Alps-Adriatic Working Community
Developing a road infrastructure, that provides high quality services, and
possibilities for having it financed by its users.
Dr. István Kernya
of the work:
· providing an overall view on the traffic policy relations and the existing
and planned main network elements of the regions and counties of the Alps-Adriatic
· processing the received information in a unified system and in a form
that - as far as possible - is treateble by all regions,
· taking into consideration the realities of practice
· Providing appropriate framework for the professional analysis, that
deals with the traffic infrastructure.
It is a task with different difficulties in the different regions to obtain
the data needed for preparing the traffic investigation. The delegates of the
certain regions declared their willingness for the co-operation, but there was
not completely realised a unified level data providing.
Concept of the investigation:
The volumes of the national and regional resources that could be used for maintaining
and improving the traffic infrastructure in the present economic situation differ
from one another in the certain regions.
The traffic related investments require large amounts of capital, the return
period is long and the rate of return is low.
Consequently, that the most important element of the new traffic related investments
is the ability to be financed.
In this study we provide an overview on the national and regional level traffic
policy principles and priorities of the regions represented in the Working Community,
taking into consideration the Trans-European traffic development concept of
the European Union and the principles of the Helsinki All-European Traffic Conference
held on 23rd-25th of June, 1997.
Main principles of the All-European traffic development:
· There will be a fair and free competition with the open national markets,
· there will be realised a multi-mode approach,
· the frontiers will be accessible and the budget policies will support
the harmonised complex traffic development,
· help will be given to the international transport flows in the main
· the international financial institutions should be take a role in providing
resources for development (EBRD, EIB)
It can be seen on the enclosed illustration, that the main corridors serve the
European grand regional relations. The aim of this study is to create the harmonisation
of the fast regional and local plans with the grand regional network developments
in the regions of the Alps-Adriatic Working Community.
The Bavarian Government approved the document titled as General Bavarian Traffic
Development Plan 1994. on 5th of July , 1994. In this, the following traffic
policy objectives came to the front:
· traffic must be reorganised for less environment polluting traffic
· environment friendly and energy saving traffic and traffic means must
· the certain traffic networks must be organised optimally, taking into
consideration the traffic rationalisation
· taking actions for ceasing the unnecessary traffic
The Bavarian Government considers it to be the most important, that the traffic
policy actions must support the equal living conditions in the different areas
of the region.
The Bavarian public administration took the following actions on the field of
· ensuring the continuity of the intercity road network, ceasing the
· ceasing the accident focal points
· constructing the city by-pass sections
From the personal road traffic the proportion of those who drive passenger
cars was 82% in 1992. According to the predictions, the volume of passengers
cars will increase by 13% until 2005. The average annual travel performance
was 13,000 km per passenger car in 1992. Previously it showed a declining tendency,
but lately it changed to an insignificant extent. The road transportation traffic
(without transit traffic) increased by 128% between 1972 and 1992 with respect
to the long distances, and by 53% with respect to the short distances. Thus,
the total road transport of goods - in domestic transport of goods - increased
to 82% in 1992 from the 71% in 1975. According to the predictions, the road
transport of goods will increase by 26% on long distances and by 20% on short
The intercity road network is 41,557 km, from this 2138 km is motorway, 7031
km is regional Route, 13815 km is state-owned road and 18574 km is local road.
Compared to the status in 1985., the motorway and the local road experienced
a 16.4% and a 4.1% increase, respectively. The intercity roads are financed
only from fuels.
From regional aspect there is an urgent necessity for improving further the
Styria, Upper-Austria, Burgenland, Karinthia, Salzburg
The road network of Austria reached a very high quality level. They put the
new investments under a strong critics, because it was proved, that it results
in undesirable increase in traffic (transit transport). However it does not
mean, that the region would have given up the individual road constructions.
The maintenance of the road network being in progress is an essential duty,
considering the fast realisation of the environmentally favourable traffic network.
The most important ones of them are as follows:
· constructing the roads bypassing the settlements, by this the harms
originating from the traffic can be considerably reduced,
· taking out the places dangerous in terms of accidents (eg. central
· forming the roads within the settlements in a way to fit them in the
· noise protection actions (eg. noise protecting walls, etc.)
· establishing technical traffic watching systems for the car drivers
The problems concentrate in the Linz-Wels region. The solution of the matter
is being searched in the construction of the missing section of the A-Pyhrn
motorway and the connection of the Motorways No. A-8 and A-9. It is an important
consideration to build the western Motorway No. A-1. to be 6 lanes motorway.
The comprehensive traffic concept schedules, that the existing road infrastructure
must be improved only if there no other alternative. By this the loading of
the inhabitants caused by the road traffic can be reduced. In order to achieve
this goal, they work on different planning and realising projects.
By the opening of the eastern frontiers, more crossing points came into being.
This makes important to meet the demand for new type of frontier road network
both towards Hungary and Slovenia.
Through the X. European Traffic Corridor Graz, Linz, Salzburg and Villach join
in a new type of traffic relation system.
In the Croatian traffic development, it created a new situation, that the
Traffic Workshop of the Alps-Adriatic Working Community has a meeting in Zagreb
one or two times a year. The Working Community of the Danube Regions held a
meeting also in Zagreb on 13th-15th of May, 1997.
The strategic objectives of the Croatian traffic development and planning are
· developing and improving the traffic relation with the European neighbour
countries, with the consideration, that the Croatian traffic network must fit
in the European traffic network,
· The 10 year motorway programme of Croatia and the development of the
road plans (1996-2005) are connected organically to the Hungarian and Slovenian
developments. The Hungarian section of the European Traffic Corridor No. V/b.
is linked to the Croatian and Slovenian developments in the area of Lenti-Letenye.
The Hungarian section of the North-South Trans European Traffic Corridor No.
V/c. is connected to the Croatian road network system in the area of Udvar (Ivándárda).
· The traffic development of Croatia is supported by the West-East Corridor
· Developing environment respecting traffic means (shipping, railway,
· Developing the Adriatic Sea harbours, with respect to the numbers of
the Central European sea trans-ship places for goods and the Danube regions.
· Constructing the Danube - Sava river way.
Baranya, Somogy, Zala, Gyor-Sopron, Vas counties
In Hungary several studies, regional plans and projects were made, which intended
to serve the development of certain regions of the country, the acceleration
of regional development or the equalisation of the regional disadvantages.
In Hungary due to the social and economic state of the past actions, the necessary
developments did not take place on the road network or were performed only to
a small extent. The conditions deteriorated further, that already caused everyday
The traffic portfolio recognised this and prepared its development program
draft plan for the National Road Network for the years 1991-2000, which is under
revision at present.
The new programme, beside meeting the development requirements deriving from
the international and national traffic, is striving for reducing the road network
differences between the counties. An essential element of the program is to
build and finish the main motorway networks that ensures international relations
(M 1, M 15, M 3, M 5, M 7), the programme for modernising the crossing points
and to build the 10-15 sections for bypassing settlements.
The Helsinki All-European Traffic Conference held on 23rd-25th of June, 1997.,
gave new impulse for the road network development, because it granted Traffic
Corridors to Hungary (IV, V/b, V/c, X/a, and VII. Danube Corridor).Within the
territory of the Alps-Adriatic Working Community, 3 of them concerns the Hungarian
· V/b. In the region of Lenti-Letenye it goes towards Slovenia and Croatia
· V/C In the region of Udvar towards Croatia, the Routes No. 6 and 56
are put on new lane (Budapest - Mohács - region of Udvar - Beli Monostir
- Osijek - Sarajevo - Ploce). It is projected to finish by 2007. The Mohács
Danube Bridge is connected to this with an Y fork turn-off towards Serbia.
· Danube Corridor No. VII.
The construction of the road section bypassing Barcs and leading to the Drava
Bridge is finished. The planned modernisation of the Beremend road and crossing
point opens new traffic opportunities towards Croatia.
Baranya, Somogy, Zala, Vas and Gyor counties with their Croatian, Slovenian
and Austrian traffic relations are important links of the international traffic,
and they become centres of the national and international investments.
One of the resolutions of the Slovenian administration is that with the help
of the state traffic policy the traffic conditions can be ensured in a most
favourable way. Its task is to prepare the professionally established national
road network developments, that provides foundation for the present and future.
The road developments must be in the service of the interest of the national
economy in a way, that they cause the least harm in the environment and in the
Because of the increase in the Slovenian traffic demands and motorization there
is a need for improvement.
For the purpose of developing the traffic networks the V. and X. traffic corridors
passing through the country also serve this objective. On the roads, railways
of Slovenia, in air and on rivers and sea 2 million people participate in traffic
and 72 tons of goods are carried. For this there is 15,000 km long road, 1200
km long railway, airports and harbours are available.
The roads bypassing the settlements are continuously increasing. In addition
to the sea traffic, Slovenia put a strong emphasis on improving the infrastructure
of roads bordering with the neighbour countries.
Veneto, Friuli-Venezia Gulia, Emilio-Romagna, Trentino-Südtirol, Ticino
Veneto region is crossed over by several road corridor, one of them is the
"Central Drum" (Rome-Bologne-Verona-Brennero), and the other one is
the "Eastern Link" (Rome-Cesena-Venezia-Tarvisio). As a consequence,
the geographical connection of Veneto region arranges a very busy transit traffic
between North and South, which comes from Central Europe and passing through
the Brennero mountain pass diverges in the Veneto region and goes towards the
Adriatic Sea, the Tirren Sea then towards Central and North Italy. By opening
the frontiers a very busy motion became typical there.
The East-West relations show a very strong development in the past years after
the political opening.
With regard to Veneto region, the Brenner mountain pass (new tunnel) the North
Adriatic co-ordinated harbour system, and the area among the Veneto harbours
have great importance. With special respect to the Development Plans accepted
in 1990 and 1992, the relation system of Veneto region with the Italian and
European regions bordering the other regions has a fundamental importance.
The P.T.R.C., as far as the East-West and North-South busy traffic roads providing
international and national services are concerned, highlights the development
of the primary, already existing infrastructures, and the establishment of the
East-West and North-South possible routes.
Roads connecting the Brennero mountain pass.
The reaching of the Brennero mountain pass is provided by the Verona-Brenner
Motorway No. 22. despite the fact that there is a very high traffic quota there
(more than 20 thousands passenger cars). In addition to this there is also planned
to connect this main traffic road to the "Tirren" motorway.
This section includes the "Valsugana" road No. SS 47 and the "Castellana"
road No. SS 245.
Road towards Germany
The connections between the more distant regions and the international routes,
which touch the Central-Veneto region, with special respect to Venezia City,
are under serious consideration. This road programme (connection of Venezia
city) includes the considerable improvement of roads No. SS 51 and SS 51 bis.
The modernisation of the route stretching towards Dobbiaco Toblak with a dual
carriageway is under planning.
The Route No. SS 309 is exposed to a heavy fluctuation of goods transport,
which primarily appears in the local, but also in the tourist and trade mobility.
On this section a repair work planned. Another important road is the Road No.
SS 495, that leads up to the Adriatic.
The Verona-Venezia Route and its exit roads
The East-West Route primarily includes the Motorway No. 4 (Milano-Venezia-Triest),
to which the Road No. SS 11 (North Po) is connected to Mestre, and then the
roads towards Friuli-Venezia Gulia regions are diverged from this.
An especially heavy traffic characterises primarily the Verona-Venezia road
section (the motorway No. 4, where the annual traffic equals to 60,000 passenger
cars) and the final section of the Padova-Venezia motorway.
· Solving the problem of the ring-road passing through Mestre
· establishing the straightening section-network of the motorways crossing
over Verona City
· Equalising the road section of Vicenza City that is connected to the
For the best accessibility of the Route No. SS 14 running parallel with the
Motorway No. 4. the following actions were planned:
· the version towards S.Michele al Tagliamento-Latisana and Portoguaro
· the version of the southern section of S.Doná di Piave, with
connection to the exit of the new Meolo motorway (A4) towards Eraclea, Jesolo
For the improving of Routes No. SS 13 and 53 running towards the Friuli region,
the following actions are required:
· Building the ring-road of Mestre and the new road section of Route
No. SS 53.
· Enlarging of the ring-road of Terviso
The Motorways called "Autostrada Pedemontana" (At foot of the Alps)
and No. 31.
One of the most important issues of the road network of Veneto region is the
construction of the Veneto APV motorway, that establishes connection between
motorways No. A 4, A 31, and A 27. The realisation of this new motorway infrastructure
will be proceeded until 2004, and with this an opportunity will be opened for
establishing connections with the Routes No. 28 and 23 in Friuli region.
In addition, the following plans will be realised:
· Enlarging the road sections of A 31 beyond Piovene Rocchette towards
Val Lagirana and Rovereto City
· Improving the connecting road between Vicenza and Marostica
· Ro-Ro Pier to be established on River Piave
· continuation of the road section with motorway feature between Conegliano
In addition to the developments of drum road section stretching beyond the
Alps, the south-eastern and south-western road sections have also an extremely
Attention must be paid to the extended road network connected to Lombardia region,
the Routes running towards Cremona-Montana-Legnano-Rovigo-Asdriatic Sea (No.
SS 443. and SS 449.), which were enlarged with a new motorway section (Parma
and Nogarole Rocca).
COMMON CHARACTERISTICS OF THE REGIONS
1.) Planning and constructing bypassing road sections
2.) Prioritising environment protecting planning
3.) Improving the crossing points
4.) Improving the road networks that leads to the crossing points
5.) The in average 10 year scheduling of the road infrastructure developments
6.) Soonest adoption of the Helsinki recommendations on the Trans-European road
network developments in the own country