1. Comprehensive transport evaluation
National Development Agency
Beatrix Horváth
Evaluation Network Meeting, Brussels, 21 June, 2012
Comprehensive transport evaluation
( )

2. Evaluation objective
The aim of the evaluation is to show comprehensively the contribution of EU support between to the Hungarian transport development and to the overall and specific objectives laid down in transport development strategies and in the EU support programmes.
According to the comprehensive approach the projects supported by EU funds have been examined in the context of the Hungarian transport development.
Main objective of the evaluation:
To formulate proposals for policy planning in , for the programming and the programme management connected to the implementation.

3. Content of the evaluation
Groups of tasks:
Strategic context analysis
Financial analysis of the period
Direct effectiveness assessment
(4) Programme management evaluation
(5) Financial and environmental sustainability assessment

4. Content of the evaluation
Comprehensive evaluation of EU supports for transport developments in the period of :
(Covering projects contracted till 1 July 2011):
ISPA, CF ( ), EIOP, ROP
TOP, ROPs
PHARE and cross-border cooperation programmes
In some parts with an overview on developments financed from national sources:
National resources, EIB loan, PPP

5. Analyzed projects
Transport development projects in the period of :
1,308 transport development projects co-financed by the EU (pre-accession funds, Cohesion and Structural Funds)
954 projects financed from other resources (national + EIB loan + PPP)
The total cost of investments: HUF 5,024 billion.
47.5 % (HUF 2,385 billion) of the projects was co-financed by the EU, with HUF 2,068 billion awarded (EUR 6.8 billion).

6. Results – Public road developments

7. Results – Railway and urban railway developments

8. Results – Accessibility of Budapest
2005
2010
2000
2015
The improvement of accessibility is mainly due to the extension of national road network primarily implemented from national sources and of motorway constructions completed during the past 5 years (M3, M6 and M7).
The access time of the former peripheral regions of the country has improved significantly: due to the developments Budapest can be reached in one hour less from certain regions and a lot of settlements can reach the nearest motorway- or express road junction in two hours less due to the construction of the new infrastructure elements.
The micro-regional, county- and regional centres can mainly be reached not on motorways, but by using the subordinate road network. Therefore, the deterioration of the condition of public road network not included in the developments comes more and more to the forefront; due to this the access time of the county and regional centres has worsened in West and South Transdanubia and on large areas between Békés and Jász-Nagykun-Szolnok counties.

9. Results – Public road accessibility

10. Border crossing at departure Border crossing at arrival
Results – Public road accessibility
Corridor
Border crossing at departure
Border crossing at arrival
Access time, 2000 (minute)
Access time, 2011 (minute)
Improvement (minute)
Improve-ment (%) IV
Hegyeshalom (A)
Nagylak (RO)
264.5
230.7
33.8
12.8
IV-V
Beregsurány (UKR)
372.9
307.2
65.7
17.6
IV-X/B
Röszke (SRB)
222.6
190.7
31.9
14.3 V
Tornyiszentmiklós (SLO)
483.0
350.8
132.1
27.4
Letenye (CRO)
465.1
339.6
125.5
27.0

11. Results – railway accessibility
In the case of the majority of the more than 60 sections of the reviewed 21 railway lines the travel time per timetable has shortened.
Compared to 2000 the passenger trains arrive at their destination in less time on 80 % of the lines, this proportion is 65% in case of express and InterCity (IC) trains. Furthermore, the situation improved on 5 lines of the 9 travelled by international express trains, while it has deteriorated on 4 lines. The average improvement is 7.2 % for passenger trains, 3.5% for express and IC trains and 4.5 % for international express trains. On the other hand the improvement is much more striking on the line sections of the completed projects: the passenger trains improved by 14.9 % (out of the 15 line sections recording the biggest improvement 14 were rehabilitated), the express trains and ICs run 9.3 % faster than in 2000.
It is important to stress that the positive impact of the reconstruction could be reduced/eliminated by an inefficient timetable.
Railway accessibility was studied in the case of all TEN-T and Pan-European (PEN) corridors and on lines, where the projects were completed in (Sopron-Szombathely, Cegléd-Szeged).

12. Strategic context
Recommendations for the content requirements of the strategy:
Not all types of infrastructure have to be built out everywhere, and not the most expensive and state-of-the-art infrastructure should by all means developed on every level.  development directions should be determined on the basis of social demands
Integrated developments in focus  emphasizing urban (intermodal centres, community transport) and rural development (areas left out from public road developments) aspects in transport projects
Strengthening the role of the feasibility studies,
Establishment of a transport development monitoring system.

13. Aspects to be considered in the strategy planning
Principles of planning: need for a change in approach, to enhance the role of professional considerations in the decision making process
Definition of the goal, the function and the role of the strategy
Relation with other strategies
Needs and limiting factors
Minimum expectations and requirements
Definition of types of task for preparation and implementation
Definitions of tools for preparation and implementation
Structural conditions of the planning process
Establishment of a criteria system for project selection and prioritization (application, institutional conditions, monitoring system)

14. Sustainability
Every fifth project serves the construction of new infrastructural element,
Exaggerated social expectations  decision-makers want to fulfil, not considering its significant costs,
During the selection of projects for EU financing the short, medium and long term burdens on the budget should be considered.
Importance of the operation and the maintanence of the existing infrastructure beside developments.
The maintanance and operation should be handled not after the implementation, but during the planning, project preparation phase.
„Polluter pays principle” into the practice  introduction of the eletronic distance related road toll system

15. Thank you for your attention
National Development Agency,
Coordination Managing Authority, Evaluation Unit
Beatrix Horváth, senior advisor