1. Ports and European policies in the Adriatic and Ionian Basin Neum, 21 April 2004 Observatory of the Port of Ancona Chamber of Commerce Craft and Industry of Ancona

2. 1 Intervention Objectives Ancona Ravenna Venice TriesteKoper Rieka Zara Split Ploce Dubrovnik Bar Durazzo Igoumenitsa Patras Bari Brindisi Initial outline on the traffic characteristics in the main ports of the Adriatic and Ionian basin. The European policies on transport in the Adriatic and Ionian basin. PORTS UNDER SURVEY Taranto**

3. Maritime traffic in the Adriatic and Ionian basin EU policies on the Adriatic and Ionian basin

4. 3 Ports: Overall freight traffic 2003 Source: Istao Data, 2004 Igoumentitsa nd About 160 million tons freighted in 2003. Trieste is the leader with 29% of the total freight traffic + Taranto: 35 million tons in 2002

5. 4 Ports: Container traffic 2003 Source: 2004 Istao survey on Port authority data There were about 909 thousand TEUS transported in 2003. 63% pass through the Northern Adriatic ports (Venice, Trieste, Koper, Rijeka). The annual growth rate over the last two years was 5-6% (higher than other types of commodities). CONTAINER TRAFFIC 2003 in Teus + Taranto: 472.000 teus in 2002

6. 5 Ports: Passenger traffic *estimated data Source: 2004 Istao survey on port authority data About 9 million international movements to which local stages need to be added. Ancona is the leader with 17% of the total traffic

7. 6 International links between Italy and Greece BARI 409.000 pax 85.000 tir 2.5 million pax transits from and to Greece. Substantial stability over the last two years. Ancona is the leader with a market share of 40% both in pax traffic as well as Articulated Lorries. ANCONA 1.003.000 pax 186.000 tir/tr IGOUMENITSA* PATRAS About 2,5 million pax TRIESTE 240.000 pax 37.000 tir BRINDISI 535.000 pax 103.000 tir VENICE 341.000 pax 56.000 tir

8. 7 65% 13% 5% 3% 4% 2% 1% he origins Origins of truck traffic from and to Greece via Ancona A sample of about 12.000 articulated lorries, equal to 6,4% of the annual total Ancona as a segment of an intermodal corridor linking the Central North with South East Europe Statistical survey ISTAO 2002

9. 8 International links between Italy and Croatia BARI 61.000 pax ANCONA 355.000 pax 9.850 tir/trailer VENICE hydrofoil SPLIT 245.000 pax ZADAR 65.000 pax DUBROVNIK 62.500 pax In 2003 there were 416.000 transits from and towards Croatia, to which the hydrofoil traffic from Venice, Civitanova Marche, and Pescara should be added. Only 10.000 articulated lorries in transit towards Italy Ancona is the absolute leader with a strong growth trend (+15% in 2002)

10. 9 Domestic traffic within Croatia Domestic traffic in Croatian ports, often related to tourism towards the islands, is particularly high. There were 4,8 million domestic movements registered in 2003 and the data represents a strong growth rate (+11% in 2003, +12% in 2002). DUBROVNIK 420.811 pax SPLIT 2.602.000 pax ZADAR 1.555.563 pax RIJEKA 183.203 pax PLOCE 104.519 pax

11. 10 Articulated Lorry traffic between Ancona and Croazia Departure from Ancona Arrival at Ancona 50% of Croatian origin 30% Bosnian 10% Italianan 8-10% Slovenian 50% of Croatian origin 30% Bosnian 10% Italianan 8-10% Slovenian Building materials Furniture Semi-finished goods (shoes, clothing) Earth moving machinary General foodstuffs Marble Silicon Finished goods (Shoes, clothing) Timber Ancona to service the import-export between the two coasts Statistical survey Istao 2002

12. 11 International links with Albania BARI 567.000 27.000 tir There are about 800.000 pax transits from and towards Albania. The leader in traffic with Albania is the Puglia pole (84% of pax transport and almost all the articulated lorry transits). BAR ANCONA 84.000 pax 1.922 tir/tr KOPER DURAZZO* and VALONA* about 800.000 pax TRIESTE 36.000 pax 5.000 tir BRINDISI 87.000pax 10.192 tir

13. 12 International links with Serbia and Montenegro BARI 57.000 pax BAR 80.250 pax ANCONA 22.000 pax 387 tir/tr KOPER n.a. DURAZZO n.a. There are about 80.000 pax transits towards Bar from Italy. There is no data available from Koper and Durazzo, which also have operating lines linking Bar.

14. 13 Cruise traffic 2003 VENICE about 700.000 + 30% BARI 214.000 + 27,6% CORFU’ n.a. DUBROVNIK 260.000 + 126% SPLIT 46.000 + 97% Cruise traffic is also starting to show significant volumes along both the shores of the Adriatic and Ionian basin. There is a strong growth rate in passengers, particularly at the port of Dubrovnik, which has become a reference stage in the Central Adriatic

15. 14 Conclusions Two big poles of goods traffic concentration (bulk cargos and containers): in the North, the Northern Adriatic pole (Venice, Trieste, Koper, Rijeka); and in the South, the transhipment port of Taranto. FERRY AND RO- RO TRAFFIC The ports of the Central and Southern areas (apart from Ravenna) represent more specialised ferry traffic: Ancona is the leader for its links to Croatia and Greece Bari and Brindisi lead in the links to Albania and Serbia- Montenegro. Traffic with Greece remains considerable. Traffic with Igoumenitsa and Patras is determined by two large and complimentary components: The Central Northern European touristic demand for Greece The demand for import-export transport from Greece to the rest of the Union. Other significant short sea shipping routes include the ro-ro lines between Trieste and Turkey and Ravenna and Catania. GOODS TRAFFIC TRAFFICO FERRY e RO-RO SPECIFIC INFRASTRUCTURES NECESSARY: Dedicated structures in the ports Rapid links to the main road arterials

16. Maritime traffic in the Adriatic and Ionian basin EU policies on the Adriatic and Ionian basin

17. 16 EU policies in the ‘ nineties Completion and modernisation of the transport network in EU Countries 14 ESSEN Projects(1994) + the Adriatic Corridor included in the following years Set up of the programme ‘Pan-European Corridors’ : creating a single European geo-economic and geo- political area. 10 Pan-European Corridors Defined during the Conferences of the Ministries of Transport in Crete (1994) and Helsinki (1997)

18. 17 Corridors of the area 10 8 5 9 7 4 ADRIATIC CORRIDOR +

19. 18 Recent revisions 2001. The first revision project proposed by the Commission. June 2003. Report by a top-level group (Van Miert Report) on new priority projects and new ways of financing of projects. Ottober 2003. New proposal for the revision of priority projects (raised to 29) acknowledging for the most part both the suggestions of the Van Miert Group as well as the amendments proposed in 2001. 2004. The initial amendments to the Commission’s proposal. Final approval by the Council and Parliament is foreseen for June 2004. The European guidelines on transport policies are currently under revision. The primary objective is to accelerate the integration process for the Countries of East Europe, through a targeted transport policy.

20. 19 Progect 6: Railway axis on corridor 5: - Venice-Trieste/Koper-Divaca ( 2015) - Ljubljana – Budapest (2019) + junction Ronchi Sud – Trieste Divaga Progect 7 – Completion of via Egnatia – Pathe ( Essen 1994). Enlargement of motorway sections towards Bulgaria and Romania(2010) Progect 21 - Motorway of the Sea of South East Europe (2010) Progect 29 – railway axis Adriatic – Ionian in Greek territory (Kozani-Kalambaka- Igoumenitsa – Ioannina-Antirrio-Rio- Kalamata (2014). + resume Corridor 8 with an extension to Bari and Brindisi 29 New priority projects in the Adriatic and Ionian area

21. 20 Progect 21: The Motorway of the Sea It could grant financing for :  The set up of new navigation services  Interventions designed to modernise port services reserved for short and medium range traffic: ro-ro terminals, logistics equipment, parking areas, installations for truckers.  Infrastructural interventions for port access.  Operations for simplifying customs procedures and electronic systems for Port Authority declarations. It requires:  The interested states to select a limited number of ports which could access this type aid;  Two Member States to present a joint presentation of projects.

22. 21 Conclusions The new European transport policies constitute a grand opportunity for development, thanks to infrastructural development in the Northern Adriatic, Southern Adriatic and Greece. The Central Area however remains substantially bare: there are currently no priority projects regarding Croatia and as regarding Italy, the Adriatic Corridor has dissappeared from the list of EU Priority projects. The Motorways of the Sea can offer an opportunity to redress UE aids in favour of the central area (Italy).