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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

The European Union’s Tacis TRACECA programme

for Armenia, Azerbaijan, Bulgaria, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Romania, Tajikistan, Turkey, Turkmenistan, Ukraine,

Uzbekistan



Uzbekistan



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General Master Plan for Transport in Serbia

Final Report

Annex I: Road mode

October 2009

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

The European Union Programme for the Balkan Region

Albania, Bosnia & Herzegovina, Croatia, The Former Yugoslav Republic of Macedonia and Serbia-

Montenegro

EC Delegation Project Manager: Enrico Maglia

GMPTS Team Leader: Antonello Pucci

GMPTS Deputy Team Leader: dr Vlastimir Dedović

Roberto Liuzza, Project manager (PM)

Stefano Pellecchia, Transport Expert and PM Assistant

Nada Stanojević, 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 Vorotović,

mr Vladimir Momĉilović, Ivan Ivković

Road Expert Team: Paolo Orsini, Vladimir Cvijović, dr Gradimir Danon

Rail Expert Team: Pietro Moretti, Luca Franceschini, dr Nebojša Bojović

Miloš Milenković, Dragana Maĉvanski

IWW Expert Team: Roberto Zanetti, S. Meijer, dr Zoran Radmilović, Saša Jovanović,

Violeta Vasić, mr Danijela Pjevĉević

Air Transport Expert Team: Jochen Starke, dr Slobodan Gvozdenović, mr Olja Ĉokorilo

Intermodal Expert Team: Alessandro De Angelis, dr Branislav Bošković

Environmentalist: Andre Van Kuijk, dr Sneţana Belanović, mr Nevena Vasiljević,

mr Ivana Bjedov, dr Ratko Kadović, Dragana Borota

Transport Economist: Geert Smit, Boris Nikolić

Steering Committee Members:

Tatjana Mirković/Dejan Lasica, MoI

Biljana Vuksanović, PERS

Ljiljana Gordić, PESR

Ţaneta Ostojić-Barjaktarević, Plovput

Marija Petrović, CAD

General Master Plan for transport in Serbia

Final report – Annex I

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

October 2009

General Master Plan for Transport in Serbia 05SER01/04/016 Final report – ANNEX I: Road mode October 2009

Page 3

Report cover page

Project Title:

Project number:

General Master Plan for Transport in Serbia

05SER01/04/016

Countries: Republic of Serbia

Beneficiaries

Organisation Ministry for

Infrastructures

PE Roads

of Serbia

Civil Aviation

Directorate

Plovput Belgrade

Inland waterways

maintenance and

development

agency

PE Serbian

Railways

Name Tatjana Mirković/

Dejan Lasica

Biljana Vuksanović Marija Petrović Ţaneta Ostojić

Barjaktarević

Ljiljana Gordić

Address

Nemanjina 22-26

11000 Beograd,

Srbija

282 Kralja

Aleksandra

Boulevard, 11000

Belgrade, Serbia

Omladinskih brigada

1, 11070 Belgrade,

Serbia

Francuska 9 11000

Belgrade, Serbia

Nemanjina 6,

11000 Belgrade

Serbia

Telephone +381.11.3616613 +381.11.3040642 +381.11.3117482 +381.11.3029801 +381.11.3615857

Fax +381.11.3040614 +381.11.3117518 +381.11.3029808 +381.11.3616841

e-mail [email protected]

s

[email protected]

biljana.vuksanovic@putev

i-srbije.rs

[email protected] [email protected] [email protected]

EC Consultant

Organisation Team Leader Italferr IIPP NEA Witteveen+Bos

Name Antonello Pucci Roberto Liuzza Nada Stanojević

V. Lisinskog 12a,

11000 Beograd

+381.11.2088041

+381.11.3291373

[email protected]

Geert Smit Ir. E. Teunissen

Address

Strahinjića Bana 49,

11000 Belgrade

Via Marsala 53,

00185 Rome, Italy

Bredewater 26

NL-2715 CA

Zoetermeer

Leeuwenbrug nr. 8

7411 TJ Deventer

The Netherlands

Telephone

+381 64 07 680 +39.06.49752452

+39.06.49752564

City Net +31 79 3222397 +31-570-697511

Svetlana Luĉić

Uzun Mirkova 10/1,

11000 Belgrade

+381 11 2623895

svetlana.lucic@nadlanu

.com

Fax +31 79 3222382 +31-570-697123

e-mail [email protected] [email protected] [email protected]

Date of report: 20 October 2009

Authors of report: Project Team

For the Consultant

Team Leader

Antonello Pucci Signature

For EC Delegation Project Manager Enrico Maglia

Signature _________________________

mailto:[email protected]

mailto:[email protected]


Page 4

Abbreviations

AADT Annual Average Daily Traffic

A&ET Access and egress time

AON All or Nothing

BCP Border Crossing Point

CBA Cost Benefit Analysis

CIF Cost Insurance of Freight

Co Commuters

CSD Cutter Suction Dredger

DG TREN Directorate General for Transport and Energy

DTD Danube-Tisa-Danube Hydro graphic system

EC European Commission

EAR European Agency for Reconstruction

EIA Environmental Impact Assessment

EU European Union

FIDIC Fédération Internationale des Ingénieurs-Conseils

GC Generalised Cost

GDP Gross Domestic Product

GIS Geographical Information System

GTC Generalised Transport Cost

GTMS General Transport Master Plan of Serbia

HGV Heavy Good Vehicle

IPR Intellectual Property Rights

IRI International Roughness Index

IVTT In Vehicle Travel Time

IWW Internal Water Ways

JV Joint Venture Italferr/IIPP/NEA/Witteveen+Bos

LoS Level of Service

MIP Multi-annual Indicative Programme

MoI Ministry of Infrastructures of the Republic of Serbia

MPME Multiple Path Matrix Estimation

MS Modal split

Nco Non commuters

NSTR Nomenclature of Statistical Trade Registration

NUTS Nomenclature of Territorial Unit for Statistics

OD Origin – Destination

OF Occupation Factor

PD Project Director

PERS Public Enterprise ―Road of Serbia‖

PESR Public Enterprise ―Serbian Railways‖

PC Project Coordinator

PIU Project Implementation Unit

pkms person kilometres

PLOVPUT Directorate for Inland Waterways

REBIS Regional Balkans Infrastructure Study

RSD Republic of Serbia Dinars

SCP Study area Crossing Point

SEETO South East Europe Transport Observatory

SC Steering Committee

TEN Trans European Networks

TL Team Leader

ToRs Terms of References

TSHD Trailing Suction Hopper Dredger

TT Transfer Time

VOT Value of Time

VOC Vehicle Operating Cost

WT Waiting Time


Page 5

Table of Contents

1 Introduction .................................................................................................................................... 7

2 Background ..................................................................................................................................... 9

3 The Serbian Road Network ........................................................................................................... 11

3.1 Introduction ............................................................................................................................. 11

3.2 Management of the Serbian Road Network ........................................................................... 20

3.2.1 Legal Frame ..................................................................................................................... 20

3.2.2 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 Width of traffic lanes ...................................................................................................... 38

3.7.2 The minimum radius of horizontal curves ...................................................................... 40

3.7.3 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 SWOT Analysis .............................................................................................................................. 57

5 General Master Plan Road Network ............................................................................................. 60

5.1 Introduction ............................................................................................................................. 60

5.2 General Transport Master Plan – Model of Road Network ..................................................... 61

5.2.1 Condition of the Model Road Network .......................................................................... 64

5.2.2 Maintenance costs of the Model Road Network ............................................................ 66

5.2.3 Traffic flow on the Model Road Network ....................................................................... 70

5.2.4 Capacity of the Model Road Network ............................................................................ 72

6 Development Projects .................................................................................................................. 77

6.1 Do minimum Projects .............................................................................................................. 77

6.2 Road Development Projects .................................................................................................... 81

7 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.


Page 8

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.


Page 9

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 Niš.

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, (Niš – Sofia), and X (Niš – 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

1 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


Page 10

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.


Page 11

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

On the network there are:

- 498 km of toll motorways and

- 136 km of toll semi-motorways


Page 12

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

(Source: PE “Road of Serbia”)


Page 13

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 Beška. 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 Estimate from the official website of the Serbian Government. 8 For details see ―Tertiary Network Road Policy Report‖


Page 14

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.


Page 15

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.


Page 16

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)


Page 17

Routes

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

Length

[km]

Belgrade bypass 47.4

Corridor X Croatian border - Batrovci - Beograd

(E-70/M-

1) 514

Beograd - Niš - Leskovac - Bujanovac - FYRM border (E-75/M1)

Corridor Xb Hungarian border - Beograd E-75 185

Corridor Xc Niš - Bulgarian border (E-80) 110

Route 3 BiH border - Uţice M-5 54

Route 4 Romania border-Beograd-Ĉaĉak-Uţice-Montenegro border E-70 414

Route 5 Bulgarian border - Vrška ĉuka - Zajeĉar - Paraćin E-761 107

Route 6 Montenegro border - Ribarići - Kosovo - Priština 25

Route 7 Niš - Prokuplje - Merdare - Kosovo border M-25 96

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)


Page 18

Figure 3.1-6: Core network



Page 19

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)


Page 20

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 investor‘s 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),

9 Article 1 of the Law on Public Roads which come into effect on January 1, 2006.




Page 21

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. public road use tax

2. compensation for road maintenance amounting to 10.0% of fuel tax

3. loans

4. investments by local and foreign persons

5. budget of the Republic of Serbia and

6. 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. 13

Article 57 of the Law on Public Roads which come into effect on January 1, 2006.


Page 22

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


Page 23

concern mainly the designing of local roads. Since year 2000 the only new standards are the ones

defining the horizontal and vertical road signalization.

3.2.2 Public Enterprise “Roads of Serbia”

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 Director‘s 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 The Official Gazette of the Republic of Serbia, No. 101-05 15 http://www.putevi-srbije.rs, Decision Establishing Public Enterprise for State Roads Management


Page 24

of a business enterprise are performed. General Director‘s 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.


Page 25

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


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


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.


Page 26

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 expert‘s 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: Road Network in Republic of Serbia in 200716

Category I Cat. II Local Total

Motorways Semi Other Total

498 km 136 km 4,891 km 5,525 km 11,540 km 23,780 km 40,845 km

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

17 Transport Rehabilitation Project Consulting Services for Road Database Public Enterprise ”Roads of Serbia”, JV CPV –Nievelt.


Page 27

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: Width of traffic lanes on the Serbian Road Network

Lane Width < 3.0 ≥ 3.0 < 3.25 ≥ 3.25 < 3.5 ≥ 3.50 < 3.75 ≥ 3.75m Total

Link 452 269 295 227 329 1572

% of Link 28.75 17.11 18.77 14.44 20.93 100

Length [km] 5,785.076 2,722.684 2,612.798 1,472.554 1,544.3156 14,137.43

% of length 40.92 19.26 18.48 10.42 10.92 100

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: Width of traffic lanes on the Serbian Road Network


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Fig. 3.3-2: Width of traffic lanes on the Serbian Road Network

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: Longitudinal grades on the Serbian Road Network

Grade 0 - 2 % 2 - 4 % 4 - 6 % 6 - 8 % ≥ 8 % Total

Link 632 347 183 132 153 1447

% of Link 43.68 23.98 12.65 9.12 10.57 100

Length [km] 3,849.61 2,461.82 1,560.54 1,637.20 2,485.21 11,994.38

% of length 32.10 20.52 13.01 13.65 20.72 100

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):


Page 29

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.


Page 30

Tab. 3.3-4: Longitudinal grades on the Serbian Road Network

Radius [m] ≤45 46 - 120 121 -250 251 - 450 ≥ 450 Sum

Links 606 326 145 135 251 1,463

% of links 41.42 22.28 9.91 9.23 17.16 100

Length [km] 6,641.34 2,414.17 1,007.00 821.05 1,418.20 12,301.76

% link length 53.99 19.62 8.19 6.67 11.53 100

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 user‘s 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: Condition of Road Network in Republic of Serbia in mid 90s19

Condition

Motorways

Semi-Motorways Main or Trunk Roads Regional roads All together

Km % Km % Km % Km %

Good 232 42.34 1,272 0.03 2,100 21.75 3,604 24.86

Fair 177 32.30 783 18.22 1,874 19.41 2,834 19.54

Bad 139 25.36 1,040 24.20 2,537 26.28 3,716 25.63

Very Bad 0 0.00 1,202 27.97 3,144 32.56 4,346 29.97

Total 548 100.00 4,297 100.00 9,655 100.00 14,500 100.00

18

"Traffic Base of Serbia - Special Investigation of Roads", for the Roads Directorate of Serbia, July 2001. 19 Booz Allen Hamilton: Technical Assistance to Serbia Road Directorate, Phases 2 and 3 Final Report, July 2005. pp 2-3.


Page 32

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: Rehabilitation and reconstruction of main roads in Serbia 2001-200521

Year Km Cost Mill EURO Cost EURO per km

2001 (2) 300 80 266,666

2002 (2) 800 225 281,250

2003 (2) 1000 340 340,000

2004+2005 (1) Recovery 416 112,750

2004+2005 (1) Rehabilitation 444 185,000

TOTAL 2,960

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 Serbia‘s 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 countries

22.‘ In the 2009 Doing Business, a World

Bank/IFC publication, Serbia was ranked 94th out of 181 countries, down from 91

st 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).

20 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.


Page 33

Tab. 3.4-3: Average Roughness Distribution on the Serbian Road Network (2008)

IRI <1 1 – 2 2 – 3 3 – 4 4 – 5 5 – 6 6 – 7 7 – 8 8 – 9 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 of Road Network in Republic of Serbia in 200824

Condition Serbian Road Network

Good (IRI <3) 4,920 40,61%

Fair (3<IRI < 5) 3,852 37,74%

Bad (5<IRI < 8) 2,461 20,28%

Very Bad (IRI > 8) 891 7,37%

Total 12,136 100%

* 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 road‘s 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 (HDM–4) 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)


Page 35

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.


Page 36

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

* 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: New Registered Vehicles in Serbia

Type

2006 2007

Republic of Serbia Republic of Serbia

Total Central

Serbia Vojvodina Total

Central

Serbia Vojvodina

Motorcycles 931 682 249 2,073 1,411 662

Cars 25,530 19,411 6,119 32,684 25,988 6,696

Special cars 80 78 2 88 77 11

Buses and coaches 170 127 43 292 214 78

Trucks 4,505 3,471 1,034 6,441 5,152 1,289

Special trucks 441 367 74 404 275 129

Working vehicles 35 30 5 38 24 14

Road tractors* 250 105 145 567 250 317

Trailers and semi trailers 675 486 189 1,482 1,010 472

Total 32,617 24,757 7,860 44,069 34,401 9,668

Situation about vehicle fleet in Serbia can‘t 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 Motor Industry of Serbia, Registered vehicles in Serbia 27 Institutional Capacity Building Project in the Transport Sector in Serbia, Strategy and Policy of Transport Sector Development in Serbia

until 2015, December 2006.

Type

2006 2007

Republic of Serbia Republic of Serbia

Total Central

Serbia Vojvodina Total

Central

Serbia Vojvodina

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


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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 2006-

2007th 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)

28 Maletin, M., Tubić, V., General analysis of transportation demand and supply on primary state rural roads network in

th Republic of Serbia 29Maletin, M., Tubić, V., General analysis of transportation demand and supply on primary state rural roads network in

the Republic of Serbia


Page 38

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

Network A Width of traffic lane + edge lane (m)

<3.00 3.00-3.24 3.25-3.49 3.50-3.74 >3.75

Length (km) 0 115 175 417 609

% of length 0 8.71 13.30 31.70 46.30

Average AADT 0 3,803 5,713 6,773 9,840

Vehxkm/year(*)

0 159 365 1,031 2,188

% Vehxkm/year 0 4.25 9.75 27.55 58.45

(*) 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

Network B Width of traffic lane + edge lane (m)

<3.00 3.00-3.24 3.25-3.49 3.50-3.74 >3.75

Length (km) 778 980 493 658 281

% of length 24.30 30.71 15.45 20.63 8.80

average AADT 1,991 3,350 4,272 4,649 4,735

Vehxkm/year(*)

565 1,198 769 1,117 486

% Vehxkm/year 13.68 28.98 18.59 27.01 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.


Page 39

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)


Page 40

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

Network A Minimal radius of horizontal curve on section (m)

<45 46-120 121-250 251-450 >450

Length (km) 136 298 103 337 442

% of length 10.31 22.65 7.85 25.60 33.59

average AADT 4721 5844 6521 7464 10598

Vehxkm/year(*)

234 636 246 918 1710

% Vehxkm/year 3.25 16.98 6.57 24.52 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

Network B Minimal radius of horizontal curve on section (m)

<45 46-120 121-250 251-450 >450

Length (km) 1534 854 536 151 116

% of length 48.09 26.75 16.80 4.72 3.65

average AADT 2960 3604 4302 4734 5975

Vehxkm/year(*)

1657 1123 842 260 254

% Vehxkm/year 40.08 27.15 20.35 6.29 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).


Page 41

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,


Page 42

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

Network A Maximal longitudinal grade on section (%)

<2 2-4 4-6 6-8 >8

Length (km) 497 449 233 127 11

% of length 37.75 34.09 17.73 9.62 0.82

average AADT 8727 7794 8280 3363 9840

Vehxkm/year(*)

1582 1276 705 155 24

% Vehxkm/year 42.27 34.10 18.84 4.15 0.65


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

Network B Maximal longitudinal grade on section (%)

<2 2-4 4-6 6-8 >8

Length (km) 1094 791 596 613 96

% of length 34.27 24.78 18.69 19.23 3.02

average AADT 4313 3840 3556 2019 2258

Vehxkm/year(*)

1721 1108 773 452 79

% Vehxkm/year 41.36 26.80 18.71 10.94 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.


Page 43

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


Page 44

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. 3.7.3–3: Annual Average Daly Traffic (AADT) and annual changes of vehicle x kilometre of

the main road network in the Republic of Serbia


Page 45

It is obvious (Fig. 3.7.3–3) 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 Niš - Bulgaria and Leskovac – FYRM, average AADT year 2005 is approximately equal for

year 1990 (grey columns).

Fig. 3.7.3–4: 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


Page 46

Fig. 3.7.3-5: Position of automatic traffic counters on the road network in the Republic of Serbia

in 2006 year



Page 47

Fig. 3.7.3-6: The Map of distribution of traffic flows (AADT) on road network in the Republic of

Serbia in 2006 year



Page 48

Tab. 3.7.3–3: Distribution of traffic flows (AADT) on the main roads in 2006 and 2007 years

Annual Average

Daily Traffic

AADT

(vehicle/day)

MAGISTRAL ROADS

2006 2007

Number

of sections

Length Number

of sections

Length

(км) (%) (км) (%)

< 500 2 10.2 0.22% 1 0.6 0.01%

501 -1 000 16 233.7 4.97% 17 254.1 5.41%

1 001 - 2 000 34 428.1 9.11% 29 308.5 6.57%

2 001 - 3 000 81 848.4 18.06% 71 750.3 15.97%

3 001 - 4 000 59 723 15.39% 71 909.4 19.36%

4 001 - 5 000 34 350.2 7.45% 32 326.5 6.95%

5 001 - 6 000 54 601.3 12.80% 40 492.2 10.48%

6 001 - 7 000 34 346 7.36% 30 292.8 6.23%

7 001 - 8 000 25 229.9 4.89% 29 296.5 6.31%

8 001 - 9 000 15 147.9 3.15% 15 134.9 2.87%

9 001 - 10 000 15 132.4 2.82% 22 201.4 4.29%

10 001 - 12 000 11 123.8 2.63% 16 127.4 2.71%

12 001 - 15 000 16 175.8 3.74% 17 168.8 3.59%

15 001 - 20 000 18 98.5 2.10% 21 157.1 3.34%

20 001 - 30 000 8 59.7 1.27% 8 59.9 1.28%

30 001 - 50 000 2 16.4 0.35% 2 12.2 0.26%

50 001 - 100 000 1 2.9 0.06% 2 12.5 0.27%

> 100 000 2 6.6 0.14% 2 6.6 0.14%

Total: 427 4 534.8 96.52% 425 4 511.7 96.04%

Urban sections: 103 163.7 3.48% 105 186.2 3.96%

Unconstructed sections: 8 8

Total: 538 4 698.5 100.00% 538 4 697.9 100.00%

Overlapped sections: 27 151.6 27 151.6

(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.


Page 49

Fig. 3.7.3–7: 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


Page 50

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. 30th -60

th the biggest

flow on hour (Q30 – Q

60). 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

Network A Ratio (Q/C)

<0.5 0.51-0.70 0.71-090 >0.90

Length (km) 1057 208 41 10

% of length 80.34 15.84 3.09 0.73

average AADT 7,346 9,434 8,368 18,924

Vehxkm/year(*)

2,834 718 124 116

% Vehxkm/year 75.73 19.17 3.32 1.78


32 Maletin, M., Tubić, V., General analysis of transportation demand and supply on primary state rural roads network in

th Republic of Serbia


Page 51

Tab. 3.8-2: Distribution of sections of network B regarding coefficient (Q/C) on section with

participation in length and vehicle x kilometre

Network B ratio (Q/C)

<0.5 0.51-0.70 0.71-090 >0.90

Length (km) 28.14 230 100 46

% of length 88.19 7.22 3.14 1.45

average AADT 3,043 6,944 7,421 9,169

Vehxkm/year(*)

3,125 583 271 154

% Vehxkm/year 75.58 14.11 6.57 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.


Page 52

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 B-

network, 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


Page 53

kilometre. On B-network situation is slightly worse Q/C 0.91 is on 46.2 km (1.45% length of

B-network) with 3.74% of vehicle x kilometre.

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 2006 2007 2008

Total number of

accidents with killed and

injured

12.752 13.912 16.585 15.382

No. of personal injury

accidents: 16.872 18.405 22.201 22.775

No. of killed 841 900 962 897

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

General National Reports ―Motorway Development in Serbia‖, Crete 2007, Marrakech, 2008 and Krakow, 2009. 34 Antic B, The Costs of Traffic Accidents in the Republic of Serbia, Faculty of Transport and Traffic Engineering, University of Belgrade, 2006.


Page 54

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 multi-

sector 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. 3.9–2: 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* 1 36 30 30 1

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


Page 55

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. 3.9–3: Top five countermeasures in recommended programme iRAP

(million RSD, 20 year)

Countermeasure type Sites/length Estimated cost KSI saved Safety Benefits* BCR

Shoulder sealing (>1 m) 175 km 531 966 5,690 11

Signalised crossing 336 sites 624 680 4,005 6

Overtaking lane 50 km 624 500 2,945 5

Road surface improvement 279 km 392 498 2,934 7

Roundabout 247 site 196 472 2,778 14

….

Total 4,296.88 5.592 32,939.54 8

(*

)Safety benefits are Present Value figures discounted over 20 years at a rate of 4% per annum.

36

Vuksanović, B.: Bezbednost na drţavnim putevima, 2009, http://www.putevi srbije.rs/strategijapdf/bezbednostputevi.pdf


Page 56

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 hydro-

meteorological 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 non-

discrimination. Regulations in the field of road transport are fully harmonized with corresponding

European regulations from the aspect of technique, technology, standardization, safety and

management.


Page 57

4 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

S

geographic position and level of transport network development,

infrastructure resources

defined frame (respecting European and regional transport policy) and

global goals;

availability of professional and expert resources in the Republic of

Serbia.

Weaknesses

W

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


Page 58

O

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.

Threats:

T

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


Page 59

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.


Page 60

5 General Master Plan Road Network

5.1 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 socio-

economic 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 5

th 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 Niš, 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


Page 61

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.

5.2 General Transport Master Plan – Model of Road Network

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 Motorways and semi

motorways

Two lanes Main

roads

Two lanes

regional roads Total

Length [km] 705 3,845 1,023 5,574

Percent of Model

Road network 12.65 68,99 18,36 100.00

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).


Page 62

Fig. 5.2-1: Transport Model Road

Network



Page 63

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 Flat Hilly Mountain Total

Length [km] 2,235 2,192 1,146 5,574

Percent of Model Road network 40 40 21 100

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


Page 64

Tab. 5.2-3 Average road characteristics

Average road characteristics Two lane roads Motorway

Flat Hilly Mountainous Flat Hilly

Rise + Fall m/km 10 15 25 3 25

Average horizontal curvature deg/km 15 75 150 15 25

Altitude of terrain m 100 200 500 100 100

Speed limit km/h 80 80 60 120 120

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 Motorways Main roads Regional roads Total

Good (IRI <3) 100.00 42.74 15.,00 43.46

Fair (3<IRI < 5) 0 40.47 50.54 38.12

Bad (5<IRI < 8) 0 16.79 34.46 18.42

Very Bad (IRI > 8) 0 0.00 0.00 0.00

Total 100.00 100.00 100.00 100.00

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


Page 65

Fig. 5.2.1-1: IRI values on the Transport Model Road Network



Page 66

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: Typical Road Sections Characteristics40

Average road characteristics Two lane roads Motorways

Flat Hilly Mountainous Flat Hilly

Rise + Fall m/km 10 15 25 3 25

Average horizontal curvature [deg/km] 15 75 150 15 25

Altitude of terrain m 100 200 500 100 100

Speed limit km/h 80 80 60 120 120

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 General Master Plan Road Network 41 ―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


Page 67

Tab. 5.2.2-2: Averaged Traffic Flows for Typical Road Sections in 2006

Traffic in base year 2006

Type of Terrain

Flat

Terrain

Hilly

Terrain

Mountain

Terrain

Flat Terrain

Motorway

Hilly Terrain

Motorway

Low 3.000 3.000 1.000 10.000 10.000

Medium* 5.000 5.000 2.000 15.000 15.000

High 7.000 7.000 4.000 25.000 25.000

(*) 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

Year – period

Type of Vehicle

Passenger

Cars Buses

Light

Trucks

Medium

Trucks

Heavy

Trucks

Articulated

Trucks

Flat 82.75% 1.17% 1.43% 3.66% 4.92% 6.06%

Hilly 82.26% 0.98% 1.21% 3.49% 5.53% 6.54%

Mountain 82.30% 0.98% 1.33% 3.59% 5.79% 6.01%

Flat Motorway 77.79% 1.00% 1.26% 3.68% 5.75% 10.52%

Hilly Motorway 77.79% 1.00% 1.26% 3.68% 5.75% 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: Assumed Average Annual Growth Rates

Year – period

Type of Vehicle

Passenger

Cars Buses

Light

Trucks

Medium

Trucks

Heavy

Trucks

Articulated

Trucks

2006 – 201043

4.30 3.00 2.80 3.50 3.80 4.20

2011 – 2025 5.00 5.00 5.00 5.00 5.00 5.00

2026 – 4.00 4.00 4.00 4.00 4.00 4.00

43 Public Enterprise ‗‘Roads Of Serbia‘‘, Extension of the World Bank Transport Rehabilitation Project in Serbia, Road Rehabilitation

Projects – Feasibility Studies, Belgrade, March 2007


Page 68

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 Value

Roughness m/km 2.00

Total area cracking % 0

Raveled area % 1.00

Number at potholes No/km 0

Edge break area % 0

Mean rout depth mm 2.00

Texture depth mm 0.70

Skid resistance (Scrim 50 km/h) 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 Financial unit cost

Maintenance works for asphalt pavement

Crack Sealing 4.70 EUR/m2

Patching 12.00 EUR/m2

Miscellaneous Works on the two lane roads 1,200 EUR/km

Miscellaneous Works on the motorways 2,000 EUR/km


Page 69

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

Type of Terrain Pavement

condition Traffic

Average Year Maintenance Cost EUR/km

Do Minimum Alternative 1 Alternative 2

Two Lane road very good medium 2,550 12,100 9,900

Semi Motorway very good medium 4,400 19,000 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.


Page 70

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

Length

km

% of total

length

Transport flow

km x vehicle

Percent of

transport flow

AADT<2000 1,777 32.09 726,005 3.32

2,000 <AADT< 5,000 1,927 34.81 1,707,875 7.82

5,000 <AADT< 10,000 1,265 22.84 5,616,129 25.71

10,000 <AADT< 15,000 295 5.32 5,213,614 23.86

15,000 <AADT< 20,000 171 3.08 1,363,191 6.24

20,000 <AADT< 25,000 68 1.24 1,582,093 7.24

25,000 <AADT< 30,000 34 0.61 2,240,489 10.26

30,000 <AADT< 40,000 0 0.00 3,328,525 15.24

40,000 <AADT< 50,000 0 0.00 69,7640 0.32

50,000 <AADT< 60,000 0 0.00 0 0,00

Total on the Model Road Network 5,537 100.00 21,847,685 100.00

(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

GMPTS 45

General Master Plan for Transport in Serbia - Base Year 46

AADT - Annual Average Daily Traffic 47 COWI, (2003).


Page 71

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 Length

km

% of total

length

Daily transport flow

km x vehicle

Percent of daily

transport flow

AADT<2000 347 6.23% 2,359,196 3.78%

2,000 <AADT< 5,000 304 5.45% 5,509,980 8.82%

5,000 <AADT< 10,000 1,625 29.15% 17,778,078 28.46%

10,000 <AADT< 15,000 1,846 33.11% 14,756,172 23.62%

15,000 <AADT< 20,000 819 14.70% 4,243,342 6.79%

20,000 <AADT< 25,000 244 4.39% 3,551,081 5.69%

25,000 <AADT< 30,000 166 2.97% 5,582,036 8.94%

30,000 <AADT< 40,000 187 3.36% 7,546,955 12.08%

40,000 <AADT< 50,000 36 0.64% 619,755 0.99%

50,000 <AADT< 60,000 0 0.00% 515,735 0.83%

Total on Model Road Network 5,574 100.00% 62,462,329 100.00%

(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


Page 72

Fig. 5.2.3-1: Comparison of Traffic Flows in 2006 and 2027

0

500

1000

1500

2000

2500

< 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

Kilo

me

ters

Traffic flow 2006

Traffic flow 2027

(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 Hourly capacity per line Free flow capacity

(AADT)

Motorway / flat 2,200 35,000

Motorway / hilly 1,800 28,800

2-lane road / flat 1,200 15,000

2-lane road / hilly 1,000 13,000

2-lane road / mountain 800 10,500

49

General Master Plan for Transport in Serbia, Interim Report I, December 2008


Page 73

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. 30th -60

th 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 of

links

% of total

number Length km

% of total

length

Daily transport

flow

Vehicle x km

% of total

transport flow

<0.2 108 41.54 2,492 45.01 4,240,761 16.11

0.2 - 0.5 110 42.31 2,271 41.01 14,849420 56.41

0.5 - 0.8 37 14.23 744 13.44 6,810,495 25.87

0.8 - 0.9 1 0.38 7 0.13 98,312 0.37

0.9 - 1 3 1.15 21 0.39 290,336 1.10

1 - 1.5 0 0.00 0 0.00 0 0.00

1.5 - 2 1 0.38 1 0.03 34,564 0.13

2 - 2.5 0 0.00 0 0.00 0 0.00

2.5 - 3 0 0.00 0 0.00 0 0.00

>3 0 0.00 0 0.00 0 0.00

Total on Model Road

Network 260 100.00 5,537 100.00 26,323,888 100.00


Page 74

Fig. 5.2.4-1: Overcapacity links on the Serbian road network in 2006 (base year)

(Source: Consultants Transport Model Outputs)


Page 75

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 Number of links % of total number Length

km % of total length

Daily transport

work

vehicle/km

% of total

work

<0,2 15 5.66 392 7,02 705,244 0.97

0,2 - 0,5 55 20.75 860 15,42 6,475,979 8.95

0,5 - 0,8 95 35.85 2,218 39,79 31,920,882 44.12

0,8 - 0,9 17 6.42 363 6,51 4,675,678 6.46

0,9 - 1 15 5.66 366 6,57 5,010,704 6.93

1 - 1,5 56 21.13 1,259 22,58 20,999,263 29.03

1,5 - 2 11 4.15 116 2,07 2,500,622 3.46

2 - 2,5 0 0.00 0 0,00 0 0.00

2,5 - 3 1 0.38 1 0,02 57,771 0.08

>3 0 0.00 0 0,00 0 0.00

Total on Model Road

Network 265 100.00 5,574 100,00 72,346,142 100.00

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.


Page 76

Fig. 5.2.4-2: Overcapacity links on the Serbian road network in 2027 year (Do minimum)



Page 77

6 Development Projects

6.1 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")


Page 78

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), Ĉaĉak and Kraljevo (M22 main road) and Ralja (R200 regional road),

whereas at Bubanj potok it will coincide with the route towards Niš (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 – Ostruţnica works completed and opened for traffic

sector B4: Ostruţnica – Orlovaĉa opened for traffic and completion works

in progress

sectors B5-B6: Orlovaĉa – Bubanj potok upcoming works

Section C: Bubanj potok - Pančevo (E-70) – upcoming works

During the 1980s, a special Feasibility Study was prepared for the motorway section Dobanovci-

Bubanj 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 Serbia‘s 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 Ostruţnica, 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),

―Ţelezniĉka reka― (406 m), ―Kijevski potok― (571 m), ―Topĉiderska dolina― (597 m) and „Pruţni

prelaz― (across the Poţarevac 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 Ostruţnica, length 665 m), ―Ţeleznik‖ (699 m) and ―Beli potok‖ (under

Avala road, 373 m) with two tunnel tubes, and the ―Straţevica‖ Tunnel (under Resnik, 745 m) with

two separate tubes.


Page 79

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 Trans-

European 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

(Source: “Highway Institute ” Belgrade)

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 €.


Page 80

Fig. 6.1-3: Belgrade Bypass

(Source: “Highway Institute ” Belgrade)

Tab.6.1-1 Do minimum Scenario: Road Investment and Maintenance Costs

Road Section Length

[km]

Cost

[EUR millions]

Belgrade Bypass Sector ―A‖ 10 115

Belgrade Bypass Sector ―5‖ and ―6‖ 13 221

Total New Construction 23 336

Yearly Maintenance of Main Network 14,977 161

Yearly Maintenance of Municipality Network 22,416 95

Total 2009-2027 Maintenance Costs 37,393 4,600

TOTAL EXPENDITURE 2009-2027 37,393 4,936

*(Values in Euro Million at constant 2007 prices)


Page 81

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.


Page 82

Tab. 6.2-1: Road Development Projects

Origin

CodeOrigin Name

destinatio

n CodeDestination name

Length

(Km)

Capacity

(Veh/Train

/day)

Number

of Lanes

Pax Speed

(Km/hr)

Freight

Speed

(Km/hr)

Terrain

TypeIRI

Length

(Km)

Capacity

(Veh/Train

/day)

Number

of Lanes

Pax Speed

(Km/hr)

Freight

Speed

(Km/hr)

Terrain

TypeIRI Package Project

103808 Hungary border 3 103745 Horgoš 1.715 1200 2 70 60 1 2.0 1.715 2200 4 120 80 1 2.0 RDA 1

103345 Subotica (petlja) 103745 Horgoš 16.961 1200 2 100 75 1 2.0 16.961 2200 4 120 80 1 2.0 RDA 1

103345 Subotica (petlja) 103259 Bačka Topola (petlja) 31.594 1200 2 100 75 1 2.0 0.000

103259 Bačka Topola (petlja) 103780 Feketid (petlja) 20.722 1200 2 100 75 1 2.0 20.722 2200 4 120 80 1 2.0 RDA 1

103807 Srbobran (petlja) 103780 Feketid (petlja) 9.198 1200 2 100 75 1 2.0 9.198 2200 4 120 80 1 2.0 RDA 1

103807 Srbobran (petlja) 103325 Novi Sad north 28.402 1200 2 100 75 1 2.0 28.402 2200 4 120 80 1 2.0 RDA 1

110165 Petlja Y 103345 Subotica (petlja) 0.000 9.564 2200 4 120 80 1 2.0 RDA 1

110165 Petlja Y 103259 Bačka Topola (petlja) 0.000 23.673 2200 4 120 80 1 2.0 RDA 1

108.592 110.235

103344 Subotica 103345 Subotica (petlja) 18.34 1200 2 80 65 1 2 18.34 1200 2 80 65 1 2.0

103297 Kelebija 103292 Hungary border 2 2.00 1200 2 80 65 1 2 1.51 2200 4 120 80 1 2.0 RDA 2

103297 Kelebija 103344 Subotica 9.11 1200 2 80 65 1 2 6.90 2200 4 120 80 1 2.0 RDA 2

110165 Petlja Y 103344 Subotica 0.00 10.89 2200 4 120 80 1 2.0 RDA 2

29.45 37.64

103681 Vladičin Han 103680 Leskovac (petlja) 37.989 1200 2 80 70 1 2.0 37.989 1200 2 80 70 1 2.0 RDA 3

103743 Bujanovac 103681 Vladičin Han 38.362 1200 2 80 70 1 2.0 0.00

103328 Preševo (petlja) 103308 Macedonia border (Tabanovce)8.000 1200 2 80 70 1 2.0 8.00 2200 4 120 80 1 2.0 RDA 3

103743 Bujanovac 103328 Preševo (petlja) 18.42 1200 2 80 70 1 2.0 18.42 2200 4 120 80 1 2.0 RDA 3

110166 Vladičin Han (petlja) 103743 Bujanovac 25.85 2200 4 100 80 1 2.0 RDA 3

110166 Vladičin Han (petlja) 103681 Vladičin Han 15.46 1200 2 80 65 1 2.0

110166 Vladičin Han (petlja) 103680 Leskovac (petlja) 45.84 2200 4 120 80 1 2.0 RDA 3

102.771 151.56

103712 Niš east 103327 Pirot 59.682 1000 2 70 50 2 2.0 59.682 1000 2 70 50 2 2.0

103327 Pirot 103290 Gradina 23.771 1000 2 70 50 2 5.0 23.771 1000 2 70 50 2 5.0

103290 Gradina 103282 Bulgaria border 3 5.000 1000 2 70 50 2 5.0 5.000 1000 2 70 50 2 5.0

103712 Niš east 103327 Pirot 0.000 60.00 2200 100 80 2 2.0 RDA 4

103327 Pirot 103290 Gradina 0.000 23.50 2200 120 80 1 2.0 RDA 4

88.453 171.95

5. Kragujevac - Batocina 103752 Kragujevac 103739 Batočina (petlja) 28.607 1200 2 80 70 2 2.0 25.1 2200 4 100 80 2 2.0 RDA 5Kragujevac - Batocina

Motorway

Additional

carriageway, keep

existing road

4. Nis - Dimitrovgrad (prosek)

Nis - Dimitrovgrad

Motorway

New motorway,

keep existing road

A

1. Horgos - Novi Sad

Horgos - Novi Sad,

Motorway

Additional

carriagewy, keep

existing road

2. Kelebija - Subotica (south)

Kelebija - Subotica

Motorway

New motorway,

partially keep

existing road

3. Grabovnica - FYRM

Grabovnica - FYRM

Motorway

Additional

carriagewy, 52km

and new motorway

46km,keep existing

road

LINK CODES & NAMES Existing/Do minimum Characteristics With Project Characteristics Package/Project Code

Project Descript. (max

20 characters)

Project Type

(Rehab.,Upgrad.,

New)

Origin

CodeOrigin Name

destinatio


Length

(Km)

Capacity

(Veh/Train

/day)

Number

of Lanes

Pax Speed

(Km/hr)

Freight

Speed

(Km/hr)

Terrain

TypeIRI

Length

(Km)

Capacity

(Veh/Train

/day)

Number

of Lanes

Pax Speed

(Km/hr)

Freight

Speed

(Km/hr)

Terrain


103758 Beograd (Čukarica) 103760 Beograd (mostarska petlja) 2.952 1200 2 70 60 2 5.0 2.952 1200 2 70 60 2 2.0

103299 Kneževac (kružni put) 103758 Beograd (Čukarica) 8.216 1200 2 70 60 2 2.0 8.216 1200 2 70 60 2 2.0

103299 Kneževac (kružni put) 103732 Lazarevac 44.122 1200 2 70 60 2 2.0 44.122 1200 2 70 60 2 2.0

103731 Delije 103732 Lazarevac 4.491 1000 2 70 60 2 2.0 4.491 1000 2 70 60 2 2.0

103731 Delije 103774 Preljina 77.428 1200 2 60 50 2 2.0 77.428 1200 2 60 50 2 2.0

103792 Čačak 103774 Preljina 5.611 1000 2 70 60 2 2.0 5.611 1000 2 70 60 2 2.0

103742 Požega 103792 Čačak 35.325 1000 2 70 60 2 2.0 35.325 1000 2 70 60 2 2.0

103757 Ostružnica 103732 Lazarevac 44.800 2200 4 120 80 1 2.0 RDB 1

103732 Lazarevac 103774 Preljina 70.500 2200 4 120 80 1 2.0 RDB 1

103792 Čačak 103742 Požega 29.700 2200 4 120 80 1 2.0 RDB 1

178.145 145.000 178.145

103711 Užice 103722 Požega south 21.739 1000 2 70 60 2 2.0 21.739 1000 2 70 60 2 2.0

103721 Kneževidi 103711 Užice 15.031 1000 2 70 60 2 2.0 15.031 1000 2 70 60 2 2.0

103353 Kremna 103721 Kneževidi 18.196 800 2 60 50 3 2.0 18.196 800 2 60 50 3 2.0

103304 Kotroman 103353 Kremna 16.538 800 2 70 60 2 2 16.538 800 2 70 60 2 2.0

103304 Kotroman 103273 Bosnia border 2 2.000 800 2 70 60 2 2 2.000 800 2 70 60 2 2.0

103742 Požega 103711 Užice 18.900 2200 4 100 80 1 2.0 RDB 2

103711 Užice 103721 Kneževidi 10.800 1800 4 90 70 2 2.0 RDB 2

103721 Kneževidi 103353 Kremna 17.300 1800 4 90 70 2 2.0 RDB 2

103353 Kremna 103304 Kotroman 13.000 1800 4 90 70 2 2.0 RDB 2

73.504 60

103753 Novi Sad south 103750 Ruma (petlja) 40.739 1200 2 70 60 2 5.0 40.739 1200 2 70 60 2 5.0

103750 Ruma (petlja) 103397 Šabac 28.429 1200 2 80 65 1 2.0 28.429 1200 2 80 65 1 2.0

103397 Šabac 103309 Majur 9.891 1200 2 80 65 1 2.0 9.891 1200 2 80 65 1 2.0

103396 Loznica 103309 Majur 48.379 1200 2 80 65 1 2.0 48.38 1200 2 80 65 1 2.0

103753 Novi Sad south 103750 Ruma (petlja) 39.00 1200 2 80 65 1 2.0 RDB 3

103750 Ruma (petlja) 103397 Šabac 28.00 1200 2 80 65 1 2.0 RDB 3

103397 Šabac 103396 Loznica 53.00 1200 2 80 65 1 2.0 RDB 3

LINK CODES & NAMESProject Type

(Rehab.,Upgrad.,

New)


20 characters)

Package/Project CodeWith Project CharacteristicsExisting/Do minimum Characteristics

B

6. Beograd - Pozega

Beograd - Pozega

Motorway

New motorway,

keep existing road

7. Pozega - Uzice - Kotroman

Pozega-Uzice -

Kotroman

Motorway

New motorway,

keep existing road

8. Novi Sad - Ruma - Sabac -

Loznica

Novi Sad - Ruma - Sabac -

Loznica

Two Lane Road

New two lanes road,

keep existing road


Page 83

Origin

CodeOrigin Name

destinatio


Length

(Km)

Capacity

(Veh//day

)

Number

of Lanes

Pax Speed

(Km/hr)

Freight

Speed

(Km/hr)

Terrain

TypeIRI

Length

(Km)

Capacity

(Veh/Train

/day)

Number

of Lanes

Pax Speed

(Km/hr)

Freight

Speed

(Km/hr)

Terrain


103265 Beograd 103760 Beograd (mostarska petlja) 10.351 1200 2 80 65 1 5 10.351 1200 2 80 65 1 5.0

103265 Beograd 103773 Beograd (Krnjača) 3.300 1200 2 70 60 2 5 3.300 1200 2 70 60 1 5.0

103773 Beograd (Krnjača) 103726 Pančevo 9.568 1200 2 80 65 1 2.0 9.568 1200 2 80 65 1 2.0

103726 Pančevo 103804 Uljma 55.782 1200 2 80 65 1 2.0 55.782 1200 2 80 65 1 2.0

103804 Uljma 103805 Vršac 13.708 1200 2 80 65 1 2.0 13.708 1200 2 80 65 1 2.0

103805 Vršac 103347 Vatin 12.408 1200 2 80 65 1 2.0 12.408 1200 2 80 65 1 2.0

103347 Vatin 103332 Romania border 3 2.000 1200 2 80 65 1 2.0 2.000 1200 2 80 65 1 2.0

103726 Pančevo 103804 Uljma 47.20 2200 4 120 80 1 2.0 RDC 1

103804 Uljma 103805 Vršac 14.10 2200 4 120 80 1 2.0 RDC 1

103805 Vršac 103332 Romania border 3 13.30 2200 4 120 80 1 2.0 RDC 1

107.117 181.717

103725 Kruševac 103720 Pojate (petlja) 23.393 1200 2 80 65 1 2.0 23.393 1200 2 80 65 1 2.0

103724 Vrnjačka Banja 103725 Kruševac 34.835 1000 2 70 60 2 2.0 34.835 1000 2 70 60 2 2.0

103755 Kraljevo 103724 Vrnjačka Banja 25.668 1000 2 70 60 2 2.0 25.668 1000 2 70 60 2 2.0

103687 Mrčajevci 103755 Kraljevo 18.518 1000 2 70 60 2 2.0 18.518 1000 2 70 60 2 2.0

103774 Preljina 103687 Mrčajevci 12.229 1000 2 70 60 2 2.0 12.229 1000 2 70 60 2 2.0

103774 Preljina 103755 Kraljevo 30.700 2200 4 100 80 4 2.0 RDC 2

103755 Kraljevo 103724 Vrnjačka Banja 22.000 2200 4 100 80 4 2.0 RDC 2

103724 Vrnjačka Banja 103725 Kruševac 35.700 2200 4 100 80 4 2.0 RDC 2

103725 Kruševac 103720 Pojate (petlja) 21.600 2200 4 100 80 4 2.0 RDC 2

114.643 224.643 110.000

103711 Užice 103722 Požega south 21.739 1000 2 70 60 2 2.0 21.739 1000 2 70 60 2 2.0

103721 Kneževidi 103711 Užice 15.031 1000 2 70 60 2 2.0 15.031 1000 2 70 60 2 2.0

103721 Kneževidi 103321 Nova Varoš 50.600 1000 2 60 50 3 2.0 50.600 1000 2 60 50 3 2.0

103268 Bistrica 103321 Nova Varoš 15.357 1000 2 60 50 3 5.0 15.357 1000 2 60 50 3 5.0

103268 Bistrica 103329 Prijepolje 14.946 1000 2 70 60 2 5.0 14.946 1000 2 70 60 2 5.0

103329 Prijepolje 103289 Gostun 28.901 1000 2 60 50 3 5 28.901 1000 2 60 50 3 5.0

103289 Gostun 103318 Montenegro border 2 2.000 1000 2 60 50 3 5 2.000 1000 2 60 50 3 5.0

103742 Požega 103728 Ivanjica 35.100 1800 4 90 70 2 2.0 RDC 3

103728 Ivanjica 103701 D. Poljana 41.500 1800 4 90 70 2 2.0 RDC 3

103701 D. Poljana 103289 Gostun 33.400 1800 4 90 70 2 2.0 RDC 3

148.574 258.574

103351 Vrška Čuka 103281 Bulgaria border 2 2.000 800 2 70 60 2 5 2.000 800 2 70 60 2 5.0

103737 Zaječar 103351 Vrška Čuka 7.947 800 2 70 60 2 5 7.947 800 2 70 60 2 5.0

103736 Selište 103737 Zaječar 20.018 1000 2 70 60 2 5.0 20.018 1000 2 70 60 2 5.0

103719 Paradin (petlja) 103736 Selište 65.610 1000 2 70 60 2 5.0 65.610 1000 2 70 60 2 5.0

103719 Paradin (petlja) 103736 Selište 65.500 2200 4 100 80 1 2.0 RDC 4

103736 Selište 103737 Zaječar 20.000 2200 4 100 80 1 2.0 RDC 4

103737 Zaječar 103281 Bulgaria border 2 9.500 2200 4 100 80 1 2.0 RDC 4

95.575 190.575

103726 Pančevo 103727 Kovin 36.350 1200 2 80 65 1 2.0 36.350 1200 2 80 65 1 2.0

110164 Ečka 103726 Pančevo 64.846 1200 2 70 60 1 2.0 64.846 1200 2 70 60 1 2.0

103791 Zrenjanin 110164 Ečka 8.622 1200 2 80 65 1 2.0 8.622 1200 2 80 65 1 2.0

103315 Melenci 103791 Zrenjanin 15.701 1200 2 70 60 1 2.0 15.701 1200 2 70 60 1 2.0

103315 Melenci 103298 Kikinda 35.570 1200 2 70 60 1 2.0 35.570 1200 2 70 60 1 2.0

103298 Kikinda 103336 Senta 41.756 1200 2 70 60 1 2.0 41.756 1200 2 70 60 1 2.0

103745 Horgoš 103336 Senta 39.035 1200 2 60 50 1 2.0 39.035 1200 2 60 50 1 2.0

103726 Pančevo 110164 Ečka 63.500 1200 2 80 65 1 2.0 RDC 5

103791 Zrenjanin 103298 Kikinda 59.500 1200 2 80 65 1 2.0 RDC 5

103298 Kikinda 103336 Senta 37.400 1200 2 80 65 1 2.0 RDC 5

103336 Senta 103745 Horgoš 35.000 1200 2 80 65 1 2.0 RDC 5

C

9. Beograd - Pancevo - Vrsac

Beograd - Pancevo -

Vrsac - Vatin

Motorway

New motorway,

keep existing road

10. Pojate - Preljina

Pojate - Preljina

Motorway

New motorway,

keep existing road

11. Pozega - Montenegro border

Pozega - Montenegro

border

Motorway

New motorway,

keep existing road

12. Bulgarian border - Zajecar -

Paracin

Bulgarian border -

Zajeacr - Paracin

Motorway

New motorway,

keep existing road

13. Banatska Magistrala

Banatska Magistrala

M-24

Two Lane Road

New two lanes road,

keep existing road


20 characters)

Project Type

(Rehab.,Upgrad.,

New)

LINK CODES & NAMES Existing/Do minimum Characteristics With Project Characteristics Package/Project Code


Page 84

E-75 Horgos – Novi Sad (Project RDA1) is part of Pan-

European 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 €.

Fig. 6.2-1: Section Horgos - Novi Sad links characteristics without project

Tab. 6.2-2: Section Horgos - Novi Sad links characteristics without project

LINK

Traffic

(Vehicle/day) Commercial Speed (Km/h)

Design Speed

(Km/h)

Pass. Veh. Freigth Veh. Pass. Veh. Freigth Veh. Pass. Veh. Freigth Veh.

A 5711 3779 52 44 70 60

B 7949 1627 71 58 80 65

C 7825 985 75 61 80 65

D 8497 3337 56 45 80 65

E 7383 3308 60 49 80 65

F 7876 3116 60 49 80 65

G 8363 1562 71 57 80 65

H 9814 2588 57 46 80 65

I 5977 0 58 48 60 50

J 6867 950 54 45 60 50

North

E-75


Page 85

LINK

Traffic


Design Speed

(Km/h)


K 7988 152 64 55 70 60

L 9131 124 62 53 70 60

M 10701 1482 52 45 70 60

N 15104 2626 31 26 60 50

Fig.6.2-2: Section: Horgos - Novi Sad, links characteristics with project

Tab. 6.2-3: Section Horgos - Novi Sad links characteristics with project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 5954 3949 118 79 120 80

B 13091 1867 120 80 120 80

C 11834 1238 120 80 120 80

D 17966 3715 118 79 120 80

E 17799 3688 118 79 120 80

F 18618 3479 118 79 120 80

G 20621 3325 117 78 120 80

H 28067 4934 111 74 120 80

I 5410 0 58 48 60 50

J 8088 937 52 43 60 50

K 6160 103 67 57 70 60

L 7929 92 64 55 70 60

M 7870 52 64 55 70 60

N 13129 842 42 35 60 50

North


Page 86

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 Serbian International Months

Regulation Regulation remaining

(YES/NO) (YES/NO)

Prefeasibility Study, Alternative Analysis, General Design

YES No 0

Preliminary Design, Feasibility St. YES NO

EIA YES YES

Final Design NO NO 6

Financial Agreements YES YES

Expropriation Procedure YES YES

Tender Procedures No No 6

Works No No 24


Page 87

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.


Fig. 6.2-4: Section: Kelebija - E-75, link characteristics without project

Tab. 6.2-5: Section: Kelebija - E-75, link characteristics without project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 3209 2553 54 45 60 50

C 5541 2873 65 53 80 65

D 7059 2318 70 57 80 65

E 8497 3337 56 45 80 65

North


Page 88

Fig. 6.2-5: Section: Kelebija - E-75, link characteristics with project

Tab. 6.2-6: Section: Kelebija - E-75, link characteristics with project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 3685 3192 119 79 120 80

B 1716 2106 120 80 120 80

C 4321 1406 75 61 80 65

D 3531 345 80 65 80 65

E 9635 1241 69 56 80 65

Fig. 6.2-6: Section: Kelebija - E-75, Spatial Plan

Plan (Source: “Urban Department of Vojvodina ” Novi Sad)

North


Page 89

Tab. 6.2-7: Section: Kelebija - E-75, actual project status

PROJECT CYCLE

Serbian International Months


(YES/NO) (YES/NO)

Prefeasibility Study, Alternative

Analysis, General Design YES NO


EIA YES YES


Financial Agreements YES YES 6

Expropriation Procedure NO NO 3

Tender Procedures NO NO 3

Works NO NO 24


Page 90

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.


Fig. 6.2-7: E-75 section Grabovnica - FYRM, link characteristic without project

Tab. 6.2-8: E-75 section Grabovnica - FYRM, link characteristic without project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


B 6178 2726 61 52 70 60

C 4119 1613 80 65 80 65

D 3107 1211 80 65 80 65

E 11349 2385 39 31 80 65

F 6962 2918 53 45 70 60

E-75

North

E-75


Page 91

Fig. 6.2-8: E-75 section Grabovnica - FYRM, link characteristic with project

Tab. 6.2-9: E-75 section Grabovnica - FYRM, link characteristic with project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 8380 2160 120 80 120 80

B 8233 2861 120 80 120 80

C 4787 1696 120 80 120 80

D 3589 1293 120 80 120 80

E 6635 372 77 62 80 65

F 872 895 70 60 70 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



(YES/NO) (YES/NO)



Preliminary Design, Feasibility St. YES YES

EIA YES YES





Works NO NO 36

North


Page 92

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.


Fig. 6.2-10: E-80 section Nis - Dimitrovgrad, link characteristics without project

Tab. 6.2-11: E-80 section Nis - Dimitrovgrad, link characteristics without project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


C 5130 1597 60 51 70 60

D 7333 1454 68 56 80 65

E 7805 1731 59 48 80 65

E-80

North

E-80


Page 93

Fig. 6.2-11: E-80 section Nis - Dimitrovgrad, link characteristics with project

Tab. 6.2-12: E-80 section Nis - Dimitrovgrad, link characteristics without project

LINK

Traffic (Vehicle/day)

Commercial Speed (Km/h)

Design Speed (Km/h)


A 5616 843 120 80 120 80

B 6712 1504 120 80 120 80

C 6056 1832 119 80 120 80

D 4979 845 78 63 80 65

E 2643 462 78 64 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



(YES/NO) (YES/NO)




EIA YES YES





Works NO NO 36

North


Page 94

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.


Fig. 6.2-13: Kragujevac - Batocina , link characteristics without project

Tab. 6.2-14: Kragujevac - Batocina , link characteristics without project

LINK



Design Speed (Km/h)


A 8882 2016 56 45 80 65

M-1.11

North

M-1.11


Page 95

Fig. 6.2-14: Kragujevac - Batocina , link characteristics with project

Tab. 6.2-15: Kragujevac - Batocina , link characteristics with project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 11659 2139 120 80 120 80

Fig. 6.2-15: Kragujevac - Batocina , actual project status

Tab. 6.2-16: Kragujevac - Batocina , actual project status

PROJECT CYCLE

Serbian International

Regulation Regulation Months

(YES/NO) (YES/NO) remaining

Prefeasibility Study, Alternative Analysis, General Design

YES NO


EIA YES YES

Final Design YES YES

Financial Agreements YES NO

Expropriation Procedure YES YES

Tender Procedures YES YES

Works NO NO 36

North


Page 96

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: Poţega – 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: Poţega – 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 Poţega – 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 Poţega, and with this continuation, it leads to Montenegro:

1) The eastern option/1/L=106.806km/

The eastern option starts in Poţega, 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 BuĎeva, 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 Sjenica-

Novi Pazar. The route is located on the west and runs parallel to the road M-8 to Kneţevac, 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.


E-763


Page 97

Fig. 6.2-16: Beograd - Pozega , link characteristics without project

Tab. 6.2-17: Beograd - Pozega , link characteristics without project

LINK



Design Speed (Km/h)


E 11242 3673 44 35 50 40

F 5514 2255 43 34 50 40

G 9636 3372 38 31 60 50

H 20982 1338 23 19 70 60

I 7740 151 55 46 60 50

J 13336 1704 32 26 60 50

K 11342 1691 42 36 70 60

Fig. 6.2-17: Beograd - Pozega , link characteristics with project

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

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 23162 5265 114 76 120 80

B 24545 2732 116 78 120 80

C 15593 3049 119 79 120 80

D 19085 2840 118 79 120 80

E 11766 3921 43 34 50 40

F 2132 1099 49 39 50 40

G 12057 439 47 39 60 50

H 19130 1161 26 23 70 60

I 2108 0 60 50 60 50

J 12924 0 42 35 60 50

K 6752 0 64 55 70 60

North

North


Page 98

Fig. 6.2-18: Beograd - Pozega , actual project status

Tab. 6.2-19: Beograd - Pozega, actual project status

PROJECT CYCLE







EIA YES YES


Financial Agreements NO NO



Works NO NO 48


Page 99

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 €.

Fig. 6.2-19: Pozega - Boljare, link characteristics without project

Fig. 6.2-20: Pozega - Boljare, link characteristics without project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


D 3956 1124 53 44 60 50

E 12084 1767 40 34 70 60

F 11651 2813 35 30 70 60

G 7782 2835 35 30 70 60

H 11553 2885 25 21 70 60

I 8264 2355 47 40 70 60

J 4856 1432 56 48 70 60

K 15893 1921 30 25 70 60

E-763

North

E-763


Page 100

Fig. 6.2-20: Pozega - Boljare, status link characteristics with project

Tab. 6.2-21: Pozega - Boljare, link characteristics with project

LINK Traffic (Vehicle/day) ADJ Speed (Km/h) Speed (Km/h)


A 12804 2481 100 80 100 80

B 18676 2213 99 79 100 80

C 7776 1959 100 80 100 80

D 5757 1702 99 80 100 80

E 10499 1165 48 41 70 60

F 7800 1356 54 46 70 60

G 5072 1377 56 48 70 60

H 8278 1413 44 38 70 60

I 3274 885 67 57 70 60

J 3969 294 66 57 70 60

K 11352 1076 46 39 70 60

Tab. 6.2-22: Pozega - Boljare, actual project status

PROJECT CYCLE



(YES/NO) (YES/NO)



Preliminary Design, Feasibility St. NO NO 24

EIA NO NO 12





Works NO NO 60

North


Page 101

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

Romania‘s border.

The length of section is 91.5km.Technical

documentation is in stage of preparation of General

Design.


Fig. 6.2-21: Beograd - Pancevo - Vrsac, link characteristics without project

Tab. 6.2-23: Beograd - Pancevo - Vrsac, link characteristics without project

LINK



Design Speed (Km/h)


A 24527 7332 7 5 40 30

B 21560 4374 14 11 50 40

C 8968 1290 58 48 60 50

G 6614 1754 59 51 70 60

H 14796 1748 41 35 70 60

I 4256 1092 66 57 70 60

J 4256 1092 57 47 60 50

North

E-70


Page 102

Fig. 6.2-22: Beograd - Pancevo - Vrsac, link characteristics with project

Tab. 6.2-24: Beograd - Pancevo - Vrsac, link characteristics without project

LINK



Design Speed (Km/h)


A 26674 7419 6 4 40 30

B 23239 4535 12 10 50 40

C 13841 1467 88 68 90 70

D 14303 1033 120 80 120 80

E 10508 509 120 80 120 80

F 3848 1275 120 80 120 80

G 1529 972 69 59 70 60

H 7098 1490 60 51 70 60

I 21 0 70 60 70 60

J 21 0 60 50 60 50

North


Page 103

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

PROJECT CYCLE





Analysis, General Design NO NO


EIA NO NO 12





Works NO NO 36


Page 104

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.


Fig. 6.2-24: Preljina - Pojate, link characteristics without project

Tab. 6.2-26: Preljina - Pojate, link characteristics without project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


E 11391 1573 37 31 60 50

F 8013 398 51 43 60 50

G 14489 547 35 29 60 50

H 8096 564 50 42 60 50

I 15989 702 38 31 60 50

E-761

North

E-761


Page 105

Fig. 6.2-25: Preljina - Pojate, link characteristics with project

Tab. 6.2-27: Preljina - Pojate, link characteristics with project

LINK



Design Speed (Km/h)


A 12337 1097 120 80 120 80

B 16182 1128 119 80 120 80

C 14748 1612 120 80 120 80

D 21553 1368 118 79 120 80

E 6692 1167 50 42 60 50

F 4058 321 58 48 60 50

G 6941 0 55 46 60 50

H 5688 0 57 47 60 50

I 6858 0 57 47 60 50

Fig. 6.2-26: Preljina - Pojate, orthophoto layout, actual project status


North


Page 106

Tab. 6.2-28: Preljina - Pojate, actual project status

PROJECT CYCLE



(YES/NO) (YES/NO)




EIA NO NO 12





Works NO NO 36

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.





Total length of this section is around 60km and it is

necessary to produce General Design for a full profile

motorway.


E-761

E-761


Page 107

Fig. 6.2-27: Pozega - Uzice - Kotroman, link characteristics with project

Tab. 6.2-29: Pozega - Uzice - Kotroman, link characteristics with project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 6236 289 52 43 60 50

F 7105 608 47 39 60 50

G 4633 718 44 36 50 40

H 11651 2813 35 30 70 60

I 12084 1767 40 34 70 60

J 15893 1921 30 25 70 60

North


Page 108

Fig. 6.2-28: Pozega - Uzice - Kotroman, link characteristics with project

Tab. 6.2-30: Pozega - Uzice - Kotroman, link characteristics with project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 10377 434 99 79 100 80

B 11303 753 100 80 100 80

C 7653 867 100 80 100 80

D 13621 3074 99 79 100 80

E 14951 2791 119 79 120 80

F 90 0 60 50 60 50

G 40 0 50 40 50 40

H 2817 0 69 59 70 60

I 3944 0 68 59 70 60

J 6926 698 61 52 70 60

North


Page 109

Tab. 6.2-31: Pozega - Uzice - Kotroman, actual project status

PROJECT CYCLE



(YES/NO) (YES/NO)


Analysis, General Design NO NO


EIA NO NO 6





Works NO NO 36

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).





Total length of this section is around 95km and it is

necessary to produce General Design for full profile

motorway.


E-761

E-761


Page 110

Fig. 6.2-29: Bulgarian border – Zajecar – Paracin, link characteristics without project

Tab. 6.2-32: Bulgarian border – Zajecar – Paracin, link characteristics without project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


D 7605 962 49 41 60 50

E 9479 931 45 37 60 50

F 4333 773 54 45 60 50

G 1431 305 60 50 60 50

North


Page 111

Fig. 6.2-30: Bulgarian border – Zajecar – Paracin, link characteristics with project

Tab. 6.2-33: Bulgarian border – Zajecar – Paracin, link characteristics with project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 15322 2033 119 80 120 80

B 16154 1951 119 80 120 80

C 1902 523 120 80 120 80

D 101 0 60 50 60 50

E 91 0 60 50 60 50

F 3259 1018 55 46 60 50

G 69 545 60 50 60 50

Tab. 6.2-34: Bulgarian border – Zajecar – Paracin, actual project status

PROJECT CYCLE



(YES/NO) (YES/NO)


Analysis, General Design NO NO 12


EIA NO NO 12





Works NO NO 36

North


Page 112

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.

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.


M-21

M-19

M-21

M-19


Page 113

Fig. 6.2-31: Novi Sad – Ruma – Sabac – Loznica, link characteristics without project

Tab. 6.2-35: Novi Sad – Ruma – Sabac – Loznica, link characteristics without project

LIN

K

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


D 15777 1975 43 35 80 65

E 7378 640 54 45 60 50

F 11567 2535 38 31 60 50

G 11698 1980 40 33 60 50

H 13085 1965 34 25 55 40

I 8017 1612 45 33 55 40

North


Page 114

Fig. 6.2-32: Novi Sad – Ruma – Sabac – Loznica, link characteristics without project

Tab. 6.2-36: Novi Sad – Ruma – Sabac – Loznica, link characteristics without project

LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 8868 2968 55 45 80 65

B 21224 3420 111 74 120 80

C 7569 2822 74 59 100 80

D 19169 3667 28 23 80 65

E 7346 666 90 72 100 80

F 10265 962 48 40 60 50

G 8012 0 55 46 60 50

H 17793 1114 30 21 55 40

I 7528 620 50 36 55 40

North


Page 115

Fig. 6.2-33: Novi Sad – Ruma – Sabac – Loznica, actual project status


Tab. 6.2-37: Novi Sad – Ruma – Sabac – Loznica, actual project status

PROJECT CYCLE



(YES/NO) (YES/NO)



Preliminary Design, Feasibility St. NO YES

EIA NO YES





Works NO NO 36


Page 116

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.


Fig. 6.2-34: Hungarian border – Kikinda - Zrenjanin – Pancevo – Kovin,

links characteristics without project

Tab. 6.2-38: Hungarian border – Kikinda - Zrenjanin – Pancevo – Kovin,


LINK

Traffic

(Vehicle/day)

Commercial Speed

(Km/h)

Design Speed

(Km/h)


A 5711 3779 52 44 70 60

E 17926 768 45 36 80 65

G 9252 1186 65 53 80 65

H 7421 939 44 37 60 50

I 7677 1038 61 52 70 60

J 11103 743 63 51 80 65

K 12292 1052 58 47 80 65

L 5183 247 77 63 80 65

M-24

North

M-24


Page 117





LINK

Traffic


Design Speed

(Km/h)


A 5823 4041 50 43 70 60

B 8571 1642 80 64 100 80

C 8872 1770 78 62 100 80

D 9145 1385 80 64 100 80

E 18417 1407 50 40 100 80

F 13806 661 70 56 100 80

G 10513 1768 72 58 100 80

H 6758 0 50 41 60 50

I 6938 0 66 57 70 60

J 7594 90 74 60 80 65

K 8590 391 71 58 80 65

L 1462 329 80 65 80 65

North


Page 118


actual project status

(Source: "Highway Insitute Beograd"


actual project status

PROJECT CYCLE



(YES/NO) (YES/NO)




EIA NO NO 12





Works NO NO 48


Page 119

Fig. 6.2-37: Overview of Road Development projects

(Source: Consultant Study)


Page 120

Tab. 6.2-41: Road Maintenance and Investment Costs

No Road Section Length

[km]

Costs

[Mil €]

1 E-75 Horgos – Novi Sad (second carriageway) 108 132

2 E-75 Kelebija – Subotica (South) 22 120

3 E-75 Grabovnica – FYRM (Motorway) 98 605

4 E-80 Nis – Dimitrovgrad (Motorway) 83 650

5 M1.1 Kragujevac – Batocina (Motorway) 25 75

6 E-763 Beograd – Pozega (Motorway) 145 850

7 E-70 Beograd – Pancevo – Vrsac (Motorway) 92 570

8 E-761 Pojate – Preljina (Motorway) 110 413

9 E-761 Pozega – Uzice – Bih (Motorway) 60 480

10 E-761 Bulgarian border – Zajecar – Paracin (Motorway) 95 670

11 E-763 Pozega – Montenegro (Motorway) 110 2,000

12 M-21, M-19 Novi Sad – Ruma – Sabac (Main Road) 120 200

13 M-24 Hungarian border – Kikinda – Pancevo – Kovin (main road) 204 220

Total New Construction 1,272 6,985

Rehabilitation and Reconstruction of Main and Regional Network 4,305 1,722

TOTAL INVESTMENT 5,577 8,707

(Source: Consultant Study.Values in Euro Million at constant 2007 prices)

Tab. 6.2-42: Road Maintenance and Investment Costs

Scenario Length

[km]

Investment Costs

[Mil €]

Reconstruction

Rehabilitation

[Mil €]

Do Minimum 22.9 336

Development 1272.2 6985 ~2000

(Source: Consultant Study.Values in Euro Million at constant 2007 prices)


Page 121

7 The Master Plan

7.1 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.


Page 122

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 National

Name

Euro

name Type of project

Project

Label

Horgoš – Novi Sad M-22 E-75 Additional carriageway, keep existing

road RDA1

Kelebija – Subotica (South) M-17.1 E-660 New motorway, partially keep existing

road RDA2

Grabovnica – FYRM M-1 E-75 Additional carriageway (52km new), keep

existing road RDA3

Niš – Dimitrovgrad M-1.12 E-80 New motorway, keep existing road RDA4

Kragujevac – Batoĉina M-1.11 - Additional carriageway, keep existing

road RDA5

Beograd – Poţega M-22

M-5 E-761 New motorway, keep existing road RDB6

Beograd - Panĉevo – Vršac M-1.9 E-70 New motorway, keep existing road RDC7

Pojate – Preljina M-5 E-761 New motorway, keep existing road RDC8

Poţega – Uţice – Kotroman M-5 E-761 New motorway, keep existing road RDB9

Bulgarian border - Zajeĉar -

Paraćin M-25 E-761 New motorway, keep existing road RDC10

Poţega – Montenegro border M-21.1 E-763 New motorway, keep existing road RDC11

Novi Sad – Ruma – Šabac –

Loznica

M-19

M-21 - New two lanes road, keep existing road RDB12

Banatska Magistrala M-24 - New two lanes road, keep existing road RDC13

50

Decree On Criteria For State Road Categorization (―Official Gazette of the Republic of Serbia―, No. 37/2009)


Page 123

Single projects can also be aggregated into groups considered as sets of projects with common

objective:

Corridor X motorways finalization:

E – 75 – Horgoš – Novi Sad (Xb)

E – 75 – Grabovnica – FYRM (X), and

E– 80 – Niš – 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 (Vrška Ĉuka) – Zajeĉar – Paraćin, Pojate – Preljina, and Poţega –

Uţice – Kotroman;

E – 80, Rumanian border (Vatin) –Panĉevo – Beograd and in extension E – 763 Beograd –

Poţega – Montenegro border;

Internal road network upgrading:

Novi Sad – Ruma – Šabac – Loznica,

Kragujevac – Batoĉina 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.


Page 124

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

Project Project

Financial Costs (Euro) Ranking

Investment Yearly

Maintenance

Overall

Ranking

Modal

Ranking

Horgoš – Novi Sad RDA1 230 3.1 1 1

Pojate – Preljina RDC8 413 4.2 2 2

Kragujevac – Batoĉina RDA5 75 0.7 3 3

Beograd – Poţega RDB6 850 5.8 6 4

Novi Sad – Ruma – Šabac –

Loznica RDB12 200 2.4 8 5

Grabovnica – FYRM RDA3 605 4.2 15 6

Poţega – Uţice – Kotroman RDB9 480 2.4 22 7

Niš – Dimitrovgrad RDA4 650 3.2 26 8

Beograd - Panĉevo – Vršac RDC7 270 3.1 27 9

Poţega – Montenegro border RDC11 2,000 4.6 28 10

Banatska Magistrala RDC13 220 4.3 29 11

Kelebija – Subotica (south) RDA2 120 1.1 31 12

Bulgarian border - Zajeĉar -

Paraćin RDC10 665 3.6 32 13

Total 4,780 42.7

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

NPV – Net Present Value 53

General Master Plan for Transport in Serbia, Interim report II – Draft final, July 2009, Paragraph 3.5.4 Performance Indicators pp 133 –

136.


Page 125

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 of

links

% of total

number

Length

km

% of total

length

Daily

transport

flow

vehicle x km

% of total flow

<0,2 38 12.79% 856 13.13 1,720,818 2,44%

0,2 - 0,5 97 32.66% 2,139 32.82 18,660,032 26,44%

0,5 - 0,8 83 27.95% 1,835 28.15 27,166,968 38,49%

0,8 - 0,9 21 7.07% 420 6.44 5116,482 7,25%

0,9 - 1 19 6.40% 656 10.06 7,918,328 11,22%

1 - 1,5 30 10.10% 544 8.35 8,323,167 11,79%

1,5 - 2 6 2.02% 58 0.90 1,351,268 1,91%

2 - 2,5 2 0.67% 10 0.15 277,458 0,39%

2,5 - 3 1 0.34% 1 0.02 46,906 0,07%

>3 0 0.00% 0 0.00 0 0,00%

Total 297 100.00% 6,519 100.00 70,581,426 100,00%


Page 126

Fig. 7.3-1: Flow / Capacity ratio on Serbian Road Network in 2027



Page 127

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

Q/C

Without projects With projects

Length

Km

Average Daily Transport

flow

Vehicle x km

Length

Km

Average Daily Transport flow

Vehicle x km

<0,2 392 597,915 856 1,720,818

0,2 - 0,5 860 5,660,401 2139 18,660,032

0,5 - 0,8 2,218 27,488,664 1835 27,166,968

0,8 - 0,9 363 4,103,015 420 5116,482

0,9 - 1 366 4,224,275 656 7,918,328

1 - 1,5 1,259 18,238,919 544 8,323,167

1,5 - 2 116 2,104,950 58 1,351,268

2 - 2,5 0 0 10 277,458

2,5 - 3 1 44,189 1 46,906

>3 0 0 0 0

Total 5,574 62,462,329 6519 70,581,426

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%.


Page 128

Fig. 7.3-2: Flow / Capacity on Serbian Road Network in 2027

0

5

10

15

20

25

30

35

40

45

<0.2 0.2 - 0.5 0.5 - 0.8 0.8 - 0.9 0.9 - 1.0 1 - 1.5 1.5 - 2 2 - 2.5 2.5 - 3 >3

Q/C

% o

f to

tal

len

gth

Year 2027 - without projects

Year 2027 - with projects

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 Number of

Links

% of Total Number

of Links Length km % of Total Length

Main roads 62 78.48 1,356 80.28

Regional roads 11 13.92 267 15.81

Belgrade bypass 3 3.80 24 1.42

Urban sections 3 3.80 42 2.49

Total 79 100.00 1,689 100.00

E- links 20 25.32 365 21.61

List of links grouped by routes presented are in the following table (Tab 7.3-4).


Page 129

Tab. 7.3-4: List of roads which contain links with overcapacity problems

Number Road Length [km] Number Road Length [km]

1 M1 23.62 16 M7 88.62

2 M17.1 21.90 17 M7.1 85.17

3 M18+R106 3.75 18 M8 46.71

4 M19 99.32 19 M9 22.64

5 M19.1 68.24 20 Belgrade Bypass 24.18

6 M21 184.23 21 R102 58.15

7 M22 163.30 22 R103 16.89

8 M22.1 101.34 23 R117 21.58

9 M23 83.25 24 R200 37.17

10 M24 68.92 25 R214a 15.67

11 M24+M1.10 12.51 26 R216 25.83

12 M25 124.62 27 R222 53.55

13 M3 58.08 28 R226 5.03

14 M4 46.69 29 R227 32.88

15 M5 52.80 30 E-70 42.10

Total Length 1688.70 km

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.


Page 130

Tab. 7.4-1: Road sections with overcapacity problem and proposed construction interventions until 2012 year

Road EU FROM NODE TO NODE LENGTH

[m] AADT

Transport Work

Veh./km Q/C

Proposed

intervention

M1 E75 Mali Poţarevac (petlja) Bubanj Potok (kruţni put) 23620 32,225 761,152 0.86 additional lines

M19 Mali Zvornik north Loznica west 21900 13,113 287,171 1.27 Upgrading

M19 Mali Zvornik north Mali Zvornik 782 11,325 8,856 1.12 Urban

M21 E763 Bistrica Nova Varoš 16150 6,939 112,062 0.80 Upgrading

M21 E760 Kneţevići Nova Varoš 44990 6,912 310,954 0.80 Upgrading

M22 Raška Biljanovac 17240 12,754 219,872 1.39 Upgrading

M22 Ĉibukovac Kraljevo 1895 17,300 32,783 1.19 Urban

M22 Biljanovac Ĉibukovac 56950 12,763 726,840 1.10 Upgrading

M22 Novi Pazar Raška 16790 8,036 134,917 0.89 Upgrading

M22.1 Novi Sad north Novi Sad 3588 11,815 42,392 0.91 Urban

M23 Mali Poţarevac (petlja) Vlaško Polje 8385 10,605 88,924 1.08 Upgrading

M23 Ravni gaj Kragujevac 12510 10,330 129,224 0.88 Upgrading

M24+M1.10 Ralja (petlja) Radinac 12510 12,007 150,202 0.92 Upgrading

M4 Loznica west Loznica 428 17,265 7,389 1.33 Urban

M4 E763 Ćelije Lazarevac 3426 13,237 45,351 1.04 Upgrading

M7 Novi Sad Novi Sad south 2456 26,216 64,385 1.92 Urban

M7 Novi Sad Beška (petlja) 2765 16,464 45,524 1.15 Urban

M7 Beška (petlja) Ţabalj 18700 16,445 307,520 1.15 additional lines

M7 Ţabalj Zrenjanin 25720 12,719 327,132 0.84 additional lines

M7.1 Vršac Boka 30640 16,929 518,718 1.11 additional lines

E70 Beograd Beograd (mostarska petlja) 1387 28,145 39,038 2.29 Urban

E70 Beograd Beograd (Krnjaĉa) 7208 23,485 169,277 1.81 Urban

Novi Sad south Ruma (petlja) 33500 19,834 664,445 1.45 additional lines


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Tab. 7.4-2: Road section with overcapacity problem and proposed construction interventions in 2012 - 2017 year


[m] AADT

Transport Work

Veh/km Q/C

Proposed

intervention

M22 Ribariće Novi Pazar 25960 7,937 206,042 0.84 Upgrading

M24 Poţarevac west Poţarevac 3424 11,616 39,772 0.94 Urban

M24 Kovin Radinac 5872 12,127 71,209 0.84 Upgrading

M25 E80 Beloljin Prokuplje 16560 7,779 128,814 0.83 Upgrading

M4 Valjevo Ćelije 31460 9,761 307,071 0.82 Upgrading

M7 Baĉka Palanka Novi Sad south 38980 10,965 427,416 0.83 Upgrading

M7.1 Zrenjanin Seĉanj 30020 13,347 400,665 0.91 additional lines

M9 Leskovac (petlja) Lebane 22640 7,939 179,750 0.84 Upgrading



[m] AADT

Transport Work

Veh/km Q/C

Proposed

intervention

M24 Panĉevo Kovin 32360 14,175 458,710 0.94 additional lines

M24 Zrenjanin Eĉka 8962 14,169 126,978 0.93 additional lines

M3 Srpski Miletić Odţaci 8697 11,877 103,297 0.85 additional lines

M5 E761 Preljina Mrĉajevci 15070 11,076 166,910 0.89 additional lines

M7.1 Seĉanj Boka 24510 12,655 310,186 0.84 additional lines


Page 132



[m] AADT

Transport Work

Veh/km Q/C

Proposed

intervention

M17.1 E660 Subotica Bajmok 21900 13,497 295,593 0.859 Upgrading

M18+R106 Ljuba Croatia border 3 3750 8,595 32,232 0.850 Upgrading

M19 Šabac Dumaĉa 874 15,786 13,797 1.234 additional lines

M19 Dumaĉa Ostruţnica 66600 16,166 1,076,672 1.199 additional lines

M19 Šabac Majur 9161 16,730 153,261 1.087 additional lines

M19.1 Ljubovija Rogaĉica 33840 10,156 343,685 0.960 Upgrading

M19.1 Mali Zvornik Ljubovija 34400 7,736 266,133 0.826 Upgrading

M21 Valjevo Poţega 61150 10,643 650,825 0.984 Upgrading

M21 Dumaĉa Valjevo 61940 12,449 771,093 0.920 Upgrading

M22 E763 Kneţevac (kruţni put) Lazarevac 44460 14,310 636,212 0.905 Upgrading

M22.1 Novi Sad north Srbobran 29000 15,938 462,201 1.038 additional lines

M22.1 Batajnica (ciglana) Beograd 13440 13,582 182,547 1.037 Urban

M22.1 Novi Sad Maradik 27350 13,812 377,757 0.867 additional lines

M22.1 Batajnica (ciglana) InĊija 27960 12,939 361,771 0.802 Upgrading

M23 Krĉevac Vlaško Polje 25710 15,271 392,626 1.144 Upgrading

M23 Topola Kragujevac 36640 11,668 427,509 0.937 Upgrading

M24 Melenci Zrenjanin 18300 13,046 238,746 0.821 Upgrading

M25 E80 Niš west Niš east 8006 12,496 100,045 0.998 Urban

M25 E771 Zajeĉar Knjaţevac 41110 9,922 407,874 0.990 Upgrading

M25 E771 Zajeĉar Rgotina 8122 11,930 96,899 0.971 Upgrading

M25 E771 Niš east Knjaţevac 50820 9,327 473,978 0.903 Upgrading

M3 Kula Srbobran (petlja) 18870 14,697 277,325 0.918 Upgrading

M3 Kula Odţaci 25140 13,576 341,309 0.865 Upgrading

M3 Srbobran (petlja) Srbobran 5372 12,624 67,816 0.803 Upgrading

M4 Krĉevac Topola 3945 18,042 71,174 1.420 additional lines


Page 133


[m] AADT

Transport Work

Veh/km Q/C

Proposed

intervention

M4 Markovac (petlja) Svilajnac 7427 11,810 87,714 1.153 Upgrading

M5 E761 Ĉaĉak Preljina 4815 12,202 58,752 0.897 additional lines

M5 E761 Poţega Ĉaĉak 32910 11,966 393,805 0.883 additional lines

M8 D. Poljana Novi Pazar 46710 10,359 483,870 0.967 Upgrading

obilaz E75 Dobanovci (petlja) Ostruţnica 12120 52,922 641,415 1.014 bypass

obilaz E75A Kneţevac (kruţni put) Ostruţnica 6049 45,258 273,768 0.865 bypass

obilaz E75A Kneţevac (kruţni put) Beli Potok (kruţni put) 6012 41,755 251,029 0.822 bypass

obilaz E75A Batajnica (ciglana) Dobanovci (petlja) 4940 42,516 210,027 0.800 Urban

R102 Kruševac Razbojna 32890 12,325 405,357 0.996 Upgrading

R102 Razbojna Beloljin 25260 12,423 313,807 0.950 Upgrading

R103 Svilajnac Despotovac 16890 8,601 145,270 0.807 Upgrading

R117 Ivanjica Guĉa south 21580 8,942 192,972 0.854 Upgrading

R200 Beli Potok (kruţni put) Vlaško Polje 37170 17,376 645,861 1.334 Upgrading

R214a Mala Krsna (petlja) Poţarevac west 15670 8,486 132,977 0.807 Upgrading

R216 Despotovac Ćuprija (petlja) 25830 8,274 213,720 1.083 Upgrading

R222 Brus Razbojna 15180 10,162 154,260 1.016 Upgrading

R222 Brus Vrnjaĉka Banja 38370 9,670 371,039 0.922 Upgrading

R226 Drakĉići Ĉibukovac 5026 10,305 51,793 0.837 Upgrading

R227 Guĉa south Drakĉići 32880 9,205 302,670 0.887 Upgrading


Page 134

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)

1. CONSTRUCTION

1.1 New Construsction

Construction of motorway in plain terrain Km 3,250,000 0.7757 2,520,922

Construction of motorway in hilly terrain Km 5,269,000 0.7757 4,086,997

Construction of motorway in mountainous terrain Km 9,754,000 0.7785 7,593,365

Construction of 2 lane road in plain terrain Km 1,450,000 0.7785 1,128,807

Construction of 2 lane road in hilly terrain Km 1,750,000 0.7785 1,362,353

Construction of 2 lane road in mountainous terrain Km 1,800,000 0.7785 1,401,277

Construction of two lane bridge m2 1,250 0.7854 982

Construction of two lane tunnel Km 6,000,000 0.7767 4,660,286

1.2 Update Structural Adequacy

Strenghtening with Asphalt Overlay 70 mm on motorway Km 320,000 0.7845 251,049

Strenghtening with Asphalt Overlay 70 mm on 2 lane road Km 145,000 0.7845 113,756

Reconstruction with Asphalt Overlay 120 mm on motorway Km 435,000 0.7845 341,269

Reconstruction with Asphalt Overlay 120 mm on 2 lane road Km 194,000 0.7845 152,198

1.3 Update Road Capacity

Widening of 2 lane road for 1m in plain terrain Km 204,000 0.7757 158,236

Widening of 2 lane road for 1m in hilly terrain Km 225,000 0.7757 174,525

Widening of 2 lane road for 1m in montainous terrain Km 275,000 0.7792 214,269

Addition of one lane 3.5 m width on 2 lane road in plain terrain Km 442,000 0.7757 342,845

Addition of one lane 3.5 m width on 2 lane road in hilly terrain Km 488,000 0.7757 378,526

Addition of one lane 3.5 m width on 2 lane road in montainous terrain Km 623,000 0.7792 485,416

2. MAINTENANCE

2.1 Routine Maintenance

Routine Maintenance of Motorway in Plain Terrain Km 6,100 0.7470 4,557

Routine Maintenance of Motorway in Hilly Terrain Km 6,100 0.7470 4,557

Routine Maintenance of Motorway in Montainuos Terrain Km 6,100 0.7470 4,557

Routine Maintenance of Magistral Road in Plain Terrain Km 2,550 0.7470 1,905

Routine Maintenance of Magistral Road in Hilly Terrain Km 2,250 0.7470 1,681

Routine Maintenance of Magistral Road in Montainous Terrain Km 2,250 0.7470 1,681

2.1 Periodic Maintenance

Resurfacing with Asphalt Overlay 50 mm of Motorway Km 242,550 0.7816 189,578

Resurfacing with Asphalt Overlay 50 mm of Magistral Road Km 80,850 0.7816 63,193

Unit

Economic

Costs (Euro)

Unit of

Measure

Unit

Financial

Costs

(Euro)

ROAD FINANCIAL AND ECONOMIC UNIT COSTS

Total

Conversion

Factor


Page 135

8 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 decision-

making 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.


Page 136

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.

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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