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The Northern Adriatic Ports:
Joint
Approach to the European Transport Market
by Igor Trupac
Introduction
Current developments in Europe point toward the formation of
continental transport systems and large regional ports as their
nuclei. These trends influence an enhanced volume of transport,
which in turn attracts numerous and all the more diversified
accompanying activities, resulting in a qualitative leap for
ports. The impact of these developments on the local and regional
economy and beyond it has been substantial and will continue
to prevail.
The dominant growth impulse of the general and spatial development
of the regions and the countries Slovenia, Italy and Croatia
as a whole is particularly supported by the transport infrastructure
and cross-border cooperation. The Littoral Region (‘Primorska’)
lies on the border area of Slovenia, and the same feature applies
to its counterpart in Italy, Trieste with its surroundings,
and also to Rijeka in Croatia to an even greater extent. The
combining of manufacturing and service activities will be mutually
enhanced by the completion of the traffic system, information
flows and communication mechanisms. With state borders widely
open, the economic development will improve the competitiveness
of, and support the cooperation between the regions, and thus
contribute to an increased flow of goods, capital and services;
in particular it will affect the mobility of the population.
The Single Port System- The Vision
and the Opportunities
It
is difficult to imagine that adjacent ports such as the Port
of Trieste (Italy), Port of Koper (Slovenia) and Port of Rijeka
(Croatia), which are in principle directed to the same traffic
flows and the same customers, should each be building its own
transport chain or system resp. That would be not only against
the economic logic, but also contrary to the North-European
pattern of transport systems layout.
The Vision
The vision based on the awareness
that Trieste needs the broader coastal zone for its further
development, comprising the port activities and the urban development
of its suburban settlements, to accommodate shipyards, industrial
and transport facilities, sprung up already before the World
War I (Trieste was the first Central European port at that time)
and was presented by Max Fabiani (1).
Between the two world wars, Trieste suffered from crisis due
to its severance from its hinterland, therefore the idea on
a metropolitan area reaching from Monfalcone in the west of
Trieste, to Koper and Piran in the south had died away. After
the World War II, in 1952, the then Mayor of Trieste ordered
to Fabiani (who was then aged 87) to analyse the development
plan of the Trieste Area in the newly emerged circumstances.
According to the plan that Fabiani drew up then, Trieste remains
the main port of Central Europe, which would - in contrast to
the first proposal from the year 1910, when he proposed that
Trieste be connected with the suburb settlements by sea –
be connected by railway as well. Fabiani did not regard the
then state borders round Trieste as an insurmountable impediment
to his plan. Due to his in-depth knowledge of the Central European
hinterland, Fabiani insisted on the geo-political constant of
Trieste as the city – emporium, to which all its developmental
options should be subordinated. Some parts of Fabiani’s
plan were actually accomplished by the Italian government in
1954 (road and railway bypass roads, among others). At that
time Fabiani did not reckon with the emergence of a new port
in Koper later on (1957), however, his vision of a single metropolitan
area perfectly corresponds to the vision of the single Koper
– Trieste port system. Another fact supporting this development
is that the role of state border as a line of separation in
Europe is disappearing, both in the North Adriatic area and
between this urban area of Koper and Trieste and its Central
European hinterland.
In view of the anticipated accession of Slovenia to the European
Union, the old vision of the single metropolitan zone in this
area, attaching to the transport area, has become highly relevant
over again. Recent developments show that with effect of 1st
February 2001, Luka Koper d.d. (Port of Koper Corp.) has been
taking over the management of Pier VII in Trieste Port, and
thus became ‘included into the European Union ahead of
time’.
In this sense, the Agreement on association and the document
signed (on 29 August 2001 in Trieste) between the Chairman of
the Port authority of Trieste, the Managing Director of the
Port of Koper (Luka Koper d.d.), and the Managing Director of
the Slovenian Railway Company (Slovenske železnice), will
be in the long run the groundwork for cooperation not only between
the two ports, but also between the two neighbouring cities.
In this Agreement on association, the signatory parties endeavour
for the establishment of an integral port system with a common
traffic policy, which should grow into an association of ports.
This common policy will comprise the regulation and promotion
of the united port system. The signatory parties have committed
themselves to support (possibly through participation in joint
ventures) the construction of a six-kilometre railway track
connecting Koper with Trieste – two kilometres thereof
on Italian territory, four on Slovenian (the railway line will
also provide passenger service). This railway line would be
a tangible means to prove that the emerging of a single port
system is under way; in turn, the single port system urgently
calls for an efficient internal connection. The Italian company
Italfer has already prepared the project of the linking railway
between the two ports, which would be running through two tunnels.
For the sake of a higher efficiency of the Koper-Trieste port
system, the signatory parties have committed themselves to start
the construction of the second track of Divaca-Koper line and
an additional track on Trieste-Ljubljana line at the earliest
time possible. That would provide an even better connection
with the markets in the heart of Europe and in the Balkans.
The Opportunities
The development of the port of Koper, Trieste
port and port of Rijeka is affected by the events and on-going
processes in the European Union, Central and Eastern Europe,
as well as in the Mediterranean area. The adaptation to these
developments and the vision will significantly influence the
future development. Today, globalisation is increasing the importance
of ports, which are seen as vital intersections of the transport
systems of individual countries and also of their wider environment.
The fact that the globalisation is on the way is highlighted
by the figures currently achieved in the worldwide international
trade, which reflect a significant growth in general and in
particular areas. The data on the worldwide trade achieved in
the past (between 1991 and 1996) showed an average growth rate
of 6,4 %, and envision a similar growth rate in the coming 15
years (DRI/McGraw-Hill). In the same period, the international
trade of Asia was growing by the rate of 11,6 % on average.
It is anticipated to grow faster than in the rest of the world,
that is at a rate of 8,7 % by the year 2010. In addition to
the well-known “tigers”, there are new ones emerging.
For the development of trade in this part of the Mediterranean
is most relevant that here, in the Gulf of Trieste and of Kvarner,
the Adriatic sea indents farthest to the North and deepest to
the continent, which has always been of great importance for
the passage from the sea to the mainland. The transport seaway
from the North Adriatic ports to the Middle and Far East is
shorter by one half than the sea route connecting that part
of the world with North European and Baltic ports. Land transport
from North European ports by road and by railway to the main
industrial centres in Central Europe is approximately 500 km
shorter then from North European ports.
Figure 1 clearly shows that the Port of Koper, Trieste Port
and Port of Rijeka are connected to all the continents via Gibraltar
and Suez.
Fig. 1: Maritime connections of the Port of Koper, Trieste
Port and Port of Rijeka
Source: Port of Koper
Important for the North Adriatic ports is that a new mega-region
‘of New Europe’ be formed in their hinterland, whose
economic development had been hindered by non-market based economic
systems for long decades and what is more, the iron curtain
had severed their traffic flows from their natural routing towards
the North Adriatic ports. Having abolished these barriers, the
countries of Central and Eastern Europe (CEE) have developed
into a fast-growing and promising part of Europe.
In the coming ten years, the growth of GDP in the eastern countries
of Central Europe is expected to reach 5 % on average, freight
transport will exceed the current volume by 90 %: in some directions
such as the Fifth Corridor by 100 % or more. A substantial part
of the pertaining traffic flows will be routed to the North
Adriatic ports.
The North Adriatic region will have to cope with a further
challenge, i.e. an increasing presence of the Asian Pacific
economies on the European continent and in the CEE countries
in particular. It is estimated that China will become the world’s
second exporter (immediately after the USA) by the year 2020,
and its purchasing power will outgrow that of the united Europe.
Between 1978 and 1995, China’s economic growth averaged
9,4 %; the anticipated annual growth in the coming 20 years
will be 6,5 % (estimate by World Bank, Sept. 1997).China is
a most important trade partner of the EU. In 1997, the trade
exchange between the EU and China amounted to ca. USD 43 billion
(Economic Information & Agency, Hong Kong, China’s
Customs Statistic). The exchange of goods has been rising from
year to year, and achieved USD 44,25 billion in the period January-August
2000. For the traffic flows from this source, the North Adriatic
is from the geo-transport aspects the most convenient seaway/
route.
Characteristics of the Development
of Transportation in the Mediterranean and in Europe
The priority goal of the European Union relates to the equilibration
of regional development within individual member states and
the community as a whole. A major role is assigned to the Mediterranean.
With ports playing strategically important roles in national
economies, creation of new port capacities is being promoted
worldwide. In the Mediterranean, new ports and terminals are
emerging and existing ports are creating new capacities with
the purpose of enriching the range of services they have to
offer.
The growth of international trade reflects in a higher volume
of transported goods. Above all, the transportation of containers
is growing from year to year. The Mediterranean has reached
in 1998 a total throughput of 19,3 million TEUs scoring an increase
of some177% compared to the 1990 figure. The forecast for the
year 2005 is approximately 30 million TEUs and for the year
2015 is approximately 53 million TEUs (Meletiou, 2000).
The development of ports in Europe and in the Mediterranean
is going on in an extremely competing environment:
- regional competition of ports,
- competition of ports in different regions, and
- competition of Mediterranean and North European ports.
Nowadays, the leading shipowners/ ship operators invest in
port installations, terminals and also in railway and road transport.
An example of a new type of integrator who employs all transport
modes and hence optimises the transport chain is the US Intermodal
Marketing Company. At present, such development is not possible
in Europe in the same form due to fragmentation, even though
there is a significant trend of association (forming alliances,
joint ventures of various big operators - also American, who
would render that possible).The joint European transport policy
and European Directives show a movement to a positive direction.
The White Paper on Railways (1996) speaks about the »Freeway«
concept (corridors) for the first time: more information about
it was published in »Trans-European Rail Freight Freeways«
(1997). This relates to international railway infrastructure
corridors. The document »Communication, Intermodality
and Intermodal Freight Transport in the European Union«,
COM (97) deals with systems and action taken to increase the
efficiency of intermodal transport and outline the starting
points.
The competition among ports is especially explicit when distance
is no longer a prevailing factor, and other factors appear in
the forefront. Competition will be displayed primarily in the
field of quality of services, prices, inter-port connections
(foreland), and connections to the hinterland. Competition among
ports will be even tougher in the future, on all levels. The
struggle for survival in competition will force the ports to
seek strategic alliances with other ports (partnership Trieste,
Koper, Rijeka?) and also with terminals in the hinterland.
The geographical hinterlands of the North Adriatic ports comprise
the markets of Slovenia, Italy, Hungary, Austria, Germany, Czech
Republic, Slovakia, Switzerland, and Croatia. This is an area
of exceptional economic potential. North Adriatic ports control
a substantial share of total overseas potential cargo from above
listed countries. The shares relating to the container transport
lie significantly below available volume. This proves that the
actual hinterland does not only depend on the geographical position,
but also on the features of various cargo and markets, or of
each logistic chain passing the port.
Furthermore, the hinterland of the North European ports has
an advanced infrastructure, which results in a gradual shifting
of the gravitational zone of the North European ports further
to the South. In order to rise the competitiveness of the North
Adriatic ports against the North European ones, an improved
mutual cooperation of North Adriatic ports and promotion of
their role as transit ports has become vital. The relevant range
of maritime services as offered by the North Adriatic ports
need to be extended by efficient and competitive land transport
services, in particular to establish direct container block
trains.
More Competitiveness through
Improved Land, Transport, Train and Sea Connections
The railway infrastructure is an important factor in the conservation
of environment and physical space (at the increasing road traffic),
and is indispensable for a higher port valorisation. The performance
of the Port of Koper, the Trieste and Rijeka port does, and
will depend on the carried and handled goods, therefore all
the countries in this area endeavour to attract as much cargo
as possible. On the other hand, the quantity of cargo (and the
utilisation of the railway and ports) will depend on the economic
development of the neighbouring countries, development strategies
and strategic connections, the construction of infrastructure,
etc. The currently used connections among the states, modernisation
and infrastructure construction are in the function of these
efforts.
In the past, one of the most important tasks of the railway
in the Alpine-Adria Region was to provide an efficient, fast
and cheap transport between the Adriatic ports and their hinterland
(major economic centres). The “Südbahn” –
the Southern Railway Line was the first railway track to connect
the Danubian Area with the Adriatic and has an important impact
on the railway traffic. In the Austro-Hungarian Monarchy, this
line connected the ports in Trieste, Rijeka and Pula. It was
designed as a double-track line in the length of 577 km, linking
the capital Vienna with Trieste. The construction work on this
railway line lasted from 1839 to 1857, and it was considered
as a most important European railway connection, which can be
attributed both to its economic relevance and the difficulty
of construction. The Southern Railway Line has a major impact
on both, the Austrian inland transport and international transport
between Austria and North Adriatic ports.
However, over 130 years old railway connections can no longer
satisfy today’s needs, therefore modernisation of railway
infrastructure is the key to an efficient integration in the
European transport network. Austria has already made a plan
for the reconstruction and modernisation of the infrastructure.
The strengthening of the southwest-northeast connection is the
principal purpose of the study which has revealed the technical,
ecological and economic potential of the new line:
Vienna – Adriatic / Upper Italy
The realization of the part Graz - Klagenfurt (132 km) will
represent the connection / junction to the Pontebba Railway
Line. The improvement of the present condition on the Italian
side will be most beneficial to the ports of Trieste and Venice.
The railway line is technically feasible and ecologically acceptable,
however, it will be open to traffic in the year 2010 only, and
in the whole capacity after the year 2020. The increase forecast
in the freight transport is expected to be 50 %, in some sections
even 100 to 150 %.
In Italy, the modernisation of the Pontebbana Line connecting
the port of Trieste with Villach and Munich was initiated on
the basis of the needs for better connections with the hinterland,
as assessed for the North Adriatic ports. The line is laid out
past Slovenian/ Italian border (the Slovenian alternative to
this railway track is Sežana-Ljubljana-Šentilj).The
construction of the new marshalling yard in Cervignano was vital
for the Pontebbana Line, the port of Trieste and the appertaining
area. It is located by the railway track Cervignano-Palmanova-Udine
(in the vicinity of Pontebbana Line).
The strategic economic interest of Italy is in the exchange
with the countries of Eastern Europe. This has risen recently
and its trend is still growing. Italy is the most important
partner with these countries on the EU side, immediately after
Germany. Therefore it is in the interest of Italy to improve
the connections with these countries through Slovenia and Austria.
Immense increase in the volume of international and transit
freight and passenger transport in Slovenia by the year 2015
(Prognos 1996) requires a more rapid construction of the highway
and railway network, chiefly in the main transit connections
through Slovenia - Slovenian traffic cross (2). The new railway
track Puconci-Hodoš - Bayansenye-Zalalovo (which was opened
for traffic on 10 June 2001) stands for a new railway connection
between Slovenia and Hungary, running from Trieste, Koper, via
Ljubljana, Budapest and Bratislava to Lvov. The new railway
connection means the shortest traffic route between teh North
Adriatic ports and Northern Italy on the one hand, and Hungary
and the East European countries on the other hand.
The strategic interest of Croatia are better connections with
West and East Europe.Very important for the Port of Rijeka is
the new foreseen connection Rijeka - Zagreb - Graz - Wien/Linz-
Wels, which will improve rail transport (among others transport
time will be 50% shorter).
On the level of the EU there are several initiatives for modernisation
of railway infrastructure. One of the most concrete initiatives
to improve the infrastructure of railways, roads and waterways
is the "Vienna Paper" (Brioni, 1994, Conference of
Ministers of Transport of the Central European Countries, Brioni,
3-4 February 1994): this is a programme document on the construction
of transport infrastructure of Slovenia, Austria, Croatia, the
Czech Republic, Hungary and Slovakia, with precise information
on price and time schedule, length of main roads and railways,
and even facilities.
The future eastwards enlargement has more recently added to
the need for a global spatial strategy for Europe (“continent-wide
approach”) through pan-European networks (priority multimodal
corridors). In order to facilitate this integration, the EU
has launched a “needs assessment process” in the
field of transport infrastructure known under the name TINA
(Transport Infrastructure Needs Assessment), which covers all
the modes of transport, including the port and maritime sectors
(the need to link the seaports and maritime corridors to the
TENs - Trans-European networks was already stressed at EU level in
1992).
Of vital importance for the North Adriatic region are the rail
and road corridors, going through the major gravitational
area of the North Adriatic seaports: the 5th and 10th Paneuropean
traffic corridor.
Fig.2: Paneuropean corridors
Source: Traffic Institute
Fig. 3 shows the land connections used for block trains or
non-grouped wagons from Koper, Rijeka and Trieste to the important
markets in the hinterland (3).
Fig. 3: Land connections with trains from Koper, Trieste and
Rijeka
Source: Port of Koper
Besides better land transport connections in particular direct
container block trains an opportunity for the growth of container
turnover in the future presents itself in the development scenario
in the area of transportation by sea. At present, the trend
in ship capacities of the range of 7.000 – 8.000 TEU is
rising. For the year 2010, ships with capacity over 10.000 TEU,
that is the so-called “Malacca max” ships carrying
15.000 (18.000) TEU are forecast. Ships of this size should
operate on the East-West routes, the closest to the Equator.
The number of calls in a line voyage should be as low as possible
– approximately 5 to 6 calls at “mega hub”
ports on the entire voyage from Los Angeles past Hong Kong and
Singapore, through the Suez and to the Carribean. In the near
future, the present division of ports to the ‘hub/feeder’
will be replaced by the new division to ‘hub /regional
hub/ feeder’.
This development will greatly affect the circumstances in the
Adriatic too, which lacks the underlying maritime and market
conditions (a satisfactory hinterland) to be fit to receive
ships of above-stated dimensions. Regardless of that, the market
potential of the North Adriatic allows for the existence of
a port ranking as a “regional hub”. Today, only
the port of Trieste has got the conditions for that category.
The role of a “regional hub” for the North Adriatic
will result in excellent connections with the “mega hub”
port for Europe (expected location in the West Mediterranean)
and evtl. with the Arab “mega hub” in the Red Sea,
with direct feeder services to other nearby regional hubs, and
with line connections with selected destinations in the Mediterranean
and also beyond the Suez. As a “regional hub”, Trieste
would also have the role of a consolidating port for other minor
ports in the North Adriatic.
Taking into consideration the expected size of ships, the service
between a “mega hub” and Trieste will be operating
by ships in the size of 3.000 – 4.000 TEU. Local feeder
lines would be linked to Trieste by means of rotation lines
employing ships of under 1.000 TEU.
In July 2000 was started a new maritime link by N-Xpress of
Abu Dhabi, member of the Norasia group. Short transit-time (18
days) from Hong Kong to the main destination in Central Europe
- Austria, Switzerland, Germany and Northern Italy confirms
the strategic location of the port of Trieste, regains the role
of terminal port of call on the Far East and South-East Asia
routes and also serves to the exports with the aim to boost
traffic (mainly by block trains) from Central Europe, which
at present is serviced by Northern European ports.
5. NAPAN (Northern Adriatic Ports Area Network)
The statement that there is a time for a more intense joint
approach of the Northern Adriatic ports has been reached on
the Conference about EU and Cross-Border Regional Cooperation:
The Northern Adriatic Ports of Trieste, Koper and Rijeka in
1998 in Portorož. In cooperation with Northern Adriatic
ports Trieste, Koper and Rijeka the conference was coordinated
by l' Institut d'études europés Université
catolique de Louvain (Belgium) and was supported by the Central
European Initiative (CEI), European Commission and EBRD. The
conference was organized by the Economic Chambers of Slovenia
and Croatia and by Institute for Studies and Documentation EU
and Eastern Europe (ISDEE) from Trieste. Representatives of
the Working Community Alps-Adria, individual regions in the
hinterlands of Northern Adriatic ports, European Seaports Organization
(ESPO), academic institutions and ports, state and regional
governments from the countries of Northern Adriatic ports
area participated at the conference.
On the conference it was decided that the closer cooperation
must lean on joint Research projects about the Mid-and Long-Term
prospects of Northern Adriatic Ports:
1) Current flows and projections (for years 2005 and 2020)
of maritime cargo between third countries and NAPAN countries
through Northern Adriatic ports with particular emphasis on
TEN and Pan-European Corridors
2) The impact of trade globalization in maritime transport
in Northern Adriatic ports
3) Assessment of current and potential future EU policies
on single Markets and common transport policy. Their impact
on the position and growth potential of Northern Adriatic ports
(new EU regulations on ports, such as “user charges”,
TEN and Pan-European Corridors connecting Napan area with its
broader hinterland).
4) Existing ports capacities and infrastructure development
in Northern Adriatic ports, connecting markets along TEN and
Pan-European corridors.
5) Prospects and benefits resulting from cooperation between
Northern Adriatic ports in different types of transport (containers,
combined, multimodal transport, short sea shipping, ferry, joint
development, use of port and transport infrastructure etc.).
6) Recommendations for the Action Plan for ports, Association
of Northern Adriatic ports, regional, and national authorities,
including potential roles for EU, CEI, Alps Adria Working Community,
OECD, EBRD, and other international institutions.
The NAPAN network has to be considered in the light of global
associating, alliances, concentration and cooperation in the
world. At the same time, this project is also Europe-oriented,
in the sense of ‘disappearing borders’ in this area.
The purpose of associating North Adriatic ports is to include
the representatives of local authorities, chambers of commerce
and industry, institutes, interested businesses and also to
exploit the existing cross-border cooperation programmes, to
support regional development, and to apply the EU research programmes.
This association should help to select the most adequate forms
of cooperation, association, division of work and specialization
of these ports, as well as the possibility of their attaching
to the Transeuropean Transport Network (TEN) and to the programme
of Transport Infrastructure Needs Assessment (TINA). The final
aim would be to gradually transform the present three North-Adriatic
neighbour-ports into a single integrated port system in which
each individual infrastructure would have its own recognized
specialization. This transformation is also in the interest
of the EU and its principles (intra-regional-cross-border cooperation),
and the EU is prepared to support it.
Conclusion
It is clear that good opportunities as: 1) political and market
development in Europe (chiefly East European Countries) and
also in global environment, 2) development of infrastructure
and connections to the important markets in the hinterland (particularly
direct container block trains), 3) scenario of maritime transport
as well as 4) supporting factors, stand for the predominant
developmental impulse to the development of a joint large
continental system gravitating to the central part of the North
Adriatic. Such consideration will become even more topical after accession
of Slovenia and later of Croatia to the EU.
The cross-border cooperation of the Koper area with the neighbouring
Trieste and also Rijeka area has become of vital importance,
and also a relevant developmental factor, in particular from
the view of moral and financial support to this cooperation
provided by the EU programmes. This extensive coastal area would
sustain economic activities that would, in one way or another,
lean on the underlying maritime-transport activities and/or
link to the traffic flows generated thereby. To acquire cargo
(containers, cars, etc.) the installation and modernisation
of port infrastructure and a rise in the quality of services
should be permanently improved. As well, efforts must be directed
more to the hinterland and to the foreland to initiate and organise
various participants of the transport-logistics chain (the trends
in maritime transport and modern forms of transportation have
to be considered). Industrial activities will primarily develop
in port industrial zones and will largely depend on the logistical
and transport facilities. In addition to the conventional transport-oriented
tertiary activities (freight forwarding, agency, and transport
broking), the activities of the advanced tertiary would also
accommodate banking and insurance; this range of activities
would be underlying for the research and developmental activities
with university institutions (the University of Trieste, the
Third Slovenian University in the process of establishment on
the Slovenian Littoral Region, ‘Primorska’, University
of Rijeka).
Notes
(1) Max Fabiani was born in the Karst area, he lived and worked
in Vienna before the World War I, and on the Littoral Region
between the two wars. He belonged to the most widely known Central
European architects of his era.
(2) Slovenian traffic cross: Šentilj - Maribor - Ljubljana
- Koper, with branches towards the Hungarian border and in the
South West to Nova Gorica; then direction Jesenice - Ljubljana
- Dobova towards Zagreb. The first leg signifies the connection
with the international line Barcelona - Milan - Ljubljana -
Budapest - Kiev (5th corridor); the second leg denotes farther
connection with Zagreb - Belgrade - the Balkan states - the
Near East (10th corridor).
(3) On Friday September 7, 2001 the departure of the first
container block train from Koper to Austria took place. This
train denotes the start of a regular service linking the Port
of Koper with the main Austrian business centres. Since than
it has been running twice weekly in both directions, operated
by Intercontainer Austria (ICA).
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