Autocesta Rijeka - Zagreb d.d.

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1 ISSN: HRVATSKA UDRUGA KONCESIONARA ZA AUTOCESTE S NAPLATOM CESTARINE / CROATIAN ASSOCIATION OF TOLL MOTORWAYS CONCESSIONAIRES NEWSLETTER APRIL 2011 Autocesta Rijeka - Zagreb d.d. Autocesta Rijeka - Zagreb d.d. appoints Management Board members The Government of the Republic of Croatia adopted, during its session held on 17 March 2011, the Conclusion by which it proposed to the Supervisory Board of Autocesta Rijeka- Zagreb d.d. to appoint Mr. Željko Denona as Management Board Member for Technical Affairs, and Mr. Robert Tukač as Management Board Member for Economic Affairs. In the Supervisory Board session held on 30 March 2011, Mr. Željko Denona was appointed as Management Board Member for Technical Affairs, while Mr. Robert Tukač was appointed as Management Board Member for Economic Affairs. Željko Denona, Management Board Member for Technical Affairs Mr. Željko Denona was born on 30 June 1957 in Pula where he completed his primary and secondary school studies. In 1982 he graduates from that Faculty of Civil Engineering in Rijeka. After the end of university studies, he starts working at the company Adriamont, Rijeka, and then moves to construction company GP Primorje also from Rijeka, where he works in the Construction Sector, on practical engineering assignments, and gradually advances to the position of site manager. In his capacity as site manager, he inter alia manages works during construction of the thermal power plant Plomin II ( ) and Croatialine office building ( ). In 1993 he founds, together with his spouse, his own private company DEN-ING d.o.o and operates this company until In 2001, he starts working at Autocesta Rijeka-Zagreb as director of the Sector for Roadside Service Facilities. In response to the proposal made by the Government of the Republic of Croatia, the Supervisory board of the Autocesta Rijeka-Zagreb d.d. appoints him on 30 March 2011 as Management Board Member for Technical Affairs. Mr. Denona is married and the father of two children. Robert Tukač, Management Board Member for Economic Affairs Mr. Robert Tukač, born in Zagreb on 1 January 1957, completed in this city his primary and secondary school studies and graduated in 1980 from the Faculty of Economics in Zagreb, academic major: Marketing. His first employment was with Ljubljanska banka d.d., Ljubljana - Principal Branch Office in Zagreb, where he works as official in charge of loans and guarantees at the Funding & Placement Sector. After twelve years he moves in May 1993 to Ilirija banka d.d., Zagreb where he works for the next four years as Manager in charge of loans and guarantees. As of 1997 he works as finance consultant at the Funding & Placement Sector of Partner banka d.d., Zagreb. In May 1998 he moves to Credo banka d.d., Split, Branch Office in Zagreb, where he assumes the position of Deputy Head of Branch Office. He is employed with the savings bank Štedionica More d.d., Zagreb, as from November 1999, first in the capacity of Chief of Loans Department. In early 2000 he passes the banker s examination for the bank s Management Board members. As of September 2000, he assumes the position of President of Management Board in this savings bank. After acquisition of the savings bank by Banka Kovanica d.d. Varaždin, Mr. Tukač works as of January 2002 as Executive Director of the Poslovni centar poduzetništva (Business Centre of Entrepreneurs). Following proposal of the Government of the Republic of Croatia, the Supervisory board of the Autocesta Rijeka-Zagreb d.d. appoints him on 30 March 2011 as Management Board Member for Economic Affairs. Mr. Tukač is married and the father of two children. Appointment of the new Supervisory Board at Autocesta Rijeka-Zagreb d.d. On 17 December 2010 the Government of the Republic of Croatia proposed to the General Assembly of the Joint Stock Company Autocesta Rijeka-Zagreb d.d. to recall the Supervisory Board members Bojan Hlača, Ph.D., Luka Matijević, M.Sc., Slavko Leban and Slobodan Vračar, and proposed to the General Assembly of Autocesta Rijeka-Zagreb d.d. to appoint new Supervisory Board members as follows: Bojan Hlača, Ph.D., Luka Matijević, M.Sc., Krunoslav Šams and Ivo Zrilić. Following this governmental proposal, the general Assembly appointed on 16 February 2011 the new Supervisory Board members: Bojan Hlača, Ph.D., Luka Matijević, M.Sc., Krunoslav Šams and Ivo Zrilić. Mladen Efendić was appointed as Supervisory Board member - representative of the employees. The constituting session of the Supervisory Board was held on 22 February Bojan Hlača, M.Sc. was elected as President of the Supervisory Board of Autocesta Rijeka-Zagreb, while Luka Matijević, M.Sc. was elected as Vice President of the Supervisory Board.

2 HUKA s National Report for 2010 New, updated issue of HUKA s National Report for 2010 has been published in April this year and provides an overview of the most significant data dealing with the activities of motorway operators in Croatia. Here you can find information about construction of motorways in the previous year, openings of new sections, statistical data regarding income, traffic and safety for all motorway operators as well as their short and long term plans. HUKA s National Report is now for the first time also available in printed version as well as on the Internet site As on 1 January 2011, the total length of the motorway network in Croatia amounted to 1,240.7 km. Motorways are operated by 4 companies: Hrvatske autoceste d.o.o. (operates all toll motorways, i.e. A1, A3, A4, A5, A10, A11, A12 and A13, except for the ones under concession), and three concession companies, i.e. BINA-ISTRA d.d. Pula (it operates the so called Istrian Y - A8 and A9), MOTORWAY NETWORK 2009 Company Total network 2010 Total network Total network plan for HAC d.o.o ARZ d.d BINA-ISTRA d.d AZM d.o.o TOTAL: 1, , ,252.2 Autocesta Rijeka - Zagreb d.d. (A6, A7, part of A1, and the Krk Bridge), and Autocesta Zagreb - Macelj d.o.o. (A2). Hrvatske autoceste d.o.o. Reorganization of Hrvatske autoceste The reorganization in Hrvatske autoceste was undertaken at the level of the Company Management Board, at individual Sectors, and in Independent Departments. The Company Management Board is formed of the Management Board President, Mr. Stjepko Boban, B.Sc. (Civ.Eng.), and the new Head Office Director is Mr. Mladen Čorda, M.Sc. Changes were also made in the Transport Sector where Mr. Eduard Zaninović, B.Sc. (Transport Eng.) was appointed as Head of the Transport Sector, while Mrs. Snježana Vrkljan, LL.M. was appointed as Head of the Sector for Legal and General Affairs, and Mrs. Danira Čikara became Manager of the Division for Roadside Service Facilities. Construction and Maintenance Programme for Hrvatske autoceste for 2011 Construction Extra maintenance Regular maintenance Total: 275,780,920 EUR 20,297,699 EUR 18,430,311 EUR 314,508,930 EUR On 3 rd March, 2011 Croatian Government gave its consent to Croatian Motorways Company for the Construction and Maintenance Programme. Croatian Motorways Ltd is planning to invest EUR, which exceeds the Government s initial programme for by a sum of EUR. The exceeded expenses are based on: financing the section of the motorway network at Corridor Vc, along the northern and southern border of Bosnia and Herzegovina through a credit from the European Investment Bank (EIB) and the European bank for European Bank for Reconstruction and Development (EBRD) the results of a capital market survey the realistic chances of financing the construction of a bridge over river Drava through favourable long-term credits transfer of unrealised investments from previous periods into 2011 The motorway investments for 2011 are planned according to types and values: Land acquisition and archaeological research amount to EUR, diversion of utilities amounts to EUR, design work amounts to EUR, construction amounts to EUR and supervision expenses amount to EUR of total planned investments. Hrvatske autoceste are to implement the information security management system based on international standard ISO 27001:2005 Hrvatske autoceste d.o.o. have started with implementation of the information security management system based on the international standard ISO 27001:2005. On 26 January 2011, HAC signed with the company Bureau Veritas Croatia d.o.o. the Agreement on certification of the information security management system in accordance with the international standard ISO 27001:2005. The harmonization with the international standard ISO 27001:2005 is a legal obligation arising from the Information Security Act (Official Gazette 79/07), i.e. from the Ordinance on Information Safety Measures, Article 8 (Official Gazette 46/08).

3 Autocesta Rijeka - Zagreb d.d. User satisfaction testing The company Autocesta Rijeka-Zagreb (ARZ) has set as its priority the task of ensuring that their users will reach their destination safely and comfortably, and is therefore constantly monitoring motorway users wishes, needs, objections, and also their commendations. Highly aware of the fact that loyal and satisfied users can only be gained through responsible provision of services, the company has been testing user satisfaction since 2005 via Internet, and also through direct interviewing on the motorway (at roadside rest areas). About two thousand users have so far taken part in these survey activities, and ARZ is thankful to all of them for their contribution in assisting the company to raise the quality of services and to improve its overall performance. The total average grade of 3.7 was obtained in the survey conducted in Last year the total average grade was 3.62, while it amounted to 3.43 in It is nice to see that the grades have been steadily albeit slightly increasing over the past three years in a row. Total average grade Although we can be satisfied with this result, there is still something that we have to focus our attention to. In fact, although willingness to help and kindness of our personnel has been for a number of year our best graded aspect, it has come down this year to 3.8 from the last year s 4.0. This is the customer relations element that should be growing year after year, or should at least remain at a constant level. Let s remind ourselves of the ancient Chinese proverb that goes like this: Do not open a store if you don t like to smile. Do we actually smile enough? Is our service appropriately received? Do our customers see us as satisfied and smiling provider of highquality services? What can we do better? There is an ample room for improvement and, to this effect, we should constantly bear in mind some facts that each person dealing with users has to remember at all times: customer is always right (even when he is wrong), a complaint is a gift, user satisfaction is the measure of our success. In 2010, the best graded aspects, with an average grade of 4.0, were road signs and markings, and the overall appearance and cleanliness of our toll stations. The toll level, with an average grade of 2.9, still remains the worst graded aspect. The grade of 3.9 was awarded for the appearance and cleanliness of roadside rest areas. The grade of 3.8 was given for the willingness to help and kindness of our personnel, for services offered at the roadside rest areas, and for traffic safety. An average grade of 3.7 was given for the speed of passage through toll stations, presence of road maintenance patrols, and timely provision of information about situation on the motorway. Average grades for individual aspects A novelty introduced in this survey was that the users were given the possibility to leave their contact information, which most of them actually did. This contact information Total average grade was used to apologise once again to users that were not satisfied with our previous answers, or with replies to complaints, and also to provide additional and more detailed information to such users. The second novelty is the question about the section most often used boy the users. This question was introduced so that, in case the user objects to signs and markings, some event, or behaviour of personnel, we can easier establish where the incident actually occurred. After filling in the questionnaire, the users have the opportunity to say if there is something they have been particularly satisfied or unsatisfied with regarding the motorway, and to add something that is in their view important but is not covered by the questionnaire. Objections were mostly related to the functioning of the electronic toll collection system (account replenishment methods, traffic jams at ETC lanes, etc.), road closing because of road works, and uncivilized behaviour and wild driving of other users. On the other hand, commendations were most often given good functioning of the ETC system which greatly facilitates the travelling, and for kindness of personnel. Bina-Istra d.d. Environmental incident drill A prominent place among numerous principles applied by Bina-Istra is reserved to environmental protection. In the course of its normal activities and daily operations, the company pays special attention to waste management and pollution abatement. In addition to well established activities through which the company contributes to the protection of our environment, Bina- Istra also undertakes activities to counter potential dangers that are not expected, and that pose an everyday threat to our environment. Sudden pollution can not be anticipated and is hard to prevent. It is therefore very significant to know how to undertake rapid and efficient action in such situations. Sudden cases of pollution include spilling of toxic, hazardous and other substances that are likely to pollute surface water. Sudden environmental pollution is an emergency situation that can occur at any moment, which is why rapid and proper reaction is needed so as to reduce harmful consequences. Bina-Istra organizes every year an environmental incident drill In order to review knowledge and skill already acquired by its employees. The drill is composed of two parts, theoretical and practical. The theoretical part consists of a presentation in the scope of which levels of pollution experienced during environmental incidents are defined, and measures to be taken are explained in detail for every individual level. Preventive measures aimed at avoiding such incidents are defined, and procedures to be followed in case of sudden pollution are specified. The theoretical part, which includes presentation and brief verification of knowledge, is followed by the second part of the drill, i.e. by on-site simulation of an environmental incident. An environmental incident classified as the first level of pollution was simulated, and Bina-Istra services were called upon to intervene. The company s safety and operation services, and also maintenance services, practiced how to react in incidental situations in order to effectively prevent pollution of natural environment.

4 Bina-Istra d.d. Electric power savings at Učka Tunnel - ABB mathematical model for ventilation management The Učka Tunnel is a significant traffic link connecting the region of Istria with the rest of Croatia. The tunnel construction started in 1976 and the tunnel tube was fully excavated in The tunnel was opened to traffic in The tunnel has been operated by concessionaire BINA-ISTRA d.d. since The main Učka Tunnel is 5062 m in length. The traffic is operated in two directions, with one driving lane for each direction of travel. The other two tunnels Zrinščak I (196 m) and Zrinščak II (45 m) form a whole with the main tunnel, and the three tunnels are operated remotely from the control centre facility situated at the Istrian side of the tunnel. In the past period, the Concessionaire conducted two safety checks for this tunnel, the first one in 1996 and the second in 2005, in order to obtain recommendations about how to increase the level of safety in the tunnel. Over the past several years, the concessionaire has been modernizing technical installations in the Učka Tunnel, and some of these activities are still in progress. Major works undertaken in this respect are related to the following installations: remote operation system (ROS), lighting, ventilation, power supply, fire detection system, video surveillance system and automatic detection of accidents, emergency (SOS) station, traffic signs and markings, and radio broadcasting. Two program modules were included in the remote control system in the final stage of the ventilation upgrade effort: use of ventilation in normal mode, based on predictive mathematical model and fuzzy logic, use of ventilation in emergency (fire) mode. Učka Tunnel ventilation system The ventilation system used at Učka Tunnel is of longitudinal type, and is formed of 144 fans divided into 48 fan groups. Each group contains three engines (fans) that are suspended from the tunnel vault. The fans are unidirectional i.e. they always operate in one direction (reverse operation is impossible). They are arranged in such a way that some groups act in one direction (groups 1, 3, 5..., 47 - towards Istria), while the other groups act in the other direction. Fan groups are not evenly distributed along the tunnel tube length, i.e. they are grouped towards the tunnel ends, so that the central part of the tunnel is not equipped with fans. The ventilation is remotely operated from the control centre although in case of emergency, or during routine maintenance operations, the fans can also be operated via the local switchboard. Mathematical model for ventilation management Tunnels are especially susceptible to pollution generated by vehicles powered by internal combustion engines. The following pollutants are most frequently encountered: carbon monoxide (CO), solid particles and nitric oxides (NOx). Natural ventilation is in most cases insufficient, which is why mechanical ventilation systems must be installed in tunnels so as to keep pollution levels within allowable limits. Besides lowering the level of pollution, the mechanical system also prevents spreading of fire and participates in fire combating in emergency situations. A special case is the regulation of air movement speed in order to increase safety during normal operation (e.g. regulation of air movement speed during transport of dangerous substances under conditions notable natural air circulation, i.e. bora wind). Most present day tunnels (depending on tunnel length, traffic density and other parameters) feature mechanical ventilation systems which may broadly be divided into two major types - longitudinal and transverse. The ventilation is operated from the control centre using the remote control system. In general terms, the regulation of ventilation, i.e. the start-up or shutdown of individual fans, or regulation of fan power via engine controllers, can be operated either manually (by operator working in the control centre) or using the program module for automatic operation of the ventilation system. The traditional system of automatic regulation takes into account the concentration of pollution, i.e. the level of pollution, through measurement of carbon monoxide (CO) levels, transparency ( visibility ), and nitric oxide (NOx) concentration. The advanced algorithm based on predictive mathematical model and fuzzy logic takes into account the tunnel constants (shape, cross-section, difference in level between the two portals, etc.), momentary weather conditions (pressure, temperature, wind speed and direction), and instantaneous traffic situation (direction and density of traffic, vehicle speed and category). The mathematical modelling enables prediction of both pollution level and fresh air requirement, which is why it is more favourable when compared to the traditional automatic regulation algorithm. During operation based on mathematical model, a smaller number of fans is in operation, and so a lower peak velocity of air circulation is achieved, which is particularly advantageous in case of accidents (fire) as in such situation it will be possible to switch more rapidly to the low air circulation mode which is required to achieve stratification of smoke in the tunnel. Mathematical model implementation at Učka Tunnel The design and implementation of the mathematical model-based ventilation started in 2005 in the scope of the remote operation system upgrade conducted at the company EXOR. In May 2010, this part of the task was transferred to and conducted by the company ABB. In late 2009, following upgrade of ventilation switchboards, all preconditions were met and the system was placed in initial operation in December of the same year. During initial operation and first year of use of the mathematical model-operated ventilation at Učka Tunnel, it has been demonstrated that all requirements have been met, with an increase in energy efficiency and with significant savings in electricity (600,000 kwh - EUR 43,978). Conclusion The system involving automated operation of ventilation in the normal regimen of operation, as based on predictive mathematical model and fuzzy logic, was put into operation at Učka Tunnel in late In addition to CO concentration levels and visibility, input parameters used by the model also include instantaneous weather information (air pressure), and instantaneous traffic situation (direction and density of traffic and vehicle category). The mathematical model is capable of predicting pollution levels, and is hence more advantageous when compared to the traditional logarithm with automatic regulation. As a result of mathematical model use, pollution levels can be kept within defined limits, the number of start-ups and shutdowns of fans is reduced, which extends the life of the fans and electrical installations, lowers maintenance costs, and increases safety of the ventilation system. Significant savings in electricity have also been achieved, and energy efficiency has been improved.

5 HUKA holds a Round Table on Traffic Safety on Motorways A round table on traffic safety on motorways was held in Zagreb on 15 th December 2010 at the initiative of Croatian Association of Toll Motorways Concessionaries whose member include all motorway operators in the Republic of Croatia: Hrvatske Autoceste, Autocesta Rijeka-Zagreb, Bina- Istra, Autocesta Zagreb Macelj ltd. All invited institutions participated at the conference: the Ministry of the Sea, Transport and Infrastructure Directorate for Road Transport and Road Transport Inspection, The Ministry of the Interior Road Traffic Department, Croatian Roads Authority, Croatian Automobile Club, and all motorway operators. The conference was brought on as a direct consequence of the new proposal of Public Roads Act and the passing of new Road Traffic Safety Act. As safety implies many things, so the discussion at the conference primarily focused on motorway management and maintenance as one of the elements of traffic safety. Through safety programmes motorway operators take numerous measures in order to make sure that infrastructure would function as planned and to minimize the number of traffic accidents. Need for common safety actions Therefore the motorway operators urged for a course of action to be taken by other institutions in those areas which lie outside operators jurisdiction: in phase of design and construction of motorway practical experience of operators should be taken into consideration; level of education in driving schools should be improved; level of awareness among drivers through campaigns should be raised; regular controls and sanctioning of speeding should be intensified; drivers should become aware of their own responsibility for their lives. The motorway network in Croatia has undergone a process of intense development in the last ten years. The motorway network has almost entirely been developed based on road and traffic safety law and technical regulations from the 1990s. Motorway operators have gained first-hand experience through daily operations and have perceived certain issues which are not possible to solve through everyday management and maintenance as they lie beyond their jurisdiction. At the conference motorway operators have informed the proper ministries and institutions about their experiences so that during the defining of law and by-law regulations the aforementioned experience could be implemented in accordance with the actual requirements. A Committee for Conclusion Compilation has been appointed including all members of HUKA s Technical Committee for safety and traffic (Željko Kadijević HAC, Ante Pribanić ARZ, Tomislav Ladavac BINA-ISTRA, Nikola Bulić AZM) along with Brankica Bajić i Diana Benković from HUKA. Conclusions of the Conference Based on the discussion of all present members the Committee have reached the following conclusions: it is necessary to adopt subordinate regulations immediately or within the maximum legal deadline as they are crucial for the motorway operators activities. Most of the regulations are either obsolete or nonexistent and this especially applies to: - Regulation on the basic requirements to be met by the public roads outside and its elements from traffic safety perspective - Road maintenance and road safety regulation - Regulations and technical conditions for public road patrolling - Regulation of traffic signs, equipment and road signals and other regulations related to the new draft of Public Road Act related to traffic and environment, while defining motorways and national roads network in relation to and implementation of the new Public Roads Act, motorway alternative routes need to be taken into consideration as it is one of the primary goals also defined by Transport Development Strategy, motorways operators are to be involved in the execution of subordinated regulations, as their concrete suggestions and proposals from work experience will make a contribution, coordinate the activities of certain institutions which are in charge of road safety (Ministry of Transport, Road Inspection, Source: HUKA, National reports Ministry of Interior, Croatian Roads Authority), ensure more frequent and regular control of compliance of drivers compliance with Road Act on motorways, not to require for the motorway operators to correct eventual omissions made in the stage of construction and planning of motorways which do not fall under the regular maintenance domain, improve prevention, education and raise the level of driving culture through all education levels, especially in driving-schools, on HUKA level define type solutions to standard details on motorways and undertake legalization of such solutions through proper ministries in order to serve as guidelines for future motorway planning gradually make the protective fence on existing motorways compliant with required safety standards (H2, H3, H4), continue the preparations and accelerate the implementation of speed controlling system on motorways, which would reduce the average driving speed and therefore reduce the number of car accidents several fold, especially their consequences, on HUKA level check and gradually coordinate methodology related to collection and analysis of data on car accidents which is implemented among HUKA members all the participants are expected to promote and support the conclusions of this conference. 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6 Fourth ASECAP Road Safety Event held in Athens On Tuesday 1 st March 2011 the Greek National Road Fund (TEO) and ASECAP jointly organised in Athens the fourth edition of a high-level conference dedicated to road safety. Having in mind the European Commission s Policy Orientations on Road Safety for the period , this major event was a unique opportunity for all key actors from all over Europe, ranging from experts in the field to national and European decision-makers, to discuss about the contribution that toll roads and the concession model are making and will continue to make to the creation of a common European road safety area. Besides ASEAP members, representatives from the European Commission, European Parliament and various Educational Institutions from Greece made their contribution to the event. Toll revenues for safer infrastructure EC Director Mr Enrico GRILLO PAS- QUARELLI said that ASECAP members are putting road safety in practice in their daily operations. He added that PPP and earmarking of the revenues collected through road charging are the best models to further invest in safe infrastructures. He also stressed there is still a lot of room for improvement of road safety especially in domain of national roads and rural roads where the highest percent of accidents occur and where the investments are most needed. He also pointed out that EU funds will only be available for building of infrastructure in compliance with the EU Eurovignette Directive and Directive on Road Tunnel Safety. These principles should also apply to other roads and not just the TEN-T network. Long term goal of 0 fatalities by 2050 Conference evidenced that toll motorways are significantly safer compared to the secondary roads and enabled exchange of the best practices regarding safety campaigns and technical improvements. Inés AYALA SENDER, Member of the European Parliament highlighted that ASECAP members could contribute to reach a common definition of injuries and, subsequently, a specific target to reduce them, by sharing their expertise and the information at their disposal. She underlined that there is a great need for increasing all control systems (cameras, alcohol and drug tests, availability of information to drivers). EU Transport Committee will soon set an Action Plan with a calendar, framework for evaluation of every safety action and all other needed for reaching the main goal of halving fatalities and a long term goal of 0 fatalities by Collection of reliable data on accidents is necessary for defining targets In this regard, Kallistratos Dionelis stressed out that the point is not where to go but how to go there, and for this tools like action plans and cost benefit analysis are needed. One of the main issues for the policy makers are the data given and in this respect there is a strong need to develop a way to collect reliable data that could be interpreted commonly and be distributed to users. Presented speakers also underlined the need of governments to include road safety as the first priority and invest money, need to take on board all stakeholders and for us to be human beings with ethics. Main causes of accidents on motorways and corresponding awareness campaigns Examples of road safety campaigns included the speakers from ASFA (France), ASFINAG (Austria), APCAP (Portugal) and various institutions from Greece who presented their facts and figures in this area and ways of trying to improve them. Main causes of accidents were presented: sleepiness and drowsiness, alcohol, drugs and medications and speeding. Those are followed by failure to attach seat belts, failure to comply with weather conditions and tunnel safety requirements as well as by many other causes. Measures that are undertaken to raise drivers awareness include posters, dedicated motorway radio with safety information in real time, encouraging people to have a break and relax when tired or sleepy etc. ITS actions for road safety The ASECAP COPER III chairman Rui Camolino presented the latest ITS actions in Road Safety developments where the Easyway project, involving 27 EU Member States and 3 other European countries to address the major EU transport objectives and harmonise the deployment of ITS, also plays a significant role. EasyWay chairman Adams presented the project and its strategic targets: avoiding congestion (25 % reduction on the TERN by 2020) road safety (25 % reduction in fatalities and severe injuries on the TERN by 2020) protecting the environment (10 % reduction in CO 2 by 2020). Easyway 2 was launched on 1 st of January 2011 based on the Action Plan and Directive 2010/40/EU of the European Parliament and of the Council of 7 July 2010 on the framework for the deployment of ITS. ASECAP Road Safety Event showed once again the importance and success of the conference. HUKA and its members will continue to support and contribute to such events also in the future. More details on the event are available on

7 Seminar on toll systems in ASECAP member countries The ASECAP Permanent Technical Committee for tolling (COPER I) on 4th February 2011 organized, in concert with the Association of French Motorway Companies (ASFA), a seminar in Paris under the theme of Concession tolling and user charging in ASECAP world. The seminar was attended by some thirty participants from 13 ASECAP member countries. HUKA s delegation was composed of President M. Škrgatić and Vice-President A. Čaklović as well as coordinator B. Bajić. The main objective of this seminar was to present and exchange information about toll systems and policies applied in member countries as to allow better insight into systems and their administrative-contractual frameworks. A special emphasis was placed on the concessions and PPP projects, and status of national legislations in relation to the so called Eurovignette Directive 2006/38/EC on charging of trucks and Directive 2004/52/EC on interoperability of ETS. According to the Eurovignette Directive, the EU countries are allowed to charge fee, within their national networks, for the use of road infrastructure, especially for trucks. Thus a number of countries will get, in addition to the concession toll, new tolling systems run by the states. The revenues will not have to be reinvested in roads, but to railways and other modes of transport. Current status and future plans All members including HUKA gave presentations of their toll networks, toll collection models, the existing PPP projects and motorway concessions, principle of risk sharing between the concessionaire and grantor, and plans of national ministries regarding the Eurovignette Directive. In the context of the global economic crisis, the traffic and revenue data were presented for the past three years showing that the situation is improving and traffic is again on the increase. Presentations given during the seminar have shown the diversity of the toll systems between EU countries and also the diversity in treatment given to individual parts of the road network. In his closing address, General Secretary of ASECAP, Kallistratos Dionelis, emphasized that great challenges will be facing European private concessionaires in future years, as it will be very difficult to attract private investors to concession projects, if governments fail to guarantee a certain level of traffic (up to 80 % should be guaranteed for). In addition, it will not be possible to achieve balance and sustainability of projects if concessionaires have to assume the risk of land purchase. The stability of concession agreements is essential for concession projects and unilateral changes should not jeopardise their balance. The General Secretary considers that more and more mega public companies will appear as road/motorway operators if application of the Eurovignette Directive, by national public companies, proves to be successful. He also added that ETC devices will probably become a standard on board equipment in the years to come. The cashless payment is also expected to be increasingly present in the payment of fees for the use of roads. Therefore ASECAP should promote its knowledge and experience throughout the professional community and general public, in order to pave the way towards proper and efficient operation and maintenance of motorways. To this end, ASECAP should draft a statement explaining the global context for management of toll road infrastructure. Read more on Visit to ASFINAG In order to further strengthen and expand our bilateral cooperation on February 17 th 2011 HUKA paid visit to the Austrian concessionaire ASFINAG. Its member of Management Board, Klaus Schierhackl and his colleague Julia Huber organised once again an excellent and fruitful visit. In the Croatian delegation there were HUKA s President Miro Škrgatić, Vice-President Aleksandar Čaklović and Deputy Coordinator Diana Benković. From Autocesta Rijeka-Zagreb visit was attended by Ante Pribanić, Director of Operation and Maintenance Branch and Zrinka Drozdek. Update of the existing 25 years old tunnels We visited Tunnel Control Centre Bruck in Styria, 50 km from Graz, which currently monitors 15 tunnel facilities, combined length of 42,5 km and also some fast roads, including associated emergency telephones, ice warning system and winter service. Most tunnels in this monitoring area are between 25 and 30 years old. The majority of them have been renovated and updated with state-of-the-art technical installations. Three tunnel facilities are currently under renovation and will benefit from the same technical installations in 1 to 2 years. Video wall control of tunnels The TCC is equipped with a video wall with approximately 480 camera pictures, not all of which can be over plugged, and presents an overview of all tunnels and the current traffic situation. For all cameras without a gyroscopic or tilt function an automatic alarm is set off if a slow-moving or stationary vehicle, a wrong-way driver or smoke is detected in the area covered. The control station is operated by two men working in a three-shift rhythm. As of May this year additional monitoring station will be integrated: Gleinalm Tunnel, (8,3 km and two-way traffic) and Schartnerkogel Tunnel (1,2 km). Further on we made an on-site visit to Tunnel Gleinalm and TS Gleinalm where the staff presented traffic and financial data. Latest safety innovations - project AKUT ASFINAG places a great deal of importance on research and development as the goal of the company is to rank among leading motorway operators in Europe in road availability, information and safety. One of the novelties presented to us was the operation and construction project AKUT (acoustic tunnel monitoring) focused on the development of a system to detect critical incidents in tunnels by automatically monitoring unusual sounds, such as collisions, loads falling from trucks, etc. Platform for cleaning of snow and ice Another, very interesting novelty from ASFINAG was a newly designed and constructed platform installed at lay-by just before entering the tunnel. The platform enables the drivers of trucks to climb at the top of the vehicle and clean the remaining of ice and snow. Platform was designed and installed to increase safety and diminish death accidents. Statistic showed that 1 to 2 fatalities per year were due to falling of ice and snow from the top of trucks in tunnels. In future, the plan is to install these platforms before entering the tunnels on the whole network, wherever it is possible. The next day we visited the Graz Raaba headquarters and traffic control place Strass where we came just in time for police inspection of trucks overload and then we continued our way back to Zagreb. We thank our friends from ASFINAG for the great organization and welcome and are looking forward to future collaborations. Read more on

8 Statistical data TRAFFIC NUMBER OF VEHICLES ON TOLL PLAZAS Company Light vehicles (IA, I i II) Until the end of March 2010 Until the end of March 2011 Heavy vehicles (III i IV) Total Light vehicles (IA, I i II) Heavy vehicles (III i IV) % (11/10) HAC 4,969, ,155 5,764,283 5,092, ,073 5,942, ARZ 1,853, ,622 2,135,725 1,962, ,482 2,257, BINA-ISTRA 594,312 78, , , ,184 1,080,121 *60.58 AZM 1,008, ,907 1,136, , ,918 1,086, TOTAL 8,424,774 1,283,991 9,708,765 8,980,423 1,386,657 10,367, * Data for year 2011 include also newly open section Kanfanar - Pula wich was not in service last year. TOLL REVENUES (without VAT) 1EUR = 7,39 HRK Tvrtka Total Until the end of March 2010 Until the end of March 2011 % (11/10) HRK EUR **HRK EUR HAC 197,000, ,657, ,963, ,329, ARZ 68,563, ,277, ,902, ,323, BINA-ISTRA 19,620, ,655, ,885, ,232, ***21.74 AZM 28,567, ,865, ,676, ,745, TOTAL 313,751, ,456, ,428, ,630, ** Data on revenues are subject to minor changes since all data for March 2011 have not yet been accounted. Accounting will be completed end-april. *** Data for year 2011 include also newly open section Kanfanar - Pula wich was not in service last year. TRAFFIC SAFETY Number of traffic accidents: Until the end of March 2011 HAC ARZ BINA-ISTRA AZM CROATIA - with fatal casualties with injuries with material damage TOTAL number of accidents TOTAL number of deaths in fatal accidents Koturaška cesta 43, Zagreb phone: fax: info@huka.hr web: ISSN: Bank account (kuna): Bank account (foreign currency): Editorial Board: Miro Škrgatić, Editor in Cheif; Brankica Bajić, Technical editor; Diana Benković, Technical editor assistant; Darija Petrović, Vlatka Weiser, Nikola Bulić, Tea Balde Graphic design: Studio Domino dizajn, Hrvoje Vražić Photo on the header: Slides: Hand dizajn d.o.o. (Božidar Prezelj) Photos: Archive HUKA Published: April 2011