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General Master Plan for Transport in Serbia 05SER01/04/016 Draft final report ANNEX I: Road mode
October 2009
The European Union Programme for the Balkan Region Albania, Bosnia & Herzegovina, Croatia, The Former Yugoslav Republic of Macedonia and Serbia-Montenegro
for Armenia, Azerbaijan, Bulgaria, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Romania, Tajikistan, Turkey, Turkmenistan, Ukraine, Uzbekistan
he European Unions Tacis TRACECA programme
General Master Plan for Transport in Serbia Final Report
or Armenia, Azerbaijan, Bulgaria, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Romania, Tajikistan, Turkey, Turkmenistan, Ukraine, Uzbekistan
Annex I: Road mode
October 2009 he European Unions Tacis TRACECA programme

A project implemented by Italferr S.p.A. in association with IIPP, NEA and Witteveen+Bos
An EU-funded project managed by the EC Delegation
An EU-funded project managed by the EC Delegation
The European Union Programme for the Balkan Region Albania, Bosnia & Herzegovina, Croatia, The Former Yugoslav Republic of Macedonia and Montenegro
Serbia-
General Master Plan for transport in Serbia Final report Annex I

EC Delegation Project Manager: Enrico Maglia GMPTS Team Leader: Antonello Pucci GMPTS Deputy Team Leader: dr Vlastimir Dedovi Roberto Liuzza, Project manager (PM) Stefano Pellecchia, Transport Expert and PM Assistant Nada Stanojevi, Project Co-ordinator JV Italferr/IIPP/NEA/WB Key Experts Team: Piter Hilferink, Transport Modeller / Traffic Engineer Dick Tensen, Economist/ Financial Analyst Alessandro De Angelis, Intermodal Expert Paolo Orsini, Road Engineer Transport Model Team: Arnaud Burgess, Sean Newton, Pier Luigi Fini, Yuko Kawabata, Kristiana Chakarova, Piter Hilferink, mr Goran Vorotovi, mr Vladimir Momilovi, Ivan Ivkovi Paolo Orsini, Vladimir Cvijovi, dr Gradimir Danon Pietro Moretti, Luca Franceschini, dr Neboja Bojovi Milo Milenkovi, Dragana Mavanski Roberto Zanetti, S. Meijer, dr Zoran Radmilovi, Saa Jovanovi, Violeta Vasi, mr Danijela Pjevevi Jochen Starke, dr Slobodan Gvozdenovi, mr Olja okorilo Alessandro De Angelis, dr Branislav Bokovi Andre Van Kuijk, dr Sneana Belanovi, mr Nevena Vasiljevi, mr Ivana Bjedov, dr Ratko Kadovi, Dragana Borota Geert Smit, Boris Nikoli Steering Committee Members: Tatjana Mirkovi/Dejan Lasica, MoI Biljana Vuksanovi, PERS Ljiljana Gordi, PESR aneta Ostoji-Barjaktarevi, Plovput Marija Petrovi, CAD
Road Expert Team: Rail Expert Team: IWW Expert Team: Air Transport Expert Team: Intermodal Expert Team: Environmentalist: Transport Economist:
A project implemented by Italferr S.p.A. in association with IIPP, NEA and Witteveen+Bos
October 2009
General Master Plan for Transport in Serbia 05SER01/04/016 Final report ANNEX I: Road mode
October 2009
Report cover page

Project Title: Project number: Countries: General Master Plan for Transport in Serbia 05SER01/04/016 Republic of Serbia
Beneficiaries
Ministry for Infrastructures Tatjana Mirkovi/ Dejan Lasica Nemanjina 22-26 11000 Beograd, Srbija +381.11.3616613
tatjana.mirkovic@mi.gov.r s dejan.lasica@mi.gov.rs
Organisation
PE Roads of Serbia Biljana Vuksanovi 282 Kralja Aleksandra Boulevard, 11000 Belgrade, Serbia +381.11.3040642 +381.11.3040614
biljana.vuksanovic@putev i-srbije.rs
Civil Aviation Directorate Marija Petrovi Omladinskih brigada 1, 11070 Belgrade, Serbia +381.11.3117482 +381.11.3117518
mpetrovic@cad.gov.rs
Name
Address Telephone Fax e-mail
Plovput Belgrade Inland waterways PE Serbian maintenance and Railways development agency aneta Ostoji Ljiljana Gordi Barjaktarevi Francuska 9 11000 Nemanjina 6, Belgrade, Serbia 11000 Belgrade Serbia +381.11.3029801 +381.11.3029808
zostojic@plovput.rs
+381.11.3615857 +381.11.3616841
ljiljana.gordic@srbrail.rs
EC Consultant
Organisation Name Team Leader Antonello Pucci Strahinjia Bana 49, 11000 Belgrade Italferr Roberto Liuzza Via Marsala 53, 00185 Rome, Italy IIPP Nada Stanojevi V. Lisinskog 12a, 11000 Beograd +381.11.2088041 +381.11.3291373 nstanojevic@iipp.rs City Net Svetlana Lui Uzun Mirkova 10/1, 11000 Belgrade +381 11 2623895
svetlana.lucic@nadlanu .com
Address
NEA Geert Smit Bredewater 26 NL-2715 CA Zoetermeer
Witteveen+Bos Ir. E. Teunissen Leeuwenbrug nr. 8 7411 TJ Deventer The Netherlands
+381 64 07 680 Telephone
+39.06.49752452 +39.06.49752564
+31 79 3222397 +31-570-697511
Fax
anto.pucci@libero.it r.liuzza@italferr.it
+31 79 3222382 +31-570-697123

gsm@nea.nl
e-mail
Date of report: Authors of report:
20 October 2009 Project Team
For the Consultant
Team Leader Antonello Pucci
Signature
For EC Delegation
Project Manager Enrico Maglia
Signature _________________________
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Abbreviations
AADT A&ET AON BCP CBA CIF Co CSD DG TREN DTD EC EAR EIA EU FIDIC GC GDP GIS GTC GTMS HGV IPR IRI IVTT IWW JV LoS MIP MoI MPME MS Nco NSTR NUTS OD OF PD PERS PESR PC PIU pkms PLOVPUT REBIS RSD SCP SEETO SC TEN TL ToRs TSHD TT VOT VOC WT Annual Average Daily Traffic Access and egress time All or Nothing Border Crossing Point Cost Benefit Analysis Cost Insurance of Freight Commuters Cutter Suction Dredger Directorate General for Transport and Energy Danube-Tisa-Danube Hydro graphic system European Commission European Agency for Reconstruction Environmental Impact Assessment European Union Fdration Internationale des Ingnieurs-Conseils Generalised Cost Gross Domestic Product Geographical Information System Generalised Transport Cost General Transport Master Plan of Serbia Heavy Good Vehicle Intellectual Property Rights International Roughness Index In Vehicle Travel Time Internal Water Ways Joint Venture Italferr/IIPP/NEA/Witteveen+Bos Level of Service Multi-annual Indicative Programme Ministry of Infrastructures of the Republic of Serbia Multiple Path Matrix Estimation Modal split Non commuters Nomenclature of Statistical Trade Registration Nomenclature of Territorial Unit for Statistics Origin Destination Occupation Factor Project Director Public Enterprise Road of Serbia Public Enterprise Serbian Railways Project Coordinator Project Implementation Unit person kilometres Directorate for Inland Waterways Regional Balkans Infrastructure Study Republic of Serbia Dinars Study area Crossing Point South East Europe Transport Observatory Steering Committee Trans European Networks Team Leader Terms of References Trailing Suction Hopper Dredger Transfer Time Value of Time Vehicle Operating Cost Waiting Time
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Table of Contents
1 2 3 Introduction .................................................................................................................................... 7 Background ..................................................................................................................................... 9 The Serbian Road Network ........................................................................................................... 11 3.1 Introduction ............................................................................................................................. 11 3.2 Management of the Serbian Road Network ........................................................................... 20 3.2.1 3.2.2 Legal Frame..................................................................................................................... 20 Public Enterprise Roads of Serbia................................................................................ 23
3.3 Characteristics of the Serbian Road Network .......................................................................... 26 3.4 Condition of the Serbian Road Network ................................................................................. 31 3.5 Maintenance of the Road Network ......................................................................................... 34 3.6 Vehicle Fleet ............................................................................................................................ 36 3.7 Traffic on the Serbian Road Network ...................................................................................... 37 3.7.1 3.7.2 3.7.3 Width of traffic lanes ...................................................................................................... 38 The minimum radius of horizontal curves ...................................................................... 40 Maximum longitudinal grade ......................................................................................... 42
3.8 Capacity of Road Network in Serbia ........................................................................................ 50 3.9 Safety on the Road Network .................................................................................................... 53 3.10 Road transport vision for 2015 ............................................................................................. 56 4 5 SWOT Analysis .............................................................................................................................. 57 General Master Plan Road Network ............................................................................................. 60 5.1 Introduction ............................................................................................................................. 60 5.2 General Transport Master Plan Model of Road Network ..................................................... 61 5.2.1 5.2.2 5.2.3 5.2.4 6 Condition of the Model Road Network .......................................................................... 64 Maintenance costs of the Model Road Network............................................................ 66 Traffic flow on the Model Road Network ....................................................................... 70 Capacity of the Model Road Network ............................................................................ 72
Development Projects .................................................................................................................. 77 6.1 Do minimum Projects .............................................................................................................. 77 6.2 Road Development Projects .................................................................................................... 81
The Master Plan.......................................................................................................................... 121 7.1 Introduction ........................................................................................................................... 121
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7.2 Development Projects............................................................................................................ 122 7.3 Traffic demand and capacity on the Serbian Road Network until 2027 ............................... 125 7.4 Proposed Projects on the Serbian Road Network until 2027 ................................................ 129 7.5 Unit investment and maintenance costs............................................................................... 134 8 Conclusions and Recommendations .......................................................................................... 135
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1 Introduction
General Master Plan for Transport in Serbia has the overall objective to contribute to expanded, improved and safer transport networks, which will attract new investments to the poorer regions, improve the quality of regional life, promote trade and contribute to the improvement of relations with neighbouring countries. One of overall objective is Serbian transport network as a harmonized part of Regional (Western Balkan or South-East Europe) core network and Trans-European Transport Network (TEN-T).The purpose is to provide the beneficiary with a comprehensive GMTS in line with transport policy and as a tool to design and implement transport schemes to meet the needs of all modes. The GMTS must be economically and technically justified, practical, and comprehensive. It must produce a rolling investment programme for the transport sector for the period until 2027. In support of the overall purpose, the following results are expected to be achieved in two phases: 1st phase Production of a Transport Model: Updateable databases with: Origins and destination matrices, vehicle classes, commodities as appropriate for each mode; determined capacities for links as appropriate for each mode transport cost data as appropriate for input to HDM-4 or for developing operating costs for non-road modes routine and periodic maintenance costs for all modes;
A multi-modal transport model, which can be later up-dated by Ministry of Infrastructure incorporating sub-modes of: Demand model to forecast the origin destination matrices through the growth of social and economical variables; modal choice model; supply model to describe the different infrastructure scenarios; assignment model to produce the total traffic flows on the multi modal network
2nd phase Production of a Master Plan: A coherent package of projects for investments. Technical, political and other risks should be explicitly stated. The greatest attention should be given to projects with a proposed implementation timetable prior to 2017. For the period 2017 to 2027, the projects can be presented in a more outline format; draft ToR for detailed feasibility studies for the projects in the first five years of the programme; a support plan for the following implementation of the GMTS.
This Report presents the work that has been carried out, by the Consultant, according to the Terms of Reference and the Inception Report, concerning Road Network in the Republic of Serbia. The Consultant has been carried out the wide analysis of characteristics, and state of existing Road Network as well as traffic characteristics of Road network in Republic of Serbia.
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Law on Public Roads defines, that according to the significance of their linking role public roads are classified as: National Road Class I National Road Class II Municipal roads Streets In May 2009, the Government of the Republic of Serbia passed the Decree on State Roads Classification Criteria. According to Law on public roads the Government shall issue an act on national road classification based on abovementioned criteria. Taking into account that new road classification is still not adopted, the Consultant has prepared Transport Model Road Network consisting the most of Main and Regional roads according to the last valid road classification. The consultant has prepared data regarding road network, based on available data from Road Data Base of Public Enterprise "Road of Serbia", traffic Counting and other sources in charge for certain data types. In the absence of reliable data, the Consultant has used relevant Studies and papers in this area, and assumption and estimation were made if necessary.
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2 Background
Republic of Serbia is a European country with medium population density and well developed road network. The density of road network in Serbia calculated both by area and by population, is not much behind the level in the developed countries1. The relative length of roads in Serbia (network density) is between correspondent values of Austria and Great Britain. The main road routes go through all main cities and intersect in zones of Belgrade and Ni. Road transport in the Republic of Serbia represents a dynamic and dominant mode of transport, with the share of about 80% in the total freight transport, i.e. of about 74% in total passenger transport. International road transport in the Republic of Serbia, namely the access to international transport market, is generally performed in the quote regime of bilateral and multilateral CEMT permits. This additionally affects the competitiveness of our carriers on the international transport market when significant administrative and physical obstacles exist (still there is insufficient visa regime for professional drivers, delay on border-crossings etc.)2. The integration of the Serbian transport network with the core regional transport network is recognized as a key policy objective3 for the economic and social development of the country. Serbia is crossed by Corridor X with its branches Xb (Belgrade Budapest) Xc, (Ni Sofia), and X (Ni FYROM), and forms part of the SEETO4 regional core network, which together represent the most significant road and railway routes in Serbia. On Corridor X in Serbia, there are 792 km o f roads and 760 km of railway lines. The government has recently prepared a transport strategy5, and an investment and action plan is now being prepared with support from the EU. The Ministry of Infrastructure, following earlier support from the European Agency for Reconstruction (EAR), has defined a sustainable transport strategy. The broad objectives of the strategy are the following: Integrate the transport network in Serbia into the Trans-European network; Ensure the efficient use of each mode to reflect its comparative advantages; Upgrade the service quality o f the transport system; Increase traffic safety and security; Strengthen the transport market and its gradual deregulation; Decrease the environmental impact o f the transport sector in accordance with the principles o f sustainable development; Establish stable financing for the transport sector; and Preparation of a detailed General Master plan6 consistent with current and projected traffic volume for each of the modes. Strategy identifies the condition in the transport sector, puts forward a concept of the development of infrastructure and transport, defines goals and objectives of transport system development and Action Plan for their implementation, bearing in mind a need for a sustainable development of the transport in the Republic of Serbia. This strategy is goal oriented and based on the vision for 2015, taking into account the social development, determination to accession to the European Union, sustainable
Institutional Capacity Building Project in the Transport Sector in Serbia, Strategy and Policy of Transport Sector Development in Serbia until 2015, December 2006. 2 Strategy of Railway, Road, Inland Waterway, Air and Intermodal Transport Development In The Republic Of Serbia, 2008 2015, Belgrade, 27 December, 2007 3 Government of Serbia, (2007). 4 SEETO South East Europe Transport Observatory 5 Ministry of Infrastructure Strategy of Railway, Road, Inland Waterway, Air and Intermodal Transport Development in the Republic of Serbia, 2008 2015", (2007). 6 Funding is being provided by the European Union to prepare such a study
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development of the transport system and stable institutions. One of functions of the General Master Plan should be to overcome currently lack of coordination between the modes.
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3 The Serbian Road Network

3.1 Introduction Republic of Serbia is a European country with medium population density and well developed road network. The density of road network in Serbia calculated both by area and by population, is not much behind the level in the developed countries. Fig. 3.1-1: Road network development in Republic of Serbia
Road transport in the Republic of Serbia represents a dynamic and dominant mode of transport, with the share of about 80% in the total freight transport, i.e. of about 74% in total passenger transport. International road transport in the Republic of Serbia, Serbian Road transport network is in the process of harmonization according to EU standards. Serbia is developing road transport network according to demands for international transit and according to domestic transport demands. Focus for improving road transport network is on road safety and improving of road transport management. The total length of road network in Serbia, according to the Public Enterprise Road of Serbia , is 40,845 km. The road network in Serbia represents a major asset for the country. It extends for some 38,600 km in Central Serbia, including 15,500 km of primary and secondary roads (and approximately 634 km of motorways and semi motorways), together with just over 23,000 kilometres of tertiary, or local, roads. Road network of the Republic of Serbia consists of: 5,525 km of state roads of I category 11,540 km of state roads of II category 23,780 km of local roads 498 km of toll motorways and 136 km of toll semi-motorways
On the network there are:
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Fig. 3.1-2: Serbian Main an Regional Road Network
(Source: PE Road of Serbia)
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Fig. 3.1-3: Serbian Road Network
On the level of the entire road network, two fifths of the sections have crushed stone and earth carriageways. In the Republic of Serbia, 32 % of I and II category roads are over 20 years old, and only 14% are up to 10 years of age General insight into the quality of the existing road network can be obtained through the distribution of road sections by category and type of road surface. It is prominent: Almost the entire I category state roads are with modern pavement; A significant length of II category state roads (13,5%) are sections with crashed stone (macadam) and dusty roads; More than half of the total length of local road network is not appropriate for needs of modern traffic. The primary road network also contains 2,638 bridges (with a total surface area of approximately 800,000 m2) and 78 tunnels (of a total length of 10,053 m). Undercoated value of all bridges is estimated at US$ 1 billion. Bridges vary in age, shape and construction type. They are made out of timber, stone, concrete, pre stressed concrete, steel. Static systems, spans and lengths differ from 5 to 2212 meters, which is the length of the bridge over the Danube at Beka. Republic of Serbia has 11 big bridges, namely 7 bridges over the river Danube and 5 bridges over the river Sava. Because of long lasting lack of investment in bridge maintenance and reconstruction, current condition of bridges is not satisfactory. State road network (17,065 km) management is within the competence of the Public Enterprise Roads of Serbia which represents 40.1% of total road network of the Republic of Serbia. Almost all roads, from this category, are with modern asphalt pavement but in different conditions, as presented later. It is estimated that the total value of the asset is about US$ 13 billion7. Other part of the network is the municipal or local roads (23,780 km), which are not included in the analysis. The municipal road and street network is within the competence of local government bodies8.
7 8
Estimate from the official website of the Serbian Government. For details see Tertiary Network Road Policy Report
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Road network in the Republic of Serbia is a part of Pan-European corridors. Ten Pan-European transport corridors were defined at the second Pan-European transport Conference in Crete, March 1994, as routes in Central and Eastern Europe that required major investment over the next ten to fifteen years. Additions were made at the third conference in Helsinki in 1997. These development corridors are distinct from the Trans-European transport networks, which include all major established routes in the EU, although there are proposals to combine the two systems, since most of the involved countries now are members of the EU. The Pan-European corridors in the region form the backbone of the intra-regional network, as it shown on the Figure 3.1-4. Figure 3.1-4: Southeast Pan-European corridors
More than two thousand kilometres (2,150 km) of main road network in Serbia is part of the System of European Roads (E-roads). On the territory of the Republic of Serbia there is about 792 km of roads of Corridor X and its branches X-b and X-c. Under the REBIS project, the strategic transport networks in the Balkans have been reviewed and discussed with the National authorities in the countries and analyzed in the light of the most recent political developments in the region. Taking the EU strategic networks as a basis, a "Core Network" for the region was then proposed. This study also identified projects on the Core Network, suitable for international finance.
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South East Europe Transport Observatory (SEETO) is regional transport organization established by the Memorandum of Understanding for the development of the Core Regional Transport Network (MoU) signed 11th June 2004 by the Governments of Albania, Bosnia and Herzegovina, Croatia, the former Yugoslav Republic of Macedonia, Montenegro and Serbia and the United Nations Mission in Kosovo and the European Commission. The Aim of the SEETO is to promote cooperation on the development of the main and ancillary infrastructure on the multimodal South East Europe Core Regional Transport Network and to promote and enhance local capacity for the implementation of investment programmes, management and data collection and analysis on the Core Regional Transport Network. SEETO Mission is to facilitate the programming and implementation of the MoU provisions foreseen to improve and modernize the Core Regional Transport Network for social and economic development. SEETO mandate also includes cooperation and exchange of the comprehensive information with the relevant international agencies and financial institutions active in the South East Europe region and with the relevant Secretariats of the Pan-European corridors, in order to achieve maximum compatibility between development strategies. The main objective of SEETO is to support the Steering Committee in the implementation of the MoU which promotes cooperation in the development of South East Europe regional transport. SEETO specific objectives are: Collecting data on the Core Regional Transport Network and maintaining and updating an information system to be used by decision makers and others involved in the development of the Core Regional Transport Network; Prepare and regularly update a 5 year rolling Multi-Annual Work Plan for the development of the Core Regional Transport Network and for the implementation of projects and priorities on the Core Regional Transport Network; Provide assistance for strengthening regional planning capacity in transport; Provide a platform for efficient use of funds and know-how contributed by public and private sources.
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Figure 3.1-5: Southeast Pan-European corridors
Corridors Corridor V B (272 km): Rupa (Slovenian border) Zagreb (Croatia) Gorican (Hungarian border) Corridor V C (534 km): Udvar (Hungarian border) Osijek (Croatia) Sarajevo (Bosnia and Herzegovina) Opuzen (Croatia) Ploce(Croatia) Corridor VIII (725 km): Tirane/ Durres/ Vlore (Albania) Skopje (the former Yugoslav Republic of Macedonia) Devebair (Bulgarian border) Corridor X (1,016 km): Bregana (Slovenian border) Zagreb (Croatia) Belgrade (Serbia) Skopje (the former Yugoslav Republic of Macedonia) Bogorodica (Greek border) Corridor X A (60 km): Donji Macelj (Slovenian border) Zagreb (Croatia) Corridor X B (185 km): Horgos (Hungarian border) Novi Belgrade (Serbia) Corridor X C (110 km): Nis (Serbia) Gradina (Bulgarian border) Corridor X D (117 km): Veles (the former Yugoslav Republic of Macedonia) Medzitlija (Greek border)
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Routes Route 1 (703km): Bosiljevo (Croatia) Split (Croatia) Ploce (Croatia) Neum (Bosnia and Herzegovina) Dubrovnik (Croatia) Bar (Montenegro) Route 2 A (236 km): Okucani (Croatia) Banja Luka (Bosnia and Herzegovina) Lasva (Bosnia and Herzegovina) Route 2 B (395 km): Sarajevo (Bosnia and Herzegovina) Podgorica (Montenegro) Vore (Albania) Route 2 C (136 km): Fier (Albania) Kakevile (Greek border) Route 3 (185 km): Sarajevo (Bosnia and Herzegovina) Uzice (Serbia) Route 4 (590 km): Vatin (Romanian border) Belgrade (Serbia) Bar (Montenegro) Route 5 (107 km): Paracin (Serbia) Vrska Cuka (Bulgarian border) Route 6 (259 km): Ribarevina (Montenegro) Ribarice (Serbia) Pristina (Kosovo under UNSCR 1244/99) Skopje (the former Yugoslav Republic of Macedonia) Route 7 (345 km): Lezhe (Albania) Pristina (Kosovo (under UNSCR 1244/99)) Doljevac (Serbia)
The total length of road network belonging to the Core network in the Republic of Serbia is 1505 km.
Tab. 3.1-1: European Routes through the Republic of Serbia Section Belgrade bypass Corridor X Corridor Xb Corridor Xc Route 3 Route 4 Route 5 Route 6 Route 7 Croatian border - Batrovci - Beograd Beograd - Ni - Leskovac - Bujanovac - FYRM border Hungarian border - Beograd Ni - Bulgarian border BiH border - Uice Romania border-Beograd-aak-Uice-Montenegro border Bulgarian border - Vrka uka - Zajear - Parain Montenegro border - Ribarii - Kosovo - Pritina Ni - Prokuplje - Merdare - Kosovo border M-25 (E-70/M1) (E-75/M1) E-75 (E-80) M-5 E-70 E-761 185 110 54 414 107 25 96 Length [km] 47.4 514
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Figure 3.1-6: Core network
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At same time Corridor X is a part of regional Core Network defined within South East European Transport Observatory (SEETO) which is in alliance with future Transport Treaty between EU and other SEE participant. Figure 3.1-7: Corridor X in the Republic of Serbia
(Source: Highway Institute Belgrade)
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3.2
Management of the Serbian Road Network
Management of a national road is an activity of general interest. The management of a public road includes: the use of public road (organising and controlling collection of road use tax, executing authority, and the like), public road protection, exercising investors authority in public road construction and rehabilitation projects, organisation and performance of professional tasks relating to construction, rehabilitation, maintenance and protection of a public road, award of public road maintenance, supervision of construction, rehabilitation, maintenance and protection of a public road, plans for construction, rehabilitation, maintenance and protection of a public road, public road referencing and keeping records of public roads and the related traffic-technical data. National road management, besides the work mentioned also includes traffic control and/organising and performing traffic counts on national roads.
3.2.1
Legal Frame
The Law on Public Roads The Law on Public Roads regulates the legal status of public roads, conditions and method of management, protection and maintenance of public roads, sources and method of financing public roads, special conditions for the development and rehabilitation of public roads and inspectorate9. For the purpose of Law10: Road means any built or set aside area that can be used as a paved area by all or specific participants in traffic under the conditions stipulated in the law and other regulations. Public road is a road that fulfils the criteria for classification by the relevant authority. National road is a public road which links: the territory of the state with the European road network, namely it is a part of the European road network, the territory of the state with the territories of the neighbouring countries, the whole of the state territory, economically important conurbations in the state territory, and the territories of two or more districts or a single district or any section passing through an urban area where no road bypass is built. Motorway is a national road intended solely for motorized traffic with physically separated carriageways in each direction, grade separated intersections and full access control, with minimum two traffic lanes and one emergency lane in each direction and appropriate traffic signalling. Municipal road is a public road that forms links within the territory of one municipality and/or one city and connects the municipal or city areas with the national road network. According to the significance of their linking role public roads are classified as follows11: National roads, Class I (linking the territory of the country with the European road network or constituting a segment of the European road network, linking the territory of the country with the territories of the neighbouring states, linking all segments of the territory of the country and interconnecting economically significant conurbations in the territory of the country),
Article 1 of the Law on Public Roads which come into effect on January 1, 2006. Article 2 of the Law on Public Roads which come into effect on January 1, 2006. Article 5 of the Law on Public Roads which come into effect on January 1, 2006.
10 11
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National roads, Class II (linking the territories of two or more districts or segments within the territory of the district), Municipal roads (linking segments of the territory of a municipality and/or a city, and connecting the municipality and/or the city to the network of national roads), Streets (linking segments within an urban area).
Public Road Financing The construction, rehabilitation, maintenance and protection of a public road including municipal road shall be financed from12: 1. 2. 3. 4. 5. 6. public road use tax compensation for road maintenance amounting to 10.0% of fuel tax loans investments by local and foreign persons budget of the Republic of Serbia and other sources pursuant to the law.
Maintenance of Public Roads13 Maintenance of a public road, pursuant to Law understands works that ensure smooth and safe traffic and safeguard road usability. The public road manager shall ensure smooth and safe traffic running and safeguard the road usability when undertaking works. Public road maintenance includes routine, periodical and emergency maintenance operations: Routine maintenance on a public road shall include in particular: inspection, identification and assessment of the condition of a public road and structure, repair of the pavement structure and other road elements in places, cleaning the pavement surface and other road elements within the right-of-way, finishing shoulders, finishing and preserving the embankment, cutting and cut-and-fill slopes , cleaning and finishing ditches, open channels, culverts and other elements in the drainage system, repair of road structures, erection, replacement, supplementing, and repair of traffic signs and signals, cleaning traffic signs and signals, placing, replacement, supplementing, and repair of road furniture and structures and of road, traffic and environmental protection devices, cleaning of road furniture and devices of road, traffic and environmental protection , mowing grass and caring for greens along a public road and in the right-of-way, removal of snow and ice from the pavement on a public road, at bus bays, car parks, shoulders and open channels.
12
Article 16 of the Law on Public Roads which come into effect on January 1, 2006 . Article 57 of the Law on Public Roads which come into effect on January 1, 2006.
13
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Periodical maintenance on public roads includes: strengthening the pavement structure, rehabilitation and intensified road maintenance. Pavement strengthening particularly includes: spreading gravel and crushed stone surfacing on roads without asphalt courses, treatment of the pavement surface or sealing, spreading new asphalt layer over the whole pavement width of a definite load bearing capacity, and rectification of the shape of the existing surfacing or pavement. The rehabilitation of a public road includes: selective renovation, replacement and strengthening of degraded surfacing, change of pavement cross fall on a public road, and/or its section, replacement of complex expansion joint assemblies, waterproofing, pavement, fences, gullies, bearings, damaged secondary members, degraded footways on bridges, overpasses, underpasses and viaducts, renovation of anti-corrosive protection on the steel construction on bridges, overpasses, underpasses and viaducts, replacement of deformed, degraded and temporary culverts, and erection of new traffic signs and signals on a public road and/or its section Intensified maintenance of a public road (road improvement) includes in particular: attenuation of some longitudinal gradients and curve straightening, widening of pavement, shoulders and other elements in roadbed on short road sections, enlargement of grade intersections, replacement of drainage systems and waterproofing in tunnels, and rehabilitation or replacement of tunnel lining, rehabilitation works on landslides and rock falls, rehabilitation and new construction of retaining, lining and portal walls, replacement or construction of a drainage system for groundwater drainage from a road and road structure, placing new road furniture and new structures and equipment for road, traffic and environment protection on a public road, and/or its section. Emergency maintenance of public roads includes actions provoked by natural catastrophes and extraordinary circumstances and is carried out in order to ensure road mobility and safe traffic running. Other Laws and Regulations There are other laws and regulations in relation to development and management of road network such as: Law on traffic safety on roads Law on bases of traffic safety on roads Law on free access to information of public importance Public procurement law Law on planning and construction Law on environmental protection Law on strategic environmental impact assessment Law on environmental impact assessment Law regulation that concerns designing, constructing and maintenance of local road networks is not on acceptable level. There are a certain number of standards that regulate matter of local roads and they
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concern mainly the designing of local roads. Since year 2000 the only new standards are the ones defining the horizontal and vertical road signalization. Public Enterprise Roads of Serbia
3.2.2
Pursuant to the Law on Public Roads14, Public Enterprise Roads of Serbia is established for managing state roads15. Tasks of primary national importance are set for the PE "Roads of Serbia" in the area of preservation, further construction and improvement of the road network in the Republic of Serbia. Basic obligations of the PE "Roads of Serbia" are started in the Law on Roads, namely the following in brief: maintenance, protection, construction and reconstruction of state roads of I and II category executed on the basis of the program of works made by the PE "Roads of Serbia", with the agreement of the Government of the Republic of Serbia. Road maintenance is priority obligation. PE "Roads of Serbia" is obliged to provide permanent, continuous and quality maintenance and protection of main and regional roads as well as to enable safe and undisturbed traffic. Production of technical documentation, construction and reconstruction of state roads of I and II category, their part or road structure are let via public bidding. PE "Roads of Serbia" has a very important obligation to organize and control toll collection (special fees for using motorways). PE "Roads of Serbia" enforces regulations in the area of roads; it organizes and controls toll operations for using road, its part or structure in the following manner: gives requirements and approvals for connecting an access road to a state road of I and II category keeps records on the condition of state roads of I and II category as well as technical data and road cadastre; gives approval for placing lines and utilities in roadbase of state roads of I and II category, right-of-way and road protection zone; issues permits for irregular transport; gives approval for placing structures and plants in road protection zones of state roads of I and II category. Bodies in the Public Enterprise are the following : Management Board Management Board is management body in the Enterprise. The Government of the Republic of Serbia appoints and relieves from duty President and members of the Management Board. Director General Supervising Board Supervising Board is comprised of three members who are appointed for a four-year period. The Government of the Republic of Serbia appoints and relieves from duty President and members of the Management Board. The Enterprise is comprised of the organizational segments in which, as part of functioning of the Enterprise as a whole, particular segments of business affaires are performed: Main Office In the General Directors Main Office business activities such as management, revision, public relations, supervision control, administrative, technical and other executive activities related to business operations and management of affairs
14 15
The Official Gazette of the Republic of Serbia, No. 101-05 http://www.putevi-srbije.rs, Decision Establishing Public Enterprise for State Roads Management
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of a business enterprise are performed. General Directors Main Office includes the following departments: Department for Public Relations and Quality Department Sector for Strategy, Designing and Development Designing and Development, activities of technical preparation, strategic planning, studies, development research, designing, planning documentation, traffic safety, environment protection, preparation and record keeping, are being performed in accordance with the defined scope of activities for relevant Sectors in the Public Enterprise Roads of Serbia, in addition to administrative-technical activities related to operation of this Sector. This Sector also participates in realization of the Projects financed by the International financial Institutions and European Funds. Sector for Investments Regarding the business activities of the Enterprise, activities of project preparation, realization, supervision and management, bridge maintenance as well as administrative-technical and other activities related to operation of this Sector are performed.
Fig. 3.2.2-1: Public Enterprise Roads of Serbia - organisation
Sector for Maintenance of Public Roads of I and II Category Regarding the business activities of the Enterprise, activities of maintenance supervision, preservation and control of roads and right of way, monitoring of landslide remedy, as well as administrative-technical activities related to operation of this Sector are performed.
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Sector for Traffic Control Information Systems Regarding the business activities of the Enterprise, activities of development and ITS implementation, toll electronic systems, maintenance of structures and machine tools, electrical maintenance, as well as administrative-technical activities related to operation of this Sector are performed. Sector for Toll Collection - Regarding the business activities of the Enterprise, activities of tolling, video supervision, analysis and control, transport and protection of money and structures, as well as administrative-technical activities related to operation of this Sector are performed Sector for Legal, Staff and Common Affairs - Regarding the business activities of the Enterprise, representing and regulatory activities, damage recovery, public procurement procedures of smaller and bigger value, disciplinary and violation proceedings, property affairs and land acquisition, stuff affairs, employment activities, property and entity insurance affairs, general and affairs related to archive and registry office, as wel l as administrative-technical activities related to operation of this Sector are performed. Sector for Economic, Financial and Commercial Affairs Regarding the business activities of the Enterprise, activities of bookkeeping, plan, development and investment, financial operative unit and commercial affairs, as well as administrative technical activities related to operation of this Sector are performed . Priorities of the Public Enterprise "Roads of Serbia" include the maintenance and renewal of the existing road network. Objectives in maintenance include: Prevent the accelerated degradation of roads Preserve the previously invested capital Improve the state of the road network. By increasing traffic safety and improving traffic conditions it is possible to reduce transport and export costs for the economy, thereby increasing competitiveness in the international market and promoting the national economy. Construction of roads, with the objective to provide: Quality and efficient linking between economic regions and districts and provinces within the Republic; Efficient links of regions and centres of the Republic of Serbia with its surroundings, primarily the neighbouring countries; Traffic and economic capitalization of the geographic, international and traffic position of the Republic of Serbia within its environment; Integration in the system of speedy traffic roads of European significance primarily in transit and tourist traffic, and primarily on the direction North South and promoting international traffic flows to use the major roads of the road network of the Republic of Serbia. Increase the resources available for roads, primarily through return of fees from the retail sale of motor fuels and diesel fuels.
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3.3
Characteristics of the Serbian Road Network
The Consultant, in order to comprehensive and quality analyze the problem, and in the absence of other sources of data, used data from experts literature and published studies in this area as well as data from existing road database of PE Roads of Serbia available at the time of preparation of this Study. Also the Consultant used rough data available from "Transport Rehabilitation Project Consulting Service for Road Database" PE Roads of Serbia. These data at the time of preparation of this report still haven't been processed and formatted in appropriate GIS and database format. So that the Consultant had carried out the processing of available rough data measured in order to present characteristics of Main and Regional Road Network in the Republic of Serbia. Geometrical characteristic of the Serbian Road Network Road network is situated on altitudes spanning from 30 meters (Negotin) up to 1,700 meters (Golija). It is estimated that 40% of road network length is on altitudes over 600 meters. Asphalt carriageways of state roads of I and II category were constructed during the period from 1962 to 1985, where many routes kept old alignments so that asphalt was placed over the existing crushed stone. During the same period the most significant routes were constructed, after designs, so those sections got better elements of vertical and horizontal alignment. The geometrical characteristics of the Serbian Road Network vary substantially - from narrow 2-lane roads in many areas to 4-lane roads and motorways at main links. Generally, the roads have sufficient capacity to carry the present and estimated short- to medium-term increase in traffic. Tab. 3.3-1:
Category I Cat. II Motorways 498 km Semi 136 km Other 4,891 km Total 5,525 km 11,540 km 23,780 km 40,845 km Local Total
Road Network in Republic of Serbia in 200716
The Consultant had the opportunity to analyze the row data from the new Road Data Base developed for PE Roads of Serbia17. In the following tables are presented the results of the analysis, regarding traffic lane width, maximum longitudinal grade and minimum radii of horizontal curves on the links of Serbian main and regional road network. All those data are classified regarding relations between specific characteristic and value of design speed. For the traffic lane width, according to technical standards for the speed 60 km/h traffic lane width is 3.0m, 80 km/h = 3.25m, 100 km/h = 3.50m, 120km/h =3.75.
16
http://www.putevi-srbije.rs Transport Rehabilitation Project Consulting Services for Road Database Public Enterprise Roads of Serbia, JV CPV Nievelt.
17
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Analyzed total length of links is more than 14,000 km of road network and width of traffic lanes are presented in the following table (Tab 3.3-2): Tab. 3.3-2:
Lane Width Link % of Link Length [km] % of length < 3.0 452 28.75 5,785.076 40.92
Width of traffic lanes on the Serbian Road Network

3.0 < 3.25 269 17.11 2,722.684 19.26 3.25 < 3.5 295 18.77 2,612.798 18.48 3.50 < 3.75 227 14.44 1,472.554 10.42 3.75m 329 20.93 1,544.3156 10.92 Total 1572 100 14,137.43 100
On the following figures are presented results of measured widths of traffic lanes, classified according to total network length and total number of links.
Fig. 3.3-1:
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Fig. 3.3-2:
Following table shows results of measured values of longitudinal grades on the 1,447 road links on around 12,000 km surveyed road network.
Tab. 3.3-3:
Grade Link % of Link Length [km] % of length 0-2% 632 43.68 3,849.61 32.10
Longitudinal grades on the Serbian Road Network

2-4% 347 23.98 2,461.82 20.52 4-6% 183 12.65 1,560.54 13.01 6-8% 132 9.12 1,637.20 13.65 8% 153 10.57 2,485.21 20.72 Total 1447 100 11,994.38 100
The results of measured longitudinal grades along links, classified according to total network length and total number of links are presented in the following figures (Fig. 3.3.-3. and Fig 3.3-4):
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Fig. 3.3-3:
Maximum longitudinal grades on the Serbian Road Network
Fig. 3.3-4:
Maximum longitudinal grades on the Serbian Road Network
For the determination of the minimum radii of horizontal curves more than 12,300 km of road network, contains 1463 links has been studied. In the next table (Tab. 3.3-4) measured values of minimum radii of horizontal curves are classified based on the relation between speed and required radii.
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Tab. 3.3-4:
Radius [m] Links % of links Length [km] % link length 45 606 41.42 6,641.34 53.99
Longitudinal grades on the Serbian Road Network

46 - 120 326 22.28 2,414.17 19.62 121 -250 145 9.91 1,007.00 8.19 251 - 450 135 9.23 821.05 6.67 450 251 17.16 1,418.20 11.53 Sum 1,463 100 12,301.76 100
The results of measured radii of horizontal curves for studied links, classified according to total network length and total number of links are presented in the following figures (Fig. 3.3-5 and Fig, 3.3-6): Fig. 3.3-5: Minimum radius of horizontal curve on the Serbian Road Network
Fig. 3.3-6:
Minimum radius of horizontal curve on the Serbian Road Network
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3.4
Condition of the Serbian Road Network
An inventory of road network condition data should be updated on a routinely regular basis in order to determine the condition of the pavement and whether its level of deterioration is such that remedial action is necessary. The data compiled will allow trends in the structural condition of a pavement to be established. The four major types of routine assessment are: Visual condition surveys High speed road monitor Deflectograph SCRIM tester. The condition of a road or of a road segment can be measured using several indicators. High-visibility indicators include roughness and total surface damage: Roughness is the amount of deviation from a perfectly flat surface and is measured in meters per km. Roughness reflects many of the defects that cause road deterioration, such as potholes and cracking. Roughness is also one of the condition indicators that are most appreciated by road users the user can feel the roughness of a road. In addition, roughness affects the road user costs thus the higher roughness values produce more damage to the vehicles that travel the road. Higher roughness values also lead to longer travel times as road users tend to slow down to reduce the discomfort caused by the roughness and the damage to their vehicles. This makes roughness a good indicator for road system managers as it is closely tied to the road users perception of the road condition. Another condition indicator that gives a good picture of road surface condition is total cracking area. This indicator is measured as a percentage and is the sum of the road surface areas that have crocodile cracking, transverse cracks, and longitudinal cracks. This indicator is also useful to road managers because cracking usually leads to more serious problems such as potholing, water infiltration, and edge breaking. In the mid 90s, as illustrated in Table 3.4-1, more than half of main and regional roads of the Serbian Road Network were in bad or very bad condition, with damage to most of the surface area. Extrapolations of pavement deterioration18 suggest that 50% of trunk roads (including motorways) and 60% of regional roads were in that moment in bad or very bad condition. Tab. 3.4-1:
Motorways Condition Semi-Motorways Km Good Fair Bad Very Bad Total 232 177 139 0 548 % 42.34 32.30 25.36 0.00 100.00
Condition of Road Network in Republic of Serbia in mid 90s19

Main or Trunk Roads Km 1,272 783 1,040 1,202 4,297 % 0.03 18.22 24.20 27.97 100.00 Regional roads Km 2,100 1,874 2,537 3,144 9,655 % 21.75 19.41 26.28 32.56 100.00 All together Km 3,604 2,834 3,716 4,346 14,500 % 24.86 19.54 25.63 29.97 100.00
18
19
"Traffic Base of Serbia - Special Investigation of Roads", for the Roads Directorate of Serbia, July 2001. Booz Allen Hamilton: Technical Assistance to Serbia Road Directorate, Phases 2 and 3 Final Report, July 2005. pp 2-3.
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Road conditions started to improve after 2001 when strong road rehabilitation works started with international assistance. Plan was include sections of Pan European Corridor X, a vital road corridor linking Serbia with neighbouring Croatia, FYR Macedonia, Hungary and Bulgaria. From year 2,000 to 2006 about 3,000 km of road network were rehabilitated and reconstructed. The details are given in Table 3.4.-220. Tab. 3.4-2:
Year 2001 (2) 2002 (2) 2003 (2) 2004+2005 (1) Recovery 2004+2005 (1) Rehabilitation TOTAL
Rehabilitation and reconstruction of main roads in Serbia 2001-200521

Km 300 800 1000 416 444 2,960 Cost Mill EURO 80 225 340 Cost EURO per km 266,666 281,250 340,000 112,750 185,000
Based on Table 3.4.-2 the following remarks can be made: Works on bridges, tunnels, landslides and other objects are included Sources: (1) Financial progress record and projection on EIB and EBRD financed lots PERS, 2005; (2) Business report of the Ministry of Transport and Telecommunications, 2001-2003;
Approximately 416 km of roads beyond maintenance were recovered both in 2004 and 2005, at the cost of EUR 46.9 mill (EUR 112,750 per km, financed through EBRD credit). In the same two-year period, rehabilitation was completed on 444 km, at the cost of about EUR 82 mill (EUR 185,000 per km, financed mainly through EIB credit). Other part of the road network is waiting to be rehabilitated in the next years according to the financial resources that PERS will have for this purpose. Condition of the infrastructure of Serbia affected Serbias ranking in international comparisons of the quality of infrastructure reveals that it scores poorly compared to regional comparators. The Global Competitiveness Report 2008-2009, published annually by the World Economic Forum, presents rankings from user surveys o f the quality of infrastructure in 134 countries. The rankings indicate that infrastructure is seen as placing Serbia at a competitive disadvantage in doing business, compared to selected regional comparators. Serbia is ranked 83rd out of 134 countries for the overall quality of infrastructure, with only FYR of Macedonia (89th), Bosnia and Herzegovina (107th) and Albania (108th) performing worst for South East European countries22. In the 2009 Doing Business, a World Bank/IFC publication, Serbia was ranked 94th out of 181 countries, down from 91st out of 181 countries in the 2008 edition. In 200523, a programme, financed by the World Bank was started aiming at collecting road condition information for most of the network. This initiative will provide the PERS from the middle 2009 with up-to-date road condition information. Results of previously mentioned ranking possibly could be better if results of the current state of road network are published. Final Report of mentioned project is not presented yet. In this report Consultant used only raw data related to the pavement roughness at the time of the measurement (2008).
Institutional Capacity Building Project in the Transport Sector of Serbia Strategy And Policy Of Transport Sector Development in Serbia until 2015, Belgrade, December 2006, An EU-funded project managed by the European Agency for Reconstruction 21 Institutional Capacity Building Project in the Transport Sector of Serbia Strategy And Policy Of Transport Sector Development in Serbia until 2015, Belgrade, December 2006, An EU-funded project managed by the European Agency for Reconstruction 22 World Economic Forum (2008), The Global Competitiveness Report 2008-2009. 23 Transport Rehabilitation Project Consulting Services for Road Database Public Enterprise Roads of Serbia, JV CPV Nievelt.
20
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Tab. 3.4-3:
IRI <1 12
Average Roughness Distribution on the Serbian Road Network (2008)

23 34 45 56 67 78 89 9 10 10 11 11 12 >12
km 230 2,158
2,541
2,186
1,666
1,187
779
495
312
205
141
85
151
*Table has been prepared on the base of data from the Study Transport Rehabilitation Project Consulting Services for Road Database Public Enterprise Roads of Serbia.
Consultant on the basis of available data on roughness assessed the status of road network as follows. For the roughness indicator, the range of values starts at about 2 and does not have a theoretical limit. A newly constructed pavement, using high-quality materials, equipment in good condition, and good construction techniques should have roughness of about 2 meters per km. Although there is no theoretical limit to the roughness value, there is a practical limit there for a road with a roughness of 8 IRI (m/km) is not passable, except at reduced speeds. Roads having an average roughness in the range of 3 are usually considered in good condition. Although it is somewhat subjective and varies by user, most users will start to consider a road having an average roughness of 5 as being in fair condition. Limit of tolerance is IRI 6, and over IRI 8 road is not passable without serious reducing of the speed. Tab. 3.4-4:
Condition Good (IRI <3) Fair (3<IRI < 5) Bad (5<IRI < 8) Very Bad (IRI > 8) Total 4,920 3,852 2,461 891 12,136
Condition of Road Network in Republic of Serbia in 200824

Serbian Road Network 40,61% 37,74% 20,28% 7,37% 100%
* Data from 12,136km included in before mentioned survey. These values are used for the rough estimate of resent condition of the Serbian Road Network.
Comparing tables 3.4-1 and 3.4-4 shows improvement in the 10 years period. Domestic and foreign investments made possible the incensement of fair and good pavement from 45% to nearly 80%, so as the participation of roads on bad condition in the network from 30% to about 7%.
24
Transport Rehabilitation Project Consulting Services for Road Database Public Enterprise Roads of Serbia, JV CPV Nievelt.
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3.5
Maintenance of the Road Network
The movement of people and goods throughout the world is primarily dependent upon a transportation network consisting of roadways. Most, if not all, business economies, personal economies, and public economies are the result of this transportation system. But roadway pavements, once constructed, will not last forever. After a time, signs of wear will appear. These signs include cracking, rutting and polishing of the roads surface. The road surface is degraded, due to, e.g., climate, pavement age, and traffic. A point will arrive where the wear and tear is at such an advanced stage that the integrity of the pavement and hence the standard of service provided by it has diminished. To keep the road standard intact, every year some kind of maintenance is needed to renew roadway properties and to prolong its useful life. Maintenance activities may be classified in terms of their operational frequency into: Routine maintenance; Periodic maintenance; Emergence maintenance. Routine maintenance covers activities that must be carried out frequently, i.e. once or more per year. They are typically small scale, or simple, and often widely dispersed. Some of them can be estimated and planned in advance, e.g. vegetation control on shoulders and slopes. Other activities are more difficult to plan in advance, e.g. roadway pothole patching. It should be noted that in the Highway Development and Management Model (HDM4) frequent maintenance activities are termed recurrent maintenance. The term routine maintenance is used only for those types of recurrent maintenance that are independent of the traffic, i.e. maintenance of roadside areas and drainage system. Periodic maintenance describes activities that are needed occasionally, i.e. after a period of some years. They are usually large scale and require more equipment and skilled labour than routine maintenance activities. Emergence maintenance comprises emergency repair required by flood damage, earth slips, overturned trees, etc. Maintenance activities and the defects that they treat are: asphalt pavements; roadside areas; drainage systems and traffic control devices. The merits of road maintenance are widely reviewed, discussed and published. The following advantages are often attributed to road maintenance25: Reduction of rate of pavement deterioration; Decrease in Vehicle Operating Costs; Provision of open roads on a continuous basis; Contribution to environmental and safety aspects. The first above-described advantage, i.e. reduction of rate of pavement deterioration, is linked to savings in direct costs. The other three mentioned advantages of road maintenance result in indirect costs savings. Without proper maintenance, roads deteriorate and the lifetime of the asset is shortened. The principle is simple: lack of routine road maintenance increases the pressure on periodic maintenance, and if the latter is neglected too, it leads to much higher rehabilitation cost. From a lifetime perspective maintaining the roads is a good investment, with considerable rates of return. PERS is responsible for the state roads with road maintenance as its priority obligation. PERS is obliged to provide permanent, continuous and quality maintenance and protection of main and regional roads as well as to enable safe and undisturbed traffic.
25
Robinson, Danielson, Snaith; Road Maintenance Management Concepts and Systems (1998)
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The PERS will implement road maintenance through the following: Harmonization and improvement of legal regulations and technical standards Efficient and rational planning of the execution of road maintenance works in accordance with the provided financial resources Improvement of management and planning of road maintenance works Cooperation with all responsible institutions, authorities and traffic participants Reduction of adverse impacts of road maintenance works and road operations on the environment in accordance with the Environmental Policy of the Public Enterprise Roads of Serbia Improvement of traffic safety in accordance with the Traffic Safety policy of the public Enterprise roads of Serbia Procurement of goods, works and services based on the principles of market operations, prevention of monopoly, as well as enabling the bidding competition Application of severe sanctions for poor-quality execution of contracted obligations Improvement of the principle of publicity of operations enabling the participation of all interested parties in the road management process by efficient and goodquality two-way information exchange Efficient monitoring and comparison of achieved results Permanent training and education of professional staff When appraising the achieved goals, PERS will use the following indicators of the Policy Implementation: The number of participations in started initiatives for the harmonization of regulations and technical standards on annual level The number of kilometres of roads with recovered carriageways on annual level The number of rehabilitated structures on annual level The number of realized traffic safety projects on annual level The number of realized projects where environmental impact assessment, protection measures and environmental monitoring are included on annual level The number of realized projects done in cooperation with other authorized institutions on annual level The number of participations in projects initiated by other institutions on annual level.
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3.6
Vehicle Fleet
There are about 1.7 million road vehicles in Serbia (year 2007), mainly passenger cars (roughly 86%). The number of commercial vehicles (trucks, special trucks and road tractors) approaches 135,000 and the number of buses is about 9,000. Tab. 3.6-1: Registered Motor Vehicles in Serbia26
2006 2007
Republic of Serbia Republic of Serbia Type Central Central Total Vojvodina Total Vojvodina Serbia Serbia Motorcycles 20,380 12,012 8,368 24,897 17,225 7,672 Cars 1,511,837 1,078,796 433,041 1,476,642 1,123,173 353,469 Special cars 15,109 14,875 234 14,574 14,379 195 Buses and coaches 9,312 7,051 2,261 8,887 7,003 1,884 Trucks 126,045 85,588 40,457 129,877 96,396 33,481 Special trucks 27,498 23,796 3,702 25,802 22,503 3,299 Working vehicles 1,864 1,382 482 1,582 1,330 252 Road tractors* 128,017 5,865 122,152 7,263, 6,039 1,224 Trailers and semi trailers 103,859 17,024 86,835 26,389 18,790 7,599 Total 1,943,921 1,246,389 697,532 1,715,913 1,306,838 409,075 * In 2006 agricultural tractors and their trailers were excluded from the road vehicles .
The vehicle fleet is old, with average age of over 15 years, and more than 40% are between 16 and 20 years old27. Furthermore, there is an evident vehicle fleet maintenance backlog, so that emissions, pollution and energy efficiency are significantly degraded and maintenance costs are high. Only small percentages of vehicles meet the current EU technical standards. This problem is also reflected in the possibility to obtain permits for driving on the territory of EU countries. Tab. 3.6-2:
Type Motorcycles Cars Special cars Buses and coaches Trucks Special trucks Working vehicles Road tractors* Trailers and semi trailers Total
New Registered Vehicles in Serbia

2007 Republic of Serbia Central Total Vojvodina Serbia 2,073 1,411 662 32,684 25,988 6,696 88 77 11 292 214 78 6,441 5,152 1,289 404 275 129 38 24 14 567 250 317 1,482 1,010 472 44,069 34,401 9,668
2006 Republic of Serbia Central Total Vojvodina Serbia 931 682 249 25,530 19,411 6,119 80 78 2 170 127 43 4,505 3,471 1,034 441 367 74 35 30 5 250 105 145 675 486 189 32,617 24,757 7,860
Situation about vehicle fleet in Serbia cant be changed in short time. Number of new registered vehicles is growing in last few years but it is insufficient (see Table) to change unfavourable fleet average age.
26 27
Motor Industry of Serbia, Registered vehicles in Serbia Institutional Capacity Building Project in the Transport Sector in Serbia, Strategy and Policy of Transport Sector Development in Serbia until 2015, December 2006.
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3.7
Traffic on the Serbian Road Network
Taking in consideration the level of details and scope of data available at the time of creating this study, as well as the fact that for development of Transport Model of road network have been used more than 87% of Main road network and around 11% of Regional road network, the Consultant has for the purpose of this Studies use data about characteristics of the road network from available studies with the idea that most of sections characteristics of road network are not changed in meantime. For the period up to 2005th year the data presented for the Main road network which is classified in European roads (E-roads), other main roads and urban sections of main roads28. For the period 20062007th were analyzed data on traffic flows, which are related to the complete main and regional road network in Republic of Serbia Overall rating of quality of level of service of main road network in Serbia shown in this paper is limited to those elements which is possible to define based on available data on the road network level, of course with all the consequences due to a lack of relevant and reliable information. Main network is divided, for analysis purpose, in functional subsets or networks29: A Road Network: 134 links with total length about 1,316 km or near 29% of total Main road network. This network includes most important links of E roads and certainly with be part of future I class state road network; B Road Network: 299 links with total length about 3,190 km or near 70% of total Main road network. This network includes less important links of future I class state road network. Other links will fit in to future II class state road network; C Road Network: 7 urban links with total length about 54 km or near 1% of total Main road network.
Fig. 3.7-1: Functional subsets of Road Network (Kosovo and Metohia not included)
Maletin, M., Tubi, V., General analysis of transportation demand and supply on primary state rural roads network in th Republic of Serbia 29 Maletin, M., Tubi, V., General analysis of transportation demand and supply on primary state rural roads network in the Republic of Serbia
28
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3.7.1
Width of traffic lanes
Distribution of sections on Main road network according to the width of half of carriageway for two lane roads, and width of traffic lane on sections with more than two lanes is shown, divided on two network subdivisions A and B, according the previous chapter, on tables 3.7.1-1 and 3.7.1-2 by relative participation in total length and vehicle x kilometre (transport flow)
Tab. 3.7.1- 1: Classification of roads in A-Network in the Republic of Serbia

Width of traffic lane + edge lane (m) Network A <3.00 Length (km) % of length Average AADT Vehxkm/year
(*)
3.00-3.24 115 8.71 3,803 159 4.25
3.25-3.49 175 13.30 5,713 365 9.75
3.50-3.74 417 31.70 6,773 1,031 27.55
>3.75 609 46.30 9,840 2,188 58.45
0 0 0 0 0
% Vehxkm/year
(*) transport flow (vehicle x kilometre) in 1.000.000 vehicle x km-year
Tab. 3.7.1-2: Classification of roads in B-Network in the Republic of Serbia

Width of traffic lane + edge lane (m) Network B <3.00 Length (km) % of length average AADT Vehxkm/year(*) % Vehxkm/year 778 24.30 1,991 565 13.68 3.00-3.24 980 30.71 3,350 1,198 28.98 3.25-3.49 493 15.45 4,272 769 18.59 3.50-3.74 658 20.63 4,649 1,117 27.01 >3.75 281 8.80 4,735 486 11.74
(*) transport flow (vehicle x kilometre) in 1.000.000 vehicle x km-year
Assuming that there is general relation between width of traffic lane (half of carriageway) and reference speed, on the figure 3.7.1-1 is illustrated significant difference between sub networks A and B. Average values of Annual Average Daily Traffic (AADT) are significantly higher on the sections of A network with traffic lanes width >3.50m i.e. speed >80km/h, while the average AADT is approximately equal on both networks for traffic lane widths 3.00 - 3.50m (60 80 km/h). On the road network A there are no traffic lanes wit widths < 3.00m. Analyzes of vehicle x kilometre per year (transport flow) show significant concentrations on sections of network A with traffic lane width > 3.75m, while approximately the same volume of vehicle x kilometre per year (transport flow) concentrates on sections from network B with traffic lane width <3.25m.
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Fig. 3.7.1-1: Average AADT and vehicle x kilometre on road networks A and B regarding traffic lane width (half of width of carriageway)
Distribution of sections on both networks according to traffic lane width is shown on Figure 3.7.1-2. On A network 78% of length with 86% of vehicle x kilometre (transport flow) have widths which are according to reference speed >80km/h.
Fig. 3.7.1-2: Distribution of sections on networks A and B regarding traffic lane width (half of carriageway width), with participation in length and transport flow (vehicle x kilometre)
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The same condition, on network B fulfil sections which make 29.4% of total length with 38% of vehicle x kilometre (transport flow) of network B. It is clearly reveal significant differences in characteristics of A and B network, regarding traffic lane width 3.00m (60 m/h). 3.7.2 The minimum radius of horizontal curves Distribution of sections of Main road networks in Serbia according to the minimum radius of horizontal curve on section is shown in table 3.7.2-1 and table 3.7.2-2 according to the relative participation in total length of road network and vehicle x kilometre (transport flow) for networks A and B. Tab. 3.7.2-1: Classification of roads in A-Network in the Republic of Serbia regarding minimum radii of horizontal curves
Minimal radius of horizontal curve on section (m) Network A <45 Length (km) % of length average AADT Vehxkm/year(*) % Vehxkm/year 136 10.31 4721 234 3.25 46-120 298 22.65 5844 636 16.98 121-250 103 7.85 6521 246 6.57 251-450 337 25.60 7464 918 24.52 >450 442 33.59 10598 1710 45.68
(*) transport flow (vehicle x kilometre) in 1.000.000 veh x km-year
Tab. 3.7.2-2: Classification of roads in B-Network in the Republic of Serbia regarding minimum radius of horizontal curves
Minimal radius of horizontal curve on section (m) Network B <45 Length (km) % of length average AADT Vehxkm/year(*) % Vehxkm/year 1534 48.09 2960 1657 40.08 46-120 854 26.75 3604 1123 27.15 121-250 536 16.80 4302 842 20.35 251-450 151 4.72 4734 260 6.29 >450 116 3.65 5975 254 6.14
Assuming that there is general relation between horizontal curve radius and reference speed, graphical presentation of their distribution on figure 3.7.2-1, illustrates significant differences between A-network and B-network. Average value of AADT is higher on A-network sections for all values of minimum horizontal curve radii. The real insight in relations provides distribution of vehicle x kilometre, where concentration on A-network is on the sections with radii R>250m (>80km/h). In B-network the most of vehicle x kilometre (transport flow) is concentrated on sections with minimum radii <120m (speed <60km/h).
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Fig. 3.7.2-1: Average AADT and transport vehicle x kilometre in networks A and B regarding values of minimal horizontal curve radius on section
Sections distribution of both networks according to minimum value of radius of horizontal curve is illustrated on figure 3.7.2-2. On A-network 59.2% length with 70.2% vehicle x kilometre of A-network, have horizontal curve radius according reference speed >80 km/h. Fig. 3.7.2-2: Distribution of sections on networks A and B regarding values of minimal horizontal curve radius on section with participation in length and vehicle x kilometre
The same condition on B-network fulfil sections which make only 8.4% of networks length with 12.4% of vehicle x kilometre of network B. For value of R=120m (60 km/h) it is obvious significant differences in characteristics of A and B networks. Network B has significantly worse characteristics,
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because 74.8% of length with 67.2% vehicle x kilometre consist sections with minimum radius <120, i.e. speed less than 60 km/h. 3.7.3 Maximum longitudinal grade Distribution of Main road network in the Republic of Serbia according maximum values of longitudinal grades (networks A and B) is illustrated (tables 3.7.3-1. and 3.7.3.2.) according to participation in total length and vehicle kilometre (transport flow). Tab. 3.7.3-1: Distribution of sections from networks A regarding to values of maximal longitudinal grade on section with participation in length and vehicle x kilometre
Maximal longitudinal grade on section (%) Network A <2 Length (km) % of length average AADT Vehxkm/year
(*)
2-4 449 34.09 7794 1276 34.10
4-6 233 17.73 8280 705 18.84
6-8 127 9.62 3363 155 4.15
>8 11 0.82 9840 24 0.65
497 37.75 8727 1582 42.27
% Vehxkm/year
Table 3.7.3.-2: Distribution of sections from networks B regarding to values of maximal longitudinal grade on section with participation in length and vehicle x kilometre
Maximal longitudinal grade on section (%) Network B <2 Length (km) % of length average AADT Vehxkm/year(*) % Vehxkm/year 1094 34.27 4313 1721 41.36 2-4 791 24.78 3840 1108 26.80 4-6 596 18.69 3556 773 18.71 6-8 613 19.23 2019 452 10.94 >8 96 3.02 2258 79 1.92
Graphical presentation of distribution (Figure 3.7.3-1) illustrates differences between A-network and B-network. Average values of AADT are significantly higher on A-network sections in all classes of values of maximum longitudinal grades on section, with specific appearance of high value of AADT on one section with maximum value of longitudinal grade 8%. On B-network average value of AADT is relatively uniform with decreasing values of the growing maximum value of longitudinal grade.
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Fig. 3.7.3-1: Average AADT and vehicle x kilometre of networks A and B regarding value of maximal longitudinal grade on sections
Analyzes of transport flow (vehicle x kilometre / year), clearly show (Figure 3.7.3-2) significant concentration of transport flow (vehicle x kilometre) on sections on both networks with maximum values of longitudinal grades less than 6%.
Fig. 3.7.3-2: Distribution of sections f networks A and B regarding values regarding value of max longitudinal grade on sections with participation in length and vehicle x kilometre
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Sections distribution of both road networks according to the maximum values of longitudinal grades on section is illustrated on figure 3.7.3-2. On A-network 71.8% of length with 76.4% vehicle x kilometre of network A have maximum longitudinal grade <4%, what is generally condition for construction of additional lane for slow vehicles. The same condition on B-network fulfil sections which constitute 59.0% of lengths with 68.1% vehicle x kilometre of network B. There are no significant differences between networks regarding maximum value of 6%, i.e. width of traffic lane (Figure 3.7.1-2) and maximum value of horizontal curve radius (Figure 3.7.2-2) are essential elements which analyzed networks significant differ on. Republic of Serbia always, thanks to its geographic position and topographic features, was the area through which the great movements have been done, and with development of railway and road traffic, valley of rivers Morava and Vardar became one of the very important transport corridor and its importance and role in road network permanently growths. Those facts, with all their positive and negative characteristics, have had direct impact on Serbian history and its level of development. Republic of Serbia as European country with its infrastructure network makes part of network of European infrastructure corridors, i.e. considerable number of European roads - (E-roads) passes the territory of the Republic of Serbia. Total demand of transport services for different types of transport in the period 1988-2000 year is multi reduced. The big changes are characteristic for all types of traffic, but the growth of traffic demand in internal road traffic after the crisis period (1991-1993, and 1999) was faster in relation to the railway and water transport. Traffic flows on the road network fully reflected the rapid changes of external and internal conditions with the relative stabilisation after year 2000.
Fig. 3.7.33: Annual Average Daly Traffic (AADT) and annual changes of vehicle x kilometre of the main road network in the Republic of Serbia
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It is obvious (Fig. 3.7.33) that transit international traffic is not returned on motorway sections (586 km), and as consequence AADT in 2005 is lower than the same values year 1990 (black columns). Two lane main roads sections indicate smaller oscillations because they are predominantly oriented on local transport within Serbia, what explains that despite the significant decline in transit flows on sections Ni - Bulgaria and Leskovac FYRM, average AADT year 2005 is approximately equal for year 1990 (grey columns). Fig. 3.7.34: Distribution of indicators of AADT on two lane roads30
Period from year 2001 to year 2005 is characterized by relatively stable external and internal conditions of development of Serbia. Considered that, it was realistic to expect that the rate of growth of traffic demand stabilizes around a relatively constant value without major deviations. As it is shown on Figure A3- 2 such expectations are realized in the period year 2001 year 2003 on whole network, but in period 2003 - 2005 relative ratios were disturbed. For the period 2006 and 2007 data used is from traffic counting on State road network of the Republic of Serbia, obtained from PERS. On the following figures the maps with traffic counters positions on the Serbian road network (Fig. 3.7.3-5), and values of AADT on the links (3.7.3-6) are presented.
30
General Master Plan for Transport in Serbia Present Movements of Traffic, November 2008
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Fig. 3.7.3-5: Position of automatic traffic counters on the road network in the Republic of Serbia in 2006 year
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Fig. 3.7.3-6: The Map of distribution of traffic flows (AADT) on road network in the Republic of Serbia in 2006 year
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Tab. 3.7.33: Distribution of traffic flows (AADT) on the main roads in 2006 and 2007 years
Annual Average Daily Traffic AADT (vehicle/day) < 500 501 -1 000 1 001 - 2 000 2 001 - 3 000 3 001 - 4 000 4 001 - 5 000 5 001 - 6 000 6 001 - 7 000 7 001 - 8 000 8 001 - 9 000 9 001 - 10 000 10 001 - 12 000 12 001 - 15 000 15 001 - 20 000 20 001 - 30 000 30 001 - 50 000 50 001 - 100 000 > 100 000 Total: Urban sections: Unconstructed sections: Total: Overlapped sections:
MAGISTRAL ROADS
Number of sections 2 16 34 81 59 34 54 34 25 15 15 11 16 18 8 2 1 2 427 103 8 538 27 2006 Length () 10.2 233.7 428.1 848.4 723 350.2 601.3 346 229.9 147.9 132.4 123.8 175.8 98.5 59.7 16.4 2.9 6.6 4 534.8 163.7 4 698.5 151.6 Number of sections 1 17 29 71 71 32 40 30 29 15 22 16 17 21 8 2 2 2 425 105 8 538 27 2007 Length () 0.6 254.1 308.5 750.3 909.4 326.5 492.2 292.8 296.5 134.9 201.4 127.4 168.8 157.1 59.9 12.2 12.5 6.6 4 511.7 186.2 4 697.9 151.6
(%) 0.22% 4.97% 9.11% 18.06% 15.39% 7.45% 12.80% 7.36% 4.89% 3.15% 2.82% 2.63% 3.74% 2.10% 1.27% 0.35% 0.06% 0.14% 96.52% 3.48% 100.00%
(%) 0.01% 5.41% 6.57% 15.97% 19.36% 6.95% 10.48% 6.23% 6.31% 2.87% 4.29% 2.71% 3.59% 3.34% 1.28% 0.26% 0.27% 0.14% 96.04% 3.96% 100.00%
(Source: Consultant study)
On the basis of data from continuous traffic counting on 118 positions on state road network, it is possible to determine changes of average Annual Average Daily Traffic (AADT) and vehicle x kilometre per year (Transport flows). Annual Average Daily Traffic (AADT) on the Main road network of the Republic of Serbia in the year 2006 it is on level of 6730 vehicle /day/ two ways and in 2007 it is on the level of 7290 vehicle /day/ two ways.
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Fig. 3.7.37: Distribution of traffic flows (AADT) per sections of Main road network in period 2006 2007 year
Based on analysis of the results presented it is possible to conclude that in comparison to the previous period there is an increase of traffic demand and a trend of growth occurs in traffic flows on the road network of the Republic of Serbia. Based on research which has been done in previous period the trend of traffic demand is discontinuous, and in period after year 2000 comes to a mild growth, so that in next periods depending of attracting transit flows and growth of internal traffic demand, it could reach trend of growth from the previous period31.
31
General Master Plan for Transport in Serbia Present Movements of Traffic, November 2008
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3.8
Capacity of Road Network in Serbia
In absence of the reliable data regarding capacity of road on the Serbian road network, the Consultant has used relevant Studies and papers in this area32. Traffic capacity calculation has been made in accordance to HCM procedure on general level using available data by road network sections. The basic comparison of traffic demand and supply is based on definition coefficient of available capacity on the level of reference flow, i.e. 30 th -60th the biggest flow on hour (Q30 Q60). For this analyzes the next assumptions are made: - On all sections of rural road network is applied the same factor n-hour, i.e. Q = 0,12 x AADT (vehicle/hour/two ways) - Assumed is same two-way flow (50% -50%) directional split in reference hour on sections with separated carriageways (motorways) - Passes through urban areas are excluded from calculations. Distribution of sections of Main road networks in Serbia based on coefficient of used capacity (Q/C) on section is illustrated in tables 3.8-1 and 3.8-2 regarding to relative participation in total length and vehicle x kilometre (transport flow) for both networks. Tab. 3.8-1: Distribution of sections of network A regarding (Q/C) on section with participation in length and vehicle x kilometre
Ratio (Q/C) Network A <0.5 Length (km) % of length average AADT Vehxkm/year(*) % Vehxkm/year 1057 80.34 7,346 2,834 75.73 0.51-0.70 208 15.84 9,434 718 19.17 0.71-090 41 3.09 8,368 124 3.32 >0.90 10 0.73 18,924 116 1.78
Maletin, M., Tubi, V., General analysis of transportation demand and supply on primary state rural roads network in th Republic of Serbia
32
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Tab. 3.8-2: Distribution of sections of network B regarding coefficient (Q/C) on section with participation in length and vehicle x kilometre
ratio (Q/C) Network B <0.5 Length (km) % of length average AADT Vehxkm/year(*) % Vehxkm/year 28.14 88.19 3,043 3,125 75.58 0.51-0.70 230 7.22 6,944 583 14.11 0.71-090 100 3.14 7,421 271 6.57 >0.90 46 1.45 9,169 154 3.74
On the figure 3.8-1 distribution of average value of AADT and vehicle x kilometre per classes of defined coefficient of used capacity (Q/C) on rural sections of road networks A and B are presented. General assessment is that on rural sections on both road networks objectively there is no lack of capacity, respectively, both networks can fulfil present traffic demand with high level of service, of course, taking into account only the basic design elements which impacts conditions of traffic flows.
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Fig. 3.8-1: Average AADT vehicle x kilometre on networks A and B regarding coefficient (Q/C) on section
Distribution of sections of the main road network regarding coefficient of used capacity with reference traffic flow on section is illustrated on figure 3.8-2. On A-network 80.3% of length, with 75.7% of vehicle x kilometre on A-network have coefficient of used capacity <0.50. The same condition on Bnetwork, have sections which consist 88.2% of length and 75.6% vehicle kilometre of B-network.
Fig. 3.8-2: Distribution of sections from networks A and B regarding coefficient (Q/C) on section
With border value Q/C 0.91, i.e. with conditions when problem with road traffic capacity occurs is clearly shown that on both networks these conditions are minor. On A road network, that happens on less than 10 km (<0.8% of total length of A-network), with 1.78% vehicle x
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kilometre. On B-network situation is slightly worse Q/C B-network) with 3.74% of vehicle x kilometre.
0.91 is on 46.2 km (1.45% length of
Based on the results of analyzes of elements of traffic supply of road network in the Republic of Serbia and established connections with the analysis of traffic flows can be formulated the conclusion that in the next short period there is no problem with capacity on the road network.
3.9
Safety on the Road Network
The level of injuries and fatalities caused by traffic accidents is a growing social and economic cost for the country. In the years 2003-2008, there were 5,232 fatalities and over 100,000 injuries resulting from road traffic crashes on the road network in Serbia. Injury and fatality on this scale makes this an economic and social problem, as well as a human tragedy. The latest available data for 2008 shows a total of 16,651 road accidents on Serbia roads with 22,275 injuries and 897 fatalities. Fatalities from road traffic crashes have decreased from a peak of over 1300 in 1998, but the number of injury accidents and the number of injuries have been growing markedly, growing by ten percent and thirty percent respectively since 2005. Tab. 3.9 -1: Traffic accidents in the Republic of Serbia33 2005 Total number of accidents with killed and 12.752 injured No. of personal injury 16.872 accidents: No. of killed 841 2006 13.912 2007 16.585 2008 15.382
18.405 900
22.201 962
22.775 897
This is a worrying trend for the authorities. In addition, although the fatality rate has been improving over the last 10 years to nearly five casualties per 10,000 vehicles, from the twelve casualties per 10,000 vehicles in 1998, it remains about five times higher than that of the best performing European Union countries. While there is no official estimate of the socio-economic costs of road crashes, a recent study has estimated these at 1.7 percent of GDP34. The Government has recognized the importance of road safety. The Road Safety Law (RSL) was adopted by the Serbian Parliament on May 29, 2009, the first major update in legislation since the 1980s and incorporates many aspects of the Acquis Communautaire. The new law, which will come into force in approximately six months to allow time to complete the necessary secondary legislation, envisages the establishment of a new State multi-sectoral coordinating body, the National Road Safety Council, to bring together the key government stakeholders. PERS pays special attention to remedy of priority dangerous spots on public roads of I and II category with the observed highest number of traffic accidents, thus implementing provisions of the new traffic safety law regardless a delay in its effectiveness. Due to lack of official domestic methodology for definition of dangerous spots black spots on public roads of I and II category, current foundation for activities is presented by recommendations and guidelines of Swedish experts prepared under program of cooperation of PERS and Swedish Road Administration (Twinning Agreement).
33
34
General National Reports Motorway Development in Serbia, Crete 2007, Marrakech, 2008 and Krakow, 2009. Antic B, The Costs of Traffic Accidents in the Republic of Serbia, Faculty of Transport and Traffic Engineering, University of Belgrade, 2006.
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This department, in cooperation with relevant public institutions realized survey of Identification of dangerous spots on public roads of the Republic of Serbia with proposal of remedy measures. The Report covers 262 of dangerous spots out of which 79 are priority I (30.1% out of total number of dangerous spots), 106 are priority II (40.5%) and 77 are priority III (29.4%). The Report indicated exact locations of dangerous spots asking for immediate measures in order to prevent traffic accidents. In this context, some measures for improvement of dangerous spots on public roads have been already implemented. Based on the above-mentioned documents, this department proposed several projects for remedy of dangerous spots on the public roads of the Republic of Serbia for financing from the NIP funds for 2009. As part of the projects financed by international financial institutions (WB, EIB, EBRD), this department actively participates in the activities of road safety audit. The Government requested the assistance of the Global Road Safety Facility for support to undertake a road safety management capacity review. This study which was completed in 2007, presented a broad implementation plan. The GRSF has also contributed to the costs o f a comprehensive International Road Assessment Program (iRAP) survey in Serbia, to achieve stakeholder consensus on a multisector strategy and an action plan for road safety, studies, the Government, through the Ministry of Infrastructure, has also requested the cooperation of the World Bank to support the plans for: road safety capacity building; creation o f a road safety performance framework; developing and launching a national road safety strategy; and the preparation and piloting of multi-sectorial road safety pilots. The implementation of these activities will represent a substantive start to improving road safety in Serbia. According to unofficial results Serbian Road network are as follows: Tab. 3.92: The percentage of the network by Star rating* for car occupants35
Ranking 5 stars 4 stars 3 stars 2 stars 1 star
Percent of inspected network*
36
30
30
Star Ratings are based on road inspection data and road design risk factors. They provide a simple and objective measure of the level of safety that is built in to the road for car occupants, bicyclists and pedestrians. Star Ratings are produced on sections of road where there is demand for use by each of the road user types. The safest roads (four and five stars) have road safety features that are appropriate for the prevailing traffic speeds. They are likely to be straight, have two lanes in each direction separated by a wide median, have good line-marking, wide lanes and sealed shoulders, safe roadsides and good provision for bicyclists and pedestrians, such as dedicated paths and crossings. The least safe roads (one and two stars) do not have road safety features that are appropriate for the prevailing traffic speeds. They are likely to carry two-way traffic with only one lane in each direction, have lots of curves and intersections, narrow lanes, gravel shoulders, poor line marking and unprotected hazards such as trees, poles and steep embankments close to the side of the road.
35
IRap, Results Serbia 2009, http://www.putevisrbije.rs/strategijapdf/IRAP_SERBIA_09_ENG.pdf
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According to unofficial results Serbian Road network is in fair condition. Only 80 km was rated with one star (as very bad)36. iRAP programme has great potential to reduce road death and injury on the inspected network. Available results include a detailed breakdown of the countermeasure programme and the precise locations where they should be considered for implementation. The following table provides a top five of the recommended countermeasure programme for the Serbian network.
Tab. 3.93: Top five countermeasures in recommended programme iRAP (million RSD, 20 year)
Countermeasure type Shoulder sealing (>1 m) Signalised crossing Overtaking lane Road surface improvement Roundabout . Total
( )
Sites/length 175 km 336 sites 50 km 279 km 247 site
Estimated cost 531 624 624 392 196
KSI saved 966 680 500 498 472
Safety Benefits* 5,690 4,005 2,945 2,934 2,778
BCR 11 6 5 7 14
4,296.88
5.592
32,939.54
* Safety benefits are Present Value figures discounted over 20 years at a rate of 4% per annum.
36
Vuksanovi, B.: Bezbednost na dravnim putevima, 2009, http://www.putevi srbije.rs/strategijapdf/bezbednostputevi.pdf
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3.10 Road transport vision for 2015 The Republic of Serbia gives priority to the system of interoperable highway corridors, on which the same standards are met along the whole corridor, in terms of service level, safety, toll charging system, information and different services. This system contributes to the increase of users comfort and to increased traffic safety on the corridor, additionally affecting economic development and increase in demand for services. The current road network consists of about 15,000 km of roads, and the state road network will be considerably reduced by re-categorization. Priority in the first medium-term period will be given to rehabilitation, maintenance, completion and harmonization of the characteristics of state roads category I and constructions on the road network. City bypasses, state roads category II and municipal roads and streets are to be developed according to the need to harmonize and homogenize the characteristics of the whole network. In year 2015, the road network in the Republic of Serbia will have a higher level of services when compared to 2005. The system of public roads capacity is oriented to the demands and meets all the requirements of domestic and international transport market. Investments made in the previous period enabled gradual development of high capacity highway network, where both national long distance and transit transport is performed. The integral system of electronic toll charging has been introduced and is operational on the whole network. The user, for the price he is paying, gets a series of high-quality services - high safety level, safe and comfortable parking, quick assistance and service, information on the road and traffic, good health and catering services. Tolls are used for maintenance and construction of highways. The principle polluter pays has been introduced in road transport, so that the vehicles which pollute the environment more pay more charges for public road use. The rest of the state road network has also been reconstructed and has a high level of services. Regular and winter maintenance are on the level of European standards, and financing is carried out through a specialized fund. The fund sources are regulated by law. Local self government units maintain and upgrade the municipal road and street network on the same principles. The re-categorization of the network has been finalized and competencies are clearly distributed, as well as responsibilities for both state and municipal roads and streets. The public road cadastre and road grounds inventory is completed and upgraded. The reform in the field of public road maintenance is over. The system of fair competition and contracting based on the quality of maintenance services provided is being implemented, including winter maintenance integrated with the system of hydrometeorological stations on the whole territory of the Republic of Serbia. Efficient organization and transport management are of great importance, particularly in densely populated areas. The use of intelligent transport systems and integrated access to hubs where public and individual transport intersect, facilitate transport management. Road transport development is directed to increase of competitiveness and professional performance of the sector, and the access to the transport market in the road transport is based on principle of nondiscrimination. Regulations in the field of road transport are fully harmonized with corresponding European regulations from the aspect of technique, technology, standardization, safety and management.
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SWOT Analysis
Realization of strategic goals in the road sector cannot be reached only by linear path of activities. Many factors which act in parallel and simultaneously influence the process of implementation and realization can slow down or speed up the achievement of objectives. These factors may be of national or international origin and can be manifested in different periods and in different ways. Generally speaking, in its strategic approach to road transport development, the Republic of Serbia has to make use of the advantages and opportunities it is being offered, in order to eliminate weaknesses and try to avoid threats which lie ahead37.
Strengths
geographic position and level of transport network development, infrastructure resources
S
Weaknesses
defined frame (respecting European and regional transport policy) and global goals; availability of professional and expert resources in the Republic of Serbia.
political position of the country; transport infrastructure on the Corridors in the Republic of Serbia is neither completely built nor equipped with modern technical and technological systems; excess of economic discontinuities in previous period (war in the
surroundings, UN sanctions, NATO bombing, UNMIK- international administration over AP of Kosovo and Metohija). transport system modes are not integrated; insufficiently developed institutions and lack of mutual coordination; lack of experienced managers, administrative and expert personnel and inertia in transformation of administrative procedures; lack of stable financial resources; urban and suburban public passenger transport is not developed and mainly lean on one transport mode (bus/coach).
Opportunities:
interests of a wider region for development of Regional Core network, future possibility to influence European networks development plans with Serbian development goals (review expected in 2010),
37
Strategy of Railway, Road, Inland Waterway, Air and Intermodal Transport Development In The Republic Of Serbia, 2008 2015, Belgrade, 27 December, 2007
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O
Threats:
shorter travel distances compared to TEN-T EU South-Eastern priority axes (Corridor IV and IVa), in better, more comfortable and more pleasant environment new investment models in the sphere of transport (concession, PPP, usage of European funds) development of multimodal system of transport preservation of ecological content, good tourist offer and intensification of tourist flows. Pan-European Corridors IV and IVa in vicinity of the territory of the Republic of Serbia - at a distance of 50-100 km from Corridor X non-complementary development strategies of neighboring countries, to the transport strategy of the Republic of Serbia a lot of border crossings along main routes, unsolved issues related to financial responsibility, debt pay off, sustainable financing and guarantees for borrowing, unstable and insufficient financing of transport system development,
predomination of politics over profession and expertise, manifestation of partial and local interests inside the country, resistance against changes (legal system, labor mentality, criminal interests).
The conclusions, derived from the SWOT analysis, particularly significant for making decisions, are: 1. in the conditions of limited financing, rehabilitation/maintenance of transport networks must be given priority in regard modernization and construction. Desired standards regarding accessibility, safety level and the level of services of transport networks should be precisely defined. Financing sources for infrastructure maintenance must be stabilized and they must be defined in relation to fuel prices, so that they ensure maintenance on the basis of European standards. Pay off of past debts, procedures for new borrowings and the system of guarantees must be regulated. The efficient charging system for construction and use of commercial facilities with access given from a public road must be implemented; 2. most of traffic safety problems are associated with roads safety. The number of fatalities on roads in the Republic of Serbia must be lower; 3. the goal is that quantity of harmful emissions should comply with the targets set by the EU. The transition to an ecologically sustainable transport system requires additional efforts in a number of areas. It is important that the development towards more environmentally sound and energy-efficient means of transport be continued within all transport modes. The use of renewable fuels must be increased. The measures for the increase of efficiency of transport systems in both cargo and passenger transport are also required. The efforts to adapt
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infrastructure development and maintenance to environmental requirements, in order to ensure harmony with nature and the cultural environment, must be continued; 4. increased role of the private sector and realigning regulations in the public sector and institutions towards EU integration with clearly defined responsibilities, expert management and staff and effective control procedures. Implementation of public procurement procedures, the application of performance based contracting clauses will lead to stronger competition and the necessary reduction of public roads maintenance costs; 5. political support and consensus toward the harmonization with the European Union (White Paper) and the concept it stands for are needed, as well the harmonization with respect to European convergences agreement and other political changes in order to join the European Union; 6. procedures and inspections must be simplified and coordinated in order to reduce time and costs of cross-border transports for passengers and freight. Volume of export and import as well as income in the Republic of Serbia will increase due to reduced obstacles and simpler and faster border crossing procedures. Administration of cross-border transports will be more cost effective when double "checkpoints" are reduced;
7.
due to the fulfillment of bilateral agreements concerning border crossings, transit will increase faster than general development in the Republic of Serbia economy. Transit is essential for economic growth in service sectors located along routes where transit transport is going ahead. Incomes of the Republic of Serbia will increase not only due to international transport using toll roads, but also because of income increase in the service sector.
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5
5.1
General Master Plan Road Network

Introduction
According to item 2.3 of the Terms of Reference within the first project phase the Consultant established a multi-modal transport model that incorporates all modes. The purpose of a transport model in general and of the specific model under elaboration within the General Transport Master Plan of Serbia is to simulate future developments under different socio-economic and political scenarios and their impact on transport demand. The EU TRANSTOOLS modelling set has been used as a basis for elaboration of the Serbian transport model. It has been further worked out in more details and recalibrated for the study area under consideration. The model includes: Adopted zoning system (GIS) that consists of 25 districts with associated to these socioeconomic data; Passenger and freight transport data and Infrastructure networks data (GIS). As for the base year the multimodal network consists of separate layers of rail, road and IWW networks further connected by transhipment nodes and connectors to reflect the integration of separate transport modes within transportation chains. The total length of the modelled multimodal network is 9,944 km, as follows: 2,765 km of railway network that includes all lines of international, national and regional importance 5,574 km of road network that includes the trunk road network, i.e. motorways, main, regional and small part of local roads 1,321 km of inland waterways representing the rivers of Danube, Sava and Tisa, as well as DTD canals of 3rd, 4th and 5th class. The nature of the air transport does not provide for network modelling. The two airports currently in operation, i.e. Nikola Tesla Airport in Belgrade and Constantin the Great Airport in Ni, are presented as nodes. It is important to understand that the links are set up in a way to serve strategic and policy formulation GTMS needs for forecasting and projects identification and assessment, but cannot meet day-by-day operational requirements of respective infrastructure owner/manager. The networks are split into separate links to reflect: Important passenger and/or traffic generation and/or attraction centres/nodes, like big cities, district centres, railway stations, ports, industrial sites, etc. Changes in technical parameters of the network: number of lines for road network, single/double, electrified/not electrified section for rail network, class of IWW, etc. Significant changes in traffic volumes, junction, and interchanges providing for traffic flow split or sum up, etc. Border/study area crossing points, tolled/un-tolled sections, locks for IWW network, etc. The networks in the study area were modelled based on WorldNet networks which include entire Europe and large part of the remaining world. This allows not only domestic Serbian traffic but also international flows that have origin or destination point in the study area to be modelled, as well as the flows transiting it. The study area networks provided from WorldNet, were first checked for accuracy and then made more detailed by adding new or splitting existing links to better serve specific needs of the GTMP study. The model choice is highly influenced by transport infrastructure availability and quality in terms of: accessibility, speed/travel time, comfort/infrastructure condition, and costs. Additionally, the
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infrastructure conditions and capacity are basic indicators for identification of possible bottlenecks in accommodation of current and future transport demand and this way for identification of necessary improvement of existing infrastructure or of new construction projects. The modelled networks in study area, developed in GIS, are attributed with a number of technical, functional, and traffic data to present the actual situation as of the base year 2006. For the road network these are described in details hereafter. General Transport Master Plan Model of Road Network
5.2
The modelled road network in the study area consists of 265 links with total length of 5,574 km that include the trunk road network, i.e. motorways, main and regional roads, as presented in Tab. 5.2-1 and visualised in Fig. 5.2-1. Table 5.2-1: Structure of the Model Road Network type of the road Type of the road Length [km] Motorways and semi Two lanes motorways roads 705 3,845 68,99 Main Two lanes Total regional roads 1,023 18,36 5,574 100.00
Percent of Model 12.65 Road network
The Final Report of GMPTS contains more data regarding traffic characteristics, road conditions and other data attributed to each link. Here is important to underline that some necessary assumption, regarding road network, have been made (i. e. the entire section Belgrade - Novi Sad has been consider as motorway, and Belgrade Bypass section Dobanovci - Bubanj Potok also is constructed and in service).
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Fig. 5.2-1: Transport Model Road Network
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To each link the modelled road network is subdivided to, are attributed the data as it was earlier presented38. Next figure presents an example of data attributed the modelled road network: Fig. 5.2-2 Visualization of data attributed per modelled road links
The model network is divided in accordance with the type of terrain where the road was built. Structure of the road network according to terrain type is shown in following table. Tab. 5.2-2: Structure of the Model Road Network terrain type
Type of the road Length [km] Percent of Model Road network Flat 2,235 40 Hilly 2,192 40 Mountain 1,146 21 Total 5,574 100
The average road characteristics of typical road network links are shown in following table.
38
General Master Plan for Transport in Serbia, Interim Report I, December 2008
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Tab. 5.2-3 Average road characteristics

Two lane roads Average road characteristics Flat Rise + Fall m/km Average horizontal curvature deg/km Altitude of terrain m Speed limit km/h 10 15 100 80 Hilly 15 75 200 80 Mountainous 25 150 500 60 Flat 3 15 100 120 Hilly 25 25 100 120 Motorway
5.2.1
Condition of the Model Road Network
Consultant on the basis of available data on roughness assessed the status of Model Road Network as follows. For the roughness indicator, the range of values starts at about 2 and does not have a theoretical limit. Although there is no theoretical limit to the roughness value, there is a practical limit there for a road with a roughness of 8 IRI (m/km) is not passable, except at reduced speeds. A newly constructed pavement, using high-quality materials, equipment in good condition, and good construction techniques should have roughness of about 2 meters per km. Roads having an average roughness in the range of 3 are usually considered in good condition. Although it is somewhat subjective and varies by user, most users will start to consider a road having an average roughness of 5 as being in fair condition. Limit of tolerance is IRI 6, and over IRI 8 road is not passable without serious reducing of the speed. In the following table condition of the Model Road Network are presented. Tab. 5.2.1-1: Condition of Model Road Network in Republic of Serbia in 200839
Condition Good (IRI <3) Fair (3<IRI < 5) Bad (5<IRI < 8) Very Bad (IRI > 8) Total Motorways 100.00 0 0 0 100.00 Main roads 42.74 40.47 16.79 0.00 100.00 Regional roads 15.,00 50.54 34.46 0.00 100.00 Total 43.46 38.12 18.42 0.00 100.00
Average condition of the pavement on the motorways and semi-motorways can be characterized as good. On the Main road network situation is something worse. On this part of the network approximately 17% of pavement should be renewed. Worst is the situation on the regional network. If we use the same criteria for evaluation as the Main network, even 35% of the network would require urgent rehabilitation.
39
General Master Plan for Transport in Serbia, Draft Interim Report II, July 2009
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Fig. 5.2.1-1: IRI values on the Transport Model Road Network
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5.2.2
Maintenance costs of the Model Road Network
This section presents preliminary calculations of the required maintenance for the road network. The completion of the project "Road database for the Republic of Serbia" will provide the PERS from the middle of year 2009 with an up-to-date condition assessment which will base future works programs using World Bank model HDM-4. In the absence of such data, preliminary calculations of the required maintenance for the road network, based on the following assumptions: Road network of Serbia was divided in three categories according to the type of terrain: flat, hilly (or rolling) and mountainous, and two categories by road width. The characteristics of typical road sections are shown in the Table 5.2.2-1. Tab. 5.2.2-1:
Average road characteristics Flat Rise + Fall m/km Average horizontal curvature [deg/km] Altitude of terrain m Speed limit km/h 10 15 100 80 Hilly 15 75 200 80 Mountainous 25 150 500 60 Flat 3 15 100 120 Hilly 25 25 100 120
Typical Road Sections Characteristics40

Two lane roads Motorways
The characteristics of representative vehicles are accepted on the basis previous study done by of Faculty of Traffic and Transport in Belgrade41. The basic characteristics of representative vehicle fleet have been updated with actual financial and economic prices. For the Report assumed characteristics of the traffic data are as follows: -
Traffic category: normal traffic (no diverted or generated traffic are included); Traffic flow pattern: Free flow. In the base year traffic flow is adopted on the basis of analysis of traffic counts in 2006 year42. Averaged data are shown in the Tab. 5.2.2-2.
40 41
General Master Plan Road Network Analysis of the characteristics of representative types of vehicles at the primary road network of Republic of Serbia'', Faculty of Traffic and Transport in Belgrade, 2002. 42 Source: PERS
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Tab. 5.2.2-2: Averaged Traffic Flows for Typical Road Sections in 2006
Type of Terrain Traffic in base year 2006 Flat Terrain Low Medium* High
( )
Hilly Terrain 3.000 5.000 7.000
Mountain Terrain 1.000 2.000 4.000
Flat Terrain Hilly Terrain Motorway Motorway 10.000 15.000 25.000 10.000 15.000 25.000
3.000 5.000 7.000
* Medium traffic flow is used for HDM-4 calculations
Structure of the traffic on the typical sections of the Serbian road network is reported in the next Table 5.2.2-3.
Tab. 5.2.2-3: Structure of the Traffic on Typical Road Sections

Type of Vehicle Year period Passenger Cars Flat Hilly Mountain Flat Motorway Hilly Motorway 82.75% 82.26% 82.30% 77.79% 77.79% Buses 1.17% 0.98% 0.98% 1.00% 1.00% Light Trucks 1.43% 1.21% 1.33% 1.26% 1.26% Medium Trucks 3.66% 3.49% 3.59% 3.68% 3.68% Heavy Trucks 4.92% 5.53% 5.79% 5.75% 5.75% Articulated Trucks 6.06% 6.54% 6.01% 10.52% 10.52%
For determination of growth in traffic by 2010 year data from PERS study from 2007 was used. For the period after the year 2010 5% (2011 2025) and 4% (2026 - ) are adopted (Tab. 5.2.2-4).
Tab. 5.2.2-4:
Type of Vehicle Year period Passenger Cars
Assumed Average Annual Growth Rates
Buses
Light Trucks
Medium Trucks
Heavy Trucks
Articulated Trucks
2006 201043 2011 2025 2026
4.30 5.00 4.00
3.00 5.00 4.00
2.80 5.00 4.00
3.50 5.00 4.00
3.80 5.00 4.00
4.20 5.00 4.00
Public Enterprise Roads Of Serbia, Extension of the World Bank Transport Rehabilitation Project in Serbia, Road Rehabilitation Projects Feasibility Studies, Belgrade, March 2007
43
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Road condition of the typical sections was assumed to be very good as it is showed in the Table 5.2.2-5. Tab. 5.2.2-5: Assumed Conditions of Pavement for HDM-4 Calculations for the Typical Sections at the End of 2005 Pavement Characteristics Roughness m/km Total area cracking % Raveled area % Number at potholes No/km Edge break area % Mean rout depth mm Texture depth mm Skid resistance (Scrim 50 km/h) Value 2.00 0 1.00 0 0 2.00 0.70 0.50
Effect of maintenance on pavement deterioration has been carried out using HDM-4. In HDM-4, maintenance standards are used to represent the targets or levels of condition and response that are aimed to be achieved. Maintenance standards define the maintenance works required to maintain the road network at the target level. Each maintenance standard consists of a set of one or more works items. All maintenances can be carried out based on scheduled and condition-responsive works. Routine and periodic maintenance are the two kinds of maintenance treated in HDM-4. Routine maintenance works on bituminous roads, whose effects on pavement performance comprises patching, crack sealing, edge-repair, and drainage works. Patching and cracking are critical ones and discussed below. Patching is used to repair potholing, wide structural cracking, and raveling, and crack sealing treats transverse thermal cracking and wide structural cracking. Edge-repair is not critical for multi-lane highways. Other routine maintenance works include vegetation control, and repairs to road appurtenances. Their effects on pavement performance are not modelled endogenously, and therefore, only their costs are considered in an analysis. On Table 5.2.2-5 are shown financial costs of operations assumed to provide a routine maintenance. These costs are evaluated as unit costs (Euro/m2) and can be used for each road typology. The costs of miscellaneous works depend only on number of lanes. Tab. 5.2.2-5: Unit Cost of Routine Maintenance Works
Work name Maintenance works for asphalt pavement Crack Sealing Patching Miscellaneous Works on the two lane roads Miscellaneous Works on the motorways 4.70 EUR/m2 12.00 EUR/m2 1,200 EUR/km 2,000 EUR/km Financial unit cost
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Periodic maintenance works on bituminous roads comprises of preventive treatment, resealing, overlay, mill and replace, inlays, and reconstruction. For the periodic maintenance was assumed that the average level of road IRI has to be between 2 and 6. That's mean that the period between two actions could be relatively long, and maintenance standard comprehensive enough to return the road pavement to its original state (on IRI 2). Assumed maintenance standard of the periodic maintenance is condition responsive. Works are activated when IRI exceed preset limit. This limit may be IRI 4 or IRI 6 which depends on the importance of road, structure and achieved traffic. Results of HDM-4 calculations of the routine and periodic maintenance economic costs are averaged for the one year period and presented in the Tab. 5.2.2-6. In addition to the calculated costs it is necessary to add 10% for bridge and tunnel maintenance as it is shown in Table 5.2.2-6. Tab. 5.2.2-6: Assumed Average Year Financial Maintenance Costs
Average Year Maintenance Cost EUR/km Type of Terrain Pavement condition Traffic Do Minimum Alternative 1 Alternative 2
Two Lane road Semi Motorway
very good very good
medium medium
2,550 4,400
12,100 19,000
9,900 16,000
Motorway
very good
medium
6,100
34,000
28,000
Regional Road
very good
medium
2,400
11422,4
8,500
More details can be found in Final report of the General Master Plan for Transport in Serbia.
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5.2.3
Traffic flow on the Model Road Network
Situation in 2006 is as follows in the Table 5.2.3-1. Calculations are made for the Road network included in the General Master Plan for Transport in Serbia (GMTS)44. Table 5.2.3-1: Traffic on the Model Road Network of the Republic of Serbia in Year 200645 (base year)
AADT46 AADT<2000 2,000 <AADT< 5,000 5,000 <AADT< 10,000 10,000 <AADT< 15,000 15,000 <AADT< 20,000 20,000 <AADT< 25,000 25,000 <AADT< 30,000 30,000 <AADT< 40,000 40,000 <AADT< 50,000 50,000 <AADT< 60,000 Length km 1,777 1,927 1,265 295 171 68 34 0 0 0 % of length 32.09 34.81 22.84 5.32 3.08 1.24 0.61 0.00 0.00 0.00 100.00 total Transport flow Percent of km x vehicle transport flow 726,005 1,707,875 5,616,129 5,213,614 1,363,191 1,582,093 2,240,489 3,328,525 69,7640 0 21,847,685 3.32 7.82 25.71 23.86 6.24 7.24 10.26 15.24 0.32 0,00 100.00
Total on the Model Road Network 5,537 (Source: Consultant Study)
Transport demand in Serbia is growing, reflecting the structural changes in the economy and the realignment of trade flows in the region. Road traffic in Serbia has been increasing annually at a rate of between five and seven percent since 2000, with higher growth in and around the main urban areas. This trend is expected to continue, exacerbating problems of congestion in and around the main urban areas and road safety more generally. One study predicted that it would increase by 2.5 times by 202547 and the estimate for road traffic growth on regional SEETO core network is sixty percent growth by 2013. Traffic on Serbian road network will rise depending on several things. Forecast of domestic demand will depend from increment of GDP, rise of population and the relation between costs of other means of transportation. Among other influential things are situation in nearby countries, status of Serbia towards EU, and Kosovo and Metohija situation.
44 45 46
47
GMPTS General Master Plan for Transport in Serbia - Base Year AADT - Annual Average Daily Traffic COWI, (2003).
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Situation in year 2027 according to GTMPS assumption and without upgrading or improvement of road network are presented in table 5.2.3-2. That means, that until 2027year just Do minimum projects will be finished and included and maintenance work will be performed. In this case, development project are not included in the road network. Table 5.2.3-2: Traffic on the Model Road Network of the Republic of Serbia in Year 202748 (do minimum)
AADT AADT<2000 2,000 <AADT< 5,000 5,000 <AADT< 10,000 10,000 <AADT< 15,000 15,000 <AADT< 20,000 20,000 <AADT< 25,000 25,000 <AADT< 30,000 30,000 <AADT< 40,000 40,000 <AADT< 50,000 50,000 <AADT< 60,000 Length km 347 304 1,625 1,846 819 244 166 187 36 0 % of length 6.23% 5.45% 29.15% 33.11% 14.70% 4.39% 2.97% 3.36% 0.64% 0.00% 100.00% total Daily transport flow km x vehicle 2,359,196 5,509,980 17,778,078 14,756,172 4,243,342 3,551,081 5,582,036 7,546,955 619,755 515,735 62,462,329 Percent of daily transport flow 3.78% 8.82% 28.46% 23.62% 6.79% 5.69% 8.94% 12.08% 0.99% 0.83% 100.00%
Total on Model Road Network 5,574 (Source: The Consultants Study)
About 5,537km of GMTS Road Network is taken in consideration including motorways, semi motorways, main and regional roads. Comparing data form tables 5.2.3-1 and 5.2.3-2 show the increment of the expected transport flow on the road network to the amount of 2.75 times more in year 2027 compared to 2006. The following conclusions can be made based on comparison of traffic in 2006 and 2027 years (base year / do minimum): In 2006, at approximately 90% of the length of the network PCU is less than 10,000. On these sections 66% of the transport flow is done. In 2027 the percentage of network in which the equivalent AADT less than 10,000 is only 40%, and transport flow is about 20% realized on the whole network; In 2027 the 11% of the PCU achieved on the road network is higher than 20,000, and transport flow on same links are 30% realized on the whole network.
48
General Master Plan for Transport in Serbia - Do minimum
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Fig. 5.2.3-1: Comparison of Traffic Flows in 2006 and 2027

2500
Traffic flow 2006

2000
Traffic flow 2027
Kilometers
1500
1000
500
0 < 2000 2,000 - 5,000 5,000 - 10,000 10,000 - 15,000 15,000 - 20,000 20,000 - 30,000 30,000 - 40,000 40,000 - 50,000 50,000 - 60,000
PCU
(Source: The Consultants Study -Results from the Transport Model Calculations)
5.2.4
Capacity of the Model Road Network
Keeping in mind the level of this study, the Consultant in order to define capacity of road links assumed average capacity per line per direction as a number of vehicles per hour for the specific road classes used in WorldNet.49 The capacity values were additionally adjusted based on local features Free flow speed assessed based on average car & HGV (Heavy Goods Vehicle) speed per road classes Type of terrain
Road model database includes two indicators for roads state/quality: IRI & PSR (latest calculation field) IRI data were collected from the Road Data Base, developed during 2008 year. Assessed capacity indicators are shown in the following table
Tab. 5.2.4-1: Assessed capacity indicators Type of road / terrain Motorway / flat Motorway / hilly 2-lane road / flat 2-lane road / hilly 2-lane road / mountain Hourly capacity per line 2,200 1,800 1,200 1,000 800 Free flow capacity (AADT) 35,000 28,800 15,000 13,000 10,500
49
General Master Plan for Transport in Serbia, Interim Report I, December 2008
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The Consultant has made the additional effort in order to check and compare capacity values, performing additional traffic capacity calculation for some links. Traffic capacity calculation has been made in accordance to HCM procedure on general level using available data by road network sections. The basic comparison of traffic demand and supply is based on definition coefficient of available capacity on the level of reference flow, i.e. 30 th -60th the biggest traffic flow on hour (Q30 Q60). For this analyzes the next assumptions are made: On all sections of rural road network is applied the same factor n-hour, Assumed is same two-way flow (50% - 50%) directional split in reference hour on sections with separated carriageways (motorways) Passes through urban areas are excluded from calculations. Distribution of sections of main road networks in Serbia based on coefficient of used capacity (Q/C) on section is illustrated in tables 5.2.4-2 and 5.2.4-3 regarding to relative participation in total length and vehicle x kilometre (transport flow) for both networks.
Tab. 5.2.4-2: (Q/C) on Model Road Network distribution in 2006 (base year)
Q/C Number links 108 110 37 1 3 0 1 0 0 0 Model Road 260 of % of number 41.54 42.31 14.23 0.38 1.15 0.00 0.38 0.00 0.00 0.00 100.00 total Length km Daily transport % of total flow % of total length transport flow Vehicle x km 45.01 41.01 13.44 0.13 0.39 0.00 0.03 0.00 0.00 0.00 100.00 4,240,761 14,849420 6,810,495 98,312 290,336 0 34,564 0 0 0 26,323,888 16.11 56.41 25.87 0.37 1.10 0.00 0.13 0.00 0.00 0.00 100.00
<0.2 0.2 - 0.5 0.5 - 0.8 0.8 - 0.9 0.9 - 1 1 - 1.5 1.5 - 2 2 - 2.5 2.5 - 3 >3 Total on Network
2,492 2,271 744 7 21 0 1 0 0 0 5,537
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Fig. 5.2.4-1: Overcapacity links on the Serbian road network in 2006 (base year)
(Source: Consultants Transport Model Outputs)
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On the Model for Road Network in 2006 there are only 5 links on which the used capacity is greater than 0.8. These are mainly urban sections of Main roads with the total length of 30 km (less than 1% of total length). On these sections only 5% of transport flow is realized. On the other links situation is much better. On 86% used capacity is lower than 0.5, and nearly 70% of transport flow. On 13% of the network used capacity is between 0.5 and 0.8.
Tab. 5.2.4-3: (Q/C) on Model Road Network distribution in 2027 (Do minimum)
Q/C <0,2 0,2 - 0,5 0,5 - 0,8 0,8 - 0,9 0,9 - 1 1 - 1,5 1,5 - 2 2 - 2,5 2,5 - 3 >3 Total on Model Road Network Number of links 15 55 95 17 15 56 11 0 1 0 265 % of total number 5.66 20.75 35.85 6.42 5.66 21.13 4.15 0.00 0.38 0.00 100.00 Length % of total length km 392 860 2,218 363 366 1,259 116 0 1 0 5,574 7,02 15,42 39,79 6,51 6,57 22,58 2,07 0,00 0,02 0,00 100,00 Daily transport % of total work work vehicle/km 705,244 6,475,979 31,920,882 4,675,678 5,010,704 20,999,263 2,500,622 0 57,771 0 72,346,142 0.97 8.95 44.12 6.46 6.93 29.03 3.46 0.00 0.08 0.00 100.00
Situation on the Model Road Network in 2027 will be much different. This implies Do minimum scenario, means that there are no development projects applied on the road network, only do minimum projects and maintenance works are performed. Used capacity is lower than 0.5 on only 23.5% of the total length. On 46.3% of the network used capacity is higher than 0.5 and lower than 0.8. On large part of the network used capacity is higher than 0.8 (37.75%), and nearly 25% higher than 1. On these links more than 47% of transport flow is realized.
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Fig. 5.2.4-2: Overcapacity links on the Serbian road network in 2027 year (Do minimum)
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6
6.1
Development Projects
Do minimum Projects
Taking in consideration that some road sections of Serbian road network are under construction or in the stage of preparation of construction works, with provided funds and that is obvious that those sections will be constructed in a certain period of time, the Consultant included those projects together with activity on the road maintenance in Do minimum scenario. On that way the Consultant can study what will happens on the road networks without additional investments in new links and road sections. Do minimum projects will include for each transport mode the projects that are: Under Construction Under bidding phase Having funding found and approved In this study, regarding road network, two sections that are the part of Belgrade bypass make Do minimum projects, those are: Section "A: Batajnica - Dobanovci Section "B" sectors 5 and 6 Fig. 6.1-1: Belgrade Bypass
(Source: Highway Institute Belgrade")
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Belgrade City Road Bypass Construction of the Belgrade Bypass will enable the connection among the western part of the Republic of Serbia road network (E-70 motorway), northern part (E-75 motorway), Obrenovac and Valjevo (M19 main road), aak and Kraljevo (M22 main road) and Ralja (R200 regional road), whereas at Bubanj potok it will coincide with the route towards Ni (E-75 motorway). Bypass route has been designed within the corridor specified by the Belgrade Master Plan as the one to be used for passage of roads through Belgrade City area. Belgrade Bypass comprises the following sections: Section A: Batajnica Dobanovci upcoming works Section B: Dobanovci Bubanj potok sectors B1-B3: Dobanovci Ostrunica works completed and opened for traffic sector B4: Ostrunica Orlovaa opened for traffic and completion works in progress sectors B5-B6: Orlovaa Bubanj potok upcoming works Section C: Bubanj potok - Panevo (E-70) upcoming works During the 1980s, a special Feasibility Study was prepared for the motorway section DobanovciBubanj potok. This Study analyzed all the alternatives and examined all the economic parameters, concluding that this represented a priority as well as a profitable investment in Serbias road network.
TECHNICAL CHARACTERISTICS OF THE SECTIONS: Total length of the Bypass section from Dobanovci to Bubanj Potok is 47.4 km and it was designed with design speed of 120 km/h. Road profile consists of two carriageways, each being 11.5 m wide, and a median of 4.0 m width. Minimum applied horizontal curve radius is 1,000 m, and maximum gradient is 3.8%. Five nods are designed on this section: two of the being at section ends and three in the middle part of the section. Solutions for layout and elevation of the basic alignment are specified in such a manner that the construction of other interchanges will also be possible in the future, provided that justified traffic reasons substantiate such an action. There are 41 bridge localities with 79 structures on the section Dobanovci - Bubanj potok. The biggest bridge is the one over the Sava River near Ostrunica, consisting of three structures in total length of 1,965 m (steel structures over the river and approach concrete frameworks on both banks). All other bridges are concrete, whereas five bridges are distinguished by size: Sveta Petka (408 m), eleznika reka (406 m), Kijevski potok (571 m), Topiderska dolina (597 m) and Pruni prelaz (across the Poarevac railway line, 452 m). Four tunnels are designed on this route and those are the following: Lipak (partially under the plateau of the railway station Ostrunica, length 665 m), eleznik (699 m) and Beli potok (under Avala road, 373 m) with two tunnel tubes, and the Straevica Tunnel (under Resnik, 745 m) with two separate tubes.
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The project is being realized in two phases, with regard to the content of the cross-section. The first phase is based on construction of one carriageway of 11.5 m and its functional use for two-way traffic. However, it contains all the elements of the final solution that will enable simple upgrade to full motorway profile. Additionally, this phase includes expropriation of road area for the final solution. Batajnica Dobanovci is section on Belgrade bypass it is motorway E-75 which is part of TransEuropean Motorway network (TEM) and Pan-European transport Corridor X (Xb). This motorway section is 10.1 km long, contains two carriageways with two traffic lanes, one emergency lane in each direction. This section connects two motorway E-75 and E-70 contains two big interchanges, Technical documentation is in stage of Detail Design. The construction works should start in 2009 year. The assessed value of investment cost is 115 mil . Fig. 6.1-2: Belgrade Bypass , interchanges Batajnica and Dobanovci
Belgrade Bypass sectors 5 and 6 is section interchange Orlovaca to interchange Bubanj Potok on existing motorway E-75. This motorway section is 12.1 km long, contains two carriageways with two traffic lanes, one emergency lane in each direction in the final stage. It is foreseen to construct Belgrade Bypass motorway in successive stages. Technical documentation is in stage of Detail Design. The construction works on first stage (semi motorway) are ongoing. The assessed value of investment cost is 221 mil .
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Fig. 6.1-3: Belgrade Bypass
Tab.6.1-1 Do minimum Scenario: Road Investment and Maintenance Costs Road Section Belgrade Bypass Sector A Belgrade Bypass Sector 5 and 6 Total New Construction Yearly Maintenance of Main Network Yearly Maintenance of Municipality Network Total 2009-2027 Maintenance Costs TOTAL EXPENDITURE 2009-2027 *(Values in Euro Million at constant 2007 prices) Length [km] 10 13 23 14,977 22,416 37,393 37,393 Cost [EUR millions] 115 221 336 161 95 4,600 4,936
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6.2
Road Development Projects
This section will include development projects on Road network at different state of implementation and definition. These projects are identified by both Beneficiaries and Consultant. The actual status of the technical documentation is on different stages of finalisation and where is not defined both funding source and funding agreement. Potential projects which are below presented are coming from two main different sources: Beneficiary Plans and Programs and Consultant assessment. The list of projects presented should not be considered as conclusive. Other projects will be added to the lists according to findings of transport modelling. For each of the Development projects the Consultant has prepared a short general description with role in the road network and the review of the main link characteristics required for the transport model. Also the output results from the model, regarding traffic and speed on each link, with and without development projects are presented as well as status of available technical documentations.
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Tab. 6.2-1: Road Development Projects

LINK CODES & NAMES Origin Code 1. Horgos - Novi Sad 103808 103345 103345 103259 103807 103807 110165 110165 103344 103297 103297 110165 103681 103743 103328 103743 110166 110166 110166 103712 103327 103290 103712 103327 Origin Name Hungary border 3 Subotica (petlja) Subotica (petlja) Baka Topola (petlja) Srbobran (petlja) Srbobran (petlja) Petlja Y Petlja Y Subotica Kelebija Kelebija Petlja Y Vladiin Han Bujanovac Preevo (petlja) Bujanovac Vladiin Han (petlja) Vladiin Han (petlja) Vladiin Han (petlja) Ni east Pirot Gradina Ni east Pirot destinatio n Code 103745 103745 103259 103780 103780 103325 103345 103259 103345 103292 103344 103344 103680 103681 103308 103328 103743 103681 103680 103327 103290 103282 103327 103290 Destination name Horgo Horgo Baka Topola (petlja) Feketid (petlja) Feketid (petlja) Novi Sad north Subotica (petlja) Baka Topola (petlja) Length (Km) Existing/Do minimum Characteristics Capacity Freight Number Pax Speed Terrain (Veh/Train Speed of Lanes (Km/hr) Type /day) (Km/hr) 1200 2 70 60 1 1 1200 2 100 75 1 1200 2 100 75 1 1200 2 100 75 1 1200 2 100 75 1 1200 2 100 75 IRI 2.0 2.0 2.0 2.0 2.0 2.0 Length (Km) 1.715 16.961 0.000 20.722 9.198 28.402 9.564 23.673 110.235 18.34 1.51 6.90 10.89 37.64 37.989 0.00 8.00 18.42 25.85 15.46 45.84 151.56 59.682 23.771 5.000 60.00 23.50 171.95 25.1 With Project Characteristics Capacity Freight Number Pax Speed (Veh/Train Speed of Lanes (Km/hr) /day) (Km/hr) 2200 4 120 80 2200 4 120 80 2200 2200 2200 2200 2200 1200 2200 2200 2200 1200 2200 2200 2200 1200 2200 1000 1000 1000 2200 2200 4 4 4 4 4 2 4 4 4 2 4 4 4 2 4 2 2 2 120 120 120 120 120 80 120 120 120 80 120 120 100 80 120 70 70 70 100 120 80 80 80 80 80 65 80 80 80 70 80 80 80 65 80 50 50 50 80 80 Package/Project Code Terrain Type 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 1 IRI 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 5.0 5.0 2.0 2.0 Package RDA RDA RDA RDA RDA RDA RDA Project 1 1 1 1 1 1 1 Horgos - Novi Sad, Motorway Additional carriagewy, keep existing road Project Descript. (max 20 characters) Project Type (Rehab.,Upgrad., New)
2. Kelebija - Subotica (south)
3. Grabovnica - FYRM
4. Nis - Dimitrovgrad (prosek)
1.715 16.961 31.594 20.722 9.198 28.402 0.000 0.000 108.592 Subotica (petlja) 18.34 Hungary border 2 2.00 Subotica 9.11 Subotica 0.00 29.45 Leskovac (petlja) 37.989 Vladiin Han 38.362 Macedonia border (Tabanovce)8.000 Preevo (petlja) 18.42 Bujanovac Vladiin Han Leskovac (petlja) 102.771 Pirot 59.682 Gradina 23.771 Bulgaria border 3 5.000 Pirot 0.000 Gradina 0.000 88.453 28.607
1200 1200 1200
2 2 2
80 80 80
65 65 65
1 1 1
2 2 2
RDA RDA RDA RDA RDA RDA RDA RDA
2 2 2 3 3 3 3 3
Kelebija - Subotica Motorway
New motorway, partially keep existing road
1200 1200 1200 1200
2 2 2 2
80 80 80 80
70 70 70 70
1 1 1 1
2.0 2.0 2.0 2.0
Grabovnica - FYRM Motorway
Additional carriagewy, 52km and new motorway 46km,keep existing road
1000 1000 1000
2 2 2
70 70 70
50 50 50
2 2 2
2.0 5.0 5.0
RDA RDA
4 4
Nis - Dimitrovgrad Motorway
New motorway, keep existing road
5. Kragujevac - Batocina
103752 Kragujevac
103739 Batoina (petlja)
1200
80
70
2.0
2200
100
80
2.0
RDA
Kragujevac - Batocina Motorway
Additional carriageway, keep existing road
LINK CODES & NAMES Origin Code 6. Beograd - Pozega 103758 103299 103299 103731 103731 103792 103742 103757 103732 103792 103711 103721 103353 103304 103304 103742 103711 103721 103353 103753 103750 103397 103396 103753 103750 103397 Origin Name Beograd (ukarica) Kneevac (kruni put) Kneevac (kruni put) Delije Delije aak Poega Ostrunica Lazarevac aak Uice Kneevidi Kremna Kotroman Kotroman Poega Uice Kneevidi Kremna Novi Sad south Ruma (petlja) abac Loznica Novi Sad south Ruma (petlja) abac destinatio n Code 103760 103758 103732 103732 103774 103774 103792 103732 103774 103742 103722 103711 103721 103353 103273 103711 103721 103353 103304 103750 103397 103309 103309 103750 103397 103396 Destination name Beograd (mostarska petlja) Beograd (ukarica) Lazarevac Lazarevac Preljina Preljina aak Lazarevac Preljina Poega Poega south Uice Kneevidi Kremna Bosnia border 2 Uice Kneevidi Kremna Kotroman Ruma (petlja) abac Majur Majur Ruma (petlja) abac Loznica Length (Km) 2.952 8.216 44.122 4.491 77.428 5.611 35.325
Existing/Do minimum Characteristics Capacity Freight Number Pax Speed Terrain (Veh/Train Speed of Lanes (Km/hr) Type /day) (Km/hr) 1200 2 70 60 2 1200 2 70 60 2 2 1200 2 70 60 2 1000 2 70 60 2 1200 2 60 50 2 1000 2 70 60 2 1000 2 70 60
IRI 5.0 2.0 2.0 2.0 2.0 2.0 2.0
Length (Km) 2.952 8.216 44.122 4.491 77.428 5.611 35.325 44.800 70.500 29.700 145.000 21.739 15.031 18.196 16.538 2.000 18.900 10.800 17.300 13.000 60 40.739 28.429 9.891 48.38 39.00 28.00 53.00
7. Pozega - Uzice - Kotroman
B
8. Novi Sad - Ruma - Sabac Loznica
178.145 21.739 15.031 18.196 16.538 2.000
1000 1000 800 800 800
2 2 2 2 2
70 70 60 70 70
60 60 50 60 60
2 2 3 2 2
2.0 2.0 2.0 2 2
With Project Characteristics Capacity Freight Number Pax Speed (Veh/Train Speed of Lanes (Km/hr) /day) (Km/hr) 1200 2 70 60 1200 2 70 60 1200 2 70 60 1000 2 70 60 1200 2 60 50 1000 2 70 60 1000 2 70 60 2200 4 120 80 2200 4 120 80 2200 4 120 80 178.145 1000 2 70 60 1000 2 70 60 800 2 60 50 800 2 70 60 800 2 70 60 2200 4 100 80 1800 4 90 70 1800 4 90 70 1800 4 90 70 1200 1200 1200 1200 1200 1200 1200 2 2 2 2 2 2 2 70 80 80 80 80 80 80 60 65 65 65 65 65 65
Package/Project Code Terrain Type 2 2 2 2 2 2 2 1 1 1 2 2 3 2 2 1 2 2 2 2 1 1 1 1 1 1 IRI 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 5.0 2.0 2.0 2.0 2.0 2.0 2.0 Package Project Project Descript. (max 20 characters)
Project Type (Rehab.,Upgrad., New)
Beograd - Pozega Motorway RDB RDB RDB 1 1 1
RDB RDB RDB RDB
2 2 2 2
Pozega-Uzice Kotroman Motorway
73.504 40.739 28.429 9.891 48.379
1200 1200 1200 1200
2 2 2 2
70 80 80 80
60 65 65 65
2 1 1 1
5.0 2.0 2.0 2.0
RDB RDB RDB
3 3 3
Novi Sad - Ruma - Sabac New two lanes road, Loznica keep existing road Two Lane Road
Page 82
October 2009
LINK CODES & NAMES Origin Code 9. Beograd - Pancevo - Vrsac 103265 103265 103773 103726 103804 103805 103347 103726 103804 103805 103725 103724 103755 103687 103774 103774 103755 103724 103725 103711 103721 103721 103268 103268 103329 103289 103742 103728 103701 103351 103737 103736 103719 103719 103736 103737 103726 110164 103791 103315 103315 103298 103745 103726 103791 103298 103336 Origin Name Beograd Beograd Beograd (Krnjaa) Panevo Uljma Vrac Vatin Panevo Uljma Vrac Kruevac Vrnjaka Banja Kraljevo Mrajevci Preljina Preljina Kraljevo Vrnjaka Banja Kruevac Uice Kneevidi Kneevidi Bistrica Bistrica Prijepolje Gostun Poega Ivanjica D. Poljana Vrka uka Zajear Selite Paradin (petlja) Paradin (petlja) Selite Zajear Panevo Eka Zrenjanin Melenci Melenci Kikinda Horgo Panevo Zrenjanin Kikinda Senta destinatio n Code 103760 103773 103726 103804 103805 103347 103332 103804 103805 103332 103720 103725 103724 103755 103687 103755 103724 103725 103720 103722 103711 103321 103321 103329 103289 103318 103728 103701 103289 103281 103351 103737 103736 103736 103737 103281 103727 103726 110164 103791 103298 103336 103336 110164 103298 103336 103745 Destination name Beograd (mostarska petlja) Beograd (Krnjaa) Panevo Uljma Vrac Vatin Romania border 3 Uljma Vrac Romania border 3 Pojate (petlja) Kruevac Vrnjaka Banja Kraljevo Mrajevci Kraljevo Vrnjaka Banja Kruevac Pojate (petlja) Poega south Uice Nova Varo Nova Varo Prijepolje Gostun Montenegro border 2 Ivanjica D. Poljana Gostun Bulgaria border 2 Vrka uka Zajear Selite Selite Zajear Bulgaria border 2 Kovin Panevo Eka Zrenjanin Kikinda Senta Senta Eka Kikinda Senta Horgo Length (Km) 10.351 3.300 9.568 55.782 13.708 12.408 2.000
Existing/Do minimum Characteristics Capacity Freight Number Pax Speed Terrain (Veh//day Speed of Lanes (Km/hr) Type ) (Km/hr) 1200 2 80 65 1 2 1200 2 70 60 1 1200 2 80 65 1 1200 2 80 65 1 1200 2 80 65 1 1200 2 80 65 1 1200 2 80 65
IRI 5 5 2.0 2.0 2.0 2.0 2.0
Length (Km) 10.351 3.300 9.568 55.782 13.708 12.408 2.000 47.20 14.10 13.30 181.717 23.393 34.835 25.668 18.518 12.229 30.700 22.000 35.700 21.600 224.643 21.739 15.031 50.600 15.357 14.946 28.901 2.000 35.100 41.500 33.400 258.574 2.000 7.947 20.018 65.610 65.500 20.000 9.500 190.575 36.350 64.846 8.622 15.701 35.570 41.756 39.035 63.500 59.500 37.400 35.000
With Project Characteristics Capacity Freight Number Pax Speed (Veh/Train Speed of Lanes (Km/hr) /day) (Km/hr) 1200 2 80 65 1200 2 70 60 1200 2 80 65 1200 2 80 65 1200 2 80 65 1200 2 80 65 1200 2 80 65 2200 120 80 4 2200 120 80 4 2200 120 80 4 1200 1000 1000 1000 1000 2200 2200 2200 2200 110.000 1000 1000 1000 1000 1000 1000 1000 1800 1800 1800 800 800 1000 1000 2200 2200 2200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 1200 2 2 2 2 2 4 4 4 4 2 2 2 2 2 2 2 4 4 4 2 2 2 2 4 4 4 2 2 2 2 2 2 2 2 2 2 2 80 70 70 70 70 100 100 100 100 70 70 60 60 70 60 60 90 90 90 70 70 70 70 100 100 100 80 70 80 70 70 70 60 80 80 80 80 65 60 60 60 60 80 80 80 80 60 60 50 50 60 50 50 70 70 70 60 60 60 60 80 80 80 65 60 65 60 60 60 50 65 65 65 65
Package/Project Code Terrain Type 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 4 4 4 4 2 2 3 3 2 3 3 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 IRI 5.0 5.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 5.0 5.0 5.0 5.0 2.0 2.0 2.0 5.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Package Project Project Descript. (max 20 characters)
Project Type (Rehab.,Upgrad., New)
Beograd - Pancevo Vrsac - Vatin Motorway RDC RDC RDC 1 1 1
10. Pojate - Preljina
107.117 23.393 34.835 25.668 18.518 12.229
1200 1000 1000 1000 1000
2 2 2 2 2
80 70 70 70 70
65 60 60 60 60
1 2 2 2 2
2.0 2.0 2.0 2.0 2.0
RDC RDC RDC RDC
2 2 2 2
Pojate - Preljina Motorway
11. Pozega - Montenegro border
C
12. Bulgarian border - Zajecar Paracin
114.643 21.739 15.031 50.600 15.357 14.946 28.901 2.000
1000 1000 1000 1000 1000 1000 1000
2 2 2 2 2 2 2
70 70 60 60 70 60 60
60 60 50 50 60 50 50
2 2 3 3 2 3 3
2.0 2.0 2.0 5.0 5.0 5 5
Pozega - Montenegro border Motorway RDC RDC RDC 3 3 3
148.574 2.000 7.947 20.018 65.610
800 800 1000 1000
2 2 2 2
70 70 70 70
60 60 60 60
2 2 2 2
5 5 5.0 5.0
RDC RDC RDC
4 4 4
Bulgarian border Zajeacr - Paracin Motorway
13. Banatska Magistrala
95.575 36.350 64.846 8.622 15.701 35.570 41.756 39.035
1200 1200 1200 1200 1200 1200 1200
2 2 2 2 2 2 2
80 70 80 70 70 70 60
65 60 65 60 60 60 50
1 1 1 1 1 1 1
2.0 2.0 2.0 2.0 2.0 2.0 2.0
Banatska Magistrala M-24 Two Lane Road RDC RDC RDC RDC 5 5 5 5
New two lanes road, keep existing road
Page 83
October 2009
E-75 Horgos Novi Sad (Project RDA1) is part of PanEuropean transport corridor X, or more precise its branch Xb. The existing semi motorway on this section will be improved with construction of second (additional) carriageway to full motorway cross section (two carriageways containing two traffic lanes and one emergency lane, where carriageways are separated with 4 m wide median). The total length of this stretch is 108 km. The construction of new (left) carriageway and reconstruction of existing (right) carriageway is foreseen. On this section will be 10 grade separated interchanges. The Closed Toll System is foreseen on this section. Technical documentation is in the stage of preparation of Detail Design. The assessed value of investment cost is 132mil .
E-75
Fig. 6.2-1: Section Horgos - Novi Sad links characteristics without project
North
Tab. 6.2-2: Section Horgos - Novi Sad links characteristics without project
Traffic LINK (Vehicle/day) Pass. Veh. A B C D E F G H I J 5711 7949 7825 8497 7383 7876 8363 9814 5977 6867 Freigth Veh. 3779 1627 985 3337 3308 3116 1562 2588 0 950 Commercial Speed (Km/h) Pass. Veh. 52 71 75 56 60 60 71 57 58 54 Freigth Veh. 44 58 61 45 49 49 57 46 48 45 Design Speed (Km/h) Pass. Veh. 70 80 80 80 80 80 80 80 60 60 Freigth Veh. 60 65 65 65 65 65 65 65 50 50
Page 84
October 2009
Traffic LINK (Vehicle/day) Pass. Veh. K L M N 7988 9131 10701 15104 Freigth Veh. 152 124 1482 2626 Commercial Speed (Km/h) Pass. Veh. 64 62 52 31 Freigth Veh. 55 53 45 26
Design Speed (Km/h) Pass. Veh. 70 70 70 60 Freigth Veh. 60 60 60 50
Fig.6.2-2: Section: Horgos - Novi Sad, links characteristics with project

North
Tab. 6.2-3: Section Horgos - Novi Sad links characteristics with project
Traffic LINK (Vehicle/day) Pass. Veh. A B C D E F G H I J K L M N 5954 13091 11834 17966 17799 18618 20621 28067 5410 8088 6160 7929 7870 13129 Freigth Veh. 3949 1867 1238 3715 3688 3479 3325 4934 0 937 103 92 52 842 Commercial Speed (Km/h) Pass. Veh. 118 120 120 118 118 118 117 111 58 52 67 64 64 42 Freigth Veh. 79 80 80 79 79 79 78 74 48 43 57 55 55 35 Design Speed (Km/h) Pass. Veh. 120 120 120 120 120 120 120 120 60 60 70 70 70 60 Freigth Veh. 80 80 80 80 80 80 80 80 50 50 60 60 60 50
Page 85
October 2009
Fig.6.2-3: Section: Horgos - Novi Sad, technical documentation
Plan (Source: CPV- Novi Sad)
Tab. 6.2-4 Section: Horgos - Novi Sad, actual project status

PROJECT CYCLE Prefeasibility Study, Alternative Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works Serbian Regulation (YES/NO) YES YES YES NO YES YES No No International Regulation (YES/NO) No NO YES NO YES YES No No Months remaining 0
6 24
Page 86
October 2009
Kelebija - E-75 (Interchange Subotica south) (Project RDA2) is part of Trans-European Motorway network (TEM) and it is part of transport corridor X (branch Xb). This section contributes to better transport connections between Republic of Serbia and West European countries, through the border crossing Kelebija. It connects Kelebija and motorway E-75 and at the same time makes Subotica bypass diverting heavy vehicles traffic from Subotica city centre. This road will be motorway with total length 22.3 km. On this section three new interchanges are foreseen. Technical documentation is in the stage of Review of Preliminary Design and Feasibility Study. The assessed value of investment cost is 120mil .
Fig. 6.2-4: Section: Kelebija - E-75, link characteristics without project
North
Tab. 6.2-5: Section: Kelebija - E-75, link characteristics without project

Traffic LINK (Vehicle/day) Pass. Veh. A C D E 3209 5541 7059 8497 Freigth Veh. 2553 2873 2318 3337 Commercial Speed (Km/h) Pass. Veh. 54 65 70 56 Freigth Veh. 45 53 57 45 Design Speed (Km/h) Pass. Veh. 60 80 80 80 Freigth Veh. 50 65 65 65
Page 87
October 2009
Fig. 6.2-5: Section: Kelebija - E-75, link characteristics with project
North
Tab. 6.2-6: Section: Kelebija - E-75, link characteristics with project

Traffic LINK (Vehicle/day) Pass. Veh. A B C D E 3685 1716 4321 3531 9635 Freigth Veh. 3192 2106 1406 345 1241 Commercial Speed (Km/h) Pass. Veh. 119 120 75 80 69 Freigth Veh. 79 80 61 65 56 Design Speed (Km/h) Pass. Veh. 120 120 80 80 80 Freigth Veh. 80 80 65 65 65
Fig. 6.2-6: Section: Kelebija - E-75, Spatial Plan
Plan (Source: Urban Department of Vojvodina Novi Sad)
Page 88
October 2009
Tab. 6.2-7: Section: Kelebija - E-75, actual project status

Serbian PROJECT CYCLE Regulation (YES/NO) Prefeasibility Study, Alternative YES Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works YES YES NO YES NO NO NO NO YES NO YES NO NO NO 6 6 3 3 24 NO International Regulation (YES/NO) Months remaining
Page 89
October 2009
Grabovnica FYRM (Project RDA3) is motorway section E-75 and belongs to Trans-European Motorway network (TEM) ) and it is part of transport corridor X. This motorway makes connection between Central Europe through Beograd and Nis with Skopje and Atina. This road is motorway with foreseen closed toll system. Total section length is 98.1 km. There are section where new constructed motorway while on some section will be constructed additional carriageway following existing main road. Technical documentation is in stage of preparation of Detail Design. The assessed value of investment cost is 605mil .
E-75 E-75
Fig. 6.2-7: E-75 section Grabovnica - FYRM, link characteristic without project
North
Tab. 6.2-8: E-75 section Grabovnica - FYRM, link characteristic without project
Traffic LINK (Vehicle/day) Pass. Veh. B C D E F 6178 4119 3107 11349 6962 Freigth Veh. 2726 1613 1211 2385 2918 Commercial Speed (Km/h) Pass. Veh. 61 80 80 39 53 Freigth Veh. 52 65 65 31 45 Design Speed (Km/h) Pass. Veh. 70 80 80 80 70 Freigth Veh. 60 65 65 65 60
Page 90
October 2009
Fig. 6.2-8: E-75 section Grabovnica - FYRM, link characteristic with project
North
Tab. 6.2-9: E-75 section Grabovnica - FYRM, link characteristic with project
Traffic LINK (Vehicle/day) Pass. Veh. A B C D E F 8380 8233 4787 3589 6635 872 Freigth Veh. 2160 2861 1696 1293 372 895 Commercial Speed (Km/h) Pass. Veh. 120 120 120 120 77 70 Freigth Veh. 80 80 80 80 62 60 Design Speed (Km/h) Pass. Veh. 120 120 120 120 80 70 Freigth Veh. 80 80 80 80 65 60
Fig. 6.2-9: E-75 section Grabovnica - FYRM, actual project status
Tab. 6.2-10: E-75 section Grabovnica - FYRM, actual project status

PROJECT CYCLE Prefeasibility Study, Alternative Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works Serbian Regulation (YES/NO) YES YES YES NO YES NO NO NO International Regulation (YES/NO) NO YES YES NO YES NO NO NO Months remaining
12 6 6 36
Page 91
October 2009
Nis Dimitrovgrad (Project RDA4) is motorway section E-80 and belongs to Trans-European Motorway network (TEM) ) and it is part of transport corridor X (branch Xc). This motorway has great importance for Serbian and European road network as the shortest link between European countries and Middle East. This road is motorway with foreseen closed toll system. Total section length is 83.4 km, with 90 bridges (11.5km total length) and 13 tunnels (8.2km total length). Five interchanges on this section are foreseen. Technical documentation is in stage of preparation of Detail Design.
E-80 E-80
The assessed value of investment cost is 650mil .
Fig. 6.2-10: E-80 section Nis - Dimitrovgrad, link characteristics without project
North
Tab. 6.2-11: E-80 section Nis - Dimitrovgrad, link characteristics without project
Traffic LINK (Vehicle/day) Pass. Veh. C D E 5130 7333 7805 Freigth Veh. 1597 1454 1731 Commercial Speed (Km/h) Pass. Veh. 60 68 59 Freigth Veh. 51 56 48 Design Speed (Km/h) Pass. Veh. 70 80 80 Freigth Veh. 60 65 65
Page 92
October 2009
Fig. 6.2-11: E-80 section Nis - Dimitrovgrad, link characteristics with project
North
Tab. 6.2-12: E-80 section Nis - Dimitrovgrad, link characteristics without project
LINK A B C D E Traffic (Vehicle/day) Pass. Veh. Freigth Veh. 5616 843 6712 1504 6056 1832 4979 845 2643 462 Commercial Speed (Km/h) Pass. Veh. Freigth Veh. 120 80 120 80 119 80 78 63 78 64 Design Speed (Km/h) Pass. Veh. Freigth Veh. 120 80 120 80 120 80 80 65 80 65
Fig. 6.2-12: E-80 section Nis - Dimitrovgrad, actual project status
Tab. 6.2-13: E-80 section Nis - Dimitrovgrad, actual project status

PROJECT CYCLE Prefeasibility Study, Alternative Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works Serbian Regulation (YES/NO) YES YES YES NO YES NO NO NO International Regulation (YES/NO) NO NO YES NO YES NO NO NO Months remaining
6 6 6 36
Page 93
October 2009
Kragujevac Batocina (Project RDA5) is Main Road M1.11 which, according to the Spatial Plan of Republic of Serbia, is foreseen as a motorway corridor. This section connects Kragujevac city with existing motorway in Corridor X. This section is foreseen as motorway and it is under construction. The first section of motorway 5.5 km long, is finished and now, next section 4.5 km long is under construction. Total length of stretch is 25.1 km. The road alignment follows the existing main road M-1.11 and construction works involve the construction of a second carriageway and the reconstruction of the existing one. The assessed value of investment cost is 75mil .
M-1.11 M-1.11
Fig. 6.2-13: Kragujevac - Batocina , link characteristics without project
North
Tab. 6.2-14: Kragujevac - Batocina , link characteristics without project

LINK A Traffic (Vehicle/day) Pass. Veh. Freigth Veh. 8882 2016 Commercial Speed (Km/h) Pass. Veh. Freigth Veh. 56 45 Design Speed (Km/h) Pass. Veh. Freigth Veh. 80 65
Page 94
October 2009
Fig. 6.2-14: Kragujevac - Batocina , link characteristics with project
North
Tab. 6.2-15: Kragujevac - Batocina , link characteristics with project

Traffic LINK (Vehicle/day) Pass. Veh. A 11659 Freigth Veh. 2139 Commercial Speed (Km/h) Pass. Veh. 120 Freigth Veh. 80 Design Speed (Km/h) Pass. Veh. 120 Freigth Veh. 80
Fig. 6.2-15: Kragujevac - Batocina , actual project status
Tab. 6.2-16: Kragujevac - Batocina , actual project status

PROJECT CYCLE Prefeasibility Study, Alternative Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works Serbian Regulation (YES/NO) YES YES YES YES YES YES YES NO International Regulation (YES/NO) NO NO YES YES NO YES YES NO Months remaining
36
Page 95
October 2009
Beograd Pozega (Project RDB6), motorway section E-763 is part of Trans-European road network (TEM) and connects the main routes of TEM corridors with the Adriatic Sea. Pre-Feasibility Study and General Design for E-763 motorway construction, section: Poega Boljare (border of Montenegro). In 2008, State Audit Commission for expert inspection of technical documents of the Ministry of Infrastructure submitted the report in the completed inspection of the Pre-Feasibility Study and General Design for E-763 motorway construction, South Adriatic, Sector 3, section: Poega Boljare/- Border of Montenegro. Designs were completed in accordance with the Spatial Plan of the Republic of Serbia from 1996. The Commission accepted the technical documents and determined the Eastern Corridor, which has route variants. Having in mind very small differences between the variants on the eastern corridor, all three variants should be subject to further elaboration i.e. based on the technical-economic analysis/ Feasibility Study/ optimization of investments/ scope and dynamics would be achieved in construction of the road Poega Boljari/ in the traffic volume function. Technical data from the Report: General Design of Sector 3 is continuation of the previous sector, which ends at the area of Poega, and with this continuation, it leads to Montenegro: 1) The eastern option/1/L=106.806km/ The eastern option starts in Poega, km 145+00, goes through municipality ofArilje, km 155+00, then continues to the northeast of Ivanjica km 180+00, and into the Moravica valley to the Kosavica, to the northwest of the protected area of Golija Mountain, where based on the conditions issued by the Institute for Nature Protection, motorway construction is prohibited. By bypassing the nature reserves, the route leads to Kovilj and then by the valley of the Nosnica River to the Brnjica and Duga Poljana, km 220+00. Following the valley of Brnjica River, one may reach Pester plateau and Rasanski Dol, km 232+00. The route leads to do Bueva, km 242+00, and ends at the municipality of Sjenica, where it fits in the direction of the axle from the General Plan of the motorway design in the territory of Montenegro, on the northwest from Boljare, km 251+800. 2) The eastern option/2/ L=111.097 km Option Istok 2 matches the Istok (East) option to Duga Poljana at km 220+00 on the road SjenicaNovi Pazar. The route is located on the west and runs parallel to the road M-8 to Kneevac, where it descends towards the southeast, bypassing Gradac, to the Djuka region, at km 239+00, where it is merged with other options and fitted in a direction of the axle from the General Plan of the motorway design in the territory of Montenegro, at km 256+091. This motorway is 145 km long, contains two carriageways with two traffic lanes, one emergency lane in each direction. Technical documentation is in stage of review of Preliminary Design. The assessed value of investment cost is 850mil .
E-763
Page 96
October 2009
Fig. 6.2-16: Beograd - Pozega , link characteristics without project
North
Tab. 6.2-17: Beograd - Pozega , link characteristics without project

LINK E F G H I J K Traffic (Vehicle/day) Pass. Veh. Freigth Veh. 11242 3673 5514 2255 9636 3372 20982 1338 7740 151 13336 1704 11342 1691 Commercial Speed (Km/h) Pass. Veh. Freigth Veh. 44 35 43 34 38 31 23 19 55 46 32 26 42 36 Design Speed (Km/h) Pass. Veh. Freigth Veh. 50 40 50 40 60 50 70 60 60 50 60 50 70 60
Fig. 6.2-17: Beograd - Pozega , link characteristics with project

North
Tab. 6.2-18: Beograd - Pozega , link characteristics with project

LINK A B C D E F G H I J K Traffic (Vehicle/day) Pass. Veh. Freigth Veh. 23162 5265 24545 2732 15593 3049 19085 2840 11766 3921 2132 1099 12057 439 19130 1161 2108 0 12924 0 6752 0 Commercial Speed (Km/h) Pass. Veh. Freigth Veh. 114 76 116 78 119 79 118 79 43 34 49 39 47 39 26 23 60 50 42 35 64 55 Design Speed (Km/h) Pass. Veh. Freigth Veh. 120 80 120 80 120 80 120 80 50 40 50 40 60 50 70 60 60 50 60 50 70 60
Page 97
October 2009
Fig. 6.2-18: Beograd - Pozega , actual project status
Tab. 6.2-19: Beograd - Pozega, actual project status

PROJECT CYCLE Prefeasibility Study, Alternative Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works Serbian Regulation (YES/NO) YES YES YES NO NO NO NO NO International Regulation (YES/NO) NO NO YES NO NO NO NO NO Months remaining
12 6 6 48
Page 98
October 2009
Pozega Boljare (Montenegro border) (Project RDC11), this section belongs to the Trans-European Motorway network (TEM) and is the route E-763 connecting Belgrade and South Adriatic Sea. The route E-763 is a section of Regional Core Network, defined from SEETO and future Transport Treaty This section is foreseen as a motorway connecting Pozega with Montenegro border with a total length of 110km. Technical documentation is in the stage of review of General Design where four variants are discussed. The next step is preparation of Preliminary Design and Feasibility Study. The assessed value of investment cost is around 2 billion .
E-763
E-763
Fig. 6.2-19: Pozega - Boljare, link characteristics without project
North
Fig. 6.2-20: Pozega - Boljare, link characteristics without project

LINK D E F G H I J K Traffic (Vehicle/day) Pass. Veh. 3956 12084 11651 7782 11553 8264 4856 15893 Freigth Veh. 1124 1767 2813 2835 2885 2355 1432 1921 Commercial Speed (Km/h) Pass. Veh. 53 40 35 35 25 47 56 30 Freigth Veh. 44 34 30 30 21 40 48 25 Design Speed (Km/h) Pass. Veh. 60 70 70 70 70 70 70 70 Freigth Veh. 50 60 60 60 60 60 60 60
Page 99
October 2009
Fig. 6.2-20: Pozega - Boljare, status link characteristics with project
North
Tab. 6.2-21: Pozega - Boljare, link characteristics with project

LINK A B C D E F G H I J K Traffic (Vehicle/day) Pass. Veh. 12804 18676 7776 5757 10499 7800 5072 8278 3274 3969 11352 Freigth Veh. 2481 2213 1959 1702 1165 1356 1377 1413 885 294 1076 ADJ Speed (Km/h) Pass. Veh. 100 99 100 99 48 54 56 44 67 66 46 Freigth Veh. 80 79 80 80 41 46 48 38 57 57 39 Speed (Km/h) Pass. Veh. 100 100 100 100 70 70 70 70 70 70 70 Freigth Veh. 80 80 80 80 60 60 60 60 60 60 60
Tab. 6.2-22: Pozega - Boljare, actual project status

PROJECT CYCLE Prefeasibility Study, Alternative Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works Serbian Regulation (YES/NO) YES NO NO NO NO NO NO NO International Regulation (YES/NO) NO NO NO NO NO NO NO NO 24 12 12 12 6 60 Months remaining
Page 100
October 2009
Beograd Pancevo Vrsac (Project RDC7) is motorway E-70 which, according to the Spatial Plan of Republic of Serbia, is foreseen as a full motorway. This link connects Beograd and Pancevo with Romanias border. The length of section is 91.5km.Technical documentation is in stage of preparation of General Design. The assessed value of investment cost is 570mil .
E-70
Fig. 6.2-21: Beograd - Pancevo - Vrsac, link characteristics without project
North
Tab. 6.2-23: Beograd - Pancevo - Vrsac, link characteristics without project

LINK A B C G H I J Traffic (Vehicle/day) Pass. Veh. 24527 21560 8968 6614 14796 4256 4256 Freigth Veh. 7332 4374 1290 1754 1748 1092 1092 Commercial Speed (Km/h) Pass. Veh. 7 14 58 59 41 66 57 Freigth Veh. 5 11 48 51 35 57 47 Design Speed (Km/h) Pass. Veh. 40 50 60 70 70 70 60 Freigth Veh. 30 40 50 60 60 60 50
Page 101
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Fig. 6.2-22: Beograd - Pancevo - Vrsac, link characteristics with project
North
Tab. 6.2-24: Beograd - Pancevo - Vrsac, link characteristics without project

LINK A B C D E F G H I J Traffic (Vehicle/day) Pass. Veh. 26674 23239 13841 14303 10508 3848 1529 7098 21 21 Freigth Veh. 7419 4535 1467 1033 509 1275 972 1490 0 0 Commercial Speed (Km/h) Pass. Veh. 6 12 88 120 120 120 69 60 70 60 Freigth Veh. 4 10 68 80 80 80 59 51 60 50 Design Speed (Km/h) Pass. Veh. 40 50 90 120 120 120 70 70 70 60 Freigth Veh. 30 40 70 80 80 80 60 60 60 50
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Fig. 6.2-23: Beograd - Pancevo - Vrsac, link characteristics with project
(Source: Ministry of Infrastructrure)
Tab. 6.2-25: Beograd - Pancevo - Vrsac, actual project status

Serbian PROJECT CYCLE Regulation (YES/NO) Prefeasibility Study, Alternative NO Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works NO NO NO NO NO NO NO NO NO NO NO NO NO NO 12 6 36 12 12 12 NO International Regulation (YES/NO) Months remaining
Page 103
October 2009
Pojate Preljina (Project RDC8) is motorway E-761 which is very important for the Serbian road network, even though in Trans-European road network has a secondary importance. This motorway connects the central part of the country with two important links: corridor X to the west and South Adriatic to East. E-761 is a part of Regional Core Network and provides connection between Turkey Bulgaria Serbia Bosnia and Herzegovina Croatia. E-761 is connecting regional airports Sofia - Nis Sarajevo to Adriatic Sea (Croatia). The motorway alignment follows the corridor of Main road M-5, and the total length is 109.6 km. On this section are foreseen 5 important bridges and 12 new interchanges. Technical documentation is in stage of review of finished General Design. The assessed value of investment cost is 413mil .
E-761 E-761
Fig. 6.2-24: Preljina - Pojate, link characteristics without project
North
Tab. 6.2-26: Preljina - Pojate, link characteristics without project

Traffic LINK (Vehicle/day) Pass. Veh. E F G H I 11391 8013 14489 8096 15989 Freigth Veh. 1573 398 547 564 702 Commercial Speed (Km/h) Pass. Veh. 37 51 35 50 38 Freigth Veh. 31 43 29 42 31 Design Speed (Km/h) Pass. Veh. 60 60 60 60 60 Freigth Veh. 50 50 50 50 50
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Fig. 6.2-25: Preljina - Pojate, link characteristics with project
North
Tab. 6.2-27: Preljina - Pojate, link characteristics with project

LINK A B C D E F G H I Traffic (Vehicle/day) Pass. Veh. 12337 16182 14748 21553 6692 4058 6941 5688 6858 Freigth Veh. 1097 1128 1612 1368 1167 321 0 0 0 Commercial Speed (Km/h) Pass. Veh. 120 119 120 118 50 58 55 57 57 Freigth Veh. 80 80 80 79 42 48 46 47 47 Design Speed (Km/h) Pass. Veh. 120 120 120 120 60 60 60 60 60 Freigth Veh. 80 80 80 80 50 50 50 50 50
Fig. 6.2-26: Preljina - Pojate, orthophoto layout, actual project status
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Tab. 6.2-28: Preljina - Pojate, actual project status

Serbian PROJECT CYCLE Regulation (YES/NO) Prefeasibility Study, Alternative YES Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works NO NO NO NO NO NO NO NO NO NO NO NO NO NO 12 6 36 12 12 12 NO International Regulation (YES/NO) Months remaining
Pozega Uzice Kotroman (BiH border) (Project RDB9), according to the Spatial Plan of the Republic of Serbia, this section is foreseen as a motorway and it connects the central parts of Serbia and the South Adriatic motorway with eastern neighbouring countries. E-761 is a part of Regional Core Network and provides connection between Turkey Bulgaria Serbia Bosnia and Herzegovina Croatia. E-761 is connecting regional airports Sofia - Nis Sarajevo to Adriatic Sea (Croatia). Total length of this section is around 60km and it is necessary to produce General Design for a full profile motorway. The assessed value of investment cost is 480mil .
E-761 E-761
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October 2009
Fig. 6.2-27: Pozega - Uzice - Kotroman, link characteristics with project
North
Tab. 6.2-29: Pozega - Uzice - Kotroman, link characteristics with project

Traffic LINK (Vehicle/day) Pass. Veh. A F G H I J 6236 7105 4633 11651 12084 15893 Freigth Veh. 289 608 718 2813 1767 1921 Commercial Speed (Km/h) Pass. Veh. 52 47 44 35 40 30 Freigth Veh. 43 39 36 30 34 25 Design Speed (Km/h) Pass. Veh. 60 60 50 70 70 70 Freigth Veh. 50 50 40 60 60 60
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Fig. 6.2-28: Pozega - Uzice - Kotroman, link characteristics with project
North
Tab. 6.2-30: Pozega - Uzice - Kotroman, link characteristics with project

Traffic LINK (Vehicle/day) Pass. Veh. A B C D E F G H I J 10377 11303 7653 13621 14951 90 40 2817 3944 6926 Freigth Veh. 434 753 867 3074 2791 0 0 0 0 698 Commercial Speed (Km/h) Pass. Veh. 99 100 100 99 119 60 50 69 68 61 Freigth Veh. 79 80 80 79 79 50 40 59 59 52 Design Speed (Km/h) Pass. Veh. 100 100 100 100 120 60 50 70 70 70 Freigth Veh. 80 80 80 80 80 50 40 60 60 60
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Tab. 6.2-31: Pozega - Uzice - Kotroman, actual project status

Serbian PROJECT CYCLE Regulation (YES/NO) Prefeasibility Study, Alternative NO Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works NO NO NO NO NO NO NO NO NO NO NO NO NO NO 12 6 36 12 6 12 NO International Regulation (YES/NO) Months remaining
Bulgarian border Zajecar Paracin (Project RDC10), according to the Spatial Plan of Republic of Serbia this route is foreseen as the motorway E-761 which follows Main road M-5 and connects eastern parts of Serbia with E-75 motorway (corridor X). E-761 is a part of Regional Core Network and provides connection between Turkey Bulgaria Serbia Bosnia and Herzegovina Croatia. E-761 is connecting regional airports Sofia - Nis Sarajevo to Adriatic Sea (Croatia). Total length of this section is around 95km and it is necessary to produce General Design for full profile motorway. The assessed value of investment cost is 670mil .
E-761
E-761
Page 109
October 2009
Fig. 6.2-29: Bulgarian border Zajecar Paracin, link characteristics without project
North
Tab. 6.2-32: Bulgarian border Zajecar Paracin, link characteristics without project
Traffic LINK (Vehicle/day) Pass. Veh. D E F G 7605 9479 4333 1431 Freigth Veh. 962 931 773 305 Commercial Speed (Km/h) Pass. Veh. 49 45 54 60 Freigth Veh. 41 37 45 50 Design Speed (Km/h) Pass. Veh. 60 60 60 60 Freigth Veh. 50 50 50 50
Page 110
October 2009
Fig. 6.2-30: Bulgarian border Zajecar Paracin, link characteristics with project
North
Tab. 6.2-33: Bulgarian border Zajecar Paracin, link characteristics with project
LINK A B C D E F G Traffic (Vehicle/day) Pass. Veh. 15322 16154 1902 101 91 3259 69 Freigth Veh. 2033 1951 523 0 0 1018 545 Commercial Speed (Km/h) Pass. Veh. 119 119 120 60 60 55 60 Freigth Veh. 80 80 80 50 50 46 50 Design Speed (Km/h) Pass. Veh. 120 120 120 60 60 60 60 Freigth Veh. 80 80 80 50 50 50 50
Tab. 6.2-34: Bulgarian border Zajecar Paracin, actual project status

PROJECT CYCLE Prefeasibility Study, Alternative Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works Serbian Regulation (YES/NO) NO NO NO NO NO NO NO NO International Regulation (YES/NO) NO NO NO NO NO NO NO NO Months remaining 12 12 12 12 12 6 36
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Novi Sad Ruma Sabac Loznica (project RDB12) The M21 from Novi Sad to the Montenegro border connects the E75 from Novi Sad over Western Serbia to Montenegro and subsequently to the Adriatic Sea. It crosses the E70 near the town of Ruma, the M19 arterial road near the town of Sabac, the M4 arterial road near the town of Valjevo and the M5 arterial road near the town of Pozega. The total length of M21 project road is approximately 203km. The alternative section Sabac Loznica is 55km in length and Loznica Mali Zvornik is 23km.
M-21 M-21 M-19 M-19
The section Novi Sad Ruma Sabac provides the shortest interconnection between the roads E75 and E70 as well as the M19 (which connects Bosnia and Herzegovina with Vojvodina). The total length of the section Novi Sad Sabac is 67km. The section from Novi Sad to Ruma crosses the ridge at Iriski Venac (some 450m above sea level) and passes through the urban settlement of Irig. The section from Iriski Venac to Novi Sad is dual two lane carriageway because of the steep ascending gradient. Part of the road passing through Irig has limited road clearance and therefore a bypass of approximately 5km in length is likely to be required. From Irig to the E70 the route follows the bypass of Ruma and a short section of reconstruction works are considered necessary in this location. On the section from Ruma to Sabac, the route passes through three urban settlements and some sections of widening and reconstruction are likely to be required, particularly at sections with dangerous bends. Novi Sad Ruma Sabac Loznica is a route which connects Novi Sad and Vojvodina with western parts of the country following Main Roads M-21 and M-19. Very high level of traffic especially on section Sabac Ruma is assessed and on this section is foreseen a full motorway profile. On other sections is foreseen a two lane road. Total length of this section is around 120km. Technical documentation is in stage of Finished General Design and finished Feasibility Study. The next step is preparation of Preliminary Design. Following figure shows Routes Location Plan from General Design. The assessed value of investment cost is 200mil .
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Fig. 6.2-31: Novi Sad Ruma Sabac Loznica, link characteristics without project
North
Tab. 6.2-35: Novi Sad Ruma Sabac Loznica, link characteristics without project
Traffic LIN K D E F G H I (Vehicle/day) Pass. Veh. 15777 7378 11567 11698 13085 8017 Freigth Veh. 1975 640 2535 1980 1965 1612 Commercial Speed (Km/h) Pass. Veh. 43 54 38 40 34 45 Freigth Veh. 35 45 31 33 25 33 Design Speed (Km/h) Pass. Veh. 80 60 60 60 55 55 Freigth Veh. 65 50 50 50 40 40
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Fig. 6.2-32: Novi Sad Ruma Sabac Loznica, link characteristics without project
North
Tab. 6.2-36: Novi Sad Ruma Sabac Loznica, link characteristics without project
Traffic LINK (Vehicle/day) Pass. Veh. A B C D E F G H I 8868 21224 7569 19169 7346 10265 8012 17793 7528 Freigth Veh. 2968 3420 2822 3667 666 962 0 1114 620 Commercial Speed (Km/h) Pass. Veh. 55 111 74 28 90 48 55 30 50 Freigth Veh. 45 74 59 23 72 40 46 21 36 Design Speed (Km/h) Pass. Veh. 80 120 100 80 100 60 60 55 55 Freigth Veh. 65 80 80 65 80 50 50 40 40
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October 2009
Fig. 6.2-33: Novi Sad Ruma Sabac Loznica, actual project status
Tab. 6.2-37: Novi Sad Ruma Sabac Loznica, actual project status
Serbian PROJECT CYCLE Regulation (YES/NO) Prefeasibility Study, Alternative YES Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works NO NO NO NO NO NO NO YES YES NO NO NO NO NO 12 6 36 12 NO International Regulation (YES/NO) Months remaining
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October 2009
Hungarian border Kikinda - Zrenjanin Pancevo Kovin (Project RDC13) according to Spatial Plan of Republic of Serbia this route is foreseen as Main road (two lanes road) with idea to include route Temisvar Vrsac Beograd Podgorica Bar Bari in Pan-European Corridors. Total length of this section is 204.2 km. Technical documentation is in stage of finished and revised General Design. The assessed value of investment cost is 220mil .
M-24
M-24
Fig. 6.2-34: Hungarian border Kikinda - Zrenjanin Pancevo Kovin, links characteristics without project
North
Tab. 6.2-38: Hungarian border Kikinda - Zrenjanin Pancevo Kovin, links characteristics without project
Traffic LINK (Vehicle/day) Pass. Veh. A E G H I J K L 5711 17926 9252 7421 7677 11103 12292 5183 Freigth Veh. 3779 768 1186 939 1038 743 1052 247 Commercial Speed (Km/h) Pass. Veh. 52 45 65 44 61 63 58 77 Freigth Veh. 44 36 53 37 52 51 47 63 Design Speed (Km/h) Pass. Veh. 70 80 80 60 70 80 80 80 Freigth Veh. 60 65 65 50 60 65 65 65
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October 2009
Fig. 6.2-35: Hungarian border Kikinda - Zrenjanin Pancevo Kovin, links characteristics without project
North
Tab. 6.2-39: Hungarian border Kikinda - Zrenjanin Pancevo Kovin, links characteristics without project
Traffic LINK (Vehicle/day) Pass. Veh. A B C D E F G H I J K L 5823 8571 8872 9145 18417 13806 10513 6758 6938 7594 8590 1462 Freigth Veh. 4041 1642 1770 1385 1407 661 1768 0 0 90 391 329 Commercial Speed (Km/h) Pass. Veh. 50 80 78 80 50 70 72 50 66 74 71 80 Freigth Veh. 43 64 62 64 40 56 58 41 57 60 58 65 Design Speed (Km/h) Pass. Veh. 70 100 100 100 100 100 100 60 70 80 80 80 Freigth Veh. 60 80 80 80 80 80 80 50 60 65 65 65
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October 2009
Fig. 6.2-36: Hungarian border Kikinda - Zrenjanin Pancevo Kovin, actual project status
(Source: "Highway Insitute Beograd"
Tab. 6.2-40: Hungarian border Kikinda - Zrenjanin Pancevo Kovin, actual project status
Serbian PROJECT CYCLE Regulation (YES/NO) Prefeasibility Study, Alternative YES Analysis, General Design Preliminary Design, Feasibility St. EIA Final Design Financial Agreements Expropriation Procedure Tender Procedures Works NO NO NO NO NO NO NO NO NO NO NO NO NO NO 12 6 48 24 12 24 NO International Regulation (YES/NO) Months remaining
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October 2009
Fig. 6.2-37: Overview of Road Development projects
(Source: Consultant Study)
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October 2009
Tab. 6.2-41: Road Maintenance and Investment Costs No 1 2 3 4 5 6 7 8 9 10 11 12 13

Road Section E-75 Horgos Novi Sad (second carriageway) E-75 Kelebija Subotica (South) E-75 Grabovnica FYRM (Motorway) E-80 Nis Dimitrovgrad (Motorway) M1.1 Kragujevac Batocina (Motorway) E-763 Beograd Pozega (Motorway) E-70 Beograd Pancevo Vrsac (Motorway) E-761 Pojate Preljina (Motorway) E-761 Pozega Uzice Bih (Motorway) E-761 Bulgarian border Zajecar Paracin (Motorway) E-763 Pozega Montenegro (Motorway) M-21, M-19 Novi Sad Ruma Sabac (Main Road) M-24 Hungarian border Kikinda Pancevo Kovin (main road) Total New Construction Rehabilitation and Reconstruction of Main and Regional Network TOTAL INVESTMENT (Source: Consultant Study.Values in Euro Million at constant 2007 prices) Length [km] 108 22 98 83 25 145 92 110 60 95 110 120 204 1,272 4,305 5,577 Costs [Mil ] 132 120 605 650 75 850 570 413 480 670 2,000 200 220 6,985 1,722 8,707
Tab. 6.2-42: Road Maintenance and Investment Costs

Scenario Length Investment Costs [Mil ] 336 6985 ~2000 Reconstruction Rehabilitation [km] Do Minimum Development 22.9 1272.2 [Mil ]
(Source: Consultant Study.Values in Euro Million at constant 2007 prices)
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7
7.1
The Master Plan

Introduction
Road network in Serbia is at the level of medium developed European countries regarding total length of road network state area and population, but the state of road network as well as development of motorways network are not at a satisfactory level. TRANSTOOL run indicates that in the 2006 there are only several overcapacity links. Five links have flow/capacity ratio higher than 0.8 and are mostly suburban links (see Section 5.2.4). In year 2027 situation could be much different. Without the expansion and improvement of all modes of transport, the great part of road network of Republic of Serbia will be overloaded. On 79 links flow/capacity ratio will be higher than 0.8. Approximately the same number of links (83) has this ratio between 0.5 and 0.8 (see Section 5.2.4). Traffic forecast on main routes, connecting Serbia with surrounding countries and its biggest cities together, warns of possible non functionality. Effects of these events would be decrease in average speed, increase in accidents and exploitation costs so as unbalanced environment situation. Overloaded roads would deteriorate faster given regardless of the regular maintenance. This situation could be avoided by sustainable development of all modes of transport systems, particularly the development of road network. Sustainable development balances the real needs for investment in road network (construction and maintenance) and funding sources as well as establishes optimal ratio in investments for maintenance and improvement of existing roads and construction of new ones. Taking in consideration that planned period for Master Plan is at least next twenty years (until 2027) the Consultant has prepared the time schedule of construction intervention, making five years period plans. The Consultant has carried out Transport Model runs for the 20 years period and collects output results for specific years making five year periods until 2012, 2017, 2022 and 2027 years. The Consultant has performed these activities in order to determine possible problems on the road network due to increase of traffic load (number of heavy vehicles) and traffic in general (capacity problem). As a consequence of increased traffic load pavement structure can be destroyed, so it is necessary to study pavement conditions on the road network and increasing of heavy traffic loads. Measures for pavement structure improvement (strengthen of pavement structure, rehabilitation, reconstruction) have to be performed in order to solve such problems. Capacity problems (road capacity is lower than estimated traffic) on links, in general, can be solved with traffic redistribution (diverting traffic on other links) on the road network or with some construction interventions on the specific link. Possible construction intervention can be upgrading, widening of road cross section on appropriate dimension, construction of additional lanes, etc.
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7.2
Development Projects
In the previous chapter balanced proposal of projects for the improvement of road network are presented. Project proposals originated from two main different sources: Beneficiary Plans and Programs and Consultant assessment. A project had a priority50: If it belongs to the international E- roads network in the territory of the Republic of Serbia in accordance with the European Agreement on Main International Traffic Arteries; If it is connected by traffic with roads which are part of the neighbouring countries core network; If it connect state, macro-regional and/or the most important regional centres of traffic gravitation. If the average annual daily traffic (AADT) in 2006 (starting year of the project) is more than 5,000 vehicles per day; If a road project provide a degree of serving to the territory and population along the category I state road. In the Table 7.2-1 the list of adopted road development projects is presented.
Tab. 7.2-1: List of the adopted road development projects

Project Horgo Novi Sad Kelebija Subotica (South) Grabovnica FYRM Ni Dimitrovgrad Kragujevac Batoina Beograd Poega Beograd - Panevo Vrac Pojate Preljina Poega Uice Kotroman National Name M-22 M-17.1 M-1 M-1.12 M-1.11 M-22 M-5 M-1.9 M-5 M-5 Euro name E-75 E-660 E-75 E-80 E-761 E-70 E-761 E-761 E-761 E-763 Type of project Project Label
Additional carriageway, keep existing RDA1 road New motorway, partially keep existing RDA2 road Additional carriageway (52km new), keep RDA3 existing road New motorway, keep existing road RDA4 Additional carriageway, keep existing RDA5 road New motorway, keep existing road New motorway, keep existing road New motorway, keep existing road New motorway, keep existing road New motorway, keep existing road New motorway, keep existing road New two lanes road, keep existing road New two lanes road, keep existing road RDB6 RDC7 RDC8 RDB9 RDC10 RDC11 RDB12 RDC13
Bulgarian border - Zajear M-25 Parain Poega Montenegro border M-21.1 Novi Sad Ruma abac M-19 Loznica M-21 Banatska Magistrala M-24
50
Decree On Criteria For State Road Categorization (Official Gazette of the Republic of Serbia, No. 37/2009)
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Single projects can also be aggregated into groups considered as sets of projects with common objective: Corridor X motorways finalization: E 75 Horgo Novi Sad (Xb) E 75 Grabovnica FYRM (X), and E 80 Ni Dimitrovgrad (Xc). E- roads which are connected with roads which are part of the neighbouring countries core network: E 660 Kelebija Subotica (South); East-West corridors upgrading: E 761 Bulgarian border (Vrka uka) Zajear Parain, Pojate Preljina, and Poega Uice Kotroman; E 80, Rumanian border (Vatin) Panevo Beograd and in extension E 763 Beograd Poega Montenegro border; Internal road network upgrading: Novi Sad Ruma abac Loznica, Kragujevac Batoina and Banatska Magistrala. The list of projects presented should not be considered as conclusive. Other projects will be added to the lists according to findings of transport modelling. The evaluation methodology summarised in the Interim Report II51 illustrates, for each transport mode, investment and maintenance costs for all projects considered. In this preliminary evaluation of Master Plan Projects the main objective is to identify a criterion which allows understanding of priority between projects. TRANSTOOL runs gives for each scenario considered and for the year of projection (2027) the values of these five set of characteristics for each link of the multimodal network. Vehicle operating costs values; Passenger travel time values; Freight travel time values; Freight vehicle pollution emission values; Road Accident values. From these network characteristics the Generalized Transport Costs (GTC) are calculated for each scenario. GTC is formed by these elements and it is calculated in monetary values at 2007 constant prices: The benefits associated to road projects are derived from the characteristics of the multimodal network associated to each single project. There are five main characteristics playing a key role for benefit assessment: The length of the road section (link) considered (Km); The traffic in each network section (link) expressed in number of road vehicles, by type (considered 6 vehicle types); The speed of the traffic of passenger; The speed of the traffic of freight vehicles; The characteristics of the terrain (flat, rolling or mountain) for road network;
51
General Master Plan for Transport in Serbia, Interim report II Draft final, July 2009, Chapter 3 pp 48 132.
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The state (roughness) of the road pavement (five values of IRI are considered).Since TRANSTOOL model calculated, also, generated traffic associated to each Development scenario analyzed, the benefits in reduction of GTC associated to each project is elaborated considering: The reduction of GTC associated to Normal Traffic of both freight and passenger. Normal Traffic is calculated in passenger-Km and in Ton-Km for freight of the Do Minimum scenario. The reduction of GTC associated to Generated traffic of both passengers and freight. Generated traffic is calculated by the difference of total traffic of passengers-Km and of tons-Km of the Development scenario and that of the Do Minimum scenario. Only 50% of GTC reduction for Generated Traffic is considered as benefit. Next table Tab. 7.2-2 presents the structure of benefit calculation used for elaborating each project benefits. Tab. 7.2-2: Road Development Projects Ranking
Financial Costs (Euro) Project Horgo Novi Sad Pojate Preljina Kragujevac Batoina Beograd Poega Project Investment RDA1 RDC8 RDA5 RDB6 230 413 75 850 200 605 480 650 270 2,000 220 120 665 4,780 Yearly Maintenance 3.1 4.2 0.7 5.8 2.4 4.2 2.4 3.2 3.1 4.6 4.3 1.1 3.6 42.7 Ranking Overall Ranking 1 2 3 6 8 15 22 26 27 28 29 31 32 Modal Ranking 1 2 3 4 5 6 7 8 9 10 11 12 13
Novi Sad Ruma abac RDB12 Loznica Grabovnica FYRM Poega Uice Kotroman Ni Dimitrovgrad Beograd - Panevo Vrac Poega Montenegro border Banatska Magistrala Kelebija Subotica (south) RDA3 RDB9 RDA4 RDC7 RDC11 RDC13 RDA2
Bulgarian border - Zajear RDC10 Parain Total
The order of projects is determined on the basis of the performance indicator (the ratio between benefit and costs flows NPVs52). This indicator gives an idea of the economic effectiveness of a project and, in general, of the effectiveness of the expenditure incurred to implement it. More details can be found in earlier Reports53. Implementation of the project will depend on the technical and economic factors. Analyzed projects planning and technical documentation, provision of funds and beneficiaries plans are each in the different stage of completion. Some projects could start immediately. In the other projects the process is at the very beginning.
52 53
NPV Net Present Value
General Master Plan for Transport in Serbia, Interim report II Draft final, July 2009, Paragraph 3.5.4 Performance Indicators pp 133 136.
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7.3
Traffic demand and capacity on the Serbian Road Network until 2027
Results of Model run with scenario including suggested projects are presented in Table 7.3-1 and Figure 7.3-1. Suggested project realisation should significantly increases the level of services on Serbian Road Network.
Tab. 7.3-1: (Q/C) Distribution on Model + Suggested Projects Road Network in 2027
Q/C Number links of % of number total Length km Daily % of total transport length flow vehicle x km 13.13 32.82 28.15 6.44 10.06 8.35 0.90 0.15 0.02 0.00 100.00 1,720,818 18,660,032 27,166,968 5116,482 7,918,328 8,323,167 1,351,268 277,458 46,906 0 70,581,426 % of total flow
<0,2 0,2 - 0,5 0,5 - 0,8 0,8 - 0,9 0,9 - 1 1 - 1,5 1,5 - 2 2 - 2,5 2,5 - 3 >3 Total
38 97 83 21 19 30 6 2 1 0 297
12.79% 32.66% 27.95% 7.07% 6.40% 10.10% 2.02% 0.67% 0.34% 0.00% 100.00%
856 2,139 1,835 420 656 544 58 10 1 0 6,519
2,44% 26,44% 38,49% 7,25% 11,22% 11,79% 1,91% 0,39% 0,07% 0,00% 100,00%
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Fig. 7.3-1: Flow / Capacity ratio on Serbian Road Network in 2027
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Upgraded network of 6, 519 km makes the real increase of 945 km compared to the primer state (see Tab. 5.2.3-2). New motorways make the most of the upgraded structure that connects most important domestic centres and as well as integrates Serbia in regional network. Beside new and independent lines some of the links overlap with the current structure making the difference in given new project build assessment and real increase in length of the new network. Second, the average daily transport flow on advanced road network will be about 10% higher in year 2027 then it was on the existing network. Generated traffic could be explained by the fact that due to increase network quality and lowering travel costs. If we compare parts of links with Q/C ratio higher than 0.8 for networks with and without projects it is significant that the upgraded network is in advantage (see Table 7.3-2). Tab. 7.3-2: (Q/C) with and without projects
Without projects Q/C Length Km 392 860 2,218 363 366 1,259 116 0 1 0 5,574 With projects Average Daily Transport flow Vehicle x km 1,720,818 18,660,032 27,166,968 5116,482 7,918,328 8,323,167 1,351,268 277,458 46,906 0 70,581,426
Average Daily Transport Length flow Km Vehicle x km 597,915 5,660,401 27,488,664 4,103,015 4,224,275 18,238,919 2,104,950 0 44,189 0 62,462,329 856 2139 1835 420 656 544 58 10 1 0 6519
<0,2 0,2 - 0,5 0,5 - 0,8 0,8 - 0,9 0,9 - 1 1 - 1,5 1,5 - 2 2 - 2,5 2,5 - 3 >3 Total
On the present network, including the bypass around Belgrade and the motorway Belgrade-Novi Sad, in the year 2027 around 46% of transport flow will be done on the roads where flow/capacity ratio is higher than 0.8. Furthermore, almost 38% of the existing road network will be exposed due to overload of accelerated deterioration. That would ultimately mean higher road network exploitation costs and higher costs for users and PERS. For advanced network-specific traffic load is less. The first reason is that the road network is increased by nearly 1.000 km. Another reason is increased capacity on key routes; especially on the Corridor X and the Route E-761. Effects of improving are partially amortized over the appearance of generated traffic on the network by about 10%.
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Fig. 7.3-2: Flow / Capacity on Serbian Road Network in 2027

45 40 35
% of total length
Year 2027 - without projects Year 2027 - with projects
30 25 20 15 10 5 0 <0.2 0.2 - 0.5 0.5 - 0.8 0.8 - 0.9 0.9 - 1.0 1 - 1.5 Q/C 1.5 - 2 2 - 2.5 2.5 - 3 >3
Figure above show the effects of the upgraded road network. Overcapacity links length share is lowered from 38% to 26% (from 2,105km to 1,689km) for amount of 416 km. Transport flow on the overloaded part of upgraded network is for 20% less than before (5.7 million vehicle km). Benefits estimated for year 2027 should not stop further improvements of the road network. Next group of potential projects is to be started the moment the first investment cycle is finished. Candidates for further development can be considered from the group of 79 overloaded links adding together about 1,700 km as shown in the 2027 assessment. E roads make 27% or 365km of that group. Structure details are presented in the Table 7.3-3.
Tab. 7.3-3: Structure of links with overcapacity problems Link Main roads Regional roads Belgrade bypass Urban sections Total E- links Number of % of Total Number Length km Links of Links 62 11 3 3 79 20 78.48 13.92 3.80 3.80 100.00 25.32 1,356 267 24 42 1,689 365 % of Total Length 80.28 15.81 1.42 2.49 100.00 21.61
List of links grouped by routes presented are in the following table (Tab 7.3-4).
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Tab. 7.3-4: List of roads which contain links with overcapacity problems
Number 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Road M1 M17.1 M18+R106 M19 M19.1 M21 M22 M22.1 M23 M24 M24+M1.10 M25 M3 M4 M5 Length [km] 23.62 21.90 3.75 99.32 68.24 184.23 163.30 101.34 83.25 68.92 12.51 124.62 58.08 46.69 52.80 Number 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 Total Length Road M7 M7.1 M8 M9 Belgrade Bypass R102 R103 R117 R200 R214a R216 R222 R226 R227 E-70 1688.70 km Length [km] 88.62 85.17 46.71 22.64 24.18 58.15 16.89 21.58 37.17 15.67 25.83 53.55 5.03 32.88 42.10
7.4
Proposed Projects on the Serbian Road Network until 2027
According to Transport Model outputs, in the planned period is not noticed significant growth of heavy vehicle traffic on the Main and Regional roads, means that this traffic will meanly use motorway network. For each of abovementioned periods, links with capacity problems are determined and appropriate construction interventions on road sections (links) are proposed. It is necessary to underline, that on the urban links (road sections passing through the urban areas) construction interventions are not proposed (just noted), because on those links it is necessary to perform wide analysis, considering Spatial and Urban Plans for these urban areas (cities) taking care about Environmental issues, Road safety, land use, development plans, urban conditions, etc.). In the following tables are presented links, with overcapacity problems and Consultants proposal for construction intervention on each link in order to solve capacity problem. All links are shared in tables according to estimated period when capacity problem will appear. The proposed interventions are defined for each link, even if more than one link is on the same road section. Also, some road sections contain links with overcapacity problems necessary to solve in different five year period In any case, the Consultant recommends for any road section with capacity problem, that the first stage has to be preparation of the Feasibility study for entire road section, and then as result of this study, in more precise way, determination and decision which are the elementary sub-links where construction interventions have to be performed.
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Tab. 7.4-1: Road sections with overcapacity problem and proposed construction interventions until 2012 year
Road M1 M19 M19 M21 M21 M22 M22 M22 M22 M22.1 M23 M23 M24+M1.10 M4 M4 M7 M7 M7 M7 M7.1 E70 E70 E763 E763 E760 EU E75 FROM NODE Mali Poarevac (petlja) Mali Zvornik north Mali Zvornik north Bistrica Kneevii Raka ibukovac Biljanovac Novi Pazar Novi Sad north Mali Poarevac (petlja) Ravni gaj Ralja (petlja) Loznica west elije Novi Sad Novi Sad Beka (petlja) abalj Vrac Beograd Beograd Novi Sad south TO NODE Bubanj Potok (kruni put) Loznica west Mali Zvornik Nova Varo Nova Varo Biljanovac Kraljevo ibukovac Raka Novi Sad Vlako Polje Kragujevac Radinac Loznica Lazarevac Novi Sad south Beka (petlja) abalj Zrenjanin Boka Beograd (mostarska petlja) Beograd (Krnjaa) Ruma (petlja) LENGTH [m] 23620 21900 782 16150 44990 17240 1895 56950 16790 3588 8385 12510 12510 428 3426 2456 2765 18700 25720 30640 1387 7208 33500 AADT 32,225 13,113 11,325 6,939 6,912 12,754 17,300 12,763 8,036 11,815 10,605 10,330 12,007 17,265 13,237 26,216 16,464 16,445 12,719 16,929 28,145 23,485 19,834 Transport Work Veh./km 761,152 287,171 8,856 112,062 310,954 219,872 32,783 726,840 134,917 42,392 88,924 129,224 150,202 7,389 45,351 64,385 45,524 307,520 327,132 518,718 39,038 169,277 664,445 Q/C 0.86 1.27 1.12 0.80 0.80 1.39 1.19 1.10 0.89 0.91 1.08 0.88 0.92 1.33 1.04 1.92 1.15 1.15 0.84 1.11 2.29 1.81 1.45 Proposed intervention
additional lines Upgrading Urban Upgrading Upgrading Upgrading Urban Upgrading Upgrading Urban Upgrading Upgrading Upgrading Urban Upgrading Urban Urban additional lines additional lines additional lines Urban Urban additional lines
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Tab. 7.4-2: Road section with overcapacity problem and proposed construction interventions in 2012 - 2017 year
Road M22 M24 M24 M25 M4 M7 M7.1 M9 E80 EU FROM NODE Ribarie Poarevac west Kovin Beloljin Valjevo Baka Palanka Zrenjanin Leskovac (petlja) TO NODE Novi Pazar Poarevac Radinac Prokuplje elije Novi Sad south Seanj Lebane LENGTH [m] 25960 3424 5872 16560 31460 38980 30020 22640 AADT 7,937 11,616 12,127 7,779 9,761 10,965 13,347 7,939 Transport Work Veh/km 206,042 39,772 71,209 128,814 307,071 427,416 400,665 179,750 Q/C 0.84 0.94 0.84 0.83 0.82 0.83 0.91 0.84 Proposed intervention
Upgrading Urban Upgrading Upgrading Upgrading Upgrading additional lines Upgrading
Road M24 M24 M3 M5 M7.1 E761 EU FROM NODE Panevo Zrenjanin Srpski Mileti Preljina Seanj TO NODE Kovin Eka Odaci Mrajevci Boka LENGTH [m] 32360 8962 8697 15070 24510 AADT 14,175 14,169 11,877 11,076 12,655 Transport Work Veh/km 458,710 126,978 103,297 166,910 310,186 Q/C 0.94 0.93 0.85 0.89 0.84 Proposed intervention
additional lines additional lines additional lines additional lines additional lines
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Road M17.1 M18+R106 M19 M19 M19 M19.1 M19.1 M21 M21 M22 M22.1 M22.1 M22.1 M22.1 M23 M23 M24 M25 M25 M25 M25 M3 M3 M3 M4 E80 E771 E771 E771 E763 EU E660 FROM NODE Subotica Ljuba abac Dumaa abac Ljubovija Mali Zvornik Valjevo Dumaa Kneevac (kruni put) Novi Sad north Batajnica (ciglana) Novi Sad Batajnica (ciglana) Krevac Topola Melenci Ni west Zajear Zajear Ni east Kula Kula Srbobran (petlja) Krevac TO NODE Bajmok Croatia border 3 Dumaa Ostrunica Majur Rogaica Ljubovija Poega Valjevo Lazarevac Srbobran Beograd Maradik Inija Vlako Polje Kragujevac Zrenjanin Ni east Knjaevac Rgotina Knjaevac Srbobran (petlja) Odaci Srbobran Topola LENGTH [m] 21900 3750 874 66600 9161 33840 34400 61150 61940 44460 29000 13440 27350 27960 25710 36640 18300 8006 41110 8122 50820 18870 25140 5372 3945 AADT 13,497 8,595 15,786 16,166 16,730 10,156 7,736 10,643 12,449 14,310 15,938 13,582 13,812 12,939 15,271 11,668 13,046 12,496 9,922 11,930 9,327 14,697 13,576 12,624 18,042 Transport Work Veh/km 295,593 32,232 13,797 1,076,672 153,261 343,685 266,133 650,825 771,093 636,212 462,201 182,547 377,757 361,771 392,626 427,509 238,746 100,045 407,874 96,899 473,978 277,325 341,309 67,816 71,174 Q/C 0.859 0.850 1.234 1.199 1.087 0.960 0.826 0.984 0.920 0.905 1.038 1.037 0.867 0.802 1.144 0.937 0.821 0.998 0.990 0.971 0.903 0.918 0.865 0.803 1.420 Proposed intervention
Upgrading Upgrading additional lines additional lines additional lines Upgrading Upgrading Upgrading Upgrading Upgrading additional lines Urban additional lines Upgrading Upgrading Upgrading Upgrading Urban Upgrading Upgrading Upgrading Upgrading Upgrading Upgrading additional lines
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Road M4 M5 M5 M8 obilaz obilaz obilaz obilaz R102 R102 R103 R117 R200 R214a R216 R222 R222 R226 R227
EU
FROM NODE Markovac (petlja)
TO NODE Svilajnac Preljina aak Novi Pazar Ostrunica Ostrunica Beli Potok (kruni put) Dobanovci (petlja) Razbojna Beloljin Despotovac Gua south Vlako Polje Poarevac west uprija (petlja) Razbojna Vrnjaka Banja ibukovac Drakii
LENGTH [m] 7427 4815 32910 46710 12120 6049 6012 4940 32890 25260 16890 21580 37170 15670 25830 15180 38370 5026 32880
AADT 11,810 12,202 11,966 10,359 52,922 45,258 41,755 42,516 12,325 12,423 8,601 8,942 17,376 8,486 8,274 10,162 9,670 10,305 9,205
Transport Work Veh/km 87,714 58,752 393,805 483,870 641,415 273,768 251,029 210,027 405,357 313,807 145,270 192,972 645,861 132,977 213,720 154,260 371,039 51,793 302,670
Q/C 1.153 0.897 0.883 0.967 1.014 0.865 0.822 0.800 0.996 0.950 0.807 0.854 1.334 0.807 1.083 1.016 0.922 0.837 0.887
Proposed intervention
Upgrading additional lines additional lines Upgrading bypass bypass bypass Urban Upgrading Upgrading Upgrading Upgrading Upgrading Upgrading Upgrading Upgrading Upgrading Upgrading Upgrading
E761 E761 E75 E75A E75A E75A
aak Poega D. Poljana Dobanovci (petlja) Kneevac (kruni put) Kneevac (kruni put) Batajnica (ciglana) Kruevac Razbojna Svilajnac Ivanjica Beli Potok (kruni put) Mala Krsna (petlja) Despotovac Brus Brus Drakii Gua south
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7.5
Unit investment and maintenance costs
For the determination of construction and maintenance costs the Consultant made the evaluation of unit costs depending of the type of works and characteristics of road section. Unit costs are expressed per km of length, except for bridge upgrading where are expressed per m2 of structure. These costs are used for evaluation of projects required for improvement of road network. One of the outputs of proposed Feasibility Studies for road sections, where construction interventions are required will be much more precise Bill of quantity and Cost of Estimate. Unit investment and maintenance costs are given according to the following table:
Tab. 7.5-1: Unit financial and economic investment and maintenance costs
(Values in Euro at constant 2007 prices)
Unit of Measure Unit Financial Costs (Euro) Total Unit Conversion Economic Factor Costs (Euro)
ROAD FINANCIAL AND ECONOMIC UNIT COSTS
1. CONSTRUCTION 1.1 New Construsction Construction of motorway in plain terrain Construction of motorway in hilly terrain Construction of motorway in mountainous terrain Construction of 2 lane road in plain terrain Construction of 2 lane road in hilly terrain Construction of 2 lane road in mountainous terrain Construction of two lane bridge Construction of two lane tunnel 1.2 Update Structural Adequacy Strenghtening with Asphalt Overlay 70 mm on motorway Strenghtening with Asphalt Overlay 70 mm on 2 lane road Reconstruction with Asphalt Overlay 120 mm on motorway Reconstruction with Asphalt Overlay 120 mm on 2 lane road 1.3 Update Road Capacity Widening of 2 lane road for 1m in plain terrain Widening of 2 lane road for 1m in hilly terrain Widening of 2 lane road for 1m in montainous terrain Addition of one lane 3.5 m width on 2 lane road in plain terrain Addition of one lane 3.5 m width on 2 lane road in hilly terrain Addition of one lane 3.5 m width on 2 lane road in montainous terrain Km Km Km Km Km Km 204,000 225,000 275,000 442,000 488,000 623,000 0.7757 0.7757 0.7792 0.7757 0.7757 0.7792 158,236 174,525 214,269 342,845 378,526 485,416 Km Km Km Km 320,000 145,000 435,000 194,000 0.7845 0.7845 0.7845 0.7845 251,049 113,756 341,269 152,198 Km Km Km Km Km Km m2 Km 3,250,000 5,269,000 9,754,000 1,450,000 1,750,000 1,800,000 1,250 6,000,000 0.7757 0.7757 0.7785 0.7785 0.7785 0.7785 0.7854 0.7767 2,520,922 4,086,997 7,593,365 1,128,807 1,362,353 1,401,277 982 4,660,286
2. MAINTENANCE 2.1 Routine Maintenance Routine Maintenance of Motorway in Plain Terrain Routine Maintenance of Motorway in Hilly Terrain Routine Maintenance of Motorway in Montainuos Terrain Routine Maintenance of Magistral Road in Plain Terrain Routine Maintenance of Magistral Road in Hilly Terrain Routine Maintenance of Magistral Road in Montainous Terrain 2.1 Periodic Maintenance Resurfacing with Asphalt Overlay 50 mm of Motorway Resurfacing with Asphalt Overlay 50 mm of Magistral Road Km Km 242,550 80,850 0.7816 0.7816 189,578 63,193 Km Km Km Km Km Km 6,100 6,100 6,100 2,550 2,250 2,250 0.7470 0.7470 0.7470 0.7470 0.7470 0.7470 4,557 4,557 4,557 1,905 1,681 1,681
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Conclusions and Recommendations
The Documentation being delivered with this Study must be considered a starting basis of a process that will have to be continued in the future to guide and implement the Transport Sector development in coordination with the development of the Serbian Economy and Society and with a progressive integration in the European and international context. For this reason the GTMP must not be considered a static document.The General Transport Master Plan must be a dynamic tool, the documents and the models being delivered with this study are to be considered as an important starting point, not the end of the exercise. The Master Plan makes no sense if it is not implemented, therefore legislative procedures and institutional arrangements must be established in order to make sure that the Master Plan is correctly followed up, continuously updated, its implementation enhanced and monitored ensuring the compatibility with the available financial resources. Transport Developed Model as the part of the General Transport Master Plan simulates sufficiently well the future development of Republic of Serbia, under different socio-economic and political scenarios, and its impact on transport demand including the road mode. Important feature of the Model is his intermodal approach. Purpose of the Model is to provide to the authorities necessary facts for quality strategy decisionmaking in the field of transport (road) infrastructure. Rehabilitation program of the Serbian Road network financed by Government, WB, EBRD and others is almost complete. Results of the research done in 2008 show that the road network, with a lot of effort and fund spent in the past 8 years, returned in acceptable condition. Monitoring of the quality of the service by PERS would ensure that the achieved quality level of Serbian road network will be maintained and upgraded in the future. That should be based on well organized maintenance system and road databases which should be constantly updated. The next step in the development of the Serbian road network should be opening a new investment cycle since. In Serbia from the end of the last century, there were no major investments in transport system and road network particularly. Presented package for new investment cycle are made by the Consultant, in close collaboration with the Beneficiaries. Criteria were traffic load, international obligations, the importance for transportation system and connections with neighbouring countries road networks. It consists mainly of the future motorways on Corridor X and Belgrade South Adriatic route. Proposed package is not final and not closed. The intention of the Consultant was first to present the possibilities and limits of the Model. Beside these projects the Consultant has prepared the time schedule of construction intervention on existing road network, making five years period plans. The Consultant performed these activities in order to prevent possible problems on the road network due to increase of traffic load (number of heavy vehicles) and traffic in general (capacity problem). The Master Plan furthermore supplies an initial ranking of transport projects to be implemented, giving some very general project characteristics and standards. But, before the implementation of every Project a specific Feasibility Study will have to be made with a detailed analysis of all technical-economic and financial aspects of the single project, also analysing different technical alternative in order to fix the adequate technical standards and solutions. Then the subsequent design and implementation steps will follow on a more solid basis. We strongly suggest that a Master Plan Implementation and Monitoring Unit be set up at this regard, carrying out the above mentioned tasks including the ex ante and ex post monitoring of each Project.
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Also it s necessary to underline that very important future steps are: Development of transport model, using TRANSTOOL as software for intermodal simulation but also using some different traffic models specialized for the road traffic simulation, used parallel with TRANSTOOL, in order to compare outputs and to improve monitoring of actual state on the road network. Upgrading of Road Data Base and GIS, the Road Data Base made in recent period has to be continuously updated with new data relating road characteristics on the Serbian road network Improvement and development of traffic counting, the number of traffic counters has to be improved and spread to entire road network in order to give more precise, comprehensive and reliable data regarding traffic demand on the Serbian road network.
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Published in October 2009 This publication has been produced with the assistance of the EC Delegation. The contents of this publication is the sole responsibility of Italferr S.p.A, IIPP, NEA and Witteveen+BOS and can in no way be taken to reflect the views of the EC Delegation.

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General Master Plan for Transport in Serbia 05SER01/04/016 Draft final report ANNEX I: Road mode

he European Unions Tacis TRACECA programme

General Master Plan for Transport in Serbia Final Report

he European Unions Tacis TRACECA programme

Annex I: Road mode

October 2009 he European Unions Tacis TRACECA programme

he European Unions Tacis TRACECA programme

he European Unions Tacis TRACECA programme

he European Unions Tacis TRACECA programme

An EU-funded project managed by the EC Delegation

An EU-funded project managed by the EC Delegation

General Master Plan for transport in Serbia Final report Annex I

Report cover page

Address Telephone Fax e-mail

NEA Geert Smit Bredewater 26 NL-2715 CA Zoetermeer

Witteveen+Bos Ir. E. Teunissen Leeuwenbrug nr. 8 7411 TJ Deventer The Netherlands

+381 64 07 680 Telephone

+31 79 3222397 +31-570-697511

+31 79 3222382 +31-570-697123

Date of report: Authors of report:

20 October 2009 Project Team

For the Consultant

Team Leader Antonello Pucci

Project Manager Enrico Maglia

The Master Plan.......................................................................................................................... 121 7.1 Introduction ........................................................................................................................... 121

3 The Serbian Road Network

On the network there are:

Fig. 3.1-2: Serbian Main an Regional Road Network

(Source: PE Road of Serbia)

Fig. 3.1-3: Serbian Road Network

(Source: PE Road of Serbia)

(Source: PE Road of Serbia)

Figure 3.1-5: Southeast Pan-European corridors

Figure 3.1-6: Core network

(Source: PE Road of Serbia)

(Source: Highway Institute Belgrade)

Management of the Serbian Road Network

Fig. 3.2.2-1: Public Enterprise Roads of Serbia - organisation

(Source: PE Road of Serbia)

Characteristics of the Serbian Road Network

Road Network in Republic of Serbia in 200716

Width of traffic lanes on the Serbian Road Network

Width of traffic lanes on the Serbian Road Network

Width of traffic lanes on the Serbian Road Network

Longitudinal grades on the Serbian Road Network

Maximum longitudinal grades on the Serbian Road Network

Maximum longitudinal grades on the Serbian Road Network

Longitudinal grades on the Serbian Road Network

Minimum radius of horizontal curve on the Serbian Road Network

Condition of the Serbian Road Network

Condition of Road Network in Republic of Serbia in mid 90s19

Rehabilitation and reconstruction of main roads in Serbia 2001-200521

Average Roughness Distribution on the Serbian Road Network (2008)

Condition of Road Network in Republic of Serbia in 200824

Maintenance of the Road Network

New Registered Vehicles in Serbia

Traffic on the Serbian Road Network

Width of traffic lanes

Tab. 3.7.1- 1: Classification of roads in A-Network in the Republic of Serbia

3.00-3.24 115 8.71 3,803 159 4.25

3.25-3.49 175 13.30 5,713 365 9.75

3.50-3.74 417 31.70 6,773 1,031 27.55