interim

INtegration in the intermodal goods Transport of non

EU states:
Rail, Inland/coastal waterway Modes
INTERREG IIIB CADSES
Neighbourhood Programme 4th Call
PROJECT PARTNER 10

Status quo and aims of the intermodal

goods flows in Serbia
WORKSHOP NOVI SAD 07. November 2007

interim

INtegration in the intermodal goods Transport of non EU states: Rail, Inland/coastal waterway Modes
Overview of existing intermodal transport trains
Rail container transport volume by traffic types in 2005 and
first half of 2006
2005 I – VI 2006.
Type of traffic railcar weight railcar weight
(number) (t) (number) (t)

Total container
37 631 911 168 23 708 548 786
transport volume

Loaded containers 23 359 801 942 17 613 508 468

Empty containers 14 272 109 226 6095 41 318

National traffic
and traffic with 16 922 377 771 2766 61 875
Montenegro

Loaded containers 8 288 333 483 1 126 53 780

Empty containers 8 634 44 288 1 640 8 095

International
20 709 533 397 20 942 487 911
traffic
Average freight weights per railcars in 2005
Loaded containers 15 071 468 459 16 487 454 688
Goods Weight (t/railcar)

Loaded containers 34.4 Empty containers 5 638 64 938 4 455 33 223

Empty containers 7.7

Overview of existing intermodal IWT relations

Number of
Estima-ted travel Estimated tranship-ment time and
Distance depar-tures per Estimated
From To costs per contain-ner cost in nodes per container / loading
(km) day and travel time
or train or vessel unit
direction
for 20ft con. = 550 €
Constanta Belgrade 20ft empty = 30 € 20ft full = 45 €
934 Every 10 days 7 days for 40ft con. = 650
(Romania) (Serbia) 40ft empty = 40 € 40ft full = 65 €
€
Overview of existing maritime relations
Description of bottlenecks in the Already scheduled steps or future ideas
Port of Bar for improvement

Road infrastructure are in bad New equipment and mechanization

condition

Rail connection – only one Better determination of relations between

railway track Port of Bar and state of Montenegro

Non existence of direct cargo train Reconstruction (increase of capacity) of

from Bar to Subotica grain silos.

Old and outdated mechanization Modernisation of container terminal

Sufficient number of employed Enlarge of liquid cargo terminals

Unsatisfactory work organization Building new docks

Unsatisfactory level of marketing Influence of private funding

Insufficient number of rail wagons Better connection of corridors

Number of Estimated tranship-ment

Estimated Estima-ted travel
From To Distance depar-tures time and cost in nodes
travel costs per contain-ner
(km) per day and per container / loading
time or train or vessel
direction unit (€/LU)

216 nautical 20’ container = 220€; Overload for container 120-

Taranto Bar Once a week Once a week
miles 40’ container = 430€ 150€
Overview of existing road relations
Economical situation and potentials, identification of industrial
clusters
Potential sources
Kragujevac
Before the wars in Balkan region automotive industry from
Kragujevac produced more then 200.000 vehicles/year, with
export to the Balkan, Middle Europe, Middle East, USA… It
is not expected that new cooperation with Fiat and Opel (GM)
will achieve this level of production. Expected volume of
mounting of Fiat is about 10.000 cars/year with no tendency
for growth. Transport of the parts would be done probably by
train. Expected volume of mounting of Opel is about 10.000
cars/year with tendency for growth. Transport of parts and
cars can be organized by iww.

Bor
Former great manufacture of cooper cathode and cooper semi
products. It still didn’t privatized. Here can be expected
activation of production without closer prediction of any
transport volume. Most of this production would be exported.
Potential modes of transport are rail and road, but with
possibility for usage of iww transport over the Danube port of
Prahovo. IWW mode of transport can be activated only in the
case of existence of regular container line on Danube
(Constanza – Vienna – Regensburg).

Belgrade
This is a former center of motor industry with doubtful future. Motors are produced for automotive industry in Kragujevac
and tractor factories. So its future will greatly depend of situation in this automotive industry. Here exist: Foundry of motor
parts, Factory of automotive motors, Factory of tractor motors, Tractor factory and Factory for agriculture machines.
Suggestion of new liner routes

IWW
RAIL
MARITIME
 Distance Estimated Estimated travel Estimated transhipment
Number of departures per
From - to (nautical travel costs per container time and cost in nodes
day and direction
miles) time or train or vessel per TEU / LU

Valletta – 439 Once a week 1-2 days 20ft = 250€; Overload for
Bar 40ft = 450€ containers 130-150€
Gioiatauro – 335 Once a week 1-2 days
Bar

Number of
Estimated travel
Distance departures per Estimated Estimated tranship-ment time and cost in nodes
From- to costs per containner
(km) day and travel time per container / loading unit
or train or vessel
direction

Reloading time is 10 TEU/h

Forecasted costs:
Constanta- Reloading costs:
Novi Sad
1 018 Every 10 days 8 days 20ft = 600 € 40ft full = 65 € , 40ft empty = 40€
40ft = 720€ 20ft full = 45 €, 20ft empty = 30 €

Regensburg - 1 122 km- 5 days – Forecasted costs:

Reloading time is 10 TEU/h
Belgrade Novi Sad Every 15 days Novi Sad Novi Sad: 20ft = 660 €
Reloading costs:
1 206 km- (for the 6 dana – 40ft = 800 €
Belgrade beginning) Belgrade 40ft full = 65 €, 40ft empty = 40 €, 20ft
Belgrade: 20ft = 730 €
full = 45 €, 20ft empty = 30 €
40ft = 880 €
 WP 4.2
Best practice and emerging
terminals in Serbia

Rail- and logistic-terminals:

ZIT Beograd
Novi Sad Ranzirna
Inland ports:
Port of Belgrade
Port of Novi Sad
Sea port Bar
 ZIT Belgrade

The terminal (logistic centre) is located between the

railway station Belgrade and the Sava River. It
disposes of 400 containers, portal crane with a
capacity 400 kN, 8 000 m2 closed and over 20 000
m2 open storing area.
Industries that are specially important for the
terminal are: HEMOFARM-pharmacy industry in
Vrsac and POLJOPRIVREDNI KOMBINAT
BELGRADE -agricultural industry in Belgrade.
At present from the terminal are staging regular
container railwaylines: Koper – Belgrade, Rijeka –
Belgrade and Bar – Belgrade , one or two times a
week.
Future development aims are defined with the
companies strategy and oriented to the broadening of
VAS, technology modernisation and linking with
other ports and terminals in Serbia and Europe.
 Novi Sad Ranzirna

Marshalling station Novi Sad is located in the south

part of the town close the Port of Novi Sad and the
DTD (Danube – Tisa – Danube) canal. The station
has an area of 50 ha, with a 30 ha of non-built area.
Existing capacities require investments of
approximately 10 mill € for their adaptation and
development.
Economic region of the terminal is mostly
agricultural with the final products intended to be
transported on pallets or in containers. Besides
agricultural, there are also present chemical and metal
industry.
The terminal handles approximately 5-mill t of
cargo per a year. Approximately 30% of the needed
contents are already built, but financial deficit
disables building of missing contents, container
terminal and terminal for dangerous goods, at the first
place.
 Port of Belgrade
 The Port of Belgrade is located at km
1168 on the right bank of the Danube and
has a total area of 250 ha. Its capacities are
7000 t/day of a bulk cargo, 7000 t/day of a
general cargo and 12 000 TEU/year.
 The port is located in Belgrade that is
the biggest industrial and consumptive
center in Serbia. Besides the town
(Belgrade) to the economic region of the
port also belong the south part of
Vojvodina (agricultural industry) and the
north part of central Serbia (metal
industry).
 At the moment the port of Belgrade has a special importance because of the regular shipping
line on the route Constanta – Belgrade that plays a big role in the development of container
transport on the Danube in Serbia.
 Future development aims of the port of Belgrade are development and building of terminals
equipped with modern technologies (container, Ro-Ro and Hucke-pack).
 Port of Novi Sad
 The Port of Novi Sad is located ........... Its
present capacity is 1 500 000 t per a year.
 Terminal economic region of the Port of Novi
Sad is the region of province Vojvodina that is the
most developed industrial region and the area
with the best agricultural ground in Serbia.
 The port realizes at present more work than
some other ports that have higher capacities in the
comparison to the Ports of Novi Sad. This can be
assumed as the port’s biggest success.
 Future development aims are related to the
construction of a modern technologies terminals,
ports expanding and reorganization from the
universal working approach to the terminal one.
 Future development of the Port of Novi Sad
should also consider building of a terminal for
collecting, storing and recycling of waste (general
waste, old cars, old electrical devices etc.).
 Port of Bar

 The Port of Bar is a „gate“ of Adria. The port

disposes of a total area of 200 ha and has a possible
expansion area of 600 ha, railway tracks and road acess
to the every terminal. Its handling capacity is at present
5 million tons per a year.
 Main industries in the port’s hinterland are: metal
industries in Podgorica, Niksic, Uzice and Smederevo;
metal processing industry in Kraljevo, Jagodina, Nis,
Belgrade, Novi Sad, Kikinda and Subotica; chemical
industry in Krusevac, Paracin, Sabac, Pirot, Belgrade
and Pancevo; automotive industry in Kragujevac: textil
industry in Bijelo Polje, Novi Pazar, Belgrade and
Vranje; food and agrycultural industry in Cacak, Vrbas,
Senta, Pecinci, Becej, Novi sad, Vrsac, Sremska
Mitrovica, Belgrade itd.
 Main development aims of the port are expansion
and modernisation of terminals, modernisation of
equipment and mechanisation, establishment of new
feeder lines, establishment of one direct sea line etc.
 Main identified problems
Rail/ Logistics Infrastructure problems:
- location of the terminal “ZIT” Belgrade
- deficiency of reloading equipment in the terminal Novi Sad Ranzirna
Inland ports Infrastructure problems:
- obsolete equipment and infrastructure
- non adequate equipment for container handling
Management and operational problems:
- insufficient support by the government
Sea port Infrastructure problems:
- poor infrastructure
- obsolete equipment and technologies
Other problems:
- lacking in cargoes because of small and slow investments in the industry in the port’s hinterland

Recomendations
Rail/ Logistics Increase of reliability and shorter delivery times, modernization of handling equipment, realization of the
spatial concept for the terminal Novi Sad Ranzirna made by “CIP” in November 2003.
Inland ports Infrastructure improvement, new mechanisation and IT implementation, realization of existing spatial
concepts and development plans that are made in these ports and harmonized with existing planes of
town planning institute.
Sea port Reduction of transportation times from hinterland to the port, increase of train’s commercial speeds and
number of trains that are transporting cargoes to the port, introduction of new feeder lines, to find
investment sources for realisation of existing planes for port’s enlargement and development.
Statements of the interviewed stakeholders:

Inland Waterway terminal

 One of the biggest problem for the development of an intermodal transport on the
Danube in Serbia is the insufficient high of the road-rail bridge in Novi Sad.
 Small present and potential big problem for the whole Danube flow are locks Iron gates
I and II, because they require emergent revitalisation.
 Building of a new container and Ro-Ro terminal in the Port of Belgrade or the Port of
Novi Sad is necessity for development of an intermodal transport in Serbia.
 Solution for finding investments for building of terminals is in forming special funds on
the republic level that are intended to provide development of intermodal transport on
the IW.
 High potential of the river ports on the Danube in Serbia are VAS as are cleaning and
reparation of empty containers on their way from Western Europe to the Port of
Constanta.
 With the development of liner transport on the Danube, it would be possible and
profitably (because of very nearness of oil refinery) to organize fuel supply for the ships
in the ports Novi Sad and Pancevo.
 Railway and Logistic terminal

 Implementation of the EU regulative is of crucial importance for the integration of the

Serbian Railways into the existing transportation networks.
 Serbia is at the moment in the transition process that significantly slows down
investments.
 Serbian Railways suffer from locomotive and wagons lacking.
 Equipment in railway and logistic terminals is obsolete and inadequate for handling of
intermodal goods.
 Serbia is missing one cargo terminal that provides all regular and most of VAS services
for intermodal cargoes.
 Improvement of information flows could significantly improve transport organisation.

Sea ports

 One of the biggest problems of the Port of Bar is port’s hinterland connection. Transport
times to the port by rail and road are to long.
 Commercial speeds of the trains that are transporting goods to the port are to low.
 Introducing of a new feeder line would bring many benefits to the port.
 The Port of Bar can make a big profit from VAS, but it has small capacities for providing
them. Therefore it would have sense for the port to enlarge its capacities for providing VAS.
interim

WORKSHOP NOVI SAD

Thank you for your attention!!!

INtegration in the intermodal goods Transport of non EU states: Rail, Inland/coastal waterway Modes