Development of indicative TEN-T

extension of Comprehensive and

Core Network in Western Balkans

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.

Action Plans and EU Acquis Progress Report 2023 October 2023

Table of
Contents
Glossary of Terms 2 4 .TEN-T Projects 51
List of Figures 4 4.1. Methodological aspects 52
List of Tables 5 4.2. Infrastructure projects 52
4.2.1. Railway projects 52
Foreword 7 4.2.2. Road projects 53
4.2.3. Waterborne projects 54
1. Executive Summary 9 4.2.4. Airport projects 55

2. Scope and Methodology 13 5. TEN-T Key Performance

Indicators Progress Forecast 63
5.1. Railway indicators 64
3. TEN-T Network Compliance Assessment 17
5.2. Road indicators 70
3.1. Railway transport 18
5.3. W
 aterborne transport indicators 72
Railway Compliance indicators 18
5.4. Airport indicators 72
Primary infrastructure characteristics
and physical state 18
TEN-T Core and Comprehensive 6. Overall Conclusions and Recomendations 75
Network Compliance 19
Overall compliance assessment 25 ANNEX I – Road projects overview 79
3.2. Road transport 27 Albania 80
TEN-T Compliance Indicators 27 Bosnia and Herzegovina 81
Primary infrastructure characteristics Kosovo 82
and layout 28
Montenegro 83
TEN-T Core Network Compliance 28
North Macedonia 85
TEN-T Comprehensive Network Compliance 32
Serbia 86
Overall compliance assessment 36
3.3 Waterborne transport 41
ANNEX II – Rail projects overview 89
Inland waterway and Maritime
Compliance indicators 41 Albania 90
Primary infrastructure characteristics of ports41 Bosnia and Herzegovina 91
TEN-T Core Network Compliance 42 Kosovo 92
TEN-T Comprehensive Network Compliance 44 Montenegro 94
Overall compliance assessment 45
3.4. Airports 47
Airport Compliance indicators 47
Primary infrastructure
characteristics and equipment 47
Overall compliance assessment 48

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

Action Plans and EU Acquis Progress Report 2023 October 2023

Figure 48. Map of TEN-T Projects in Albania
Figure 49. Map of TEN-T Projects in Bosnia
80
82 List of
Figure 50. Map of TEN-T Projects in Kosovo
Figure 51. Map of TEN-T Projects in Montenegro
83
84 Tables
Map of TEN-T Projects in North
Figure 52. 86
Macedonia
Table 1 Road compliance indicators 27
Figure 53. Map of TEN-T Projects in Serbia 87
Overview of the total number of
Figure 54. Railway projects in Albania 91 Table 2 stations available for each regional 31
Railway projects in Bosnia and partner
Figure 55. 92
Herzegovina Deployment of ITS in Regional
Table 3. 35
Figure 56. Railway projects in Kosovo 93 Partners
Figure 57. Railway projects in Montenegro 95 Overview of tolling systems operated
Table 4. 35
by regional partners
Figure 58. Railway projects in North Macedonia 96
Compliance assessment for Core
Figure 59. Railway projects in Serbia 98 Table 5 42
inland ports – status in 2023
Compliance assessment for inland
Table 6. 43
waterways - status in 2023
Compliance assessment for Core
Table 7. 44
Maritime Ports – status in 2023
Compliance for the port of Vlore in
Table 8. 45
2023
List of airports with road and rail
Table 9. 48
connections
List of availability of alternative fuels
Table 10. 48
in airports
Table 11 List of terminal availability 49
Table 12. Projects overview 57
Table 13. List of TEN-T projects in Albania 80
List of TEN-T projects in Bosnia and
Table 14. 81
Herzegovina
Table 15. List of TEN-T projects in Kosovo 83
Table 16. List of TEN-T projects in Montenegro 84
List of TEN-T projects in North
Table 17. 85
Macedonia
Table 18. List of TEN-T projects in Serbia 86
Table 19. List of TEN-T projects in Albania 90
List of TEN-T projects in Bosnia and
Table 20. 92
Herzegovina
Table 21. List of TEN-T projects in Kosovo 93
Overview of rail TEN-T projects in
Table 22. 94
Montenegro
Overview of rail TEN-T projects in
Table 23. 95
North Macedonia
Overview of TEN-T projects rail in
Table 24. 97
Serbia

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

Action Plans and EU Acquis Progress Report 2023 October 2023

7. The list of priority interventions continues to consistent data collection regarding road sur-
evolve, with last year’s recommendations re- face conditions, with some regional partners still
maining entirely relevant. Progress on priority lacking the necessary resources and institutional
projects appears to be stagnating while new in- framework for this task.
terventions are being pushed forward. The road
sector remains in the spotlight, both in terms of 10. Progress has been made in TEN-T compliance
committed resources and public interest. Un- criteria requiring policy reform and horizon-
derstandably, the degree of unpredictability re- tal action (ITS, tolling interoperability, road
mains the highest. This underscores the need for safety), but tangible results on the ground
more focused, long-term planning in the region have yet to materialise. This has mainly been
to ensure coherence and consistency in invest- achieved within the framework of the dedicated
ment policies. Such progress can be effectively Action Plans steered by the Transport Communi-
facilitated by aligning with the relevant strategic ty. These once again proved to be essential tools
documents established at national, regional, or for catalysing regional policy reforms. Nonethe-
European levels, such as sectoral transport strat- less, a considerable amount of work lies ahead
egies, a 5-year rolling work plan, EUSAIR, EUSDR before that progress is translatable into quantifi-
or Smart and Sustainable Mobility Strategy. able improvements on the TEN-T Network in the
Western Balkans.
8. Progress has been made in implementing the
Economic and Investment Plan flagship proj- 11. Regional cooperation keeps improving,
ects, yet the pace of progress needs to im- strengthening ties between regional partners
prove. Albania has made substantial headway and paving the way for the synchronised im-
on the Adriatic Ionian Corridor, while progress plementation of the TEN-T Network. The regu-
on Tirana bypass needs to accelerate. The imple- lar meetings of the Technical Committees estab-
mentation of Corridor Vc continues steadily, but lished under the Transport Community Treaty
certain key sections along this route are experi- framework have been complemented by the re-
encing delays. While symbolic, the opening of gion’s inaugural sessions of the road and railway
the first section of the ‘Peace Motorway’ in Ser- infrastructure managers. These initiatives repre-
bia has been overshadowed by significant delays sent vital strides toward the gradual harmonisa-
and a lack of progress in other critical sectors tion of investment policies among regional part-
on this route. The Sarajevo - Podgorica link and ners, thereby accelerating the delivery of projects
Podgorica bypass have made some strides in the having transboundary implications and impacts.
preparatory stage but have yet to secure fund-
ing for the execution phase. Overall, the EIP has
unlocked substantial investments, but there is
room for improvement in the pace of on-ground
implementation.

9. Prospects for 2027 still look encouraging de-

spite most projects being postponed again.
The progress forecast for TEN-T Network com-
pliance rates has been refined and adjusted
on foot of updated information and data on its
current status and ongoing projects. However,
the reliability of those forecasts is significantly
constrained by the chosen methodological ap-
proach, data quality, infrastructure maintenance
and pace of project implementation. Despite all
efforts, the forecasting still cannot accurately
capture changes in network conditions. Year-on-
year changes driven exclusively by variations in
this parameter are significant. In addition to the
absence of data on most routine maintenance in-
terventions, there is also the issue of timely and

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

Action Plans and EU Acquis Progress Report 2023 October 2023

Based on the latest developments and adjustments, TEN-T policy is currently under revision in order to in-
the indicative extension of TEN-T in the Western Bal- crease focus on network quality and align it with the
kans currently includes: major strategic orientations laid out in the European
Green Deal and further transposed in the Sustainable
• 5,205.12 km of TEN-T roads, of which 3,511 km on and Smart Mobility Strategy. Such changes will be
the Core Network; reflected in TEN-T annual reporting within the Trans-
• 4,007 km of TEN-T railways, of which 2,623 km on port Community framework, probably starting with
the Core Network; next year’s release. On adoption of the revised TEN-T
• 1,345 km of TEN-T Core Network Inland Water- Regulation, it is likely that future progress will also
ways; be fueled by the proposed Western Balkans Corridor,
• 3 seaports, 4 inland waterways ports, and 10 air- enhancing cooperation between Member States and
ports. Western Balkans Transport Community partners.

The network has been split into sections and nodes

to facilitate performance monitoring. The third
Trans-European Networks Transport (TEN-T) Annual
Report relied almost entirely on TODIS logistics, col-
lecting and confirming data through the network of
appointed Regional Users. Consequently, some im-
portant modifications occurred as compared with the
previous papers, namely:

• Adjustments in the network’s layout resulting

from the progress of projects on the ground (spe-
cifically for the road network), past modifications
that have only now been captured properly and
corrections of previous layout/reporting errors.
• Enhanced network granularity for the road and
rail network, resulting in increased precision and
heightened reporting accuracy.

Layout changes included limited alignment correc-

tions for the road network. These are meant to fa-
cilitate network implementation tracking progress
(opening of new road sections). Such updates have
not been subject to a formal decision from the EC but
were nevertheless made in agreement with regional
partners, mirroring similar procedures used within
the EU for regular network management and moni-
toring.

14 15
SCOPE AND METHODOLOGY
 3
TEN-T Network
Compliance
Assessment
3 TEN-T Network
Compliance Assessment

3.1. Railway transport

The legal foundation governing the establishment of
the Indicative Extension of the TEN-T Core and Com-
Railway Compliance
prehensive Rail Network to the Western Balkans is es- indicators
tablished in Regulation No 1315/2013, last updated in
2019 (currently undergoing a significant revision).
Based on the above requirements, this report covers
This Regulation outlines a comprehensive, long-term compliance with the specific indicators as follows:
strategy for the creation of a unified trans-European
transport network (TEN-T), encompassing all modes a. Electrification - rail network to be electrified by
of transportation infrastructure, with a particular fo- 2030 (including sidings where necessary);
cus on railways. It encompasses technical standards b. Axle load: freight lines 22.5 t axle load by 2030;
and the need for infrastructure interoperability while c. Line speed: Freight lines must allow 100 km/h by
setting forth key TEN-T development priorities. 2030 (no speed requirement for passenger lines);
d. Train length: freight lines to allow for 740 m trains
In terms of transportation infrastructure prerequi- by 2030;
sites, this Regulation specifically sets down require- e. Track gauge: nominal track gauge for new railway
ments related to freight terminals, the deployment lines 1,435 mm;
of the European Rail Traffic Management System f. ERTMS / signalling system: Core network to be
(ERTMS), adherence to Technical Specifications for equipped with ERTMS by 2030.
Interoperability (TSI) criteria, network electrification,
and accessibility to freight terminals. Conditions that In addition to assessing compliance with TEN-T re-
railway infrastructure should meet include: quirements, the report also provides an assessment
of the state of railway infrastructure based on the ra-
• deploying ERTMS; tio between the operational and the design speed.
• migrating to 1,435 mm nominal track gauge;
• mitigating the impact of noise and vibration

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.

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 2.
entire region remains stagnant at 20 million tonnes
Indicative extension of the TEN-T Core per year.
and Comprehensive Rail Network to the
Western Balkans Two primary factors contribute to this situation: the
lack of adequate infrastructure maintenance and
the absence of policy reform. A 2018 study conduct-
ed by CONNECTA, an entity financed by the Europe-
an Commission, estimated that the annual cost of
routine maintenance would be around EUR 50,000
per km. However, none of the regional partners can
allocate more than EUR 15,000 per km annually from
their budgets for this purpose. Furthermore, a staffing
shortage across all railway segments, from operations
to management, has contributed to the deteriorating
state of railway infrastructure.

The TEN-T Comprehensive and Core Railway Network

still faces inadequate investment, with only 15% of
overall investment earmarked for transport infrastruc-
ture. Current investments tend to focus on isolated
sections rather than holistic network improvements.
Failure to undertake essential repairs and necessary
upgrades will not only escalate maintenance costs
but also hinder business productivity, leading to fur-
ther drop-offs in railway transport.

Accelerated railway reforms are imperative to fully

harness the benefits of rail transport in the Western
Balkans. A coordinated and integrated approach that
combines infrastructure development with reforms
can help overcome sector fragmentation, while an
TEN-T Core and open market would boost performance along multi-
modal transport corridors. Although progress is being
Comprehensive Network made in rail infrastructure development and reform,
greater efforts are required to unlock the region’s full
Compliance potential.

With the 2030 deadline approaching for completing

the Core Network and the 2050 target for the Compre-
The extension of the TEN-T Core and Comprehensive hensive Network, all regional partners will encounter
Network to the Western Balkans was initiated in 2016 numerous challenges in their pursuit of these goals.
during the most recent revision of the Core Network.
Over the past 17 years, the region has invested more
than EUR 3.5 billion in rail projects. Despite these in-
vestments, there has been little improvement in con-
A. ELECTRIFICATION
ditions and service quality. Passenger rail services
continue to operate at an average speed of around Rail electrification compliance of the operational net-
50 km/h, making them less competitive compared work is already 71.57% on the Core and 52.1% on the
to road transport. Similar challenges exist in freight Comprehensive Network, based on 2023 data. Certain
transport, with a substantial amount of time spent on segments, mainly in Albania and North Macedonia
train preparation, loading/unloading, and waiting at (Corridor VIII), are still under construction and are
borders. Consequently, rail has experienced a sharp not part of this analysis. There are no significant dif-
decline in both passenger and freight traffic over the ferences between electrification compliance rates in
past decade. The total annual freight volume for the 2023 and 2022.

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

26,96% 26,02% 28,43%

45,66% 44,45%
47,94%

73,04% 73,98% 71,57%

54,34% 55,54% 52,06%
11%

2021 2022 2023 2021 2022 2023

CORE COMPREHENSIVE

electrified non electrified

Figure 4.
Map of electrified lines

Action Plans and EU Acquis Progress Report 2023 October 2023

B. AXLE LOAD Note: The small decrease of Axle Load Compliance
on the Core Network is a result of establishing TODIS
For freight axle load, the compliance parameter of 22.5 t and its improved analytical tools, as well as the com-
per axle dipped slightly by 0.44% on the Core and a sig- prehensive data collection and review exercise that
nificant 4.6% on the Comprehensive Network as per 2023 accompanied the development of the system and
data. Deficiencies are mainly in Albania, Kosovo, and Bos- the institutionalisation of TEN-T data management
nia and Herzegovina, and mostly result of maintenance. in the region.

Figure 5.
Axle load in tonnes/axle on Core and Comprehensive Network 2021/2022/2023

12,57% 11,12% 11,56%

27,87,% 25,47% 30,04%

87,43% 88,88% 88,44%

72,13% 74,52%
69,96%

11%

2021 2022 2023 2021 2022 2023

CORE COMPREHENSIVE

22,5 t/axle less than 22,5 t/axle

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%

71,99% 79,57% 78,85%

60,69% 67,66% 68,18%

11%

2021 2022 2023 2021 2022 2023

CORE COMPREHENSIVE

compliant non compliant

Figure 8.
Operating Speed 100 km/h and over for 2021/2022/2023

85,45% 86,42% 84,23% 87,21% 87,62% 86,25%

14,55% 13,58% 15,79% 12,79% 12,37% 13,75%

2021 2022 2023 2021 2022 2023

CORE COMPREHENSIVE

compliant non compliant

Action Plans and EU Acquis Progress Report 2023 October 2023

D. TRAIN LENGTH 500-meter parameter, with Albania being the exception.
However, it is important to interpret these statistics
Regarding the freight train length parameter, a nota- while considering certain distinctions. Ongoing infra-
ble shift has occurred, with 3.44% of the core networks structure upgrades and operational complexities mean
now complying with the requirement for 740 meters that there may be disparities between nominal compli-
or longer sidings to accommodate trains. This marks a ance and actual operational capabilities. For instance,
substantial improvement on the previous year. a rail line might be technically suitable for 740-meter
trains, but practical limitations, such as insufficient sid-
In general, the region, for the most part, meets the ings, may hinder the realisation of this potential.

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

compliant non compliant

E. TRACK GAUGE or fourth rail package). Considering ongoing and fi-

nance-backed projects, there are plans to implement
The rail track gauge has achieved full compliance, ETCS level 1 or even 2 in Albania, Kosovo, Serbia and
standing at 100% according to data from both 2022 and North Macedonia, which will see the ERTMS system
2023. It is important to note that there is one exception, reach 16% on the Core network after the completion
namely the Mokra Gora narrow gauge rail line in Serbia. of these projects by 2027.
However, this narrow gauge rail line falls outside the
scope of the Core and Comprehensive Network and ERTMS deployment is the greatest challenge in terms
serves primarily for tourism purposes. This situation of TEN-T parameters, and progress is slower than an-
has remained unchanged for many years and does not ticipated. Plans are in place to address this.
impact interoperability across the broader rail network.
However, all regional partners should make addition-
F. ERTMS al efforts to further transpose and implement the in-
teroperability directive.
Finally, ERTMS system operations have been rolled
out in the Western Balkans. For the first time in his- Note: The slight decrease in ERTMS Compliance is a re-
tory, 2.63% of the Core and 1.72% of the Comprehen- sult of establishing TODIS and its improved analytical
sive Network is equipped with an ERTMS system due tools, as well as the comprehensive data collection and
to the opening of the newly reconstructed Belgrade review exercise that accompanied the development of
– Novi Sad line. Almost all regional partners have the system and the institutionalisation of TEN-T data
partly transposed the interoperability directive (third management in the region.

22 23
TEN-T NETWORK COMPLIANCE ASSESSMENT
 Figure 10.
ERTMS deployment 2021/2022/2023

97,29% 97,37% 98,28%

100% 100% 97,61%

2,71% 2,63% 2,39% 1,79%

2021 2022 2023 2021 2022 2023
CORE COMPREHENSIVE

compliant non compliant

Figure 11.
Map ERTMS deployment

Action Plans and EU Acquis Progress Report 2023 October 2023

Overall compliance
assessment
Figure 12.
Assessment Methodology Criteria
The present network status was evaluated by analys- OPERATIONAL/
ing data provided by regional partners regarding the CONDITION OF RAILWAYS
DESIGN SPEED
state of play on their respective tracks. Track condi-
tion has been divided into five parts based on the VERY GOOD 0.86 – 1
ratio between the current maximum operational
GOOD 0.71 - 0.85
speed and maximum design speed on the network.
This was done to provide a better description of cur- MEDIUM 0.61 - 0.70
rent railway conditions.
POOR 0.51 - 0.60
In accordance with the criteria applied, an overview
VERY POOR 0 - 0.50
of the network is given in the figure below.

Figure 13.
Condition of the Rail Network 2021/2022/2023

34,32% 29,05% 38,66% 30,05% 41,84%

38,00%

9,46% 15,02% 4,45% 6,35% 14,39% 4,43%

12,72% 17,40% 15,63%
26,11 %
26,94 % 13,30%

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

Very good Good Average Poor Very poor

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

Action Plans and EU Acquis Progress Report 2023 October 2023

3.2. Road transport
Art. 17 of the TEN-T Regulation lays down road infra- justified and individually granted by the Europe-
structure components, while Art. 18 addressed com- an Commission.
pliance requirements. In short, the TEN-T road network • The establishment of rest areas on motorways at
is deemed to incorporate high-quality roads (motor- approximately 100-kilometer intervals, enhanc-
ways, express roads or conventional strategic roads) ing travellers’ convenience and safety.
specially designed and built for motor traffic and ensur- • Availability of alternative fuels.
ing adequate safety levels. Furthermore, it is essential
to guarantee adherence to the provisions of EU Direc-
tives concerning road tunnels, tolling interoperability,
and ITS. Besides the general conditions applicable to
the Comprehensive Network, the Core Network must TEN-T Compliance
comply with the following additional requirements:
Indicators
• A more rigorous adherence to road profile re-
quirements, mandating that roads on the Core The Road compliance indicators are provided and ex-
network must either be motorways or express plained in the table below.
roads. Exceptions to this rule must be explicitly

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.

Details of Core network compliance against each rele-

vant criterion are provided below.

A. INFRASTRUCTURE
PROFILE AND CONDITION

Under the provisions of Art. 39(2)(c) of Regulation No

1315/2013, roads on the TEN-T Core Network should
be either a motorway or an express road and include
safe and secure parking areas approximately every
100 km.

Under certain conditions outlined exhaustively in Art.

39(3), and at the request of an interested party, the
European Commission may grant exemptions from
the motorway/express road criterion for conventional
roads if they are deemed to meet appropriate safety
standards. However, no such exemption has been re-
quested or granted in the region. Therefore, the com-
pliance assessment of the Core Network has been
based solely on the motorway/express road criterion,
labelling conventional road sections within the TEN-T
Core as non-compliant.

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 16.
A comprehensive evaluation of safe and secure park-
ing facilities across the TEN-T Network in the region
Core Network Road Profile 2021 - 2023
is yet to be conducted. The significance of this issue
extends beyond a mere infrastructure compliance cri-
terion and was raised by industry stakeholders during
the second Transport Community Social Forum held
in Sarajevo in May 2022. Consequently, in 2024, TCT 49% 48% 46%
will conduct a region-wide assessment of the existing
inventory and demand needs to develop safe and se-
cure parking facilities.
7% 6% 7%
While acknowledging that the region lacks sufficient
EU-standard safe and secure parking areas, this re-
port assumes that all road sections built to motorway/ 44% 45% 47%
express road profile meet this criterion. This assump-
tion will be corrected in future, subject to additional
data and a consistent ranking methodology becom-
ing available. 2021 2022 2023

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:

• Possess a motorway/express road profile. Figure 17.

• Undergo proper maintenance to maintain very Core Network Road Condition
good or good road surface condition status, en- 2021 – 2023
suring smooth traffic flow and safety.

Road condition has been rated under 5 distinct cate- 4% 4% 2%

gories, using the International Roughness Index (IRI), 19% 13%
as follows: 27 %

• very good (IRI < 1.24);

52%
• good (IRI 1.24 - 2.84); 42%
• medium (IRI 2.84 - 5.09);
• poor (IRI 5.09 - 8.94); 46%
• very poor (IRI > 8.94).

The same methodology was employed in the report’s

35% 33%
previous editions, allowing comparability of the out- 24 %
comes despite the differences in base data resulting
from the use of TODIS.
2021 2022 2023
The outcomes of the compliance assessment exercise
Very good good medium poor
are given in the charts below, highlighting progress
made since the start of the reporting exercise.

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

2021 2022 2023

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:

• The share of motorways/express roads in the

Core Network has continued to rise, increasing
from 50.95% (2021) and 51.89% (2022) to its cur-
rent level of 53.67%;
53,20% 47,93% This means that more than 30 km of new high-
55,14%
speed roads went into operation in one year (2
sections of Corridor Vc in Bosnia and Herzegovi-
na and sections of motorway in Serbia, including
Sector B of the Belgrade Bypass and the first sec-
tion of the “Peace Motorway”), facilitating traffic
flow and safer conditions in the region.
44,86% 46,80% 52,07%
• The percentage of roads in very good and good
condition has reached 85.21%, compared with
77.04% in 2022 and 69.48% in last year’s report;
2021 2022 2023 Consequently, no less than 2,992 km of Core Net-
work roads are now reported to be in satisfacto-
Compliant Non - compliant ry condition, compared to 2,753 km in 2022 and
2,460 km in the year before. This increase is only
due in part to the finalisation of the projects list-

Action Plans and EU Acquis Progress Report 2023 October 2023

 ed above but also reflects improvements in reg- and liquefied petroleum gas (LPG) which serve, at least
ular maintenance and significant adjustments/ partly, as a substitute for fossil oil sources in the supply
corrections to the basic data reported by the re- of energy to transport, contribute to its decarbonisa-
gional partners in the TODIS framework; tion and enhance the environmental performance of
the transport sector.”
• From 44.86% in 2021, the overall compliance rate
has increased almost 6 points year-on-year from Availability has been so far assessed against the pro-
46.80% in 2022 to no less than 52.07% in 2023. visions of Directive 2014/94/EU on the deployment of
The total length of compliant road sections on an alternative fuels infrastructure and the monitoring
the Core Network now stands at 1,828.19 km. In tools further developed by the EU in this regard. It
contrast to the previous year, most of the prog- is worth pointing out that none of the regional part-
ress stems from improvements in the condition ners have adopted Directive 2014/94/EU. Whereas
of existing motorway and express road sections. the Council has recently adopted the new Alternative
The gap between roads meeting the infrastruc- Fuels Regulation, institutional progress going forward
ture profile criterion (1,884.39 km of motorways will be benchmarked against the milestones laid down
and express roads) and the currently compliant therein. Following the entry into force of the new Reg-
network (1,828.19 km, as mentioned above) was ulation and the planned changes to the TCT reporting
reduced by almost 200 km last year to less than procedures and tools, the effective compliance rate of
60 km in 2023. the TEN-T Core Road Network in the region shall be
calculated starting with next year’s report.
B. ALTERNATIVE FUEL AVAILABILITY
It is worth noting, however, that the alternative fuels net-
work in the Western Balkans is in its infancy. The major-
Alternative fuel availability is explicitly required un- ity of existing refuelling stations have been established
der Art. 39(2)(c) of Regulation No 1315/2013 as a on the back of private initiatives. These stations are
condition for TEN-T Road Core Network compliance. primarily situated in the region’s major cities, reflecting
Art. 3(w) further defines “alternative clean fuels” as current market demand. However, their presence on the
“electricity, hydrogen, biofuels (liquids), synthetic fuels, TEN-T Network is minimal, primarily due to the region’s
methane (natural gas (CNG and LNG) and biomethane) limited adoption of alternative fuel vehicles.

Table 2.
Overview of the total number of stations available for each regional partner

NO. OF ALTERNATIVE FUEL STATIONS1

REGIONAL
PARTNER Electricity2 CNG LNG Hydrogen

Albania 60 - - -

Bosnia and
93 3 - -
Herzegovina
North
59 6 - -
Macedonia

Kosovo 13 - - -

Montenegro 49 - - -

Serbia 85 30 1 -

Western Balkans 359 39 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.

For the purposes of this report, it was assumed that

TEN-T Comprehensive a conventional road in very good or good condition
automatically meets the safety requirements. Howev-
Network Compliance er, it is acknowledged that this assumption does not
always hold true. Progress in transposing road safety
legislation by regional partners and systematic per-
The total length of the TEN-T Road Comprehensive formance of road safety inspections on the TEN-T Net-
network (outside the TEN-T Core) is 1,693.79 km, work will likely provide sufficient input for a revised
of which: methodological approach in future reports.

Action Plans and EU Acquis Progress Report 2023 October 2023

The methodology employed for the 2023 report sons between the findings of this report and those of
closely aligns with the approach used in previous its predecessors.
years. While it is acknowledged that the transition
to the new TODIS baseline data introduces inherent The results of this analysis are given in the charts
limitations in this regard, the consistent method- below, highlighting the changes that have occurred
ologic approach still facilitates meaningful compari- since last year.

Figure 20. Figure 21.

Comprehensive Road Network Profile Comprehensive Road Network Condition
2021 - 2023 2021 - 2023
1%% 1%% 1,70%
3 7 9,19%

19,45%
44% 43%

88% 90% 86,35%

54,25%
41%
40%

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

Motorway Conventional road

2021 2022 2023

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

The rollout of the Road Action Plan has led to signif-

2021 2022 2023
icant momentum in ITS-related measures, resulting
Compliant Non - compliant in notable progress during the reporting period. All
regional partners have now developed ITS strate-
The following differences from last year’s report on gies, with North Macedonia taking additional steps
the progress of road network development are note- towards adoption at government adoption. Progress
worthy: has also been made in deploying ITS on a project ba-
sis, along with establishing Traffic Control Centers in
• there has been some progress in upgrading the Albania, Serbia, and North Macedonia. It is worth not-
Comprehensive Network to motorway/express ing that projects financed by International Financial
road standards; Institutions (IFIs) ensure compliance with the ITS Di-
The total length of motorways/express roads on rective during the design phase.
the Comprehensive Network has reached 230
km, slightly surpassing last year’s figure of 220 The number of Traffic Control Centres in the region
km. High-speed roads account for approximate- is growing, with Bosnia and Herzegovina operating
ly 13.6% of the total network length of 1,693.79 3 centres and Montenegro 1 for tunnel only. Serbia is
km. The minor differences since last year can be currently constructing 2 Traffic Management Centres
attributed to upgrades of some short sections (Belgrade and Niš) and Albania is progressing the de-
and the revised/updated data collected under ployment of ITS on 200 km of the Core Network and
the TODIS framework. While there are some on- the Traffic Control Centre. In North Macedonia, the
going projects on the Comprehensive Network to selection of the area for deploying a National Traffic
improve the infrastructure profile (such as Pojate Control Center is underway.
– Preljina and Novi Sad – Ruma in Serbia, Ban-
ja Luka – Prijedor and Orsaje – Tuzla in Bosnia Deployment of ITS on the indicative extension of the
and Herzegovina), the focus remains on the Core Core and Comprehensive Road Network to the West-
Network, and, against that background, no sig- ern Balkans is as per the table below:
nificant improvements are expected in the near
future.
• In contrast to last year’s findings, the overall road
surface quality appears to have significantly im-
proved.
The share of roads in very good condition in-
creased from 9.35% to 15.40% in 2023, with
54.25% now reported to be in good condition,
compared with 39.60% last year. Roads in poor

Action Plans and EU Acquis Progress Report 2023 October 2023

 Table 3.
Deployment of ITS in Regional Partners

ITS DEPLOYED
REGIONAL PARTNERS
Length (km) Traffic Control Center

Albania 200 Under development

Bosnia and Herzegovina 224.3 Yes

Yes
North Macedonia -
(motorway tunnels only)
Kosovo - No
Montenegro 40.8 Yes
Serbia 944.56 Under development

C. TOLLING INTEROPERABILITY duced tolling on some sections, while Kosovo is still

assessing toll introduction.
Tolling interoperability is only relevant for regional
partners that have adopted this user charging meth- The toll systems already in place, whilst different, are
od. This is the case in Bosnia and Herzegovina, North all distance-based and potentially interoperable. Four
Macedonia and Serbia, where the entire motorway regional partners have already introduced electronic
network is tolled. Montenegro and Albania intro- distance-based tolling (see Table 5 below).

Table 4.
Overview of tolling systems operated by regional partners

TOLLING SYSTEM CHARACTERISTICS

REGIONAL PARTNERS
Length (km) Tolling system in place Managing Authority
Distance-based/DSRC 5.8 GHz Private
Albania 120
Toll plazas, cash, card 30-year concession contract
Distance-based/DSRC 5.8 GHz
Bosnia and Herzegovina 217 Autoceste BiH/Autoputevi RS
Toll plazas, cash, card and e-tolling(ACC tag)
Distance-based/DSRC 5.8 GHz
Public Enterprise for StateRoads
North Macedonia 242 Toll plazas, cash, card and e-tolling(ACC tag and
(PESR)
smart card payment)
Kosovo - - -
Tunnel toll
Sozina tunnel
Montenegro Toll plaza, cash, card, e-tolling(smart card Monteput.o.o (state-owned)
(5km)
system)
Distance-based/DSRC 5.8 GHz Public Enterprise Roads ofSerbia
Serbia 830
Toll plazas, cash, card and e-tolling(ACC tag) (PESR)

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.

Transport Community’s technical assistance project

for the baseline and financial assessment and produc-
ing a roadmap for achieving tolling interoperability

34 35
TEN-T NETWORK COMPLIANCE ASSESSMENT
Overall compliance Figure 24.
TEN-T Road Network Infrastructure
assessment Condition 2021 - 2023
4% 5% 4,28%

Conclusions on each compliance criterion are given 15,01%

below. 32 % 27 %

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 %

2021 2022 2023

Very good good medium poor

Figure 25.
Road network condition map

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 26.
TEN-T Road Network Infrastructure Profile 2022 – 2023

62% 62% 59,35%

6% 6% 6,82%

32% 32% 33,79%

2021 2022 2023

motorway express road conventional road

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

2021 2022 2023

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%

2021 2022 2023 2021 2022 2023

TEN-T CORE TEN-T COMPREHENSIVE

compliant non compliant

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 30.
Road network compliance map

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.

Action Plans and EU Acquis Progress Report 2023 October 2023

3.3 Waterborne transport
The legal framework for developing the Indicative • Connection with railway lines or roads and,
Extension of the TEN-T Core and Comprehensive Net- where possible with inland waterways,
work regarding inland waterways and ports is con- • Availability of at least one freight terminal open
tained in Regulation (EU) No 1315/2013 in conjunc- to all operators in a non- discriminatory way and
tion with Commission Delegated Regulation (EU) No application of transparent charges.
2016/758 amending Regulation (EU) No 1315/20133. • Provide Port Reception Facilities for ship-gener-
ated wastes and cargo residues
• Uses of telematic applications (VTMIS and e-Mar-
itime services)

Inland waterway and

Maritime Compliance
The core maritime transport infrastructure shall meet
all the requirements set out for comprehensive mar-

indicators itime transport. In addition, the following require-

ments shall be met by the infrastructure of the core
network:

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:

• Availability of alternative clean fuels.

Compliance indicators for Core and Comprehensive

maritime ports:

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

TEN-T Core Network

Compliance
Compliance assessment for each indicator:

Table 5.
Compliance assessment for Core inland ports – status in 2023

CEMT Clean fuels

PORT NAME Rail connection Road connection Terminal availability
Requirements availability

Belgrade YES YES YES NO YES

Novi Sad YES YES YES NO YES

Brčko YES YES YES NO YES

Bosanski Samac YES YES YES NO YES

Source: Transport Community Permanent Secretariat, based on direct inquiry to regional partners and ports

Action Plans and EU Acquis Progress Report 2023 October 2023

Based on data received from regional partners, as of the River Danube, and the Port of Sremska Mitrovica
2023, the Core inland waterway ports within the ex- on the River Sava are candidates for inclusion in the
tended TEN-T network in the Western Balkans con- Comprehensive TEN-T extension Network.
tinue to meet all requirements except for clean fuel
availability. There have been no changes since the All ports have maintained compliance with the re-
2021 and 2022 conclusions. quirements related to terminal availability, as well as
rail, road, and CEMT connections.
Serbia is currently contemplating rolling out small-
scale pilot projects for alternative fuels in inland In October 2023, the Transport Community Perma-
waterways. These projects are based on the results nent Secretariat hosted a workshop on “Enhancing
of studies but are not directly connected to the Core Infrastructure and Exploring Prospects for Enhanc-
Network Ports of Belgrade and Novi Sad. Progress ing Navigation along the Sava and Danube Rivers”.
with these initiatives will be monitored in forthcom- The workshop garnered significant attention and
ing reports. participation from international and regional or-
ganisations specializing in inland waterways, Inter-
Several ports located along the Danube and Sava national Financial Institutions (IFI), and the largest
rivers in Serbia show promising potential to attain ports along the Danube and Sava rivers. This initia-
Core or Comprehensive port status within the ongo- tive facilitated a comprehensive assessment of the
ing TEN-T revision process, as the traffic data is above existing state of inland waterway infrastructure in
the minimum thresholds imposed by the Regulation. the region, fostering engaging dialogue with stake-
Specifically, the Port of Pancevo situated on the Riv- holders regarding potential investments to enhance
er Danube fulfils the criteria for inclusion in the Core navigation along the Sava and Danube rivers and ex-
Network, while the Port of Smederevo, Prahovo on tend the network.

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

Durres Partially YES N/A YES NO YES NO

Bar YES YES N/A YES NO YES YES

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.

The Port of Durres is yet to achieve compliance with

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-

Action Plans and EU Acquis Progress Report 2023 October 2023

 Table 8.
Compliance for the port of Vlore in 2023

Facilities for ship-

CEMT Clean fuels generated Terminal
Port name Rail connection Road connection VTMIS
connection availability availability
waste

Vlore No Yes N/A No Yes Yes No

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.

The deployment of the River Information System (RIS)

on the Danube and Sava rivers is fully operational,
aligning with the Republic of Serbia’s Strategy on Wa-
terborne Transport Development for the period 2015
to 2025.

Implementation of the Vessel Traffic Services (VTS)

and Aids to Navigation (AtoNs) remains a high priority
for the Government of Serbia. The VTS project com-
menced in May 2023 and is scheduled for a testing
phase in November 2023. The application of AtoNs
has also seen progress, with the second phase of the
FAIRway works project for AtoNs in the River Sava
commencing on July 25, 2023, with completion ex-
pected within eight months.

Regarding infrastructure improvements for inland

waterway navigation, following the completion of the
“Upgrade of Iron Gate I lock” project, which involved
replacing mechanical and electrical equipment, the
first phase of the “Upgrade of Iron Gate Block II” proj-
ect began on July 18, 2023. This project aims to up-
grade various mechanical, hydraulic, and electrical
components and is set to take less than a year to com-
plete.

In the same domain, the “FAIRway II works” project

initiated in 2022 focuses on removing bottlenecks at
the Serbia-Croatia border. Seventeen critical sectors

Action Plans and EU Acquis Progress Report 2023 October 2023

3.4. Airports
As with the other transport modes, the legal frame- 3. Terminal availability - at least one terminal is
work for the development of the Indicative Extension open to all operators in a non-discriminatory
of TEN-T Core and Comprehensive Network regarding way and applies transparent, relevant and fair
airports is provided by Regulation (EU) No 1315/2013. charges.

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

assessment A key condition to ensure the interoperability of air-

ports on the TEN-T Network is theirconnection to the
railway network. Currently, no airports have a direct
Conclusions for each compliance standard are provid- rail connection.
ed below.
Table 9.
List of airports with road and rail connections
Road and rail connection status of Connection to
Connection to Rail
Airports Motorway/Express road

2022 2023 2022 2023

Albania Tirana No No Yes Yes

Bosnia and Sarajevo No No Yes Yes

Herzegovina Banja Luka No No Yes Yes
Skopje No No Yes Yes
North Macedonia
Ohrid No No Yes Yes
Kosovo Pristina No No Yes Yes
Montenegro Podgorica No No Yes Yes
Belgrade No No Yes Yes
Serbia Niš No No Yes Yes
Kraljevo No No Yes Yes
Source: Transport Community Permanent Secretariat own assessment

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

AVAILABILITY OF ALTERNATIVE FUELS

REGIONAL
AIRPORT availability of alternative fuels
PARTNER tank facilities for aviation biofuel
for airport ground services
2022 2023 2022 2023
Albania Tirana No No Yes
Bosnia and Sarajevo No No Yes Yes
Herzegovina Banja Luka No No
North Skopje No No Yes (partly) Yes (partly)
Macedonia Ohrid No No No No
Kosovo Pristina No No No No
Montenegro Podgorica No No
Belgrade No No Yes Yes
Serbia Niš No No Yes Yes
Kraljevo No No Yes Yes

Action Plans and EU Acquis Progress Report 2023 October 2023

C. TERMINAL AVAILABILITY ongoing modernisation project, Sarajevo Airport has
managed to expand its capacity from 1 million to 1.5
All airports are open to international traffic, with for- million passengers. Nonetheless, due to the passen-
eign air-carriers operating in and out. Some airports ger traffic surge, it is approaching its operational ca-
such as Tirana, Podgorica, Sarajevo, and Niš reached pacity again.
or came close to reaching their capacity limit. With its

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

4 Based on the 2022 passenger volume data

48 49
TEN-T NETWORK COMPLIANCE ASSESSMENT
 4
TEN-T
Projects
4 TEN-T PROJECTS

4.1. Methodological aspects

The TCT Secretariat tracks the development of the 2. estimate TEN-T future compliance rates based
TEN-T network in the region, collecting and process- on scheduled project completion dates and their
ing relevant information on all ongoing projects. The anticipated network impact.
scope of this exercise is mainly to:
The methodology and criteria for project definition
1. provide an outline of overall efforts currently un- and selection have remained unaltered, making the
dertaken by the regional partners to upgrade the results of this exercise fully comparable between
TEN-T network and yearly data series.

4.2. Infrastructure projects

4.2.1. Railway projects EU and the broader region. The EU directly supported
the implementation of rail projects through the Eco-
nomic and Investment Plan adopted in 2020. Compre-
In terms of overall investment, the rail has been over- hensive information about ongoing EIP rail projects
shadowed by the road sector for the past 15 years. can be found in Annex II of the current document.
While approximately 80% went on roads, the railway
sector only received around 12% of total investment. Overall, the Transport Community Permanent Secre-
tariat has identified twenty finance-secured or ongo-
The landscape has evolved, with a notable shift towards ing rail projects. The length of rail sections currently
prioritising railway transport. Presently, the enhance- undergoing various upgrades is 691 km (all on the
ment of rail systems stands as an integral component of Core Network). Priority has been given to the Core
recently published strategic documents by the Europe- Network. The overall value of the projects is EUR
an Commission. These documents emphasise the im- 3.017 billion.
portance of greener and more efficient transportation
methods, with a distinct focus on railways. The expec- Nineteen identified rail transport projects in the region
tation is for the Transport Community to mirror this ap- are scheduled for completion by 2027 and one by 2029.
proach in its forthcoming strategies and concepts. Upon completion, these projects are set to higher-qual-
ity railway infrastructure and services, significantly im-
The EU has played a pivotal role in financing the con- proving both passenger and freight operations.
struction and enhancement of transport corridors
within its member states and neighbouring regional Since the previous report, five railway projects have
partners. The primary objectives have been to elim- been finalised and put into operation.
inate bottlenecks and facilitate the development of
sustainable and interconnected transportation sys- The roster of TEN-T railway projects currently ongoing
tems. This endeavour aligns with the overarching in the region is given in Table 12.
Trans-European Transport Network (TEN-T) policy,
where the projects play a vital role in realising the Core Annex II of this document provides a detailed over-
Network, forging essential connections between the view of railway projects in all regional partners.

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 33.
Rail Projects Map

4.2.2. Road projects Besides the abovementioned changes, data updating

also resulted in cost adjustments and/or changes to
the completion deadline. For many projects, the esti-
The inventory of ongoing road projects within the re- mated completion date was again postponed, which
gion has undergone adjustments based on the latest reflects both unrealistic planning and delays in imple-
information and data from regional partners. Com- mentation. Although this was not entirely surprising
pared with last year’s report, the following types of considering the region’s track record, the ongoing
modifications occurred: postponement of completion deadlines from one
year to the next remains a cause for concern.
• Projects that
have naturally exited the list upon successful As of 2023, the Transport Community Permanent
completion and operationalisation; Secretariat has identified 42 road projects ongoing
• Projects de-listed having been downgraded in in the region (33 on the Core Network and 9 on the
terms of priority and/or no longer meeting the Comprehensive Network). The combined length of
“secured funding” criterion; road sections currently undergoing various upgrades
• New projects entered on the list by progressing is 1,060.79 km (671.21 km on the Core and 389.58 km
in terms of maturity and having secured funding on the Comprehensive Network). The priority given to
since the date of the latest report; the Core Network is also reflected in the overall val-
• New relevant interventions identified during ue of projects (EUR 5,473.7 million for the entire net-
the comprehensive data collection exercise per- work, of which EUR 3,676.27 million on the Core and
formed under the framework of TODIS. EUR 1,797.2 million on the Comprehensive Network).

The list of individual interventions is provided in Ta-

ble 12 below, while a more detailed overview of road
projects could be found in Annex II of this document.

52 53
TEN-T PROJECTS
 Figure 34.
Road Projects in the Western Balkans

4.2.3. Waterborne projects The “Reconstruction and Modernisation of the River

Port of Brčko, Phase 1” is part of the Flagship 1 “Con-
necting East to West” waterways project. It has a total
INLAND WATERWAY PROJECTS value of EUR 10 million, with financing from the Euro-
pean Union (over EUR 3 million grant) and the Euro-
Several finance-secured or ongoing projects in the pean Bank for Reconstruction and Development (EUR
field of inland waterway transport have been identi- 7 million loan). This project commenced in 2021 and
fied, particularly in Serbia, and Bosnia and Herzegov- is still in progress.
ina. Most of these projects are not directly targeting
the identified TEN-T key compliance indicators, but The Sava and Drina Rivers Corridors Integrated De-
they are worth mentioning in this report as: velopment Program, aims to enhance transboundary
waterway cooperation and bolster the navigability
they play a significant role in advancing the region’s and flood protection within these vital regions. The
waterway infrastructure; program’s first phase, employing a Multiphase Pro-
grammatic Approach, encompasses three loans:
they are expected to contribute significantly to main-
taining good navigation status. Bosnia and Herzegovina: A loan of EUR 30 million is
designated for Bosnia and Herzegovina. This fixed
A broad description of all identified interventions in spread loan offers a final maturity period of 32 years,
the region’s TEN-T inland waterway and maritime which includes a 7-year grace period. The “ Sava
infrastructure is provided below, while Table 12 pro- and Drina Rivers Corridors Integrated Development
vides only the list of projects that directly address Program” supported by a grant from the European
the TEN-T compliance indicators and those included Union (over EUR 8.33 million) and a loan from the
within the EIP flagships. World Bank (€30 million) is currently in the docu-

Action Plans and EU Acquis Progress Report 2023 October 2023

ment preparation phase and is expected to com- MARITIME PROJECTS
mence soon.
In terms of the prospects for the Core Port of Durres
Montenegro: Montenegro receives a loan of EUR 15 and the Comprehensive Port of Vlora, particularly
million. This fixed spread loan comes with a final with regard to their alignment with the TEN-T exten-
maturity of 24.5 years, featuring a grace period of 4.5 sion networks, it is essential to consider the Albanian
years. government’s strategy to relocate these existing ports
to the Port of Romano and Triporti. The impact of this
Serbia: The Republic of Serbia benefits from a loan of relocation on TEN-T compliance will be subject to
EUR 78.2 million (equivalent to US$85 million). This close monitoring in the coming years.
fixed spread loan extends to a final maturity period of
12 years, including a 3-year grace period. Furthermore, Albania is currently in the final stages
of the tendering process for the implementation of
The Flagship 1 “Connecting East to West” waterways the Vessel Traffic Monitoring and Information System
project for the “Removal of the WWII German sunken (VTMIS). The establishment of VTMIS in Albania is fi-
vessels from the Danube Prahovo Sector” with a to- nancially supported by the IBRD through the “West-
tal value of EUR 29.8 million, funded by the European ern Balkans Trade and Transport Facilitation” project,
Union (over EUR 16.6 million grant) and the European with implementation scheduled for 2025. Addition-
Investment Bank (EUR 13.2 million loan). The contract ally, the rollout of the Maritime Single Window in Al-
was signed in June 2023 and work on the project is bania commenced in 2022. This system is designed
to start soon. This project is planned to be completed to digitally manage reporting obligations for vessels
within five years. arriving at and departing from Albanian ports, with its
primary objective being the streamlined exchange of
The implementation of Vessel Traffic Services (VTS) information among declarants, relevant authorities,
started in May 2023 and is scheduled to undergo a and port service providers operating at ports in Alba-
testing phase in December 2023. nia.

The Aids to Navigation (AtoNs) project, aimed at cov-

ering the entire River Danube with buoys to provide
updated information to navigating skippers is com-
pleted. On July 25, 2023, the second phase of the
FAIRway works project for AtoNs in the River Sava was
4.2.4. Airport projects
initiated, with an expected completion timeframe of
under eight months. Currently, there are several ongoing projects address-
ing the TEN-T compliance indicators for airports, such
The first phase of the “FAIRway works” project for the as: Sarajevo Airport Modernisation; Modernisation
“Upgrade of Iron Gate Block II” was initiated in July and Connection of the Airport to the Railway Network
2023. This project focuses on replacing mechanical, in Tirana, Albania; Terminal Building Expansion in Niš,
hydraulic, and electrical components and is due to be and Modernisation of Belgrade Airport.
completed within one year.
Numerous projects geared towards modernising Sa-
The project for removing bottlenecks in the border rajevo Airport are in the pipeline, with the objective
area between Serbia and Croatia, where 17 critical of expanding its capacity. Projects to extend the East
sectors were identified, is currently in the monitoring apron, total value EUR 3.4 million EUR, and to con-
phase of all activities on the river. The modelling pro- struct a Business -Administration Building (total value
cess is set to begin in 2023, with completion during EUR 3 million) were completed and commissioned in
2024. 2022. Works are currently underway on the Terminal
B Extension and Modernisation, total value EUR 26.5
The project to remove bottlenecks in the River Tisa million, with a completion deadline at the end of 2023.
in order to upgrade the classification of navigation to
CEMT Class V is in the early stage of document prepa- Design/Tender Dossier for DB are ongoing for projects
ration and is therefore not labelled as ongoing under of runway reconstruction (value EUR 29.45 million),
the adopted project classification methodology. new rapid exit taxiway (value EUR 3.69 million), new
fuel depot (value EUR 2.62 million) and west apron

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.

At Morava airport (Kraljevo), a project to extend the

apron and construct a technical service and firefight-
ing facility is in the design phase, with an estimated
total project value of EUR 20.8 million.

Action Plans and EU Acquis Progress Report 2023 October 2023

 Table 12.
Projects overview
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

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

Bosnia and Construction of Tunnel Kvanj – Buna motorway

Corridor Vc Yes Core New infrastructure 5.2 106.9 2025
Herzegovina section
Bosnia and Construction of Buna – Počitelj moptorway
Corridor Vc Yes Core New infrastructure 7.2 37.2 2025
Herzegovina section
Bosnia and Construction of Počitelj – Zvirovići motorway
Corridor Vc Yes Core New infrastructure 11.1 84.6 2023
Herzegovina section
Bosnia and Construction of Banja Luka – Prijedor
Route 9a No Comprehensive New Infrastructure 40.7 297 2027
Herzegovina motorway
Bosnia and Nević polje - Vitez section (part of Jajce - Lašva
Route 2a No Core New infrastructure 4.9 42.5
Herzegovina Express Road)

Action Plans and EU Acquis Progress Report 2023

Bosnia and
Route 9a Construction of the motorway Orašje - Tuzla No Comprehensive New infrastructure 67.68
Herzegovina
Route 6 Kosovo Construction of Pristina – Mitrovica Motorway Yes Core New infrastructure 19.4 42 2023
Route 6b Kosovo Widening of Kjeve-Dollc road section No Comprehensive Reconstruction/ Rehabilitation 13.4 32 2024

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

North Rail Corridor VIII-PHASE 2-SectionBeljakovce-

Corridor VIII Yes New infrastructure
Macedonia Kriva Palanka Core 34 145 2025
Rail Corridor VIII-PHASE 3-SectionKriva Palanka
North
Corridor VIII -Deve Bair, border Yes
Macedonia Core New infrastructure 23.4 560 2029
with RB
Reconstruction and modernisation ofrail line
Corridor X Nis Brestovac – (Presevo- border with North Yes
Serbia Core Reconstruction/ rehabilitation 23 60 2024
Macedonia

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

Reconstruction and modernisation of Nis- New infrastructure,

Corridor Xc Yes
Serbia Dimitrovgrad railway line Core Reconstruction/ rehabilitation 108 426 2027

Modernization of the Railway Station Bijelo

Route 4 Montenegro Yes Reconstruction/ rehabilitation
Polje Core 2 2023
Track overhaul of the railway sections Railway
Route 4 Montenegro line Lutovo – Bratonozici – Bioci: Yes Core Reconstruction/ rehabilitation 20 20 2027

Railway line Vrbnica - Bar : Rehabilitation of 13

Action Plans and EU Acquis Progress Report 2023

Route 4 Montenegro steel bridges; Yes Reconstruction/ rehabilitation
Core 3 30 2027

Railway line Vrbnica – Bar: Rehabilitation of 12

Route 4 Montenegro tunnels; Yes Reconstruction/ rehabilitation
Core 4 20 2027

October 2023
General Rehabilitation of Railway Route 10
Route 10 Kosovo Yes Core Reconstruction/ rehabilitation 65.36 114.7 2024
-Phase 1

General Rehabilitation of Railway Route 10

Route 10 Kosovo Yes Core Reconstruction/ rehabilitation 34.44 64 2024
-Phase2

General Rehabilitation of Railway Route 10

Route 10 Kosovo yes Core Reconstruction/ rehabilitation 50 118.7 2027
-Phase 3

Modernization and reconstruction of the existing

Route 13 Serbia railway line Subotica - Horgos - border with No Comprehensive Reconstruction/ rehabilitation 27 93 2022
Hungary
Construction of a single operational centre for
Construction of a single
Corridor X Serbia railway traffic management on the railway No Core / 115 2026
operational centre
network of the Republic of Serbia
Construction works on the Main Railway station
Corridor X Serbia Yes Core Reconstruction / 15 2023
- phase 2 - stage 3
Construction of tunnel no. 4 on the Stalać-Đunis
Corridor X Serbia Yes Core Reconstruction/ rehabilitation 3.3 41.4 2027
section within the Belgrade-Niš project
 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

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”

Establishment of a National Maritime Single

Montenegro Yes Core New infrastructure / 0,75 2024
Window in Montenegro

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

Network electrification stands out as highly significant

Since the majority of financially supported and ongo- among the most critical performance indicators for rail-
ing projects are scheduled for completion by 2027, the ways within the TEN-T framework. It is associated with
forthcoming projections for each TEN-T performance improved efficiency, reduced greenhouse gas emissions,
metric will apply to that timeframe. It is essential to and minimised operational and maintenance expenses,
bear in mind that sections of the rail network not sub- all contributing to its environmentally friendly attributes.
ject to enhancements will, at the very least, maintain
their current status. Moreover, the network’s expan- When we examine the projected advancements in elec-
sion due to these projects will curtail improvements trification, it becomes evident that the electrified Core
in certain TEN-T criteria. Network is poised for modest growth of approximately
12%, ultimately reaching 84.26%. This underscores the
need to intensify plans for achieving complete electrifi-
cation of the Core Network within the region.

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%

73,04% 73,98% 71,57% 84,26%

60,2%
54,34% 55,54 % 52,06%
11%

2021 2022 2023 2027 2021 2022 2023 2027

CORE COMPREHENSIVE

electrified non electrified

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 36.
Electrification Forecast 2027 Map

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%

87,43% 88,88% 88,44% 94,24%

72,13% 74,52% 73,75%
69,96%

11%

2021 2022 2023 2027 2021 2022 2023 2027

CORE COMPREHENSIVE

22,5 t/axle less than 22,5 t/axle

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.

While certain ongoing projects aim to address this

criterion, it is important to note that the majority of
these projects are slated for completion after 2027,
falling outside the scope of this forecast. In essence,
infrastructure managers in the region must confront
and acknowledge this challenge as an integral TEN-T
requirement. The freight transport sector further re-
inforces this demand, as longer trains are not only
more efficient but also more cost-effective compared
to shorter ones.

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 39.
Western Balkans Rail Network train length progress forecast for 2027

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

min 740m less than 740m

D. DESIGN SPEED there will be a substantial 8.5% improvement in de-

sign speed, marking a significant accomplishment.
The figures show enhancements in both design Nevertheless, achieving a consistent design speed
and operational speeds. It is evident that with the of 100 km/h across the entire network is the ulti-
full execution of the projects, anticipated by 2027, mate goal.

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%

71,99% 79,57% 78,85% 87,46%

60,69% 67,66% 68,18% 73,82%

11%

2021 2022 2023 2027 2021 2022 2023 2027

CORE COMPREHENSIVE

compliant non compliant

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%

2021 2022 2023 2027 2021 2022 2023 2027

CORE COMPREHENSIVE
compliant non compliant

F. ERTMS that in 2023, operational ERTMS covers 2.62% of the Core

Network owing to the recently reconstructed Belgrade
While ERTMS track-side deployment is integrated into – Novi Sad line. Nonetheless, substantial efforts are cur-
several ongoing projects, the progress expected by 2027 rently in progress to ensure that, at a minimum, the Core
will be limited to 15.71% of the Core Network. It is notable Network will be equipped with ERTMS in the future.

Figure 42.
Western Balkans Rail Network ERTMS compliance progress forecast for 2027

97,29% 97,37% 84,29% 98,28% 89,72%

100% 100% 97,61%

2,71% 2,63% 15,71% 2,39% 1,79% 10,28%

2021 2022 2023 2021 2022 2023
CORE COMPREHENSIVE
compliant non compliant

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 43.
ERTMS Forecast 2027 Map

G. INFRASTRUCTURE classified as “good” or “very good” will rise from the

CONDITIONS – FORECAST current 40% to 69%.

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.

The compliance indicators previously assessed in

Chapter 3.2.2 were updated under the following as-
sumptions:

• projects shall be completed as per the currently

estimated implementation deadline;
• compliance with TEN-T indicators shall be
achieved as planned;
• there will be no compliance downgrading on any
of the existing network sections (adequate main-
tenance of assets shall be ensured).

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 46.
TEN-T Compliance progress forecast (infrastructure profile and condition)

25,42%
30,34%
47,93% 38,12%

69,66% 74,58%
52,07% 61,88%

2023 2027 2023 2027

TEN-T CORE TEN-T COMPREHENSIVE

Compliant Non - compliant

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.

The decision to enlarge the TEN-T extension Network

with four Serbian inland waterway ports will enhance
the importance of investments in ports and rivers to
maintain the necessary TEN-T key performance indi-
cators in Serbia.

As for non-compliance in achieving permissible

draught on some stretches of the River Sava, this is
likely to be resolved soon through dredging-related
projects and infrastructure upgrades.

MARITIME INDICATORS

In Albania, VTMIS compliance is expected to be

achieved in the medium term, as it is one of the fore-
most priorities of the Albanian government. In Mon-
tenegro, the establishment of the Maritime National
Single Window is expected to be completed in 2024.
As for non-compliance with clean fuel availability, the
Transport Community Permanent Secretariat will en-
courage the Core Maritime ports of Bar in Montenegro
and Durres in Albania to develop concepts and stud-
ies to address this indicator. An adequate analysis and
a proper approach could result in investments that
would ensure the availability of alternative fuels for
ships. This will be done by implementing the Action
plan for Waterborne Transport and Multimodality.

Action Plans and EU Acquis Progress Report 2023 October 2023

 72 73
TEN-T KEY PERFORMANCE INDICATORS PROGRESS FORECAST
 6
Overall
Conclusions and
Recomendations
6 Overall Conclusions
and Recomendations
Meeting TEN-T standards within the timeframe set As the identified problems are very much alike to
down in Regulation No 1315/2013 remains a challeng- those identified before, last year’s recommendations
ing endeavour, necessitating concerted efforts by all remain, therefore, fully valid:
regional partners. While notable progress has been
made over the past year, vulnerabilities in the status • Enhance the quality and reliability of mid- to
quo persist. long-term project planning and prioritisation.
• Set up a stable list of priorities, allowing efforts to
• Progress towards achieving TEN-T compliance focus on implementation and delivery.
remains sporadic. Setting a trendline based on • An assessment of what is realistically achievable
the outcomes of past reports is not a straight- by 2030 shall be conducted in the framework of
forward exercise because of the methodological the 5-year rolling work plan. On this basis, devel-
challenges highlighted above. Nonetheless, it is op alternative upgrade scenarios for the non-pri-
evident that significant compliance gaps persist, oritised sections to ensure an optimal balance
most notably in road and rail transport modes, between resources and outcomes.
demanding focused and calibrated investments • Prioritise maintenance improvements, encom-
going forward. passing policy planning and tools, in alignment
• Disparities in compliance rates remain high with the Transport Community’s Road Action
between transport modes and individual cri- Plan. This should be accompanied by genuine po-
teria, and so does the progress achieved during litical commitment and the allocation of funds,
the last year, suggesting that discrepancies will working in tandem with large infrastructure in-
remain and even widen in the future. vestments to secure their intended benefits.
• Despite the substantial resources available for • Quick wins should be prioritised as a potential
infrastructure improvements, they fall short solution to increase TEN-T compliance rates due
of covering the identified needs. This under- to the limited available resources.
scores the importance of a targeted investment
policy that maximises returns and aligns demand
with supply, given the increasingly challenging The second edition of the 5-year rolling work plan
task of upgrading the entire TEN-T Core Network (due for delivery in 2024) will draw upon the insight
to the required standards by 2030. gleaned from the assessment, setting a new ground
• The implementation pace of large projects re- and framework for a coherent and coordinated TEN-T
mains sub-optimal. Delays keep accumulating development policy in the region.
at each project stage, and progressing from the
“under preparation” to the “ongoing” status re-
mains challenging, primarily due to funding un-
certainties.
• While the overall quality of the road network
seems to have improved, rail infrastructure dete-
rioration continues, and maintenance remains
paramount. Sustainable progress is unattain-
able without proper care and maintenance of
newly constructed assets.
• While significant progress has been made in this
regard, soft policy measures and small-scale
projects offering quick and substantial benefits
in terms of TEN-T compliance with limited finan-
cial investment have yet to materialise on the
ground.

Action Plans and EU Acquis Progress Report 2023 October 2023

 76 77
OVERALL CONCLUSIONS AND RECOMENDATIONS
ANNEX I
Road projects
overview
ANNEX I – Road projects overview

Albania work and 4.83 km on the Comprehensive Network).

The value of the currently ongoing projects is EUR
Albania is currently implementing a total of 6 TEN-T 1,058.54 million (1,041.94 on the Core Network).
projects, of which 5 are on the Core Network. The
combined length of road sections currently subject to An overview of the TEN-T projects currently under im-
upgrading is 137.71 km (132.88 km on the Core Net- plementation in Albania is presented in thetable below:
Table 13.
List of TEN-T projects in Albania
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Construction of Tirana bypass
Core New infrastructure 4.83 16.6 2027 Yes
(Kashar - Vaqarr - Mullet)
Construction of Shkodra
Comprehensive New infrastructure 13.45 44.62 2023 No
Bypass
12 months
Construction of AIC Section 3: Reconstruction/
Core 21.04 224.32 after signing Yes
Milot – Thumane Rehabilitation
the contract
Construction of AIC Section 4:
Core New Infrastructure 45.88 320 2024 Yes
Thumane – Vore - Kashar
30 months
Construction of AIC section Reconstruction/
Core 31 240 after signing Yes
Lekaj-Konjat-Fier Rehabilitation
the contract
Construction of the Elbasan – Reconstruction/
Core 4.83 16.6 2027 No
Ura e Bushtrices road Rehabilitation

Figure 48.
Map of TEN-T Projects in Albania

Action Plans and EU Acquis Progress Report 2023 October 2023

Since last year’s reporting, 4 new projects advanced
to “ongoing” status, 3 on the Adriatic Ionian Corridor
Bosnia and Herzegovina
and one on Corridor 8, as follows:
Bosnia and Herzegovina is currently implementing a to-
• Construction of AIC Section 3: Milot – Thumane; tal of 17 TEN-T projects, with a combined value of EUR
• Construction of AIC Section 4: Thumane – Kashar; 2,622 million (EUR 2,325 million on the Core Network).
• Construction of AIC section Lekaj – Konjat – Fier;
• Construction of the Elbasan – Perrenjas road; The combined length of road sections currently un-
dergoing various upgrades is 252.24 km, of which
143.86 km on the Core Network and 108.38 km on the
The progress on the two key road axis in Albania (Adri- Comprehensive Network.
atic Ionian Corridor and Corridor 8) emphasise the Al-
banian government’s commitment to upgrading and An overview of the TEN-T projects currently under im-
enhancing the Core TEN-T Road Network. plementation in Bosnia and Herzegovina is presented
in the table below:

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

Construction of Putnikovo Brdo

Core New infrastructure 6.23 173.1 2024 Yes
– Medakovo motorway
Construction of Medakovo –
Core New infrastructure 21.29 383.3 2026 Yes
Ozimica motorway
Construction of Ozimica –
Core New infrastructure 13.74 306 2026 Yes
Poprikuse motorway
Construction of Poprikuse –
Core New infrastructure 5.5 246.2 2025 Yes
Nemila motorway
Construction of Nemila –
Core New infrastructure 5.7 34.6 2024 Yes
Vranduk motorway
Construction of Vranduk –
Core New infrastructure 5.3 65.5 2025 Yes
Ponirak motorway
Construction of Ponirak –
Core New infrastructure 3.4 70.8 2025 Yes
Vraca motorway
Construction of Vraca (Tunnel
Zenica) - Donja Gračanica Core New infrastructure 3.9 57.6 2025 Yes
motorway
Construction of Mostar South -
Core New infrastructure 9.2 81.5 2026 Yes
Tunnel Kvanj motorway
Construction of Tunnel Kvanj –
Core New infrastructure 5.2 106.9 2025 Yes
Buna motorway
Construction of Buna – Počitelj
Core New infrastructure 7.2 37.2 2025 Yes
motorway
Construction of Počitelj –
Core New infrastructure 11.1 84.6 2023 Yes
Zvirovići motorway
Construction of Banja Luka –
Comprehensive New infrastructure 40.7 297 2027 No
Prijedor motorway
Construction of Nević polje -
Core New infrastructure 4.9 42.5 N/A No
Vitez express road
Construction of the Orašje –
Comprehensive New infrastructure 67.68 N/A N/A No
Tuzla motorway

80 81
ANNEX I
 Figure 49.
Map of TEN-T Projects in Bosnia

Compared to last year’s report, the following signifi-

cant modifications occurred:
Kosovo
• Motorway sections Johovac – Rudanka and Tar- Kosovo is currently implementing a total of 2 TEN-T
cin – Ivan were finalised and opened to traffic; projects, with a combined value of EUR 74 million,
• The 64.2 km long Jajce - Lašva express road was one on the Core Network (EUR 42 million) and one
replaced with the Nevic Polje – Vitez express on the Comprehensive Network (EUR 32 million). The
road, as the latter is the only part of it that has combined project length is 32.8 km.
effectively secured funding;
• Orašje - Tuzla motorway was added to the list, as An overview of TEN-T projects currently under imple-
having reportedly secured funding; mentation in Kosovo is presented in the table below:
• The costs of 11 ongoing projects have undergone
upward revision, while completion deadlines
have been postponed for 9 projects.

Bosnia and Herzegovina upholds its unwavering

commitment to complete Corridor Vc at motorway
standards. However, the funding gap for the remain-
ing sections from Ivan to Mostar South has yet to be
closed. Furthermore, the substantial escalation in
costs for ongoing projects puts additional strain on
Bosnia and Herzegovina’s limited funding capacity.

Action Plans and EU Acquis Progress Report 2023 October 2023

 Table 15.
List of TEN-T projects in Kosovo
Core/ Estimated
PROJECT NAME Foreseen Length Cost (M€)
Comprehensive completion EIP
intervention (km)
Network deadline
Construction of Pristina -
Core Network New infrastructure 19.4 42 2023 No
Mitrovica motorway
Widening of Kjeve-Dollc Comprehensive Reconstruction/
13.4 32 2024 No
road section Network Rehabilitation

Figure 50.
Map of TEN-T Projects in Kosovo

As anticipated at the time of the previous report, the

Pristina – Merdare Motorway is no longer labelled
Montenegro
ongoing, having failed to secure loan co-financing 3
years after the approval of the EU grant. On the bright Montenegro is currently implementing 2 TEN-T proj-
side, the first section of Kijeve – Zahaq has progressed ects, with a combined value of EUR 55.1 million.
and is consequently included in the list.
The combined length of road sections undergoing
While Kosovo has already upgraded the majority of its various upgrades is 61.6 km, mostly on the Compre-
Core Network to the required standards, the missing hensive Network, as shown in the table below:
link between Pristina and Merdare (which is also one
of the EIP Flagships) continues to fall short of the de-
sired pace of progress.

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

Reconstruction and widening of

road section M-2 Rozaje - Spiljani, Reconstruction/
Comprehensive 18.6 19.1 2023 No
including works on 5 bridges and rehabilitation
10 tunnels.

Reconstruction and widening of Core/

Reconstruction/
road section M-2 Berane - Bijelo Comprehensive 43 36 2026 No
rehabilitation
Polje - Mojkovac, length 43 km network

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

Action Plans and EU Acquis Progress Report 2023 October 2023

North Macedonia The combined length of road sections currently un-
dergoing various upgrades is 253.03 km (213.73 km
on the Core Network and 39.3 km on the Comprehen-
North Macedonia is currently implementing a total sive Network).
of 10 TEN-T projects with a combined value of EUR
2,383.18 million. 9 of these projects are on the Core An overview of the TEN-T projects currently under im-
Network, while the 10th is located on the Comprehen- plementation in North Macedonia is presented in the
sive Network. table below:

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;

Additionally, the cost of one project was revised up-

wards (Construction of Kriva Palanka – Stracin express
road), and completion deadlines were postponed for

84 85
ANNEX I
 Figure 52.
Map of TEN-T Projects in North Macedonia

Serbia The combined length of road sections currently un-

dergoing various upgrades is 300 km (139.7 km on the
Serbia is currently implementing a total of 5 TEN-T Core Network and 160.3 km on the Comprehensive
projects, with a combined value of EUR 3,770.6 mil- Network).
lion (EUR 2,375.6 million on the Core Network and
EUR 1,395 million on the Comprehensive Network). An overview of the TEN-T projects currently under im-
plementation in Serbia is presented in the table below:

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)

Construction of Preljina - New

Core Network 30.96 450 2024 No
Pozega motorway infrastructure

Construction of the Pozega

New
– Duga Poljana motorway Core Network 76 1,700 2027 Yes
infrastructure
section

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 53.
Map of TEN-T Projects in Serbia

Compared with last year’s report, Section B of the Bel-

grade Bypass has been completed, therefore being
removed from the project list, while a new motorway
section from Pozgea to Duga Poljana was added. Some
segments of three ongoing projects have been final-
ised and opened to traffic (Pojate – Preljina, Preljina
- Pozega and Niš – Plocnik), but the projects are yet to
come to completion. Completion deadlines for basi-
cally all projects in the list have been updated. Serbia
is constantly upgrading its TEN-T Road Network, in-
vesting considerable amounts in this regard.

86 87
ANNEX I
ANNEX II
Rail projects
overview
ANNEX II – Rail projects overview

Albania minate again through EBRD support, but in a separate

request.

As part of this contract, over 34,3 km of the existing rail-

Reconstruction and modernisation of the Durres – way track between Tirana PPT and the Port of Durres
Tirana section and construction of the new Tirana is being rehabilitated. Furthermore, a new 6.4 km-long
- Rinas Airport branch line is ongoing. Works are on track is being constructed to connect the city of Tirana
schedule, with approximately 60% of the physical with Tirana International Airport. This project has been
implementation completed. The Design & Build Con- identified as a flagship initiative of the Economic and
tract commenced on March 2021, where the construc- Investment Plan for the Western Balkans, which the Eu-
tion period started on November 2021. The project is ropean Commission published in October 2020.
receiving support from both the European Union, of-
fering an investment grant of 35.5 million EUR under The rehabilitation and construction of this 40,7 km
the Connectivity Agenda for the Western Balkans, and railway line on the Core Network are expected to be
the European Bank for Reconstruction and Develop- completed by 2024. It complies with all TEN-T com-
ment (EBRD), providing a 36.9 million EUR loan. On pliance indicators, except for electrification, which is
the fourth quarter of 2023, Albania is requiring addi- planned for the project’s second phase. The estimat-
tional costs from the Loan Component (EBRD), to cov- ed overall cost of the new line will reach 129 million
er three additional components (1) Price Adjustment EUR, without last component - electrification.
of the Contract of Works due to the market price in-
crement (29 million EUR); (2) Construction of the new Another ongoing project concerns the reconstruc-
Railway Station Buildings along the existing segment tion of the Vore – Hani i Hotit section. With funding
(11,5 million EUR); (3) Railway infrastructure 4km Ex- secured, tender documentation is being prepared
tension Project from Tirana PTT to Tirana City Centre at present. The procurement of works is anticipated
Stop (16.1 million EUR). With these components, the to commence no earlier than mid-2024. This project
existing Contract will be enriched and completed with spans a total length of 120 km, with estimated costs
all the missing components, except the electrification reaching 340 million EUR, without the remaining last
of the railway line as the last component to be deter- component - electrification.

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

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 54.
Railway projects in Albania

Bosnia and Herzegovina The 85 km Samac – Doboj - Rjecica section is currently

under evaluation under the WBIF mechanism. The es-
timated project cost is EUR 162.5 million, with an EUR
CORRIDOR VC-OVERHAUL AND 82 million grant. Construction is expected to finish by
MODERNISATION OF THE SAMAC – 2025. The project complies with all TEN-T compliance
DOBOJ – RJECICA RAILWAY SECTION indicators, except for ERTMS and train length.

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

Kosovo on comprehensive rehabilitation and modernisation

to meet EU standards in line with technical specifica-
tions for interoperability. However, this phase does
REHABILITATION AND not include electrification. Furthermore, it is an inte-
MODERNISATION OF ROUTE 10 gral component of the Flagship 2 projects outlined in
the Economic and Investment Plan for the Western
Railway Route 10 in Kosovo spans 149 km, stretching Balkans.
from the common crossing point with Serbia in north-
ern Kosovo (near Leshak station) to the border with The project’s implementation will enhance regional
North Macedonia (Hani i Elezit station). Rail Route 10 connectivity, facilitating regional trade and passen-
branches off from Corridor X at Lapovo (Serbia) and ger travel. It fosters regional cohesion and aids in de-
serves as an alternative route to Skopje: Belgrade – veloping seamless connections for passengers and
Lapovo – Kraljevo - Fushe Kosove – Skopje. freight in the Western Balkans. Importantly, this rail-
way is the primary direct connection between Serbia,
The project is one of regional significance, focusing Kosovo, and North Macedonia.

Action Plans and EU Acquis Progress Report 2023 October 2023

The progress schedule for the general rehabilitation 3. Preliminary design work for the Mitrovica - Lesak
of railway Route 10 is as follows: section is ongoing under IPF 9.

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

Modernisation of the Bijelo

Core Network New construction N/A 2 2023 Yes
Polje railway station

Track overhaul of the railway

sections Railway line Lutovo – Rehabilitation /
Core Network 20 20 2027 Yes
Bratonozici – Bioce reconstruction

Railway line Vrbnica - Bar:

Rehabilitation of 13 steel
Core Network Rehabilitation 3 30 2027 Yes
bridges;

Railway line Vrbnica – Bar:

Rehabilitation of 12 tunnels; Core Network Rehabilitation 4 20 2027 Yes

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.

Action Plans and EU Acquis Progress Report 2023 October 2023

 Figure 57.
Railway projects in Montenegro

North Macedonia Macedonia is currently implementing four TEN-T proj-

ects, with a total value of EUR 775 million (all on THE
Core Network)The length of rail sections undergoing
various upgrades is 130 km (all on the Core Network).
The Macedonian railway network is set to undergo sig-
nificant improvements on the back of projects for new An overview of the TEN-T projects is presented in the
railway infrastructure in the eastern part of Corridor table below:
VIII and a rehabilitation project on Corridor X.North

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

Rehabilitaton of Eastern Part of

New
Rail Corridor VIII-PHASE I-Section Core Network 30.35 48.9 2024 yes
infrastructure
Kumanovo-Beljakovce

Rail Corridor VIII-PHASE 2-Section New

Core Network 34 145 2025 yes
Beljakovce-Kriva Palanka infrastructure
Rail Corridor VIII-PHASE 3-Section
Kriva Palanka -Deve Bair, border with New 23.4 560 2029 yes
Core Network
the Republic of Bulgaria infrastructure

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

Action Plans and EU Acquis Progress Report 2023 October 2023

Serbia An overview of the TEN-T projects currently under im-
plementation in Serbia is presented in the table be-
Serbia is implementing 4 TEN-T projects, with a total low:
value of EUR 1.409 billion. The length of sections cur-
rently undergoing various upgrades is 269 km.

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

Reconstruction and modernisation of

New
rail line Novi Sad - Subotica – Kelebija - Core Network 108 1021 2024 No
infrastructure
border with Hungary

Reconstruction and modernisation of Reconstruction /

Core Network Yes
Niš- Dimitrovgrad railway line rehabilitation 108 426 2027

Modernisation and reconstruction of

Reconstruction /
the existing railway line Subotica - Core Network 27 93 2022 No
rehabilitation
Horgoš - border with Hungary

Construction of a single operational

centre for railway traffic management New
Core Network / 115 2026 No
on the railway network of the Republic infrastructure
of Serbia

Construction works on the Main New

Core Network / 15 2023 No
Railway station - phase 2 - stage 3 infrastructure

Construction of tunnel no. 4 on the

New
Stalać-Đunis section within the Core Network 3.3 41.4 2027 Yes
infrastructure
Belgrade-Niš project

In 2022, Serbia successfully completed the first two 120 km/h.

sections of the railway line from Belgrade to the Hun-
garian border near Subotica, namely: The tender for the Niš – Dimitrovgrad section was fi-
nalised, and construction is scheduled to start in No-
• Belgrade – Stara Pazova: This 34.5 km section vember 2023. By 2024, 108 km of railway on the Core
cost EUR 307.5 million in total. network will be improved in terms of all TEN-T com-
• Stara Pazova – Novi Sad: spanning 40.4 km, this pliance indicators, except for ETCS and GSM-R. The
section cost EUR 615.7 million in total. estimated cost of these improvements is EUR 426 mil-
• From April 2022 to October 2023, the refurbished lion, with financing coming from a WBIF grant, an EIB
line was used by approximately 4.7 million pas- loan, and the Serbian budget.
sengers.
In 2023, Serbia secured financing for three additional
Construction on the Novi Sad – Subotica section com- projects:
menced in April 2022, and it is expected to be com-
pleted by 2024, complying with all TEN-T require- • Construction of a single operational center for
ments. The entire line between Belgrade and Novi railway traffic management on the national rail-
Sad is interoperable, featuring a maximum speed of way network of Serbia.
200 km/h and being covered by ETCS 2. • Construction works on the Main Railway station
- phase 2.
Serbia also finished work on the regional railway line • Construction of tunnel no. 4 on the Stalać-Đunis
between Subotica and Horgoš (on the Hungarian bor- section as part of the Belgrade-Niš project.
der). This electrified line has an operational speed of

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

Action Plans and EU Acquis Progress Report 2023 October 2023