project, Maritime Ports, including Bar and Durres. These ac-
with implementation planned for 2025. Additionally, tivities focus on introducing new technologies and
the roll-out of the Maritime Single Window in Alba- innovations to promote alternative fuels, enhance
nia commenced in 2022. This system is designed to energy-efficient maritime transport, and modernise
electronically manage reporting obligations for ships and expand the infrastructure capacity necessary for
arriving at and departing from Albanian ports. Its transport operations within the port areas. These ef-
primary aim is to facilitate the efficient exchange of forts align with Regulation (EU) No 1315/2013 of the
information among declarants, relevant authorities, European Parliament and the Council of 11 December
and port service providers operating at ports in the 2013, which outlines guidelines for developing the
Republic of Albania. trans-European transport network.
TEN-T Comprehensive
the clean fuel availability criterion, and no specific
projects are currently planned to address this issue.
However, Durres Port is compliant in the areas of
road connection, reception facilities for ship-generat- Network Compliance
ed waste, and terminal availability.
The Port of Bar has achieved compliance with several The Port of Vlore in Albania is the only Comprehen-
key indicators, including rail and road connections, sive maritime port in the Western Balkans region. The
reception facilities for ship-generated waste, terminal compliance status of the Port of Vlore with the rele-
availability, and the roll-out of the Vessel Traffic Mon- vant indicators is provided in the table below.
itoring and Information System (VTMIS). Non-com-
Source: Transport Community Permanent Secretariat, based on direct inquiries to regional partners
The Port of Vlore in 2023 has maintained compliance erations within port areas, could be achieved by de-
with several important indicators, including facilities veloping the green ports concept. Such an approach
for ship-generated waste, road connection, and ter- would significantly contribute to improving transport
minal availability. However, there are also areas of sustainability.
non-compliance such as Rail Connection and the VT-
MIS. There are plans to relocate the Port of Durres to Por-
to Romano Durres and the Port of Vlora to “Triporti”
The Albanian government has decided to transform Vlore once the necessary formalities and construction
the current Port of Vlore into a tourist-oriented port. work are completed. Albania is committed to ensur-
The port’s commercial operations will be relocated ing adherence to TEN-T requirements throughout
to the “Triporti” Vlore port, located approximately these processes.
10 kilometres north of the existing port. A contract is
in place for the construction of the tourist port, and
BOSNIA AND HERZEGOVINA
the passenger terminal will be transferred once the “Integrated development program of the Sava and
necessary facilities are in place to accommodate pas- Drina River corridor - demining of the right bank of
senger operations at the “Triporti” port. This strategic the Sava river”
shift in port operations reflects a forward-looking ap-
proach to meet the changing demands and purposes At the 23rd Meeting of the WBIF Management Board,
of the port infrastructure. held on December 15 and 16, 2020, application sub-
mitted by Bosnia and Herzegovina in the field of
transport was approved, through the Investment
Framework for the Western Balkans (WBIF) - Fifth call
for co-financing of investments for the project “Inte-
Overall compliance grated Development Program of the Sava and Drina
River Corridor - demining of the right bank of the Sava
assessment River (grant amount EUR 8,160,000.00, including MFI
fee). Notification of Grant award for WB-IG05-BIH-
TRA-08 from 19.1.2021
ALBANIA
The ports of Brčko and Bosanski Samac have no
Efforts are still required to complete the establish- plans yet to address non-compliance with the alter-
ment of the Vessel Traffic Monitoring and Information native fuel availability indicators. Developing ideas
System (VTMIS) and to set up the legislative frame- and studies for an alternative clean fuel supply facil-
work for telematic applications (VTMIS and MNSW) in ity will be considered through the implementation of
Albania. These initiatives remain a top priority for the the Transport Community Action Plan for Waterborne
country going forward. Transport and Multimodality, valid until 2025. Any fu-
ture decision on the location of LNG refuelling points
The introduction of new technologies and innova- at ports should be based on a cost-benefit analysis,
tions to promote alternative fuels and enhance en- including an examination of the environmental ben-
ergy-efficient maritime transport, including the use efits and a realistic assessment of demand and the
of LNG, along with modernising and expanding the prospects for utilisation of LNG-powered vessels.
capacity of infrastructure essential for transport op-
44 45
TEN-T NETWORK COMPLIANCE ASSESSMENT
MONTENEGRO were identified, and the necessary documentation is
being prepared in collaboration with Croatian part-
The VTMIS is fully operational in Montenegro, reflect- ners. The project is divided into two phases, with the
ing a long-term commitment to efficient maritime modelling process set to commence in 2023 and is ex-
traffic monitoring. Meanwhile, implementation of the pected to take one year to complete.
Maritime National Single Window (MNSW) remains a
top priority for the government, indicating its dedica- Furthermore, the project focusing on preparing the
tion to streamlining administrative processes in mar- Sava-Drina Confluence, initiated in 2019, is ongoing.
itime trade. The pre-feasibility study has been completed and will
be followed shortly by applications for the necessary
Similar to the situation at the Port of Durres, address- permits and licenses.
ing non-compliance with the availability of clean fu-
els at the Port of Bar can be considered by embracing Lastly, in a bid to upgrade the classification of naviga-
the concept of green ports, with a focus on enhancing tion to CEMT Class V on the River Tisa, there are plans
environmental sustainability. This endeavour will be to establish a new environmentally friendly lock. This
facilitated by implementing the Action Plan for Water- project is currently in the early phases of document
borne Transport and Multimodality, which is poised preparation.
to promote cleaner and more sustainable practices
within the port and maritime industry.
SERBIA
The Serbian ports of Novi Sad and Belgrade continue
to comply with all relevant indicators, except for clean
fuel availability.
Airport Compliance
Primary infrastructure
indicators
characteristics and
The compliance indicators for airports are drawn
equipment
from TEN-T Regulation No 1315/2013 where they are
specified as infrastructure requirements. In this re-
port, the following compliance indicators for airports Currently, ten airports (Tirana, Sarajevo, Banja Luka,
in the Western Balkans have been assessed: Pristina, Podgorica, Skopje, Ohrid, Belgrade, Kral-
jevo, Niš) are part of the TEN-T Comprehensive in
1. Rail connection; the Western Balkans, six of which are located on the
2. Clean fuels - applicable only to Core Network Air- Core Network (Tirana, Sarajevo, Podgorica, Skopje,
ports; Belgrade).
Figure 32.
Indicative extension of TEN-T Comprehensive and Core Airports to the Western
Balkans Region
46 47
TEN-T NETWORK COMPLIANCE ASSESSMENT
Overall compliance A. CONNECTION TO OTHER MODES
B. A
VAILABILITY OF ALTERNATIVE fuels available when the need arises, as cited in the
FUELS regulation, ‘for air transport infrastructure: capacity to
make available alternative clean fuels’.
Currently, no fixed storage tank facilities for aviation
biofuel are reported to be in use at Sarajevo, Podgori- Regarding the availability of alternative clean fuels for
ca, Belgrade, Skopje, Ohrid, Niš, Kraljevo or Pristina. airport ground services (e-mobility, hydrogen, CNG,
It should be pointed out that this criterion is to be ap- LPG), alternative fuels for airport ground services are
plied according to market requirements and that air- available to some extent in Belgrade, Sarajevo, Sko-
ports need to be prepared to make alternative clean pje, Niš and Kraljevo airports.
Table 10.
List of availability of alternative fuels in airports
Table 11.
List of terminal availability
TERMINAL AVAILABILITY
REGIONAL PARTNER AIRPORT
Open to international traffic Adequate terminal capacity4
Albania Tirana Yes No
Bosnia and Sarajevo Yes Yes
Herzegovina Banja Luka Yes Yes
Skopje Yes Yes
North Macedonia
Ohrid Yes Yes
Kosovo Pristina Yes Yes
Montenegro Podgorica Yes No
Belgrade Yes Yes
Serbia Niš Yes Yes
Kraljevo Yes Yes
48 49
TEN-T NETWORK COMPLIANCE ASSESSMENT
4
TEN-T
Projects
4 TEN-T PROJECTS
52 53
TEN-T PROJECTS
Figure 34.
Road Projects in the Western Balkans
54 55
TEN-T PROJECTS
extension (EUR 4.09 million), while Design/Tender Work on modernising and expanding Belgrade’s Niko-
Dossier for DB under preparation for an airport rescue la Tesla Airport began in early 2020. Most of this will
and firefighting centre. be completed in the course of 2024. A newly insert-
ed runway (BCIR), de/anti-icing pad, landside access
Rehabilitation and construction of the 40.7 km Durres and car parking in front of the Terminal have been
- Tirana line on the Core Network includes connecting completed. Currently, work is proceeding at several
Tirana airport to the railway line. The cost of the proj- locations: existing runway reconstruction, terminal
ect is estimated at EUR 129 million without planned reconstruction, and extension (phases 1.3, 1.4, 2.2).
electrification. Projects Apron Extension, Airfield Code While Design/Tender Dossier is under preparation for
E Readiness and Passenger Terminal North Extension the Airport Rescue and Firefighting Center. Addition-
and rearrangement of Security Corridor (Phase I) have ally, new technical planning documentation regard-
been finalised while Airfield Code E Readiness is un- ing the Railway Network is being prepared, which will
der construction. address the railway connection compliance criteria.
Niš airport’s existing terminal building cannot meet The operator of Prishtina International Airport has
future airport needs. It is planned to reconstruct the requested permission from the PPP Committee and
existing area of 2,115 m2 and build new facilities of CAA to extend the north and south side remote gates
3,600 m2 with a total project value of EUR 11.1 million. in order to increase the boarding gate capacity of the
A permit has been obtained and public procurement terminal building from 8 to 12. The total value of the
for construction work closed on January 20, 2022. The project is approximately EUR 3 million.
works completion deadline is end-2023.
ROAD PROJECTS
Construction of Tirana bypass (Kashar - Vaqarr
Corridor VIII Albania Yes Core New infrastructure 21.5 213 2027
- Mullet)
Route 2b Albania Skhodra bypass No Comprehensive New infrastructure 4.83 16.6 2023
Route 2b Albania Construction of AIC Section 3: Milot – Thumane Yes Core Reconstruction/ Rehabilitation 13.45 44.62 N/A
Construction of AIC Section 4: Thumane – Vore
Route 2b Albania Yes Core New Infrastructure 21.04 224.32 2024
- Kashar
Corridor VIII Albania Construction of AIC section Lekaj-Konjat-Fier Yes Core Reconstruction/ Rehabilitation 45.88 320 N/A
Construction of the Elbasan – Ura e Bushtrices
Corridor VIII Albania No Core Reconstruction/ Rehabilitation 31 240 2027
road
Bosnia and Construction of Vukoslavije – Johovac motorway
Corridor Vc Yes Core New infrastructure 36 470.3 2028
Herzegovina section
Bosnia and Construction of Rudanka - Putnikovo Brdo
Corridor Vc Yes Core New infrastructure 5.2 164.9 2024
Herzegovina motorway section
Bosnia and Construction of Putnikovo Brdo – Medakovo
Corridor Vc Yes Core New infrastructure 6.23 173.1 2024
Herzegovina motorway section
Bosnia and Construction of Medakovo – Ozimica motorway
Corridor Vc Yes Core New infrastructure 21.29 383.3 2026
Herzegovina section
Bosnia and Construction of Ozimica – Poprikuse motorway
Corridor Vc Yes Core New infrastructure 13.74 306 2026
Herzegovina section
Bosnia and Construction of Poprikuse – Nemila motorway
Corridor Vc Yes Core New infrastructure 5.5 246.2 2025
Herzegovina section
Bosnia and Construction of Nemila – Vranduk motorway
Corridor Vc Yes Core New infrastructure 5.7 34.6 2024
Herzegovina section
Bosnia and Construction of Vranduk – Ponirak motorway
Corridor Vc Yes Core New infrastructure 5.3 65.5 2025
Herzegovina section
Bosnia and Construction of Ponirak – Vraca motorway
Corridor Vc Yes Core New infrastructure 3.4 70.8 2025
Herzegovina section
Bosnia and Construction of Vraca (Tunnel Zenica) - Donja
Corridor Vc Yes Core New infrastructure 3.9 57.6 2025
TEN-T PROJECTS
Herzegovina Gračanica motorway section
Bosnia and Construction of Mostar South - Tunnel Kvanj
Corridor Vc Yes Core New infrastructure 9.2 81.5 2026
Herzegovina motorway section
56 57
Core/ Total Total Estimated
Corridor/ Regional EIP Flagship
Project name Comprehensive Planned intervention length Cost completion
Route/Node Participant (Yes/No)
Network (km) (M€) deadline
October 2023
Route 6 Montenegro Rozaje - Spiljani rehabilitation No Comprehensive Reconstruction/ Rehabilitation 18.6 19.1 2023
Berane - Bijelo Polje Core/
Route 6 Montenegro No Reconstruction/ Rehabilitation 43 36 2026
- Mojkovac rehabilitation Comprehensive
North Construction of Kriva Palanka – Stracin
Corridor VIII No Core New infrastructure 25.5 104 2024
Macedonia Express road
North Rehabilitation and upgrade of Kriva Palanka -
Corridor VIII No Core Reconstruction/ rehabilitation 13.2 13.67 2023
Macedonia Deve Bair road section
North Construction of the Bukojcani –
Corridor VIII No Core New infrastructure 10.5 123 2027
Macedonia Kicevo Motorway section
North
Corridor VIII Construction of the Kicevo - Ohrid Motorway No Core New infrastructure 57.7 598 2023
Macedonia
North Construction of Blace – Skopje (Stenkovec
Route 6 No
Macedonia Interchange) MotorwaySection Core New infrastructure 12.5 230.41 2027
North
Corridor VIII Reconstruction of Podmolje -Struga No Core Reconstruction/ rehabilitation 19.33 8.2 2023
Macedonia
Rehabilitation with widening of Motorway A1,
North
Corridor X section Petrovec - Katlanovo (left and right No Core Reconstruction/ rehabilitation 5.5 5.9 2023
Macedonia
carriageway)
Core/ Total Total Estimated
Corridor/ Regional EIP Flagship
Project name Comprehensive Planned intervention length Cost completion
Route/Node Participant (Yes/No)
Network (km) (M€) deadline
North
Corridor Xd Construction of the Prilep-Bitola motorway No Comprehensive New infrastructure 39.3 2028
Macedonia
North Construction of the Tetovo – Gostivar –
Corridor VIII No Core New infrastructure 47.8 1.300 2028
Macedonia Bukojcani Motorway
North Construction of the Trebenista – Struga –
Corridor VIII No Core New infrastructure 21.7 2028
Macedonia Kjafasan Motorway section
Route 7 Serbia Construction of Niš – Plocnik motorway Yes Core New Infrastructure 32.7 225.6 2027
Route 9a Serbia Construction of Novi Sad – Ruma express road No Comprehensive New infrastructure 47.91 650 2027
Route 5 Serbia Construction of Pojate – Preljina motorway No Comprehensive New infrastructure 112.39 745 2025
Route 4 Serbia Construction of Preljina – Pozega motorway No Core New infrastructure 31 450 2024
Construction of Pozega – Duga Poljana
Route 4 Serbia No Core New infrastructure 76 1,700 2027
motorway
RAILWAY PROJECTS
Bosnia and Corridor Vc-Overhaul and modernization of the
Corridor Vc Yes Core Reconstruction/ rehabilitation 85 162.5 2025
Herzegovina railway section Šamac – Doboj – Rječica
Rehabilitation of the railway Durres-Tirana Public
Corridor VIII Albania Transport Terminal PTTand construction of the Yes New infrastructure,
Core 41 129 2024
new Tirana-Rinas branch line Reconstruction/ rehabilitation
North Rehabilitation of Eastern Part of RailCorridor VIII-
Corridor VIII Yes
Macedonia PHASE I-Section Kumanovo-Beljakovce Core Reconstruction/ rehabilitation 30.35 48.9 2024
Route 2b Albania Rehabilitation of Vore - Han i Hotit Railway Line Yes Core Reconstruction/ rehabilitation 120 340 2027
TEN-T PROJECTS
Reconstruction and modernisation of rail line
New infrastructure,
Corridor Xb Serbia Novi Sad - Subotica – Kelebija - border with No Core 108 1021 2024
Reconstruction/ rehabilitation
Hungary
58 59
Core/ Total Total Estimated
Corridor/ Regional EIP Flagship
Project name Comprehensive Planned intervention length Cost completion
Route/Node Participant (Yes/No)
Network (km) (M€) deadline
October 2023
General Rehabilitation of Railway Route 10
Route 10 Kosovo Yes Core Reconstruction/ rehabilitation 65.36 114.7 2024
-Phase 1
AIRPORT PROJECTS
Rail connection to airport (construction of new
Tirana Albania Tirana-Rinas branch line and rehabilitation No Core Reconstruction/ rehabilitation 40.7 129 2023
Durres-Tirana)
Bosnia and Sarajevo airport Terminal B extension and
Sarajevo No Core Reconstruction/ rehabilitation / 26.7 2023
Herzegovina modernisation
Modernisation and expanding Belgrade’s Nikola
Belgrade Serbia No Core Construction/ reconstruction / Na 2023
Tesla Airport
Reconstruction of existing area and construction
Niš Serbia No Comprehensive Construction/ reconstruction / 11.1 2023
of new facilities
INLAND WATERWAY PROJECTS
Rhine Danube Removal of the WWII German sunken vessels
Serbia Yes Core Rehabilitation/maintenance
Corridor from the Danube, Prahovo Sector N/A 29.1 2027
Rhine
Bosnia and Demining the Right Bank of the River Sava in
Danube Yes Core Network Rehabilitation/maintenance 40 38.9 2028
Herzegovina Bosnia and Herzegovina
Corridor
Rhine
Bosnia and Reconstruction and Modernisation of the River
Danube Yes Core Network Rehabilitation/maintenance / 9,7 2025
Herzegovina Port of Brčko Phase 1
Corridor
MARITIME PROJECTS
“Provision, Installation and Commissioning of
Albania Yes Core New infrastructure 5.6 2025
Equipment for VTMIS Implementation and ITS”
TEN-T PROJECTS
60 61
5
TEN-T Key
Performance
Indicators
Progress Forecast
5 TEN-T Key Performance
Indicators Progress Forecast
5.1. Railway indicators A. ELECTRIFICATION
Figure 35.
Western Balkans rail network electrification progress forecast for 2027
15,74%
26,96 % 26,02% 28,43 %
47,94% 39,8%
45,66% 44,45%
B. AXLE LOAD comply with the TEN-T criteria. Although this signifies
a substantial improvement in track performance, the
In the context of axle load performance on the rail net- ideal scenario will only be achieved when the criteri-
work in 2027, it is clear that 94.24% of the Core Net- on is completely met across the entire Core and Com-
work and 73.75% of the Comprehensive Network will prehensive networks, achieving 100% compliance.
Figure 37.
Western Balkans Rail network axle load progress forecast for 2027
11,56% 5,76%
12,57% 11,12%
27,87,% 25,47% 26,25%
30,04%
11%
64 65
TEN-T KEY PERFORMANCE INDICATORS PROGRESS FORECAST
Figure 38.
Axle Load Forecast 2027 Map
C. TRAIN LENGTH Over the next five years, there is potential to enhance
traction efficiency on 31% of the Core Network and
Train length, a critical performance indicator within nearly 20% of the Comprehensive Network through
the TEN-T framework, constitutes one of the most operational adjustments. It is worth considering that
recent aspects that necessitates alignment on Euro- there are stations with capacity to accommodate lon-
pean and Western Balkans rail networks. Presently, ger trains, but their numbers remain insufficient.
the Western Balkans region falls short on this require-
ment.
79,69%
68,97%
96,57% 100% 100% 97,75%
100 % 100 %
31,03%
3,44% 20,31%
2,25%
2021 2022 2023 2027 2021 2022 2023 2027
CORE COMPREHENSIVE
Figure 40.
Western Balkans Rail network –
Minimum design speed 100 km/h compliance progress forecast for 2027
21,16% 12,54%
20,43%
28,01% 39,31% 31,82% 26,18%
32,33%
11%
66 67
TEN-T KEY PERFORMANCE INDICATORS PROGRESS FORECAST
E. OPERATIONAL SPEED and 34.44%, respectively. This situation highlights the
unsatisfactory state of the railways in the Western Bal-
Likewise, there are high expectations of significant kans and underscores how the maintenance gap ad-
improvements in the operational speed compliance versely affects rail competitiveness. However, it also
indicator. Starting at 15.79% for the Core Network and underscores their determination to exert significant
13.75% for the Comprehensive Network, the forecast efforts to enhance the conditions within the railway
for 2027 projects a considerable increase to 47.43% infrastructure.
Figure 41.
Western Balkans Rail network – Minimum operating speed 100 km/h compliance
progress forecast for 2027
52,57%
65,56%
85,45 %
86,42% 84,23% 87,21% 87,62% 86,25%
47,43%
34,44%
14,55% 13,58% 15,79% 12,79% 12,37% 13,75%
Figure 42.
Western Balkans Rail Network ERTMS compliance progress forecast for 2027
The infrastructure condition forecast below serves However, it is essential to emphasise that this does not
as an excellent bellwether of the future state of the imply that regional partners can afford to rest on their
rail network in the Western Balkans. Evidently, the laurels. Maintaining the network is an ongoing, contin-
planned and already executed projects will result in uous responsibility. Failing in this regard would render
a substantial enhancement of infrastructure condi- all investments in improvement obsolete and lead to
tions. As a result, the proportion of the Core Network exponentially rising costs due to maintenance neglect.
Figure 44.
Western Balkans Rail Network Infrastructure condition forecast for 2027
16,69%
34,32 %
29,05 %
38,66% 30,05% 41,84% 27,89%
38,00% 1,56%
2,54%
12,80%
9,46 % 15,02 %
4,45 %
6,35% 14,39% 4,43% 12,69%
12,72% 17,40% 28,31% 15,63%
26,11 % 13,30% 26,25%
26,94 %
33,24% 25,87%
16,73 %
30,32 % 12,30 % 27,56%
40,63%
30,69%
15,74 % 16,40%
13,38% 9,97% 9,83% 10,53%
2021 2022 2023 2027 2021 2022 2023 2027
CORE COMPREHENSIVE
Very good Good Average Poor Very poor
68 69
TEN-T KEY PERFORMANCE INDICATORS PROGRESS FORECAST
Figure 45.
Rail infrastructure conditions forecast 2027 Map
5.2. Road indicators The results of this exercise are given below. As infor-
mation on future alternative fuel-related projects that
would ensure full compliance with the sufficiency
The TEN-T compliance forecast is based on the esti- requirements under the directive is still scarce, the
mated completion date for the ongoing TEN-T proj- compliance forecasting exercise refers solely to the
ects listed under Section V above. infrastructure profile and condition criterion.
25,42%
30,34%
47,93% 38,12%
69,66% 74,58%
52,07% 61,88%
Figure 47.
TEN-T road network – 2027 compliance forecast (infrastructure profile and condition)
For the Core Network, differences are negligible and projects are still scheduled for completion by 2027.
far less prominent than the significant changes in the The reliability of such predictions is nevertheless
project list and data would have suggested. However, doubtful, considering the delays accumulated in just
this is because, despite much postponement, most one year.
70 71
TEN-T KEY PERFORMANCE INDICATORS PROGRESS FORECAST
5.3. Waterborne 5.4. Airport indicators
transport indicators
With four ongoing projects, Tirana will become the
first airport with a railway connection, in compliance
INLAND WATERWAYS INDICATORS with TEN-T criteria. The works are to be completed in
2024; however, this might not be the case if a contract
As mentioned earlier, the only currently non-compli- extension is signed to include electrification of the
ant indicator for inland waterway ports is the avail- railway line.
ability of alternative fuels. The Transport Community
Permanent Secretariat will try to encourage relevant The completion of projects in Sarajevo, Niš and Bel-
regional partners to develop concepts and studies to grade will see improved capacity, and the airports will
address this indicator through proper analysis and continue to have terminal availability (i.e. sufficient
approach. This will be done by implementing the Ac- capacity) in the future.
tion plan for Waterborne Transportand Multimodality.
However, it is to be expected that none of the core in-
land ports will be compliant with this indicator before
2025.
MARITIME INDICATORS
Figure 48.
Map of TEN-T Projects in Albania
Table 14.
List of TEN-T projects in Bosnia and Herzegovina
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
Network intervention (km)
deadline
Construction of Vukoslavije –
Core New infrastructure 36 470.3 2028 Yes
Johovac motorway
Construction of Rudanka -
Core New infrastructure 5.2 164.9 2024 Yes
Putnikovo Brdo motorway
80 81
ANNEX I
Figure 49.
Map of TEN-T Projects in Bosnia
Figure 50.
Map of TEN-T Projects in Kosovo
82 83
ANNEX I
Table 16.
List of TEN-T projects in Montenegro
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Figure 51.
Map of TEN-T Projects in Montenegro
Compared with last year’s report, the Podgorica – Dani- funding for the Budva bypass, Montenegro has yet to
lovgrad road rehabilitation project has been finalised secure funding for any of its three EIP Flagship projects
and opened to traffic. Completion deadlines for the 2 crossing its territory. As the list of ongoing projects in
remaining projects have been postponed as progress Montenegro shrinks each year, it is crucial to expedite
on the ground is slow. the progress of projects currently under preparation
to re-align with the evolving pace of TEN-T Network
Following the completion of the initial segment of the development in the region.
Bar – Boljare motorway and the withdrawal of grant
Table 17.
List of TEN-T projects in North Macedonia
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Construction of Kriva Palanka
Core New infrastructure 25.5 104 2024 No
– Stracin express road
Rehabilitation and upgrade of
Reconstruction/
Kriva Palanka - Deve Bair road Core 13.2 13.67 2023 No
rehabilitation
section
Construction of the Bukojcani
Core New infrastructure 10.5 123 2027 No
–Kicevo motorway section
Construction of the Kicevo -
Core New infrastructure 57.7 598 2023 No
Ohrid motorway
Construction of Blace – Skopje
(Stenkovec Interchange) Core New infrastructure 12.5 230.41 2027 No
motorway Section
Reconstruction of Podmolje Reconstruction/
Core 19.33 8.2 2023 No
-Struga rehabilitation
Rehabilitation with widening
of motorway A1, section Reconstruction/
Core 5.5 5.9 2023 No
Petrovec - Katlanovo (left and rehabilitation
right carriageway)
Construction of the Prilep-
Comprehensive New infrastructure 39.3 2028 No
Bitola motorway
Construction of the Tetovo
– Gostivar – Bukojcani Core New infrastructure 47.8 2028 No
1,300
motorway
Construction of the Trebenista
– Struga – Kjafasan motorway Core New infrastructure 21.7 2028 No
section
Compared with last year’s report, one project was del- 4 projects. While no revised completion deadline was
isted following successful completion (Rehabilitation provided, the Kicevo – Ohrid motorway section con-
and upgrade of Kumanovo – Stracin), while 5 addi- tinues to experience delays and is highly unlikely to
tional entries were included: be completed in 2023. Altogether, North Macedonia’s
commitment to the TEN-T Road Network develop-
• 2 road rehabilitation projects identified during ment (particularly Corridor 8) has gained traction.
the TODIS data collection exercise;
• 3 motorway construction projects awarded in
early 2023;
84 85
ANNEX I
Figure 52.
Map of TEN-T Projects in North Macedonia
Table 18.
List of TEN-T projects in Serbia
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Construction of Novi Sad - Comprehensive New
47.91 650 2027 No
Ruma express road network infrastructure
Construction of Pojate - Comprehensive New
112.39 745 2025 No
Preljina motorway network infrastructure
Construction of Niš (Merošina)
New
- Merdare motorway (Beloljin Core Network 32.7 225.6 2027 Yes
infrastructure
- Plocnik)
86 87
ANNEX I
ANNEX II
Rail projects
overview
ANNEX II – Rail projects overview
Table 19.
List of TEN-T projects in Albania
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Rehabilitation of the railway
Durres - Tirana Public Rehabilitation/
Transport Terminal PTT and Core Network new 40,7 129 2024 Yes
construction of the new infrastructure
Tirana- Rinas branch line
Rehabilitation of Vore - Han i Rehabilitation/ Yes
Core Network 120 340 2027
Hotit Railway Line Reconstruction
This project is part of the broader initiative to com- However, progress on this project has stalled since
plete Corridor Vc, which connects the Port of Ploče on December 2021 due to challenges in securing financ-
the Croatian Adriatic coast to Budapest. Over 325 km ing. It is imperative that Bosnia and Herzegovina ad-
of Corridor Vc runs through Bosnia and Herzegovina. dress all pending issues with the IFIs and initiate the
tender procedure.
Upon its completion, the railway line will be upgraded
to a standard that aligns with the significance of this Additionally, there are plans for a track overhaul on
corridor. This enhancement in connectivity will not the railway section Podlugovi-Sarajevo of Corridor Vc,
only benefit Bosnia and Herzegovina and its neigh- as well as similar interventions on the Doboj-Maglaj
bouring Regional partners but will also strengthen the and Jelina-Zenica sections of Corridor Vc. While the
ties between South-East Europe and the European necessary documentation is complete, financing has
Union. The project has been designated as a Flagship not been secured yet.
2 project under the Economic and Investment Plan for
the Western Balkans.
90 91
ANNEX II
Table 20.
List of TEN-T projects in Bosnia and Herzegovina
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Corridor Vc-Overhaul and
modernisation of the railway Rehabilitation/
Core Network 85 162 2027 Yes
section Šamac – Doboj – reconstruction
Rječica
Figure 55.
Railway projects in Bosnia and Herzegovina
1. Phase one, encompassing general rehabilita- The total estimated project cost is EUR 298 million,
tion and modernisation, commenced in August with an projected deadline of 2027. However, there
2019 and concluded in 2022 for civil engineering is a delay in completing the first phase of the project
works. Works related to signalling and telecom- due to a shortfall in funds for the signalling system
munications are to be finalised by the end of and telecommunications. Nonetheless, addressing
2024. this issue is of the utmost priority and should be re-
2. Construction on the Mitrovica-Fushe Kosove sec- solved as soon as possible.
tion (phase two) is underway, with an expected
completion date in 2024.
Table 21.
List of TEN-T projects in Kosovo
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
General Rehabilitation of Rehabilitation/
Core Network 65 114.7 2024 Yes
Railway Route 10 -Phase 1 Reconstruction
General Rehabilitation of Rehabilitation/
Core Network 34 64 2024 Yes
Railway Route 10 -Phase 2 Reconstruction
General Rehabilitation of Rehabilitation/
Core Network 50 118.7 2027 Yes
Railway Route 10 -Phase 3 Reconstruction
Figure 56.
Railway projects in Kosovo
92 93
ANNEX II
Montenegro various upgrades is 114 km.
Montenegro is implementing 6 TEN-T projects, with An overview of the TEN-T projects currently under im-
a total value of EUR 264 million (all on the Core Net- plementation in Montenegro is presented in the table
work).The length of sections currently undergoing below:
Table 22.
Overview of rail TEN-T projects in Montenegro
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Montenegro has rehabilitated 13 concrete bridges Furthermore, reconstruction efforts for thirteen crit-
and 4 tunnels along the Vrbnica–Bar railway line. The ical steel bridges and twelve tunnels are poised for
bridges and tunnels selected for reconstruction had implementation, with anticipated completion dates
not been refurbished for nearly four decades. in 2023 and 2024.
Following the project’s completion, trains up to 500 Construction at the joint border station in Bijelo Pol-
meters in length will be able to operate on these lines je is nearing completion, and the commencement of
at a design speed of 100 km/h, a substantial improve- joint border control operations between Montenegro
ment on the previous speed of 50 km/h. While the and Serbia is expected in November 2023.
Route 4 railway line will remain electrified, there are
no plans for implementing ETCS, GSM-R, or the con-
struction of dry port terminals at this time. Therefore,
there is still room for improvement on this main Mon-
tenegrin railway route to achieve TEN-T compliance.
Table 23.
Overview of rail TEN-T projects in North Macedonia
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
94 95
ANNEX II
Renewal works on the Nogaevci-Negotino rail section Construction on the first two sections is in progress,
were completed by 2023. This EUR 9.6 million project with a completion deadline of 2025. The tender for the
primarily involved basic activities in 2022 and 2023, third section is in the preparation phase and has par-
with no additional improvements in terms of TEN-T tially secured funding, with EUR 60.7 million secured
compliance. The primary goal of this project, covering by the EU from IPA funds, and the remaining funding
a 31 km electrified rail section with an allowable axle secured through loans from the EBRD and the EIB.
load of 22.5 t, was to maintain the operating speed at
the same level as the design speed of 100 km/h. The implementation of the eastern part of Rail Corridor
VIII aims to make the corridor compliant with Directive
North Macedonia commenced construction on 2008/57/EC on the interoperability of the rail system.
phases 1 and 2 of a crucial rail project on Corridor VIII, The project encompasses electrification, a line speed of
connecting Kumanovo to the Bulgarian border, on 100 km/h for freight, an axle load of 22.5 t, a track gauge
October 19, 2022. These works are on schedule. The of 1435 mm, and the implementation of ETCS. The only
tender for the third phase, covering Kriva Palanka to aspect of project planning that does not comply with
the Bulgarian border, is set to be launched by the end TEN-T standards is the maximum train length of 740 m.
of 2023. Regarding GSM-R implementation, North Macedonia
plans to roll it out as a separate project.
Figure 58.
Railway projects in North Macedonia
Table 24.
Overview of TEN-T projects rail in Serbia
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
96 97
ANNEX II
Furthermore, in February 2022, Serbia signed a grant The grant is expected to be worth approximately EUR
agreement with the European Commission for a ma- 600 million, with an estimated total investment of
jor infrastructure project connecting Belgrade to Niš. EUR 2.7 billion.
Figure 59.
Railway projects in Serbia