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• BULGARIA (BG)

• CZECH REPUBLIC (CZ)

• ESTONIA (ES)

• HUNGARY (HU)

• LATVIA (LE)

• LITHUANIA (LI)

• POLAND (PL)

• ROMANIA (ROM)

• SLOVAK REPUBLIC (SR)

• SLOVENIA (SL)

• MULTI-COUNTRY (ZZ)

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A.1. BackgroundA.2. Meetings and Data Collected

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C.1. Programmes/contracts PresentationC.2. Basic Statistics at the Contract LevelC.3. Conclusions

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An efficient transport network covering the whole E.U. territory is crucial for internal marketdevelopment and, consequently, all European transport systems have to be considered aspart of a fully integrated system. Presently, the development of a Trans-European Network(TEN) is one of the E.U’s top priorities. The E.U. is now examining the possibility ofextending the TENs to the CEEC countries as a means of reinforcing their economic andpolitical linkages to the E.U.

Because of the geographical position of Bulgaria, the development of its transport sector isnot only crucial for the country, but also of great importance to the E.U. At the second Pan-European Conference of European Transport Ministers held in Crete (1994), nine transportcorridors were approved as TENs, while a tenth was selected in Helsinki (1997), of whichfive cross the territory of Bulgaria (Trans-European Corridors IV, VII, VIII, IX and X).

When PHARE started its support of the transport sector in 1992, the country was at thebeginning of the transition process towards a market economy, the pace of reform was veryslow, and the financial situation was unstable. Following the political changes of 1997, thenew Government is committed to reform and is seeking to accelerate progress. The reformof the transport sector is considered as an important step towards integration with the E.U.The Government has planned many major investments in road, rail, sea and air transport.

The Government’s present transport policy aims to set up an economic and legalenvironment in accordance with a market economy. Balanced competition between thevarious modes of transport is to be established, and new pricing policies together withinvestment plans addressing the development of the most strategic transport corridors areto be introduced.

The objectives of the four active Programmes (BG 9308, BG 9403, BG 9503, BG 9607)include the integration of Bulgaria with the E.U., the improvement of the infrastructure,particularly the trans-national transport network, and the economic growth of Bulgariathrough market-oriented reform of the transport sector.

Taking into account also the 1992 support programme (managed centrally in Brussels) andthe two 1998 planned programmes (BG 9808, BG 9811), the total PHARE commitment forthe transport sector amounts, for the period 1992 - 2001 to 94.5 MECU from which 51.5MECU have already being contracted (excluding CBC programmes)1.

Additionally under the Copenhagen co-financing agreement, 230 MECU is being providedby the EBRD, the WB, the ECA (Export Credit Agency) and the state for a RailwaysRestructuring Programme, while additional 250 MECU are foreseen from the 1998Programme. Similarly, a road rehabilitation project -Transit Roads I- is being co-financed bythe EIB, the EBRD and the state (90 MECU), and a second project -Transit Roads II- isbeing co-financed by the state and EIB (110 MECU). Lastly, 155 MECU are foreseen as co-financing (ISPA, EIB, KFAED) from the 1998 Programme, for Sofia Airport reconstruction &extension.

1 It is reminded that only National Programmes concern this contract. CBC programmes are out of

scope.


Since 1993 a PMU at the Ministry of Transport (MoT) was established for all PHAREfinanced transport projects. In 1994/95 a PMU at General Road Administration (GRA) wasestablished to manage the large scale Transit Roads Programme (TRP) which concernsroad construction & rehabilitation.

In 1996 a PIU at Bulgarian Railways (BDZ) was established to manage the large scaleRailways Restructuring Programme. Finally in 1997 a PIU at Ministry of RegionalDevelopment & Public Works was established taking all responsibilities for Cross BorderCo-operation (CBC) programmes/projects from the MoT.

From 1999 it is foreseen one Central Co-ordination Unit in the Ministry of Finance tomanage the ISPA programme.

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The purpose of the visit was to acquire all necessary data & information on PHARE financedtransport projects in order to compile a full inventory and subsequently select projects for indepth assessment of their performance and impacts. In addition to establish the requiredrelationships with local beneficiaries and PMU’s and identify the location of all detailedinformation, in order to facilitate the work of the second phase and consequently the secondvisit foreseen.

The visit was made between December 14 and 18 of 1998, by two experts of the projectteam, namely, Mr. K. Georgiou and Dr.H. Kougias (TRADEMCO). The local partner Mrs. A.Ormandjieva (CTC Engineering) had prepared all necessary meetings, after the introductionof the team to local beneficiaries by the local E.C. Delegation.

The following meetings have been held :

♦ E.C. Delegation

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An overview of PHARE Transport Programmes was given (National, Multicountry and CBC)over the past years and the four major National Programmes (BG 9308, BG 9403, BG 9503and BG 9607) were identified. A 1992 programme also existed (3 - 4 transport relatedcontracts) but was managed centrally in Brussels.

The 1998 F.M. is not signed yet but the budget is approved for BG 9808 (Sofia Airportrestructuring) and BG 9811 (Railways rehabilitation). Apart of the above programmes whichconstitute the objective of our project, a GTAF programme (BG 9704) exists with notransport components and two CBC programmes (BG 9402, BG 9511). Programmes BG9307 and BG 9601, although listed in DESIREE DB are Energy programmes.

The transport areas that are being financed by PHARE and the management structurewithin beneficiary organisations, have also been discussed.


♦ Ministry of Transport

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An overview of programmes managed by PMU/MoT was given, as well as, the plans for1998 programmes. Until the end of 1998 the 1993- 1994 MoUs had to be contracted. Adelay in contracting has been stressed e.g. rail equipment, leading to possible losses offunds.

Mr. Zoev appointed Mr. Leahy and his team to provide us with all necessary data andphotocopying facility. The MoT also provided us with a room and PC for 3 days and hencethe team was established within MoT, fact which facilitated the work considerably.

During the 3 day stay the following data -in collaboration with the local partner- has beencollected for the National PHARE financed programmes/contracts : Financing Memoranda,Work Programmes, PMU Progress Reports, Project Fiches (for new projects), ProgrammeSummary Sheets, Contracts/ToRs and Extracts/Summaries from Interim and/or FinalProject Reports.

♦ General Road Administration

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An overview of programmes managed at GRA was given i.e. for the Transit RoadsRehabilitation Programmes (TRRP). These are BG 9403.01 (TRP I) and BG 9607 (TRP II).He provided us with a leaflet with N.P and CBC road projects descriptions and status in1998. All projects managed at GRA concern road investment (construction), a number ofthem completed, while others are under completion.

♦ BDZ

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An overview of all projects relevant to BDZ was given. One major CBC project is about tostart (Dupnitsa - Kulata rail line rehabilitation & electrification), a couple of multi-countryprojects are on going, while three major national projects (various contracts in BG 9308, BG9403 and BG 9503 programmes) are being financed by PHARE, namely : Rail financialrestructuring, restructuring of BDZ/T.A. to PIU and rail restructuring (T.A. and equipmentprocurement).

Supplementary, to MoT, material for rail projects has been collected.

Concluding this first visit to Bulgaria within the scope of PHARE/EVA project is consideredsuccessful. All necessary documentations on national PHARE financed transport projects -except for the 1992 support programme which was managed by Brussels and no completedata was found- were collected. An 95% completeness is achieved for Bulgaria inventory(estimate).

The collaboration and files organisation of local beneficiaries was satisfactory.


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The purpose of the visit was to acquire more detailed information on the two nationalprojects selected for evaluation i.e. Institutional Support to MoT (BG-1) and Master Plans forports along Danube river (BG-6), as well as to interview -using questionnaires- stakeholdersrelated to these projects. The aim was to collect all views which in combination with thefactual data will permit an objective assessment of the projects performance. Managerialissues have also been discussed.

Apart of the selected national projects, views and data on multi-country projects selected forevaluation, which are relevant to the country, have also been collected.

The visit was made between May 31 and June 4 of 1999, by Mr. K. Georgiou and Mr. P.Markoulidis.

The following persons were interviewed:

u Mr. A. Alexandrov, Advisor/EC Delegation, for all projects examined and for managerialissues

u Mr. D. Zoev, Head of Transport Policy Dept/MoT, for all projects examined and formanagerial issues

u Dr. K. Grouev, Head of Sector “Information Technologies”/MoT for the MIS element ofBG-1

u Mrs. N. Christova, Expert on Ports Dept./MoT for BG-6u Mr. J. Leahy, Programme Manager/PMU Transport/MoT for both BG-1 and BG-6

In addition, Mr. Bolland (PMU Transport for MC) for the ZZ-1A (B.C. between Romania &Bulgaria) project and Mr. V. Parvoulov (Dep. Director ATCC/Chief of ACC) and Mrs. M.Ferdinandova (Training Courses Executive) for the ZZ-19 (ATS) project. For the latterquestionnaires were compiled from 3 trainees.

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The Inventory of all contracts for Bulgaria can be found at the web site of the Evaluation Unitof SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm and in theattached CD-ROM.

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Seven (7) QDWLRQDO programmes have been identified :

♦ One (1992 support programme) was managed centrally in Brussels♦ Four active programmes (BG 9308, BG 9403, BG 9503, BG 9607)♦ Two planned programmes (BG 9808, BG 9811)

The total PHARE commitment is 94,440 KECU, from which 51,560 KECU have alreadybeen contracted (55%).

0DLQ�EHQHILFLDULHV : Ministry of Transport (MoT) : Approx. 18 MECU committed (19%)General Road Administration (GRA) : 40.4 MECU committed (43%)State Railways (BDZ) : 35.7 MECU committed (38%)

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In summary the following programmes (including funding and number of contracts) havebeen identified.

Progr. No. PHARE committed Contracted No of Status(KECU) (KECU) Contracts Closed On-going Not started

1992 progr. 1,000 1,000 1 1 0 0BG 9308 3,549 2,615 17 11 0 6BG 9403 12,290 12,240 15 14 1 0BG 9503 20,000 6,240 18 9 5 4BG 9607 30,000 29,463 11 2 9 0BG 9808 7,600 0 2 0 0 2BG 9811 20,000 0 2 0 0 27RWDO ��

• Closed contracts correspond to 20.6 MECU (22% of committed funds)• On going contracts correspond to 30.9 MECU (33% of committed funds)• Not started contracts either are under tendering or contract approval procedure, or in a

planning stage (with approved budget allocation). Some of these contracts sufferedfrom considerable contracting delay while others are the result of funding reallocationswithin or between programmes.

As shown by the following diagram the number of closed contracts is disproportionally totheir value. The contrary is observed with not started contracts.


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All (closed, on going and not started) contracts, are included in the following findings (note:contracted amount differs from PHARE committed due to reallocations, contractscancellations and price reductions):

Type of Output Contract Amount(KECU)

No of contracts Average contractvalue (KECU)

(W) Investment (Works) 60,155 64% 18 27.3% 3,342(P) Investment (Procurement) 17,308 18.5% 8 12.1% 2,163(I) Investment preparation assistance 5,208 5.6% 7 10.6% 744(S) Strategic Studies 299 0.3% 1 1.5% 299(O) Organisational reform 6,793 7.% 16 24.3% 425(D) Development of laws/regulations 416 0.4% 2 3% 208(T) Training 404 0.4% 6 9.1% 67(M) Management & support 2,972 3.2% 8 12.1% 3717RWDO ��

MODE Contract Amount(KECU)


(RO) Road 42,371 45.2% 23 34.9% 1,797(RA) Rail 36,448 39% 12 18.2% 3,037(A) Air 8,293 8.9% 9 13.6% 921(IW) Inland Waterways 578 0.6% 3 4.5% 193(M) Maritime 200 0.2% 1 1.5% 200(CO) Combined 0 - 0 - -(ALL) All modes (horizontal) 5,665 6.1% 18 27.3% 3707RWDO ��


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From total PHARE Commitment (94.4 MECU), 55% has been contracted till mid December1998. In the 7 national transport programmes, 66 contracts have been identified from which52 are closed or on-going. Investment output and road & rail modes received the bulk offunding (approx. 85% of total). The majority of contracts concern road investments, railprocurement and institutional reform.

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Nine groups of synergetical contracts (serving similar goals for the same beneficiery) havebeen identified. These clusters of contracts (indicated in the “Related Contract” column ofthe inventory) form generic projects, as follows:

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support to MoT8 1,428 Instit. Reform ALL Includes also the I.S. for

MoTBG-2 Restructuring of

BDZ7 1,654 Instit. Reform RA Includes both T.A. and

FRPBG-3 Transportation of

disabled people2 601 Investment RO Pilot project including T.A.

and supply componentsBG-6 M.P. for ports

along Danube river3 578 Investment IW M.P and F.S

BG-8 Sofia UrbanTransport

2 400 Instit. Reform ALL Includes both T.A. andFRP

BG-9 Transit roadsrehabilitation

19 40,700 Investment RO Includes 7 lots (BG 9403),11 lots (BG 9607) and onepre-investment study.ConstructionManagement contract byEIB (Mott Mc Donald)

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BG-5 Sofia Airportrestructuring

6 440 Instit. Reform A T.A. components undertendering. Additional 7.6MECU foreseen in BG9808 programme (2 lots)

BG-7 BDZ rehabilitationco-financing

4 16,500 Investment RA Procurement contractssigned very recently.Additional 20 MECUforeseen in BG 9811programme (2 lots)

The above list distinguishes:

• Eligible projects for evaluation• Non eligible projects which are either PMU support projects or projects which have

recently started


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Given the political and economic transformation under process in CSFR and neighbouringcountries, the transport sector has a major role to play in facilitating the evolution fromplanned to market economy.

The geographical position of the Czech Republic, situated in the Centre of Europe,underlines its importance to any Pan-European transport system. The country is traversedby the Helsinki corridor number IV, which goes from North-West to South-East, and numberVI, North to South, and thus has to accommodate considerable volume of transit traffic.

The transition to a more market -driven economy on the one side and the expected increaseof exchanges with the Western Europe will cause a fundamental shift in the transportdemand. The challenge to face requires, on a first level, subsantial adaptations on Westernstructures and institution and on a second, modernisation of existing infrastructure andequipment so as to ensure the interoperability between Czech and European transportnetworks and to enhance the development of the Czech economy.

For these reasons the wider objectives of PHARE projects in the Czech Republic are therestructuring of the transport sector and the improvement of infrastructure and at the latestprogrammes, the operational integration with E.U.

PHARE started its support in 1991, to what was Czechoslovakia then assisting its transitionfrom the planned to the market economy. Due to the political changes of 1992 -theseparation in two countries- the institutional support of the PHARE programmes had to beenhanced. Together with these soft plans effort has been made to set investment plans thatwould support the economic development of the country. 66 MECU was the PHAREcommitment in total for PHARE funded National programmes2 and most of this amount hasalready been contracted. Only 6 MECU were spent on the programmes of 1991, 1992 and1993 whereas 60 MECU were committed to the program of 1995.

The objectives of the 1995 programme are totally different from those of ’91, ’93 and aredefined clearly as they are addressing to modernisation and rehabilitation works. Morespecifically the projects support the modernisation of the 4th Railway Corridor and therehabilitation of E-Roads. 50,000 KECU of PHARE funds are committed to the first projectsand 10,000 KECU to the latter. Those programmes are co-financed with InternationalFinancing Institutions and national funds of the Czech Republic.

The PHARE programme of the earlier years cover activities that support all the transportmodes air, water, road, rail. For their balanced development advisory support, feasibilityand engineering studies and human resource development studies were carried out in 1992and 1993. The latest PHARE programme of 1995 supports only road and rail modesoffering higher support to the rail mode.


the scope of the project.


In 1991 a PMU Advisory Unit was established and was responsible for the management ofPHARE programmes3. Specifically the PHARE financed projects of 1991 - 1992 wheremanaged by two long-term experts, one assigned by Kocks Consult which provided T.A. tothe PMU and an other independent consultant who was directly assigned by the E.C. to thePMU.

Nowadays the Transport PMU supervises the Czech Railways and the Roads andMotorways Directorate, where Programme Implementation Units which are the contractingauthorities, have been established.

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The team visit aimed to collect all necessary data and any relevant information needed onPHARE Financed projects so as to have a full inventory list of the projects from ‘91 up totoday, establishing at the same time the necessary relationship with the local beneficiariesand PMU. Additional purpose was to identify the exact location of all detailed information.

Two experts of the project team, namely Mrs. M. Michali and Mr. V. Evmolpidis(TRADEMCO) visited the Czech Republic between January 19 and 21 of 1999. The localpartner Mr. J. Mesicek (SUDOP) assisted at contacting the local beneficiaries before andduring the visit of the team and also assisted at collecting the missing data after thedeparture of the experts.


♦ E.C. Delegation

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An overview of the PHARE Transport Programmes was given with emphasis to NationalProgrammes, over the past years and (4) major National Programmes (CS 9107, CS 9201,CZ 9303, CZ 9504) were identified.


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An overview of programmes managed by PMU/MoT has given as well as information on thenewly planned contracts. Mr. Indra provided us all the data that existed for the PHAREprogrammes for the period 1991 - 1995 and resolved unclarified issues. Additionally theworking team was provided with photocopying facility and a room for the 3-days stay andwork.

During the visit the study team in collaboration with the local expert collected the followingdata: Contracts/ToRs and Executive Summaries from the final project reports, missingFinancing Memoranda, work programmes, PMU progress reports and Project fiches (for notinitiated programmes).

3 After 1992, two PMU’s were established one in Czech and one in Slovak Republic. Further

reference, concerns only the PMU in Czech Republic.


The investigation was quite successful at the 1993 and 1995 programmes as a full set ofinformation was collected. As far as it concerns 1991 (GTAF I) and 1992 (GTAF II) some ofthe documents of the expected information were not available at all. The main reason givenfor that, was that these programmes were managed by Brussels. Nevertheless even in DGI, little input was provided for the contracts with missing information.

♦ General Road Administration

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An overview of the 1995 programme (project CZ 9504.02) managed by the Road Directoratewas given as well as information about the project objectives, budgeting and PHAREcommitments. Useful the information was limited since most of the sub-projects are undertender evaluation or just started. These are the projects that concern E-Roads rehabilitationwhere the “supervision of the activities” and “rehabilitation of road E48” are the only on-going programmes.

♦ Czech Railways (CD)

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An overview of 1995 programme (project CZ 9504.01) was given that is relevant to CzechRailways. Information about budgeting and scope of work was given, concerninginvestments at the following sub-project : section Brno - Vranovice, Vranovice Railwaystation and Bridges Chocen - C. Trebova. Supplementary information and clarificationswere collected about the projects that would be soon initiated. Delays were reputed in theapproval and financing of contracts and projects by the E.C.

Concluding, due to the kind collaboration of the local beneficiaries and of the local experts,the visit to Czech Republic is considered successful. Complete data was found for the latestPHARE programmes and while information for the earliest ones (GTAF I and GTAF II) wasconsiderable. It is estimated that an 90% completeness is achieved in Czech Republicinventory and furthermore all the necessary contacts have been done that would facilitatethe team’s work in the next stage of work.


The purpose of the visit was to acquire more detailed information on the national projectselected for evaluation i.e. Railway Modernisation of Corridor 1 (CZ-2), as well as tointerview -using questionnaires- stakeholders related to this project. The aim was to collectall views, which in combination with the factual data will permit an objective assessment ofthe project performance. Managerial issues have also been discussed.

Apart of the selected national project, views and data on multi-country projects selected forevaluation, which are relevant to the country, have also been collected.

The visit was made between May 25 and 28 of 1999, by Mr. V. Evmolpidis


u Mrs. L. Lefnerova, Head of Unit, Min. Of Finance, Center for Foreign Assistance for CZ-2 and for managerial issues as High level official


u Mrs. H. Krejcarova, and Mr. J. Sellener, high level officials of CD, for CZ-2 andmanagerial issues

u Mr. C. Dedek, Mr. K. Milichovski and Mrs. K. Fulda (Fram Consult) for CZ-2 asmonitoring consultants to CD

u Mrs. Pacakova, Acting Head of PMU, for CZ-2u Mr. Indra, ex-Head of PMU, currently advisor to the Deputy Min. Of Transport, for CZ-2u Mr. P. Rittenauer, Director, Babtie Consultants as Supervisory Body for the

modernisation of Corridor 1

In addition, Mr. A. Duda (Head of Consulting Dept./ANS) for the ZZ-19 (ATS) project. Forthe latter questionnaires were compiled from 2 trainees.

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The Inventory of all contracts for Czechoslovakia/Czech Republic can be found at the website of the Evaluation Unit of SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm and in the attached CD-ROM.

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Four (4) QDWLRQDO�programmes have been identified:

♦ Three closed programmes on soft measures (CS 9107, CS 9201 and CZ 9303)♦ One on-going programme (CZ 9504) concerning infrastructure

From the period between 1991 - 1992 the total PHARE commitment to the projects relatedto transport is 66,158 KECU, of which 41,901 KECU have already been contracted (63%).

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♦ Ministry of Transport (MoT) : 3,601.4 KECU (5,44% of committed funds)♦ Department of Navigation and Waterways : 196.2 KECU (0.3% of committed funds)♦ Czech Railways : 50,822.2 KECU (76.8% of committed funds)♦ Road Directorate :10,676.6 KECU (16.8% of committed funds)

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♦ Railways rehabilitation (Corridor IV)♦ Roads rehabilitation (E-roads)♦ Institutional reform (early years)

The allocation of funds to programmes is as follows :


CS 9107 2,000 2,000* 19 19 - -CS 9201 1,098 1,045.5* 9 9 - -CZ 9303 3,060 2,970.4 19 19 - -CZ 9504 60,000 3,588.5 14 2 3 97RWDO ��

* Estimated amount

• Closed contracts correspond to 6,163 MECU (10% of committed funds)• On going contracts correspond to 35,341 MECU (53% of committed funds)• Not started contracts are under tender or contract approval procedure. Considering that

those contracts will start during 1999 they sum up to 24,654 (37% of committed funds)

As shown by the following diagram the number of on-going contracts is disproportionally totheir value. The contrary is observed with closed contracts. This is because although thereis a very large number of contracts in the earlier years of PHARE (mainly contracts of smallvalue), the relevant budget is very limited compared to the last years. When few projects(for investments) cater for 91% of the total commitments.



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(W) Investment (Works) 58,047 87.8% 8 13.1% 7,256(P) Investment (Procurement) 436 0.7% 2 3.3% 218(I) Investment preparation assistance 996 1.4% 7 11.5% 143(S) Strategic Studies 223 0.5% 3 4.9% 74.3(O) Organisational reform 1,349 2.0% 13 21.3% 104(D) Development of laws/regulations 99 0.2% 3 4.9% 33(T) Training 578 0.9% 6 9.8% 96(M) Management & support 4,400 6.6% 18 29.5% 2447RWDO ��



(RO) Road 11,164 16.8% 13 21.3% 859(RA) Rail 50,762 76.7% 22 36.1% 2,307(A) Air 745 1.0% 10 16.4% 74.5(IW) Inland Waterways 197 0.3% 3 4.9% 65(M) Maritime -(CO) Combined 34 0.5% 1 1.6% 34(ALL) All modes (horizontal) 3,226 4.8% 12 19.7% 2697RWDO ��

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From the total PHARE commitment (66.2 MECU), 63% has been contracted till midDecember 1998, while 37% was ready for being contracted. In the 4 national transportprogrammes, 61 contracts have been identified of which 49 are closed or advanced or on-going. Works on road and railways received the bulk of funding. However the majority ofcontracts concern restructuring, feasibility studies and technical assistances.

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Since regaining its independence in 1991, Estonia has exploited its favorable geographiclocation and maintained its position as an important transit link with the former SovietRepublics. Throughout the period 1991-1998, there has been an appreciable rise in export,import and transit freight. The railways are currently contributing over 4% of the GDP, andfreight operations, principally through the Port of Tallinn, continue to be a major source ofrevenue. However, this success has been achieved despite a lack of working andinvestment capital to carry out necessary maintenance works.

In order to maintain and maximize its competitive advantage in the Transport Sector, theEstonian Government has embarked upon a series of reforms. Since 1991, the Governmenthas introduced legislative and regulatory instruments in each of the key sub-sectors, Roads,Railways, Maritime and Air Transport4. The Government has also committed itself torestructure and privatize the Railway sub-sector5. However, the process is proceedingslowly, and the current ambiguous status of the Estonian Railways (EVR) is not conducive tothe implementation of structural, operational and management changes and is a disincentiveto investors. Furthermore, Estonia does not have a comprehensive strategy for theTransport Sector, although the Government in 1993 approved the principal direction oftransport policy.

Phare assistance to the Transport Sector commended in 1993 under ES-9201 when supportwas provided to strengthen the institutional capacity of the Ministry of Transport andCommunications (MoTC), to develop the legal framework, and to initiate restructuring in therailways and aviation sub-sectors. Subsequent assistance under ES-9302 focused upon thepublic transport system in Tallinn. Support was also provided under the Cross BorderProgramme, ES-9507, for preparing Master Plans for the modernization of the port of Parnuand for transport links between the islands.

The principal Beneficiary of Phare assistance is the Motc. The Recipients are the EstonianRailways (EVR), the Estonian National Road Administration (ENRA) and the Estonian AirNavigation Services (EANS).

In addition to Phare support, assistance has also been provided under a number of Multi-Beneficiary Programmes6. The Transport Sector has received a considerable amount ofbilateral and multilateral assistance. A range of technical assistance and training projectshas been implemented with bilateral assistance from Finland, Sweden, the Netherlands,Denmark and France. The European Investment Bank (EIB) and the World Bank (WB) haveeach extended credit line in support of infrastructure modernization and development.

4 The principal legal acts regulating the Sector are Road Act 1991; Traffic Law 1992, later amended

in 1995, 1996; Aviation Act 1993; Railway Act 1995; Freight Navigation Code 1991, later amendedin 1993, 1996.

5 The Government launched the restructuring and privatisation process of the Railways on the 11th

June 1997 with a deadline of the end of 1998 for completion.6 Transport: ZZ-9209, ZZ-9313, ZZ-9510, ZZ-9610; Transit Facilitation: ZZ-9523, ZZ-9611 and the

Large Scale Infrastructure Facility.


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The purpose of the visit was to acquire all necessary data & information on PHARE financedMulti-Country transport projects in order to compile a full inventory and subsequently selectprojects for in depth assessment of their performance and impacts. In addition to establishthe required relationships with local beneficiaries and the PCU and identify the location of alldetailed information, in order to facilitate the work of the second phase and consequentlythe second visit foreseen.

The visit was made between January 10 and 13 of 1999, by two experts of the project team,namely, Mr. P. Markoulidis and Mr. D. Korizis (SYSTEMA). The local partner Mrs. M. Villemihad prepared all necessary meetings, after the introduction of the team to the local E.C.Delegation and local PIU


♦ E.C. Delegation 3HUVRQV��0U��;��0DUFHOLGRQ�+HDG�RI�3KDUH�3URJUDPPH��0U��%HUHQG�+ROWLHV�+HDG�RI�3,8�LQ0R7��0U��3��6NHSDVW�'HSXW\�SURJUDPPH�PDQDJHU�3KDUH�3,8�LQ�0R7 An overview of PHARE National Transport Programmes was given over the past years andthe seven major National Programmes (ES 9201, ES 9302, ES 9504, ES 9507, ES 9615,ES 9619, ES 9623) were identified. The major beneficiaries have also been identified. ♦ Ministry of Transport (MoT) 3HUVRQV�� 0U��6NHSDVW A meeting in the Ministry of Transport has been held in order to identify the relevantdocuments. All necessary documentation has been asked and during a second visit at MoTthis has been provided for all the programmes. More specifically the following data has been collected for the National PHARE financedprogrammes/contracts : Progress Reports, Programme Summary Sheets, Contracts/ToRsand Extracts/Summaries from Interim and/or Final Project Reports. ♦ Estonian Road Administration 3HUVRQV��0U��$��.DOGDV��GHSXW\�'LUHFWRU�*HQHUDO An overview of programmes managed it was given i.e. for the Roads construction andrehabilitation programmes. Concluding, this first visit to Estonia within the scope of PHARE/EVA project is consideredsuccessful. All necessary documentations on national PHARE financed transport projectswere collected. An 90% completeness is achieved for Estonia inventory (estimate). The collaboration and files organisation of local beneficiaries was satisfactory.



The purpose of the visit was to acquire more detailed information on the national project(ES-5) selected for evaluation, i.e. Pavement Rehabilitation Works in Tallinn-Parnu-Ikla km.176.0-192.2 (Via Baltica Road Rehabilitation Project), as well as to interview -usingquestionnaires- stakeholders related to these projects. The aim was to collect all viewswhich in combination with the factual data will permit an objective assessment of theprojects performance. Managerial issues have also been discussed.

Apart from the selected national project, views and data on multi-country projects selectedfor evaluation, which are relevant to the country, have also been collected.

The visit was made between May 9 and 12 of 1999, by. Mr. P. Markoulidis.

The following persons were interviewed:u Mr. H. Aarma, Director of Assistance Coordination Unit/Ministry of Finance, for

managerial issues and overall Phare performanceu Mr. B. Holties, Head of PIU, for project cycle management and relevance of Phare

assistanceu Mr. A. Kaldas, Deputy Director General at Estonian Road Administration (ERA), for

project performance and general organisational issues of ERAu Mr. T. Kaal, Senior Expert at the Technical Center of Estonian Roads, for road

maintenance aspectsu Mr. P. Vilipuu, Chairman of the Board/TEEDE REV-2 AS, (contractor of ES-5) for all

aspects of the project ES-5u Mrs. O. Vasko, Quality Assurance Engineer, TEEDE REV-2 AS for quality aspects of the

construction works

In addition, the following officials were interviewed regarding the multi-country projects:♦ Mr. M. Kiisa, General Director of Foreign Relations/MoT for the TINA project (ZZ/2)♦ Mr. J. Tamm, Chairman of Management Board, CEO, for Air Traffic Services project

(ZZ-19)♦ Mr. V. Popov, Chief of ATS, for all aspects regarding Air Traffic Services project (ZZ-19)♦ Mr. T. Kulbas, Deputy Chief of ATS, for Air Traffic Services project (ZZ-19)

For the last of the above mentioned projects questionnaires were compiled from 5 trainees.

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Six (6) QDWLRQDO programmes have been identified: ♦ Three closed programmes (ES 9201, ES 9302, ES 9623)♦ Two on-going programmes (ES 9504, ES 9615)♦ One not started programme (ES 9806) The total PHARE commitment is 11,591 KECU, from which 9,026 KECU have already beencontracted (77.9%). 0DLQ�EHQHILFLDULHV :• Ministry of Transport• Estonian Railways (EVR) 0DLQ�DUHDV�RI�IXQGLQJ :• Investment• Management & PMU support In summary the following programmes (including funding and number of contracts) havebeen identified.


ES-9201 316 311 3 3 0 0 ES-9302 275 266 1 1 0 0 ES-9504 1,500 1,500 8 7 1 0 ES-9615 2,000 1,955 6 1 5 0 ES-9623 5,000 4,994 1 1 0 0 ES-9806 2,500 0 1 0 0 1 7RWDO ��

Some contracts received money from different programmes. We maintain the allocation ofbudget per programme. Concerning the number of contacts, each of these contracts arecounted once (in the chronologically first programme) • Closed contracts correspond to 8.18 MECU (70.5 % of committed funds)• On going contracts correspond to 0.83 MECU (7.1% of committed funds)• Not started contracts either are under tendering or contract approval procedure, or in a

planning stage with approved budget allocation 2,5 MECU (21,5% of committed funds). The following diagram illustrates the distribution of closed, on-going and not startedcontracts in terms of PHARE funding and number of contracts.



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All (closed, on going and not started) contracts, are included in the following findings (note :contracted amount differs from PHARE committed due to reallocations, contractscancellations and price reductions) :



(W) Investment (Works) 3,493 30.3% 2 10% 1746(P) Investment (Procurement) 4,994 43.3% 1 5% 4,994(I) Investment preparation assistance 663 5.7% 5 25% 133(S) Strategic Studies 0 0 0 0 0(O) Organisational reform 1085 9.4% 5 25% 217(D) Development of laws/regulations 388 3.3% 2 10% 194(T) Training 0 0 0 0 0(M) Management & support 903 7.8% 5 25% 1817RWDO ��



(RO) Road 1,578 13.7% 4 20% 395(RA) Rail 6,348 55.0% 10 50% 635(A) Air 2,936 25.4% 4 20% 734(IW) Inland Waterways 0 0 0 0 0(M) Maritime 0 0 0 0 0(CO) Combined 0 0 0 0 0(ALL) All modes (horizontal) 664 5.7% 2 10% 3327RWDO ��



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An efficient transport network covering the whole E.U. territory is crucial for internal marketdevelopment and, consequently, all European transport systems have to be considered aspart of a fully integrated system. Presently, the development of a Trans-European Network(TEN) is one of the E.U’s top priorities. The E.U. is now examining the possibility ofextending the TENs to the CEEC countries as a means of reinforcing their economic andpolitical linkages to the E.U.

Hungary occupies a strategic position in Central Europe, with substantial volume of transittraffic, while 4 Trans-European corridors cross the country (IV,V, VII & X). The reorientationof Hungary’s international trade towards the West has exposed the need for urgent andmajor improvements to its road and rail networks.

The Government recognises the importance of the sector to economic recovery, and thecontribution it must make to the free transit of people and goods in the Single Market. Therecent and rapid shift from rail to road traffic has exacerbated the already inadequateconditions on the overcrowded and dilapidated roads. The Hungarian State RailwayCompany (MAV) was the largest employer in the country and is now in a precarious financialposition, entirely dependent on Government subsidies that cannot be sustained. It has lost50% of its freight traffic and 30% of its passenger traffic since 1989. Radical restructuringand major investment are needed.

When PHARE started its support of the transport sector in 1991, the country was at thebeginning of the transition process towards a market economy, the pace of reform was veryslow, and the financial situation was unstable. Following the economic slump that hadresulted from the break-up of the old order bottomed out in 1992, by 1994, the country wasbeginning to recover. GDP had risen and unemployment was falling. By the end of 1994,when other political, social and economic developments were taken into account, Hungarywas already demonstrating that it was a strong candidate for EU membership. TheGovernment was determined to make real progress towards accession and recognised theimportance to Hungary of an efficient transport sector. Equally apparent was the economicburden imposed on the Government budget by subsidies to MAV, and the penalties foreconomic recovery and growth arising from the shortcomings of the road transport networkand infrastructure.

The objectives of the eight PHARE National Programmes (HU 9105, HU 9404, HU 9406,HU 9407, HU 9509, HU 9510, HU 9608, HU 9707) include the support of Hungary’stransport sector reform, the improvement of road infrastructure particularly the Trans-European Network, the modernisation of border crossings and the restructuring of railwaysand use of combined transport (just started). The total PHARE commitment for thetransport sector amounts, for the period 1991 - 2001 to 75.2 MECU from which 45.5 MECUhave already being contracted (excluding CBC programmes)7.

Additionally the World Bank has supported the Government with loans for a Road andBridge Rehabilitation Project (90 million USD) in 1993, and a Budapest Urban TransportProgramme in 1994. By late 1994, the EBRD had committed a total of 605 MECU toHungary, including 120 MECU for the M1-M15 Motorway and 65 MECU for the rehabilitationof the Budapest public transport system.


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Also by early 1995, the EIB had provided over 600 MECU for mainly infrastructure projects,which it is better able to fund, including 122 MECU for roads.

The PHARE transport programmes are managed under the Decentralised ImplementationSystem (DIS) by 2 PMU and 1 PIU. These are found at the Ministry of Transport,Communications and Water Management (MTCWM), the Directorate for Road Managementand Co-ordination (UKIG) and the Hungarian State Railway Company (MAV Rt.). In additiona PMU is located in the Hungarian Customs & Finance Guard (HCFG) for the BorderCrossings Modernisation Programmes.

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The purpose of the visit was to acquire all necessary data & information on PHARE financedtransport projects in order to compile a full inventory and subsequently select projects for indepth assessment of their performance and impacts. In addition to establish the requiredrelationships with local beneficiaries and PMU’s and identify the location of all detailedinformation, in order to facilitate the work of the second phase and consequently the secondvisit foreseen.

The visit was made between February 1 and 4 of 1999, by two experts of the project team,namely, Mr. K. Georgiou and Dr. H. Kougias (TRADEMCO). The local partner Dr. A. Voros(CTI) had prepared all necessary meetings, after the introduction of the team to localbeneficiaries by the local E.C. Delegation.


♦ E.C. Delegation

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An overview of PHARE Transport Programmes was given (National, Multicountry and CBC)over the past years and the eight major National Programmes (HU 9105, HU 9404, HU9406, HU 9407, HU 9509, HU 9510, HU 9608 and HU 9707) were identified. The majorbeneficiaries and PMUs have also been identified.

It was mentioned that State railways have not been funded over the past years, however HU9608 and HU 9707 are approved for 22 MECU, but not active yet.

Programmes HU 9502 and HU 9610 are CBC PHARE programmes which are out of thescope of our project.

No external advisor for PMU programming support is currently appointed.


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An overview of programmes managed by PMU/MoT was given, as well as, the plans forMAV programmes. All necessary documentation has been asked and during a second visitat MoT this has been provided for HU 9105, HU 9407, HU 9608 and HU 9707.


More specifically the following data -in collaboration with the local partner- has beencollected for the National PHARE financed programmes/contracts : Financing Memoranda,Work Programmes, Progress Reports, Programme Summary Sheets, Contracts/ToRs andExtracts/Summaries from Interim and/or Final Project Reports.

Data on ZZ 9722 (Multicountry programme) concerning MAV has also been gathered.

A Large Scale Infrastructure Programme (60 MECU) is foreseen for 1998, before the ISPAactivation.

♦ Road Management & Co-ordinating Directorate (UKIG)

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An overview of programmes managed at UKIG was given i.e. for the Roads constructionand rehabilitation programmes. These are HU 9406 and HU 9509. He provided us withWork Programmes and Progress Reports. All projects managed at UKIG concern roadinvestment (construction), a number of them completed, while others are on going

♦ Hungarian Customs & Finance Guard (HCFG)

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An overview of all projects relevant to Border Crossings Modernisation was given. Twonational programmes (HU 9404 - closed, HU 9510 - on going) have been identified andWork Programmes and Progress reports have been gathered. Four more PHAREprogrammes (ZZ 9314, ZZ 9421, ZZ 9523 and ZZ 9611) concern the HCFG. Projects onborder crossings modernisation are financed both by national and multicountry programmes.All projects concern works & procurement on road border crossings (buildings, equipmentand small road works). The 1998 COP will include two border crossing stations.

Concluding, this first visit to Hungary within the scope of PHARE/EVA project is consideredsuccessful. All necessary documentations on national PHARE financed transport projectswere collected. An 95% completeness is achieved for Hungary inventory (estimate).

The collaboration and files organisation of local beneficiaries was highly satisfactory.


The purpose of the visit was to acquire more detailed information on the national projectselected for evaluation i.e. Co-financing of Main Road No2 (HU-5), as well as to interview -using questionnaires- stakeholders related to this project. The aim was to collect all viewswhich in combination with the factual data will permit an objective assessment of the projectperformance. Managerial issues have also been discussed.


The visit was made between May 24 and 27 of 1999, by Mr. H. Kougias.


u Mr. R. Guilford, Phare Investments/EC Delegation, for all projects examined and formanagerial issues


u Mr. V. Both, Head of Division for Investment Preparation/UKIG/MoTCWM for HU-5 andfor managerial issues

u Mr. G. Kas, Head of Division for Project Preparation & Quality Assurance UTIBER, forHU-5

u S. Laszlo, Project Co-ordinator/UKIG for HU-5

In addition, Mr. Z. Vetlenyi (Phare Co-ordinator for MC) for the ZZ/2 (TINA) project and Mr.J. Farkas (Head of Education Section, ATC) for the ZZ-19 (ATS) project. For the latterquestionnaires were compiled from 3 trainees.

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The Inventory of all contracts for Hungary can be found at the web site of the EvaluationUnit of SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm and inthe attached CD-ROM.

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Eight (8) QDWLRQDO�programmes have been identified :

♦ Two closed programmes for MTCWM on soft measures (HU 9105, HU 9407)♦ Two on going programmes to MTCWM on road works (HU 9406, HU 9509)♦ One closed (HU 9404) and one on going (HU 9510) programmes for Customs & Finance

Guard on border crossings modernisation♦ Two programmes not active yet (HU 9608, HU 9707) for MAV (Hungarian railways)

The total PHARE commitment is 75,225 KECU, from which 45,525 KECU have alreadybeen contracted (60.5%).

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• Ministry of Transport, Comm. & Water Mgt (MTCWM) : 36.9 MECU committed (49%)• Customs & Finance Guard (HCFG) : 16.3 MECU committed (22%)• State Railways (MAV) : 22.0 MECU committed (29%)

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• Roads Construction & Rehabilitation (works)• MAV Restructuring & Combined Transport (T.A./Works/supplies)• Border Crossings Modernisation (works)



HU 9105 2,047 2,046 24 24 0 0HU 9404 8,238 7,639 8 8 0 0HU 9406 18,000 17,997 5 3 2 0HU 9407.01 865 865 4 4 0 0HU 9509 16,000 9,906 34 24 10* 0HU 9510 8,073 7,073 7 4 0 3HU 9608 7,000 0 4 0 0 4HU 9707 15,000 0 10 0 0 107RWDO ��

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• Closed contracts correspond to 35.8 MECU (47.5% of committed funds)• On going contracts correspond to 10.4 MECU (14% of committed funds)• Not started contracts either are under tendering or contract approval procedure. Taking

also into account the 10 contracts foreseen to start at the end of 1998 (HU 9509) theirtotal sum equals to 29.7 MECU (38.5% of committed funds).


As shown by the following diagram the number of on going contracts is disproportionally totheir value. The contrary is observed with closed contracts.


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(W) Investment (Works) 65,176 87.3% 57 59.5% 1,143(P) Investment (Procurement) 2,200 2.9% 6 6.2% 367(I) Investment preparation assistance 395 0.5% 2 2.1% 198(S) Strategic Studies 135 0.2% 3 3.1% 45(O) Organisational reform 4,021 5.4% 8 8.3% 503(D) Development of laws/regulations 110 0.2% 1 1.1% 110(T) Training 448 0.6% 13 13.5% 34(M) Management & support 2,135 2.9% 6 6.2% 3567RWDO �� % �� % ��



(RO) Road 50,861 68.2% 56 58.4% 908(RA) Rail 11,545 15.3% 13 13.5% 888(A) Air 0 - 0 - -(IW) Inland Waterways 63 0.1% 2 2.1% 32(M) Maritime 0 - 0 - -(CO) Combined 10,721 14.3% 8 8.3% 1,340(ALL) All modes (horizontal) 1,430 1.9% 17 17.7% 847RWDO ��



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From total PHARE commitment (75.2 MECU), 60.5% has been contracted till mid December1998, while 8% was ready to contracted. In the 8 national transport programmes, 96contracts have been identified from which 69 are closed or advanced on going. Investmentcategory received the bulk of funding (approx. 90% of total). The majority of contractsconcern road investments and border crossings modernisation, whilst on the early years,training courses as well. Significant funding is approved for rail and combined transport, butcontracts are not yet activated.

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Eighteen groups of synergetical contracts (serving similar goals for the same beneficiary)have been identified. These clusters of contracts (indicated in the “Related Contract”column of the inventory) form generic projects, as follows :



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2 846 Investment RO


3 2,104 Investment RO One contract not yetassigned


2 618 Investment RO


3 1,871 Investment RO One contract not yetassigned

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3 933 Investment RO Only one contractassigned todate


7 2,830 Investment RO Three contracts not yetassigned


2 1,855 Investment RO Only one contractassigned todate


3 850 Investment RO Only one contractassigned todate



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The Latvian Government has identified transport sector as of strategic importance to thesuccess of the transition phase it is undergoing.

At the time of independence, the Latvian transport infrastructure was largely outdated. Thecountry relied mostly on railways for passenger and goods transport. Lack of maintenanceand low quality of service quickly made railways an unreliable mode. The road sector waslimited in capacity and the network was unsuitable for traffic increases. Coastal buoyageand lighthouse equipment did not meet international standards. Ports were mostlyaddressing the needs for oil transport from ex-USSR to other countries. Air transport wasbackward and services were limited. Not to mention the limited financing of the sector whichresulted to poor maintenance overall, the lack of management skills and finally the outdatedlegal environment.

PHARE financing has been requested to enable reforms in the transport sector which willincrease the contribution of the sector to the GDP8, exploit the strategic geographicallocation of Latvia in international trade especially to/from Russia and harmonise the Latvianlegal framework in transport with the corresponding EU Directives and Regulations. TheGovernment opts to maximise the synergies with Trans-European Networks, which form anintegral part of EU transport policy. Similarly co-ordination was seeked betweeninterventions in transport, telecommunications and finance sectors in order to maximise therole of Latvia as a centre of international trade.

More specifically the objectives of the PHARE Financing Memoranda can be summarised asfollows: assist the reform process in the transport sector; harmonise transport legislationwith that of the EU (acquis communautaire); reduce transport costs through improvedinfrastructure efficiency; better management policies; improve human resource capacities inthe MoT; propose a series of strategic plans and legislative and regulatory instruments forrailways, roads and marine sub-sectors9.

The assistance that started in 1991 under TACIS Programme (LE-91 TACIS), continued asPHARE in 1993 (LE-9302). In all, 10.3 MECU’s have been provided to the QDWLRQDOprogrammes of the transport sector10. An additional 2.6 MECU’s are committed in the LE9809 Programmes for which no contracts have been initiated yet. This sum is very smallcompared to financing secured from other IFIs or bilateral agreements with countries suchas the Denmark, Sweden, Finland and The Netherlands which total more than $100 Million(about 85 MECU). However PHARE financing has been catalyst to attracting the otherfinancing opportunities to Latvia.

A Programme Implementation Unit (PIU) was established in the MoT in 1992. The PIU islocated in the MoT which provide also the necessary infrastructure. PHARE funds wereused to support a resident advisor who acted as Deputy Head of Unit and reported to theHead of PIU who was an employee of the Ministry.

8 This potential has been demonstrated by the fact that transport sector now accounts for about

35% of the GDP, mainly supported from revenues and employment resulting from the role of thecountry in the international transit flows in the Baltic Region

9 The financing of the aviation sector originated almost exclusively from the W. B10 It is reminded that this contract is concerned only with national programmes in the transport sector

and not with CBC programmes.


The resident adviser not only supported the PIU in the administration of the Programmes,project preparation, evaluation and provision of general advise but he also assisted in theorganisation of training for Head of Departments in the MoT and for local staff responsiblefor project management.

Till 1997, PHARE programmes were managed from Brussels. As of 1997, they aremanaged locally from the CFCU in the Min. of Finance who will also have the responsibilityof managing the ISPA funds (similar to Cohesion Fund) in view of the future accession ofLatvia to E.U. In Dec. 1998, the new Programme was agreed upon between the E.U and theLatvian Government which foresees additional 2.5 MECU’s to be allocated to the TransportSector. The implementation of the Programme will be assigned to Implementation Agencies(IA’s) one of which will be located at the MoT.

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The purpose of the visit was to acquire all necessary data & information on PHARE financedtransport projects in order to compile a full inventory and subsequently select projects for in-depth assessment of their performance and impacts. An additional purpose was toestablish the required relationships with local beneficiaries and the PIU and identify thelocation of all detailed information, in order to facilitate the work of the second phase andconsequently the second visit foreseen.

The visit took place between Dec. 8 and Dec 11 of 1998 by Mr. V. Evmolpidis, the ProjectDirector (TRADEMCO). The local partner Dr. Juri Smirnovs of Inzenierbuve Ltd., hadprepared all the necessary meetings with the parties concerned, following the introduction ofthe project to local beneficiaries by the local E.C. Delegation. Dr. J. Naudzuns fromInzenierbuve also contributed to activities carried out in Riga during the visit of Mr.Evmolpidis.

The following meetings have been held:

♦ E.C. Delegation

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Following an introduction about the purpose of our meeting, Mr. Lauridsen gave us anoverview of PHARE projects in Latvia and commented that there is good exploitation ofPHARE funds in Latvia. There is co-ordination with other donors. Meanwhile themacroeconomic indicators in the country go well.

The Delegation is being briefed once a month from the MoT. They got the responsibility ofmanaging the programmes only since 1997 when DIS was introduced. The 1998 FinancialMemorandum was signed one week before our meeting.


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Most on-site work was done in this office. It was made clear that unless records of projectsare found there, they are not to be found anywhere else. Indeed through an excellentcollaboration, almost all data pertaining the contract was located in the PIU, such ascontracts, ToR’s, Project Deliverables or Project Fiches for new projects.


A well maintained archive largely contributed to this result. Additionally the missing FinancialMemoranda were collected. Names were given of officers to be met in the RoadAdministration, in the Latvian Railways and in the Maritime Administration. It was mentionedthat 280 new laws have been passed by the MoT towards achieving AcquisCommunautaire.

Mr. Legzdins has been in the post since the initiation of the PHARE programmes. Althoughin shortage of time, Mr. Legzdins spent 2 hours with the study team to present the overallsupport of the PIU by PHARE and clarify some lacking information about contracts whichcould not be located or had unclear dates of contract signature and execution.

♦ Latvian Road Administration

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Road projects are co-financed by EBRD, WB, EIB and other IFI’s. The strategic PlanningUnit has a 5 year plan. Almost all financing is on Via Baltica. This corridor provides a N-Slink in the Region, while the E-W flows are satisfied by the railways which are financedaccordingly.

PHARE involvement is considered positive not only for the financing it provides but alsobecause it has introduced FIDIC regulations in project implementation. It neverthelessintroduces delays because all procedures have to be in English. Also delays have beenexperienced in payments. Contracts are not signed when design studies are not properlycarried out.

♦ Latvian Railways

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Emphasis has been given in consecutive projects to upgrade the E-W corridor served byrailways. New rails have been and are still being procured. The welding plant is to beupgraded. The E-W traffic is directed to Vestpils Port which has shown big growth of trafficdue to transit to-from Russia. Projects are being co-financed by EIB, EBRD and the State inorder to take care for the upgrading of the remaining elements of the line (ballast, sleepers,fastenings etc). Fiches were received for new projects.

♦ Latvian Maritime Administration

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He is responsible for all projects involving studies and procurement related to the coastalbuoyage and lighthouse operations the secure safe navigation. Also information wasprovided about other procurements related to hydrographical services. Project fiches andcontract were received. Co-financing has been secured from the State budget.Nevertheless, all new projects of the Maritime Administration are executed from CBC funds.

♦ OMAS Consortium Northern Region

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The discussions involved exchange of experiences in Latvia and project progress. Therelevant report was received. It was mentioned that often, while the Financial Memorandumaddresses earlier objectives the project can be designed to address later needs. Progress ofprojects evaluated is overall considered as satisfactory.


Concluding, the first visit to Latvia within the scope of PHARE/EVA project is consideredsuccessful. All necessary documentation on national PHARE financed transport projectswas collected. Only 2 projects were found without any information, which is around 6%. Thecollaboration with all officials in Ministry of Transport, in Administrations, in OMAS and in theE.C. Delegation were fruitful and result bearing.


The purpose of the visit was to acquire more detailed information on the national projectselected for evaluation i.e. Reconstruction of Via Baltica (LE-4) as well as to interview -usingquestionnaires- stakeholders related to this project. The aim was to collect all views, whichin combination with the factual data will permit an objective assessment of the projectperformance. Managerial issues have also been discussed.


The visit was made between May 3 and 6 of 1999, by Mr. V. Evmolpidis


u Mr. Laurindsen, EC Delegation for general approach and information exchangeu Mrs. M. Salgrave, Senior Procurement Officer, Deputy Director, Min. Of Finance CFCU,

for LE-4 and managerial issues as high level officialu Mr.T. Straume, Director of Road Transport Department, for LE-4 and managerial issues

as high level officialu Mr. Leigdinz, Head of PMU for LE-4 and managerial issuesu Mrs. Pavlova, Director Strategic Department/LRA, Mr. Alberintz (PIU/LRA), Mr. V.

Lauksteins, Director Technical Division/LRA for LE-4 as project officersu Mr. I. Kaupe, Head of Road Planning Division, for LE-4 as Project Officer (M.P. for

roads)u Mr. I. Jurka, Head of Bridge Division for LE-4 as Project Officer (details about bridges)u Mrs. E. Cerbule, Manager Transportation Planning, City of Riga Development

Department, for LE-4 as Project Officeru Mr. G. Liberts, President, Latvian National Association of Freight Forwardersas user

In addition, Mr. A. Leschov (Air Navigation Services Director/Training centre) for the ZZ-19(ATS) project. For the latter questionnaires were compiled from 3 trainees.

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The Inventory of all contracts for Latvia can be found at the web site of the Evaluation Unitof SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm and in theattached CD-ROM.

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Six (6) QDWLRQDO programmes have been identified :

♦ Three closed programmes on soft measures (LE 9101, LE 9302, LE 9503)♦ Two on going programmes (LE 9613 on Technical Assistance preparation of ToR or

Tender documents and LE 9704 on Technical Assistance and InfrastructureDevelopment)

♦ One programme that has not started yet (LE 9809), with a total commitment of 2.5MECU.

In addition 2 programmes of 1999 have been identified with no information however.

The total PHARE commitment is 12,800 KECU, of which 8,790 KECU have already beencontracted (69%).

0DLQ�EHQHILFLDULHV : MoT11 : 3,989 MECU committed (31%)Latvian Railways (LDZ) : 6,595 MECU committed (51%)Road Dpt of MoT: 831 MECU committed (6%)

0DLQ�DUHDV�RI�IXQGLQJ : Technical Assistance/PMU SupportLDZ Restructuring (T.A./procurement)Institutional Support


Progr. No.12 PHARE committed Contracted No of Status(KECU) (KECU) Contracts Closed On-going Not started

LE 9101.01 2,000 1,994 6 6 - -LE 9302.03 (200) 195.6 1 1 - -LE 9503.01 1,800 1,800 6 6 - -LE 9613 1,200 1,198 13 11 2 -LE 9704.03 5,100 3,600 6 1 3 2LE 9809 2,500 0 2 - - 27RWDO ��

• Closed contracts correspond to 7,682 KECU (60% of committed funds)• On going contracts correspond to 880 KECU (7% of committed funds)• Not started contracts correspond to 4,225 KECU (33% of committed funds)

As shown by the following diagram the number of closed contracts is almost proportional totheir value.

11 The MoT now includes the Maritime Administration which in the 1991 programme appeared

separately as the Min. of Maritime Affairs.12 Programmes 9809 and 99xx are not included in this Table.



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(W) Investment (Works) 1,500 11.7% 1 2.9% 1,500(P) Investment (Procurement) 5,100 40% 3 8.8% 1,700(I) Investment preparation assistance 1,156 9% 9 26.5% 128(S) Strategic Studies 1,161 9.1% 3 8.8% 387(O) Organisational reform 540 4.2% 1 2.9% 540(D) Development of laws/regulations 300 2.3% 1 2.9% 300(T) Training 362 2.8% 1 2.9% 361(M) Management & support 2,651 20.7% 15 44.1% 1777RWDO ��



(RO) Road 2,564 20% 8 23.6% 320(RA) Rail 6,645 52% 11 32.4% 604(A) Air - - -(IW) Inland Waterways - - -(M) Maritime 719 5.5% 4 11.6% 180(CO) Combined - - -(ALL) All modes (horizontal) 2,842 22.5% 11 32.4% 2587RWDO ��



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From total PHARE commitment (12.8 MECU) 69% were contracted till December ’98 whenthe inventory of the consultant took place. In the 6 national programmes, 34 contracts havebeen identified of which 30 are closed or on-going. “Management & Support” and“Investment” outputs constitute the bulk of contracts (82%). Rail and road modes cater for72% of the modes examined in the contracts. They concern projects about the E-W railcorridor and the N-S road corridor (Via Baltica).

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At the time of the declaration of independence, Lithuania had an isolated national economy,without a modern infrastructure of roads and transport facilities and with limited cross-bordertransport networks. Recognizing the importance of the transport sector for the economy as awhole, the Lithuanian Government declared the reform of the sector a national priority, inparticular the development of cross-border economic relationships and the upgrading of allelements of the transport infrastructure and systems to meet international standards.

Phare assistance to the Lithuanian transport sector after 1991 evolved against thebackground of rapid sector decline, in line with the deteriorating situation in the nationaleconomy. Sector restructuring was mainly the response to a significant fall in freight andpassenger business. Between 1989 and 1993 the quantity of freight carried in and throughLithuanian dropped by 77% while the number of passengers fell by 27%.

Phare assistance is based on and supports the implementation of the Government’stransport strategy as laid out in the ‘National Transport Development Programme’ ofDecember 1993, supplemented by the Public Investment Programme (PIP) for transportinfrastructure projects. The main objectives of the Lithuanian transport strategy are:

• Integration of Lithuanian transport facilities into European networks, taking advantage ofthe advantageous geographic position for international transport, trade and tourism.

• Fundamental reform of Lithuanian transport law; adaptation of individual laws and

regulations to international agreements, and in particular the EU acquis. • Build up a modern transport infrastructure to exert a stabilizing and positive strategy on

the Lithuanian economic development. • Support restructuring and modernization of the transport sector through: (i) public

investment (ii) encouragement of (domestic and foreign) private investment; (iii) de-monopolization and privatization of state-owned entities in the transport sector; (iv) thedevelopment of domestic and international transport infrastructure

• Development of a multi-modal transport system in the most important transit corridors to

support the flexibility and reliability of the transport service market

Co-operation between the Government of Lithuania and Phare is covered by a number ofinternational agreements and processes, the most relevant of which are:

• The Stability Pact - Stable political framework supported by development andmodernization of transport networks

• The Pan European Conference - Trans-European Networks (TEN) and high-priority

transit corridors • The Delors White Paper - Employment and Growth in particular the work of the

Cristoffersen Group, which focused on efficient transport networks supportingcompetitiveness.


• The G24 meetings, particularly the Kaliningrad meeting of September 1995 -Investments in the TEN.

In 1991, institutional support for the Ministry of Transport (MoT) was identified as a keycomponent of Phare transport sector assistance. There was a clear need to strengthen theMoT’s ability to undertake sector analysis, to carry out legislative reform and to prepare andmonitor investment programmes. A Project Implementation Unit (PIU) was established atthe MoT in 1991 and a Programme Management Unit (PMU) in 1994.

In addition to Phare support, assistance to the Lithuanian transport sector is provided by theEBRD, the EIB, the World Bank, the NIB and Danish Fund. Dedicated funds supporting thedevelopment of the Lithuanian transport sector total about 180 MECU. The co-ordination ofPhare investment support with pre-investment activities carried out by International FinancialInstitutions (IFIs) and bilateral aid is accorded high priority in order to avoid duplication andmaximize use of resources.

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The purpose of the visit was to acquire all necessary data & information on PHARE financedMulti-Country transport projects in order to compile a full inventory and subsequently selectprojects for in depth assessment of their performance and impacts. In addition to establishthe required relationships with local beneficiaries and the PMU and identify the location of alldetailed information, in order to facilitate the work of the second phase and consequentlythe second visit foreseen.

Two experts of the project team, namely, Dr. P. Markoulidis and Dr. S. Kapros (SYSTEMA),made the visit between January 24 and 28 of 1998. The local partner Mr. K. Sakalaouskashad prepared all necessary meetings with the PMU, the local beneficiaries and the EUDelegation

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The consultants informed Mr. Sakalys about the objectives and anticipated outputs of theevaluation study. Mr. Sakalys appointed Mr. Maciulis to bring in contact the consultant'steam with Mr. P. Staffini, Deputy Head of PMU and to provide a room to the team for datawork-out. During the whole visit, the consultants' team had a closed, intensive and fruitful co-operationwith Mr. Staffini, which provide the consultant with all necessary data. Moreover Mr. Staffinipresented to the consultant the whole transport development plan of the country and therespective priorities. In this context, Mr. Staffini provided also the consultant with relevantbrochures and other general information material. A second meeting has been held in the Ministry with the following participants: $��0DFLXOLV��5��/LXWNHYLFLHQH��$��$UXQD��+HDG�RI�7UDQVSRUW� ,QYHVWPHQW�8QLW��5��3HWUDYLFLXV�+HDG� RI� 5RDG� 7UDQVSRUW� 'HSW�� -�� 0XVWHLNLV�� +HDG� RI� 5DLOZD\� 7UDQVSRUW� 'HSW�� '�


6OHSLNLHQH��+HDG�RI�&LYLO�$YLDWLRQ�'HSW��-��'DUXOLV��:DWHU�7UDQVSRUW�'HSW��FRQVXOWDQWV�WHDPDQG�ORFDO�H[SHUW During this meeting, the consultants presented the objectives and the anticipated outputs ofthe evaluation study to the beneficiaries. The beneficiaries have been informed that asecond visit will be made later and detailed data will be requested by the beneficiaries forthe specific projects selected. ♦ EU Delegation 3HUVRQV�� '��7KLHO��)LUVW�&RXQVHOORU��&��1\NYLVW��3KDUH�3URJUDPPH�0DQDJHU��FRQVXOWDQWV

WHDP�DQG�ORFDO�H[SHUW� The consultants presented the objectives and the anticipated outputs of the evaluation studyand informed the Delegation about the findings of the visit. The EU Delegation officersencouraged the consultants to ask for further help by the Delegation, if necessary, prior andduring the second field visit. During the 4 day stay, in collaboration with the local partner, data concerning the full list oftransport projects (contracts/ToRs and project reports) have been collected. This first visit to Lithuania within the scope of PHARE/EVA project is considered successful.All necessary documentations on national PHARE financed transport were collected. An97% completeness is achieved for Lithuania inventory (estimate). The collaboration and files organisation of the PMU was highly satisfactory.


The purpose of the visit was to acquire more detailed information on the two nationalprojects (LI-1 and LI-2) selected for evaluation, i.e. Port of Klaipeda and RailwayRestructuring, as well as to interview -using questionnaires- stakeholders related to theseprojects. The aim was to collect all views which in combination with the factual data willpermit an objective assessment of the projects performance. Managerial issues have alsobeen discussed.


The visit was made between May 16 and 19 of 1999, by Mr. S. Efstathiades and Mr. P.Markoulidis.

The following persons were interviewed:u Mr. A. Aruna, Director of Transport Investment Unit/MoT, for projects examined, as well

as for managerial issues, restructuring aspects and future Phare activitiesu Mr. A. Maciulis, Director of Transport Policy and International Relations Dept., for

managerial issues and restructuring aspectsu Mr. Jennings, Head of PMU, for managerial issues and overall Phare performanceu Mrs. S. Baciauskiene, Head of Waterborne Transport Infrastructure Division/MoT&C, for

LI-1 and other related waterborne transport projectsu Mr. B. Petrauskas, Chairman- Director General at KLASCO, Klaipeda Stevedoring

Company (KLASCO), for LI-1u Mr. A. Stalislovas, Economics Director at KLASCO, for LI-1


u Mr. P. Stulga, Deputy Director General at Klaipeda Seaport Authority (KSSA), for LI-1u Mr. P. Musteikis, Director at the Dept. of Railway Transport/MoT, for LI-2u Mr. Zubkevicious, General Director at the Dept for Restructuring of Railways, for LI-2

In addition, Mrs. V. Morkuniene, Chief of Personnel Planning and Training Section, wasinterviewed for Air Traffic Services project (ZZ-19). Questionnaires were compiled from 6trainees.

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Eight (8) QDWLRQDO programmes have been identified: ♦ Three closed programmes (LI-9101, LI-9201, LI-9302)♦ Four on-going programmes (LI-9404, LI-9503, LI-9603, LI-9702)♦ One not started programme (LI-9807) The total PHARE commitment is 32,368 KECU, from which 32,078 KECU have alreadybeen contracted (99.1%). 0DLQ�EHQHILFLDULHV:• Ministry of Transport• Lithuanian Road Administration• Civil Aviation Department 0DLQ�DUHDV�RI�IXQGLQJ:• Investment activities• Support to PMU’s In summary the following programmes (including funding and number of contracts) havebeen identified.


Progr. No. PHARE committed Contracted No of Status (KECU) (KECU) Contracts Closed On-going Not started

LI-9101 2,000 1,982 9 9 0 0 LI-9201 361 361 2 2 0 0 LI-9302 4,200 4,140 10 10 0 0 LI-9404 4,600 4,553 19 18 1 0 LI-9503 3,000 3,000 7 7 0 0 LI-9603 4,300 4,281 5 3 2 0 LI-9702 7,750 7,655 8 0 4 4 LI-9807 4,000 0 3 0 0 3 7RWDO ��

• Closed contracts correspond to 19.1 MECU (63.2% of committed funds)• On going contracts correspond to 5.2 MECU (17.2% of committed funds)• Not started contracts either are under tendering or contract approval procedure, or in a

planning stage with approved budget allocation 5.6 MECU (18.5% of committed funds). The following diagram indicates that the great majority of contracts identified in Lithuania arealready closed.



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All (closed, on going and not started) contracts, are included in the following findings (note:contracted amount differs from PHARE committed due to reallocations, contractscancellations and price reductions) :



(W) Investment (Works) 8,892 64% 3 27.3% 3,342(P) Investment (Procurement) 2,331 18.5% 1 12.1% 2,163(I) Investment preparation assistance 1,709 5.6% 7 10.6% 744(S) Strategic Studies 2,675 0.3% 7 1.5% 299(O) Organisational reform 4,860 7.% 12 24.3% 425(D) Development of laws/regulations 1,394 0.4% 3 3% 208(T) Training 1,856 0.4% 9 9.1% 67(M) Management & support 6,240 3.2% 21 12.1% 3717RWDO ��



(RO) Road 12,168 45.2% 16 34.9% 1,797(RA) Rail 5,152 39% 9 18.2% 3,037(A) Air 1,206 8.9% 5 13.6% 921(IW) Inland Waterways 206 0.6% 1 4.5% 193(M) Maritime 2,565 0.2% 6 1.5% 200(CO) Combined 315 - 1 - -(ALL) All modes (horizontal) 7,774 6.1% 23 27.3% 370 (MU) Multiple modes 573 2 7RWDO ��


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From total PHARE commitment (32.4 MECU), almost 100% has been contracted so far. Inthe 9 national transport programmes, 59 contracts have been identified from which 48 areclosed and 11 are on-going. After the above analysis, it has also become apparent thatinvestment and project monitoring activities have received the bulk of funding, while therespective shares between road, rail, maritime and multimodal are more or less equal.

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Fifteen groups of synergetical contracts (serving similar goals for the same beneficiary)have been identified. These clusters of contracts (indicated in the “Related Contract”column of the inventory) form generic projects, as follows:



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LI-10 Road safety 3 3,148 Instit. Reform RO One contract recentlysigned

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Poland’s economy is developing at a good pace and is beginning o conform to westernstandards. In the past two years it had the highest growth rate amongst the countries inEastern Europe and together with Slovakia, has had a lead in economic performance overother CEEC’s for a number of years. GDP has risen and unemployment together withinflation is falling. Although it’s dynamic growth has led to a steady rise in foreign debt,Poland has exercised budgetary discipline to keep the deficit under control in 1998.

The Polish Government has recognised the importance of the transport sector for Poland’seconomic transition and development, as well as a prerequisite for integration with itsneighbours and the European Union. Poland’s central location, between the countries ofWestern Europe, Lithuania and the Commonwealth of Independent States, makes itimperative to create and operate an efficient system of strategic transport corridors. This isessential to ensure that national and inter-regional traffic is channelled and distributedproperly and to cope with the rapidly growing transit flows between Western and EasternEurope. therefore, a substantial development and modernisation of the transportinfrastructure s necessary over the medium term. At the same time, there is a need toimprove user safety and protect the country’s natural resources.

The existing transport system is outdated. Movement of goods demands moresophisticated logistic and complex services. Road transport makes door to door servicereadily available and companies are developing which are able to offer prompt and reliableservices.

Major difficulties have been encountered in the transformation of the centralised transportsector from a command to a market economy.

The basic goal of the Ministry of Transport and Marine Economy’s (MTME) transport policyis to rebuild and modernise the structure and mechanics of the Polish transport system sothat it will be able to increase its capacity, provide quality service, improve its financialability, renew its assets and offer better opportunities to develop dynamically.

The Short-Term Strategy (1994 - 1997) was to prepare and ratify pro-market legislativeinstruments which began with the restructuring of the big enterprises (PKP, PKS) and findthe financial resources to halt the degradation of the existing infrastructure. The Medium -Term Strategy (1994 - 2005) puts emphasis on roads, motorways, border crossings,international railway lines and the development of intermodal transport.

Since December 1991, when the Europe Agreement established the Association betweenthe Republic of Poland and the EU, this strategic ambition is being implemented by both thePolish Government and the European Union, and supported through PHARE to assist thistransformation. Bilateral agreements have been signed : Poland - Slovakia, Poland -Germany. International financial institutions (Work Bank, EBRD, EIB) have provided fundsfor related purposes. The Europe Agreement of Economic Co-operation includes specialmeasures for the harmonious development of the CEEC’s.

Emphasis has been placed on two groups of actions :

♦ Cross Border Co-operation, to help overcome development problems caused by therelative isolation of national economies.


♦ Establishment of links between national networks and EU wider networks : Trans-European Networks (TEN), as defined by Second Pan-European Transport Conference(Crete 1994), and Pan-European Transport network (Helsinki 1997), including : Berlin -Warsaw - Minsk -Moscow (II); Dresden - Wroclaw - Lvov - Kiev (III); Gdansk - Warsaw -Katowice - Zilina (VI); Katowice - Ostrawa - Corridor (VI A).

In support of this has been a series of strategies, agreements and financing opportunities,including among others the Programme of Adaptation measures to the EuropeanAgreement (1992 - 1993), the conclusion of the European Councils in Copenhagen (June1993) and Essen (December 1994) defining the “pre-Accession strategy”, the With Paper onthe “Preparation of the Associated Countries of Central and Eastern Europe to enter theInternational Market of the EU” and Polish White Papers (1993 - 1996).

PHARE assistance programmes for Poland started with PL 9107 (2 MECU). Under programPL 9308 (delayed mainly because of changes in Polish Law on land acquisition) 18 MECUhas been allocated mainly for the upgrading of railway border crossings between Polandand Belarus (on the E-20), and Poland and the Ukraine (on the E-30).

A PMU in the General Directorate of Public Roads (GDPR) has implemented the RoadsProgrammes. Under Programmes PL 9406 and PL 9601, 79 MECU has been allocated toassist in the upgrading of the A-4 Motorway system (Wroclaw - Gliwice), mainly for theconstruction of bridges. PHARE has also financed the management and supervision of thecontract. But, during the course of this task there has been a general reallocation ofuncommitted PHARE funds to the Flood Damage reconstruction program, affecting PL 9601and the sum of 18.35 MECU.

Polish State Railway PMU (PKP) have implemented the Railway Programmes PL 9309, PL9505 and PL 9606, where 72 MECU has been allocated to assist in the modernisation of theE-20 railway line (Berlin - Warsaw - Minsk). Finally under PL 9703, 17 MECU have beenallocated for road and rail infrastructure.

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The scope of the first visit was to introduce our team to the relevant authorities and collectall, available locally, data about the PHARE financed transport projects. This data togetherwith data obtained in Brussels and in Prague forms the basis for a complete inventory whichwill provide us with representative projects to be in depth assessed and evaluated.

The visit took place between December 14 and 18 of 1998. Mr. Christos Vlachos and Mr.Costas Diamantopoulos from the consultants were present at the meetings prepared by thelocal partner Mrs. Wioletta Knyzak.

The meetings are described below in the chronological order they took place.

♦ Ministry of Transport and Maritime Economy (MTME)Department of European Integration and International Co-operation

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We were given an overview of all the PHARE Transport Programmes (National, Multi-country and CBC) as well as the National Programmes (ZZ). He explained that for the PL9807 and PL 9809 the financing memos had not been yet signed. A new Minister oftransport was appointed only a week earlier.

♦ European UnionDelegation of the European Commission to Poland

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He gave us a short exposit of the goals set by the European Commission regarding thePHARE Transport Programmes. He also volunteered information regarding the relationshipbetween the ZZ and PL programmes. Furthermore he informed us about reallocation offunds. For example we were told that 18,35 MECU were given for a Flood reconstructionprogramme from the PL 9406.

♦ General Directorate for Public Roads (GDPR)

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We were briefed about the programmes falling under him. As the building were he is basedwas being redecorated, most files were in cartons. A follow-up visit by Mr. Diamantopoulosand Mrs. Knyzak was therefore arranged for the beginning of January.

♦ OMAS Consortium

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They were very helpful in eliminating from our list, Programmes that were wrongly listed asTransport Programmes in the Desiree database.

They also briefed us on the size of the Phare Transport Programme for Poland (200 MECU)which falls under the Transport Infrastructure Development Programme that aims for 2000Km of roads by the year 2015.

♦ Polish State Railways (PKP)General Directorate

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During this last meeting of the first leg of our visit in Poland we obtained data regarding allthe railway programmes. Arrangements were made for a follow up visit for Mr.Diamantopoulos and Mrs. Knyzak to collect further data on contract level in January.

The second step visits took place from 4th-10th January 1999 and it was carried out by Mr.Diamantopoulos and Mrs. Knyziak.

♦ Head of P.M.U.of PHARE Programme of General Directorate of Public Roads(GDDP inPolish)

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This meeting was attended subsequently to Mrs. Knyziak fax request for FinancingMemoranda, Work Programmes, PMU Progress Reports, Project Fiches for New Projects,Programme Summary Sheets, Contracts/TORs and Executive Summaries from Interim and/or Final Project Reports.


Unfortunately upon our arrival Mr. Deczewski was called in an urgent meeting by the newMinister so we were seen by his colleague Mr. Ryciak who is involved in the Phare projects.

Mr. Ryciak was kind enough to provide us with further information and examples as howconstruction of the same road is subdivided to come under the responsibility of the differentauthorities namely GDDP , The Implementing Authority (Ministry of Internal Affairs andAdministration) and the Bureau of Motorway Construction (Agency for MotorwayConstruction and Operation) based in Opole.

Example was cited Road E28 (A6) from the Polish-German border to Kolbaskowo. (PL9308), where from km 0+000 to 3+800 is the Responsibility of GDDP, from km 3+800 to9+600 plus the bridge is the responsibility of the Implementing Authority which is alsoresponsible for CBC projects and then the km12+700 segment comes back to thejurisdiction of GDDP.

We searched with Mr. Ryciak’s assistance and obtained during this visit a small number ofdocuments related to our assignment that could be found in the new offices of the P.M.U.We gave a list to Mr. Ryciak of the contracts and subproject documents still missing andwe awaited for notification of a further visit to collect what it could be found from the packedboxes. Eventually we all realised that due to the circumstances involving the internalchanges in the GDDP as well as the move of the P.M.U offices and the lack of space for ourteam to be accommodated internally we should investigate alternative sources ofinformation pertaining to the Road projects. This led us back to the Ministry of Transport.

♦ Ministry of Transport and Maritime Economy (MTME)

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We visited again to update them with our progress and request assistance in locatinginformation on projects that data could not be found up to that stage. Mrs. Knyzak followedup this visit and kept collecting missing documentation as it was discovered and supplied byMr. Pawel Pawlik which had to occur in between Mr. Pawlik’s travel schedule within andoutside Poland.

♦ Director, PHARE PMU for Polish State Railways (PKP in Polish)

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We were given a room and an assistant team which located all contracts and TOR as wellas completed reports necessary for our assignment. We were extremely impressed by thelevel of collaboration by this P.M.U. We completed the documentation collection in two dayvisits including final reports where available.

The two step visit accomplished the goals set beforehand, established a good rapport withthe relevant local authorities and answered a series of questions regarding the variousProgrammes. We estimate that a 90% completeness was achieved in collecting inventorydocuments. This level would have been higher and our duration of stay in Poland wouldhave been shorter if the documentation from GDDP was accessible much easier. Weattribute this purely to their internal re-organisation and office move which coincided with ourvisit.



The purpose of the visit was to acquire more detailed information on the national project(PL-7) selected for evaluation, i.e. E-20 Rail Line Modernisation, as well as to interview -using questionnaires- stakeholders related to these projects. The aim was to collect allviews which in combination with the factual data will permit an objective assessment of theprojects performance. Managerial issues have also been discussed.

Apart from the selected national project, views and data on multi-country projects selectedfor evaluation, which are relevant to the country, have also been collected.

The visit was made between May 8 and May 11 of 1999, by Dr. D. Tsamboulas.


u Mr. J. Brych, Director of Investments Management Office/MoT, for all projects and formanagerial issues

u Mr. P. Tworos, Department of Foreign Assistance Funds at Ministry of Finance, formanagerial issues

u Mr. R. Czapski, Task Manager, for all projects and for managerial issuesu Mrs. T. Zwlenik, Head of PMU, for Pl-7, as well as for managerial issuesu Mr. L. Prokopowicz, Advider to the Minister at the Department for Foreign Assistance EU

Funds and Programmes, for managerial issuesu Mr. A. Grodzicki, Head of Division for Foreign Assistance Programmes, for all projects

and for managerial issuesu Mr. A. Zurkowski, Marketing Director at the Passenger Sector, for the marketing study

regarding the modernisation of E-20 Rail Lineu Mrs. E. Wonczina, Trader at the Trade Office “Ferpol”, for project impactsu Mr. P. Dybowski, Marketing Director at POLKOMBI, for project impactsu Mrs. E. Mikuio, for the Power Supply Study regarding PL-7

In addition, the following officials were interviewed regarding the multi-country projects:u Mr. A. Grodzicki, Head of Division for Foreign Assistance for the TINA project (ZZ/2)u Mr. M. Gwardiak, ATCO, Chief of ATC Training Center, for Air Traffic Services project

(ZZ-19)

For the last of the above mentioned projects questionnaires were compiled from 3 trainees.

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The Inventory of all contracts for Poland can be found at the web site of the Evaluation Unitof SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm and in theattached CD-ROM.

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Eight (8) QDWLRQDO programmes have been identified :

♦ One closed programme for MTME (PL 9107)♦ One delayed on-going programme (PL 9308) concerning border crossings♦ Two on-going programmes (PL 9406, PL 9601) and one just started (PL 9703)

concerning the GDPR.♦ One closed (PL 9309), one on-going (PL 9505) and one just started (PL 9606)

programmes for Polish State Railways.

The total PHARE commitment is 170.4 MECU, from which 153 MECU have already beencontracted (90%).

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• General Directorate of Public Roads (GDPR) : 80.7 MECU committed (47.5%)• Polish State Railways (PKP) : 81.8 MECU committed (45%)• Ministry of Transport & Maritime Economy (MTME) : 5 MECU committed (3%)

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• Motorways construction (A-4)• Border crossings (E-20, E-30) modernisation, both road & rail• Modernisation of rail line E-20

The following table summarises the national programmes, including the funding and thenumber of contracts.


PL 9107 2,000 1,957 10 10 0 0PL 9308 18,127 17,920 25 21 4 0PL 9309 30,574 30,551 9 9 0 0PL 9406 35,000 34,930 29 27 2 0PL 9505 22,050 21,745 12 3 4 5PL 9601 25,650 19,100 7 0 2 5PL 9606 20,000 15,892 4 0 0 4PL 9703 17,000 11,000 2 0 0 27RWDO ��

♦ Closed contracts correspond to 48.7 MECU (28.7% of committed funds)♦ On-going contracts correspond to 72.9 MECU (42.8% of committed funds)♦ Not started contracts correspond to 48.4 MECU (28.5% of committed funds)

As shown by the following diagram the number of closed contracts is disproportionally totheir value. The contrary is observed with not started contracts.



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(W) Investment (Works) 97,686 64% 18 18.2% 5,427(P) Investment (Procurement) 31,406 20.6% 9 9.1% 3,490(I) Investment preparation assistance 6,403 4.2% 15 15.1% 427(S) Strategic Studies 1,943 1.3% 6 6.1% 324(O) Organisational reform 1,343 0.9% 2 2% 672(D) Development of laws/regulations 300 - 1 1% 300(T) Training 1,009 0.7% 16 16.2% 63(M) Management & support 12,723 8.3% 31 32.3% 3977RWDO ��



(RO) Road 76,620 50.1% 46 46.7% 1,666(RA) Rail 73,028 47.8% 36 36.3% 2,028(A) Air 436 0.3% 4 4.1% 109(IW) Inland Waterways 0 - 0 - -(M) Maritime 0 - 0 - -(CO) Combined 0 - 0 - -(ALL) All modes (horizontal) 2,729 1.8% 12 13.1% 2107RWDO ��


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From total PHARE Commitment (170.4 MECU), 90% had been contracted till the end of1998. In the 8 national programmes, 99 contracts have been identified from which 83 areclosed or on-going. Investment output received the bulk of funding (approx. 85% of total).Funding on roads (50% of total) and railways (48% of total) is dominating. Funding onInstitutional reform projects is surpisingly lacking.

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Nine groups of synergetical contracts (serving similar goals for the same beneficiary) havebeen identified. These clusters of contracts (indicated in the “Related Contract” column ofthe inventory) form generic projects, as follows :



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The government has recognized the importance of the transport sector for Romania’seconomic transition and development as well as for the country’s integration with itsneighbors and the European Union.

In the past the transport system had been primarily centered on the railways, comprising anetwork of 11,000 km, 36% of which is electrified and 26% double dark. In 1989, railaccounted for almost 40% of passenger and 70% of freight traffic. By 1994 these figureshad dropped to 30% and 50% respectively.

On the contrary, investment in the road sector had been limited and substantially lower thanWestern European levels. Such investment kept decreasing from 9% in the late 1970s toless than 5% in the 1980s and had come to a virtual halt in the early 1990s, allowing only forurgent repairs and periodic maintenance.

By 1994 the road network totaled 73,000 km, 20% of which were national roads carrying60% of the road traffic. There was only 113 km of motorways. Only post-World War IIstandards with narrow pavements and rather winding alignments were applied, even to mainroads.

The early 1990s, however, have seen a rapid development of road traffic, mainly by privatecars. It was estimated that traffic would grow in the future at 2% per annum for private carsand 4% per annum for heavy trucks.

High priority problem clusters identified by the government for the road transport sectorcomprised, among others:

♦ Inadequate development of the sector and reduced capacity for meeting the foreseendemand;

♦ Deficient road maintenance, resulting to serious deterioration of many roads;♦ Consistent occurrence of bottlenecks at road border crossing.♦ Low standard of transnational networks, hindering the integration of Romania wit its

neighbors and the European Union. The government has drawn up, in mid 1991, a Priority Roads Rehabilitation Programme,covering some, 2,000 km of roads to be resurfaced or rebuilt in a period of six years. The government has also adopted, in 1993, a strategy for transport in the context ofEuropean Integration, which is based on two fundamental principles: ♦ To put in place the economic and financial framework allowing the mechanism of the

market to operate freely.♦ To work towards European Integration by upgrading the inter-operability and inter-

connectivity of networks and by harmonizing and approximating legislation andstandards.

This was further highlighted in the European Agreement, which came into force betweenRomania and the EU in February 1995.


In 1992 and 1993, the EIB, the EBRD and the World Bank agreed to finance, together withthe Romanian government, the first phase of the Roads Rehabilitation Programme toupgrade about 1,100 km of national roads. Programme RO 9402 was proposed in early 1994 in connection with the above mentionedsector problems and in the context of the above background; and one of the majorcomponents of the proposed Programme comprised a co-financing arrangement betweenPhare and EIB under the above mentioned first phase of the Roads RehabilitationProgramme. Some of he technical assistance components of the proposed Programme, on the otherhand, either comprised follow-up of activities under previous Phare Programmes(particularly the 1993 Programme), or were complementary to previous technical assistanceactivities financed by the World Bank.

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The purpose of the visit was to acquire all necessary data & information on PHARE financedMulti-Country transport projects in order to compile a full inventory and subsequently selectprojects for in depth assessment of their performance and impacts. In addition to establishthe required relationships with local beneficiaries and the PCU and identify the location of alldetailed information, in order to facilitate the work of the second phase and consequentlythe second visit foreseen. Three experts of the project team, namely, Prof. P. White (Un. of Westminster), Prof. D.Tsamboulas (TRADEMCO) and Mr. D. Korizis (SYSTEMA), made the visits betweenDecember 10 and 23 of 1998. The local partner Mr. Ioan Cuncev (INCERTRANS) hadprepared all necessary meetings with the PMU, the local beneficiaries and the ECDelegation ♦ Ministry of Transport (MoT) 3HUVRQV�� 0UV� /LOLDQD� %DUQD�� 'LUHFWRU� *HQHUDO� LQ� 0R7��0UV�� /HOLD�(OHQD� 5DGXOHVFX� 308

2IILFHU An overview of PHARE Transport Programmes was given (National, Multicountry and CBC)over the past years and the major National Programmes (RO 9111, RO 9205, RO 9402, RO9503, RO 9605, RO 9604 and RO 9808) were identified. The transport areas that are being financed by PHARE and the management structurewithin beneficiary organisations have also been discussed. Mrs Barna appointed Mrs. Lelia-Elena Radulescu and her team to provide us with allnecessary data and photocopying facility. The MoT also provided us with a room and PCfor 3 days and hence the team was established within MoT, fact that facilitated the workconsiderably. During the 4 day stay the following data -in collaboration with the local partner- has beencollected for the National PHARE financed programmes/contracts: PMU Project Fiches (fornew projects), Programme Summary Sheets, Contracts/ToRs and Extracts/Summaries fromInterim and/or Final Project Reports.


♦ EC Delegation 3HUVRQ� 6��0RUGXH�3KDUH�&RRUGLQDWRU An overview of all transport projects in Romania was given. ♦ Romanian Railways (SMF SA) 3HUVRQV�� 0U��7��$QJHOHVFX�+HDG�RI�308��0UV��'��,RQHO�±�3URMHFW�2IILFHU An overview of all projects relevant to SMF was given. Mrs D. Ionel has given to us all therelated documents for the RO 9604 Programme. ♦ Romanian Road Administration 3HUVRQV�� 0U��$��%DOXW��'LUHFWRU��3KDUH�3$2 An overview of all projects relevant to Road Administration was given. Mr. Cuncev has provided to us all the relevant documents for the RO 9605 Programme(Constantza Port Infrastructure Rehabilitation) This first visit to Roumania within the scope of PHARE/EVA project is consideredsuccessful. All necessary documentation’s on national PHARE financed transport werecollected. An 95% completeness is achieved for Roumania inventory (estimate). The collaboration and files organisation of local beneficiaries was highly satisfactory.


The purpose of the visit was to acquire more detailed information on the two nationalprojects selected for evaluation i.e. Institutional and Legal Reform (RO-7) and Developmentof Road Pavement Management System (RO-8), as well as to interview -usingquestionnaires- stakeholders related to these projects. The aim was to collect all viewswhich in combination with the factual data will permit an objective assessment of theprojects performance. Managerial issues have also been discussed.


The visit was made between May 24 and 26 of 1999, by Dr. D. Tsamboulas and Mr. D.Korizis.


u Mr. S. Mordue, Phare Coordinator-EU Delegation, for all projects examined and formanagerial issues

u Mrs. C. Chirascu, EU Delegation, for all projects examined and for managerial issuesu Mrs. Silvia Ciobanovschi, National Road Administration-PMU, for all projects as well as

for managerial issuesu Mrs. L. Barna, Director General/MoT, for all projects examined and for managerial

issues


u Mrs. D. Gheorghe Marinescu, General Director at the Ministry of Finance, for managerialissues

u Mr. V. G. Mirescu, Executive Vice President of the National Union of Road Hauliers ofRomania, for road safety aspects

In addition, the following officials were interviewed regarding the multi-country projects:u Mrs. E. Radulescu, PMU Officer, for Border Crossings between Romania & Bulgaria

project (ZZ-1A)u Mr. William Padina, Deputy Director General/MoT, for both TINA (ZZ/2) and Balkan

Transport Study (ZZ-13) projectsu Mrs. Violeta Aldea, ACH Expert in Air Traffic Management Dept., for Air Traffic Services

project (ZZ-19)

For the last of the above mentioned projects questionnaires were compiled from 1 trainee.

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Seven (7) QDWLRQDO programmes have been identified : ♦ Three closed programmes (RO 9111, RO 9205, RO 9402)♦ Three on-going programmes (RO 9503, RO 9604, RO 9605)♦ One not started programme (RO 9808) The total PHARE commitment is 171,323 KECU, from which 58,588 KECU have alreadybeen contracted (34.1 %). 0DLQ�EHQHILFLDULHV: • Ministry of Transport• Romanian Railways• Romanian Road Administration• Constantza Port Administration 0DLQ�DUHDV�RI�IXQGLQJ: • Investments and investment preparation assistance• Management & Support to PMUs In summary the following programmes (including funding and number of contracts) havebeen identified.


RO-9111 9,000 8,905 7 7 0 0 RO-9205 1,885 1,885 13 13 0 0 RO-9402 25,059 25,059 21 21 0 0 RO-9503 3,279 3,279 13 12 1 0 RO-9604 58,200 1,961 8 0 2 6 RO-9605 17,500 17,500 1 0 1 0 RO-9808 58,000 0 2 0 0 2 7RWDO ��

• Closed contracts correspond to 38,9 MECU (22.9% of committed funds)• On going contracts correspond to 19,5 MECU (11.2% of committed funds)• Not started contracts correspond to 114 MECU (65.9% of committed funds)



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(W) Investment (Works) 96,470 55.8% 5 7.6% 19,294(P) Investment (Procurement) 64,673 37.4% 11 16.9% 5,879(I) Investment preparation assistance 1,778 1.1% 5 7.6% 355(S) Strategic Studies 1,076 0.6% 2 3.1% 538(O) Organisational reform 1,492 0.9% 4 6.1% 373(D) Development of laws/regulations 701 0.4% 3 4.6% 233(T) Training 1,027 0.6% 8 12.3% 128(M) Management & support 4,891 2.9% 27 41.5% 1817RWDO ��



(RO) Road 81,701 47.3% 15 23.0% 5,447(RA) Rail 58,749 34.0% 12 18.4% 4895(A) Air 1,248 0.7% 6 9.2% 208(IW) Inland Waterways 0 0 0 0 0(M) Maritime 17,949 10.3% 6 9.2% 2992(CO) Combined 0 0 0 0 0 (MU) Multiple modes 8,515 4.9% 5 7.6% 1,703 (ALL) All modes (horizonal) 4,444 2.5% 21 32.2% 2117RWDO ��



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In the 7 national transport programmes, 65 contracts have been identified from which 53 areclosed and 4 on going & 8 are not yet started. Investment category (approx. 93% of total)and road mode (approx. 47% of total) received the bulk of funding.

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Sixteen groups of synergetical contracts (serving similar goals for the same beneficiary)have been identified. These clusters of contracts (indicated in the “Related Contract”column of the inventory) form generic projects, as follows :



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After a solid economic recovery, Slovenia is today the most prosperous country in Centraland Eastern Europe. The Slovene economy is oriented toward services and manufacturing,with the European Union representing the country’s biggest trading partner. As it borderswith Italy, Austria, Hungary and Croatia and is traversed by the pan-European Corridors Vand X, it holds an increasingly significant role as a transit country between North/South andEast/West.

Since its independence in October 1991, Slovenia has made substantial progress towardmacroeconomic stability and structural reform. In early 1993, it launched a comprehensivereform program to address its inherited structural problems. The program’s core elementsincluded enterprise-sector reform, the privatisation of socially owned organisations, reformof their state-owned control and governance, and measures to stem their losses anddevelop the private sector.

The privatisation of socially - owned enterprises was slow at first, but the pace acceleratedafter the second half of 1994. At the end of 1997, ownership transformation had beenalmost completed. The respective restructuring of the administrative and banking sectorsover the past four years has culminated into the emergence of an independent country witha functioning market economy. Since June 1996, Slovenia is officially a candidate countryfor accession to the EU (forming the first such group together with Estonia, Hungary, Polandand the Czech Republic).

Slovenia and the EU signed a Co-operation Agreement in July 1993, covering road, rail,combined transport and the simplification of formalities. This Agreement further committedSlovenia to the harmonisation of the transport sector in accordance with EU norms andstandards.

The PHARE program started its support to the Slovene transport sector in December 1993.Since then, PHARE has supported policy-making and institutional development, but has alsoprovided financing for road rehabilitation and for twelve border-crossing projects.

The country’s general transport policy since 1993 has involved restructuring of therespective organisations, recasting of operator activities, institutional and technicalharmonisation with the EU, extensive strategic planning covering all transport sectors, andactual investments.

Slovenia has invested in infrastructure development in recent years with well-plannedmotorway building, upgrading of road, railway and port infrastructure, as well asimprovement or construction of new border-crossing facilities. The National MotorwayConstruction Program promotes the construction of 390 km of new motorways by 2004.The National Railway Program envisages the construction of approximately 200 km ofrailways, which include a High-speed line connecting Trieste, Ljubljana and Zagreb, inaddition to rehabilitation and maintenance works.

Originally, east-west routes were the main objective, however emphasis has nowadaysshifted equally towards the north-south corridors. As transit traffic is increasingly growing onSlovenia’s roads, the Ministry of Transport has adopted various demand managementmeasures and has expressed strong interest in intermodal transport, thus supporting theimprovement and further development of combined transport facilities.


Additional issues that have emerged concern the appropriate specification of investmentrequirements for the various transport modes, and the adequate assessment of theirpotential environmental effects.

Since 1993, the objectives of four national PHARE programs (SL 9302, SL 9402, SL 9606,SL 9703) involve technical support for further restructuring and development of transportoperators, improvement in the efficiency of investment decisions, strategic transportplanning in an EU context, institutional strengthening of policy making, and adoption ofsectoral EU norms and standards. The total PHARE commitment to these programs13 from1993 to 2000 amounts to 2,59 MECU of which 2,14 MECU have already been contracted.

The rest of PHARE Programs (SL 9403, SL 9505, SL 9506, SL 9606, SL 9701, SL 9702)during the same time period refer to border-crossing improvements or construction of newfacilities. Slovenia also participates in six PHARE Multi-Country Programmes on cross-border co-operation, and benefits from the Special Fund of the TEN’s, the EIB and EBRD.

As far as the PHARE Programme Management is concerned, contract administration,payments and budgeting were handled centrally by the EU till 1997. The Ministry ofTransport and Telecommunications (MTC) was responsible for the implementation andmonitoring of PHARE assistance, with the support of the National Aid Co-ordination Unit andthe EC Delegation. A PIU had been established in the MTC, consisting of the Advisor to theMinister, who was responsible for co-ordination and follow-up of individual projects under theresponsibility of MTC officials.

At the end of 1997, the Decentralised Implementation System (DIS) was agreed to beestablished (Country Operational Program 1997). According to this arrangement, a CentralFinance and Contracts Unit (CFCU) was created at the Budget Department of the SloveneMinistry of Finance. As a consequence, the financial and contract administration of 1997and subsequent PHARE Programs will be fully decentralised to the CFCU, as the capacityof the unit builds up.

Implementation of transport project is guided by a Multi-Departmental Steering Committee,chaired by MTC’s State Secretary for National Transport Policy and International/EURelations. Responsibility for implementation monitoring and quality control belongs to MTC,which is assisted by its new European Affairs Unit, and by the PHARE-provided TransportPolicy Advice project.

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The first visit to Slovenia aimed at collecting all necessary data and information on PHAREfinanced transport projects, in order to develop a full inventory of the respective activitiesand their characteristics. This inventory is used as a data base, from which a few projectsare selected for detailed evaluation at the next phase of the study.


scope.


The field visit also aimed at establishing the required relationships with local beneficiariesand with the existing management structure of PHARE financed transport projects. Inaddition, the visit purported to locate the sources of necessary information, so as to facilitatework during the second phase of the study, when a second field visit is foreseen.

The visit took place from 13 December to 16 December 1998. Mr. G. Emmanoulopoulos,transport planner at TRADEMCO was the expert visiting Ljubljana, Slovenia. The head ofthe local partner, Mr. L. Zerak (Director of PROMETNI INSTITUTE) and his colleagues (Ms.O. Kubilica and Mr. Alen Lacijan) had made arrangements for all necessary meetings, whichwere held after the expert was introduced to local beneficiaries by the E.C. Delegation inSlovenia.

Following the visit, the local partner has worked according to instructions to collectnecessary documentation and send it to TRADEMCO.

Meetings held were the following :

♦ E.C. Delegation :

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An overview of PHARE transport programmes was made (National, Multicountry and CBC)over the past years. All national programmes with transport components were identified.

♦ Ministry of Transport and Communications (MTC)

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A detailed overview of the programmes managed by MTC was given, and the newdecentralised management structure was discussed. In addition, a series of documents withnecessary information on programmes, sub-projects and contracts was offered (GTAF’s,COP’s, SOP’s, Financing Memoranda, TOR’s, etc.).

♦ OMAS Consortium - Middle Region

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The OMAS Consortium constitutes the external monitoring and assessment service for thePHARE Programme in Slovenia. During the meeting, information complementing the abovewas acquired, including programme documents and study reports.

In conclusion, the first field visit to Slovenia within the scope of PHARE/EVA may beconsidered as fairly successful. All necessary documentation was collected, so that theresulting inventory is estimated to be complete.

Collaboration of the principal local beneficiary, MTC, as well as their record keeping aredeemed satisfactory.



The purpose of the visit was to acquire more detailed information on the national projectselected for evaluation i.e. Strategic Planning of Transport (SL-4), as well as to interview -using questionnaires- stakeholders related to this project. The aim was to collect all viewswhich in combination with the factual data will permit an objective assessment of the projectperformance. Managerial issues have also been discussed.


The visit was made between May 18 and 20 of 1999, by Mr. G. Emmanoulopoulos.


u Mr. B. Suvorov, Economic Attaché/EC Delegation, for SL-4 and for managerial issuesu Mr. S. Oso, Under-secretary/MTC, for SL-4 and for managerial issuesu Mr. M. Pregl, Councelor/MTC for SL-4u Mr. P. Pengal, Road Directorate,for SL-4u Mr. L. Zerak & Mrs. T. Kobilica (PROMETNI), Mr. P. Lipar (TTI) and Mr. J. Miljevic

(OMEGA Consult), local partners during the execution of SL-4 studies.

In addition, Mrs. K. Stumberger (Head of Training Dept/ATC Authority) for the ZZ-19 (ATS)project. For the latter questionnaires were compiled from 4 trainees.

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The Inventory of all contracts for Slovenia can be found at the web site of the EvaluationUnit of SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm and inthe attached CD-ROM.

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Four (4) QDWLRQDO PHARE programmes have been identified, which include transportprojects or sub-projects :

♦ One closed sub-project within the SL 9302 Programme on railway restructuring (SL9302.02.03)

♦ Two closed sub-projects within the SL 9402 Programme, one on road investmentdecision - making (SL 9402.03.01), and one on strategic transport & environmentalplanning (SL 9402.02.02)

♦ One on-going transport - specific programme on further improvement of transportplanning and policy making means and methods (SL 9606)

♦ One sub-project within the SL 9703 Programme, which will deal with local demandmanagement, as well as international transporter competition (SL 9703.02.02)

The total PHARE commitment for the above amounts to 3,025 KECU, of which 2,406 KECUhave already been contracted (79.5%).

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The main beneficiary in the Ministry of Transport & Communications (MTC), to which 3.025MECU have been committed (100%). Additional organisations, as the Ministry of theEnvironment and Physical Planning (MEPP) and the Ministry of Internal Affairs (MIA), weregiven the responsibility to participate in overseeing implementation on a few occasions.More specifically, MEPP was involved in one contract (of 0.262 MECU), while both MEPPand MIA are expected to co-operate with MTC through a SL 9703 contract.

0DLQ�DUHDV�RI�IXQGLQJ��• Studies on improving investment decisions, on strategic planning and policy making• Studies on sectoral restructuring and harmonisation to EU norms & standards.

More specifically, programmes, projects, sub-projects, contracts and respective funding aresummarised in the following table :


SL 9302.02 900 738 2 2 0 0SL 9402.03 775 774 4 4 0 0SL 9606 900 894 4 0 4 0SL 9703.02 450 0 2 0 0 27RWDO ��

• Closed contracts correspond to 1.681 MECU (55.6% of committed funds)• On-going contracts correspond to 0.894 MECU (29.5% of committed funds)• Not started contracts are either under tendering or contract approval process. They

correspond to 0.45 MECU (4.9% of committed funds).

Distribution of committed funds and contracts by status are shown in the following diagrams.



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(W) Investment (Works) 0 - 0 - -(P) Investment (Procurement) 0 - 0 - -(I) Investment preparation assistance 962 33.7% 4 33.3% 241(S) Strategic Studies 924 32.4% 4 33.3% 231(O) Organisational reform 632 22.1% 2 16.7% 316(D) Development of laws/regulations 291 10.2% 2 16.7% 146(T) Training 0 - 0 - -(M) Management & support 0 - 0 - -7RWDO ��



(RO) Road 244 8.5% 2 16.7% 122(RA) Rail 738 25.8% 2 16.7% 369(A) Air 0 - 0 - -(IW) Inland Waterways 0 - 0 - -(M) Maritime 0 - 0 - -(CO) Combined 265 9.3% 1 8.3% 265(ALL) All modes (horizontal) 1,563 56.3% 7 58.3% 2247RWDO ��



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From the total PHARE Commitment (3.025 MECU), 87.5% had been contracted tillDecember 1998, while 12.5% was in the tendering or contract approval process. In the 4national transport programs, 12 contracts have been identified, 10 of which are closed oron-going. Investment preparation assistance, strategic studies, organisational reform andmultiple modes received the bulk of funding. The majority of contracts involve investmentpreparation studies, sectoral restructuring & harmonisation to E.U. norms & standards, aswell as strategic planning & policy making.

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Slovakia achieved its independence in 1993 following the peaceful breakup of the Czechand Slovak Federal Republic. Slovakia has a population of 5.4 million with a GNP per capitaof US$ 3,700 in 1997.

In early 1991, as part of the federation, Slovakia implemented a bold and far-reachingtransformation program characterized by a 50% devaluation of the crown, trade and priceliberalization, and rapid privatization of state enterprises through mass and standardprivatization methods.

With the split of the federation, Slovakia lost the fiscal transfers from the Czech lands. As aresult, it implemented a stabilization program with included strict monetary and fiscal policiesand a prudent incomes policy.

The stabilization program led to Slovakia’s fast economic recovery. In fact, Slovakia hasregistered one of the best growth performances in Central Europe in the past three years.

After the initial shock of transformation when GDP declined by 23% between 1990 and1993, GDP growth rates have averaged a remarkable 6.2% per annum. In 1994, therecovery was led by a strong growth in exports. Investment replaced exports as the mainsource of output growth from 1995 to 1997 due in part to tax holidays associated with theprivatization process and public investment programs. By 1997, fixed investmentrepresented nearly 39% of GDP. Despite rapid growth rates, unemployment has remainedstubbornly high at approximately 12 to 13% of the labor force.

The stabilization package also resulted in the reduction in inflation to one of the lowest intransition economies. The inflation rate dropped from 23% in 1993 to single digits by 1995and about 6% in 1996 and 1997.

During 1992 and 1993, Slovakia made substantial progress in privatizing the economy.However, privatization of state enterprises underwent a significant slowdown in 1994 andearly 1995, due to political interruptions and changes of privatization methods. In 1994, thenewly elected government canceled the second wave of mass privatization and replaced itwith direct sales mostly to domestic investors. The switch in privatization methods led toownership concentration which could result in enhanced corporate governance. However,political uncertainty and lack of transparency in privatization have kept net direct foreigninvestment at low levels.

The European Commission determined in 1997 that Slovakia has not satisfactorily fulfilledthe political conditions set out by the European Council in Copenhagen, thus reducing thelikelihood of a fast accession of Slovakia to the European Union (EU).

Slovakia lays at a strategic geographical location in Central Europe and especially as itconcerns the Pan - European Transport System. Slovakia is crossed through by the Pan-European Transport Corridors IV, V, VI and VII.


The transport sector undergone the same type of changes following the generalmacroeconomic trends. It has been conceived since the early phases of the transformationprocess, that there was an urgent need of a balanced policy mix, comprising of “hard”investments and “soft” measures in order for the transport sector to reach an acceptablelevel of service necessary for the country’s efforts to meet the European Integrationrequirements.

The most significant efforts in the development of the Transport Domain in Slovakia camefrom the support of the European Commission through the PHARE Programme (National &Multicountry).

The PHARE GTAF I part for the transport sector in Slovakia started in 1991 with anallocation of 0,3 MECU to a number of technical assistance projects (the amount is theresult of the break-up of the former GTAF I programme originally prepared forCzechoslovakia. In 1992, GTAF II was adopted, and later broken into a separate Czech andSlovak components, the Slovak transport component was approximately 0,9 MECU. In1993, the budget granted by PHARE grew up to 2 MECU. 1,5 MECU was allocated underthe 1994 PHARE National Programme, while the 1995 budget amounted to 0,5 MECU.

Funds under the 1991 and 1992 programmes are fully contracted. The 1993 national budgetshould be fully contracted before and 1996, however, the half of the programme will only becontracted in December, while the 1993 border crossing infrastructure budget (1 MECU) willbe contracted by the end of 1996. Significant delays occurred in the implementation of theinfrastructure component of the 1993 and 1994 and 1995 National Programmes (4 MECU),due to administrative difficulties on the Slovak side.

The programme components to be covered by the preset evaluation comprise thecomponents listed under Background above.

In addition, the Ministry of Transport has produced a number of policy/strategy documents,which will be provided for examination to the Consultant.

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According the proposed methodology and following the project kick-off meeting, an LQ�VLWXvisit was paid to Slovakia (Bratislava) in order to collect and verify all the necessary data forthe development of the PHARE project inventory and the carry out a set of preparatoryactivities for the forthcoming detailed project evaluation.

Prior to the visit which was undertaken by Mr. Yannis Petropoulos (SYSTEMA) between 13-16 January 1999 a comprehensive project list containing basic general information had beenprepared in collaboration with the local expert Prof. Bezak.

Furthermore, Prof. Bezak organised the logistics of the visit, arranged all the necessarymeetings with the Ministry, the EU delegation, the Beneficiaries and with project contractors.

The meetings were organised in a structured manner according to a prepared interviewtopic guide as an instrument of knowledge extraction and elicitation. The visit was structuredaround the following meetings and visits:


♦ PMU - Ministry of Transport

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Following a detailed project presentation, the listing of PHARE National Projects wascompleted and verified. PMU has a comprehensive documentation of the projects both inadministrative and technical grounds. Based on the topic guide an overall programmeexamination was made in order to identify issues of importance which need to beaddressed.

Main points addressed were the following:

a. There appears to be an over beaurocratic programme and project life-cycle which is amajor obstacle in obtaining concrete results in due course.

b. The current usefulness of the Strategic plans and Work programmes is doubtfulc. Administration has to be simplifiedd. The intermediate time for project approval has to be shortened substantiallye. It could be beneficial if the participation of investment bodies in the project consortia was

encouragedf. There appears to be a lack of transport policy framework which affects the internal

coherence of the proposed programmes.

Project SR9406-01-02-01 (Economic Regulatory and Administrative Instruments ofTransport) was shifted into the 95 Programme and now corresponds to the SR 9504-01-01-04 (Study on Economic/Regulatory/ Administrative Tools of Transport Policy)

Project SR9504-01-01-02 (Railway Freight Terminals in the Slovak Sections of TEN) hasbeen seized.

Project SR9504-01-02-01/02 (Human Resources Development/Translation Services) dealswith translation of foreign documents which constitute the deliverables.

♦ EU Delegation

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Following the detailed project presentation the meeting was focused on the NationalTransport PHARE Programme for Slovakia. An overview has been presented and theeffectiveness and efficiency of the programme on transport grounds was discussed. It wasnoted that due to the cumbersome administrative procedures which occupy substantial timethe proposed initial project(s) objectives change or sometimes even canceled by the time ofthe approval. It was recognised that substantial progress has been made and that in thecoming years the acquired experience has to be exploited in the sense of draftingmasterplans, setting priorities and paying attention to proposed project maturity in order toincrease the effectiveness and efficiency of the interventions.

♦ Slovak Republic Railways

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The discussion was focused on the Railway related projects SR9406-01-02-02 and SR9504-01-01-03.


A presentation of the preparatory project activities was made along with the projectoutcomes and the possible ways and means for implementing those outcomes.

♦ Slovak Republic Road Administration

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A presentation of the preparatory project activities was made along with the projectoutcomes and the possible ways and means for implementing those outcomes.

Moreover, the discussion tackled the issue of Public-Private Partnerships as a means ofachieving the necessary interventions for the upgrading of the Slovakian National RoadSystem in order to meet the demands of the Trans- and Pan-European Road Network.There appears to be a need for substantial transformations at institutional/legal andtechnical grounds to introduce such concepts into Slovakia.

The studies so far are more of a strategic nature and thus it is difficult to identify specificproject of this kind.


The purpose of the visit was to acquire more detailed information on the national projectselected for evaluation i.e. Combined Transport in Slovak Republic (SR-4), as well as tointerview -using questionnaires- stakeholders related to this project. The aim was to collectall views, which in combination with the factual data will permit an objective assessment ofthe project performance. Managerial issues have also been discussed.


The visit was made between May 17 and 20 of 1999, by Mr. H. Kougias.


u Mr. P. Muska, EC Delegation, for SR-4 and for managerial issuesu Mr. K. Kmec, Head of Transport PMU/MoTPT, for SR-4 and for managerial issuesu Mr. J. Placek, Senior Advisor/MoTPT for SR-4u Mr. L. Denko, Director of Combined Transport Dept/MoTPT, for SR-4u Mr. P. Zavodny, Senior Advisor in Combined Transport Division/MoTPT, for SR-4

In addition, Mrs. D. Zimanyova for the ZZ-19 (ATS) project. For the latter questionnaireswere compiled from 3 trainees.

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The Inventory of all contracts for Slovak Republic can be found at the web site of theEvaluation Unit of SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htmand in the attached CD-ROM.

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Five (5) QDWLRQDO programmes have been identified : ♦ Three closed programmes (SR-9101, SR-9303, SR-9406)♦ One on-going programme (SR-9504)♦ One not started programme (SR-9812) The total PHARE commitment is 19,650 KECU, from which 4,214 KECU have already beencontracted (19%). 0DLQ�EHQHILFLDULHV : • Ministry of Transport, Posts and Telecommunications• Slovaks Airport Authority• Slovak Republic Railways 0DLQ�DUHDV�RI�IXQGLQJ : • Pre-investment activities and Technical Assistance (management & control)• Road investment• Railways modernisation & restructuring In summary the following programmes (including funding and number of contracts) havebeen identified. Progr. No. PHARE committed Contracted No of Status

(KECU) (KECU) Contracts Closed On-going Not started SR-9107 650 650 2 2 0 0 SR-9303 2,000 1,650 13 13 0 0 SR-9406 1,500 1,423 13 13 0 0 SR-9504 500 491 4 1 3 0 SR-9812 15,000 0 1 0 0 1 7RWDO ��

• Closed contracts correspond to 3.86 MECU (19.6% of committed funds)• On going contracts correspond to 0.34 MECU (1.7% of committed funds)• Not started contracts are either under tendering or contract approval procedure, and

correspond to 15 MECU (76.3% of committed funds) As shown by the following diagram the majority of contracts refers to closed ones, but notwith respect to their funds.



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(W) Investment (Works) 15,000 80.6% 1 3.1% 15,000 (P) Investment (Procurement) 0 0 0 0 0 (I) Investment preparation assistance 1,268 5.3% 7 21.2% 181 (S) Strategic Studies 1,188 5.1% 4 12.1% 297 (O) Organisational reform 844 3.7% 6 18.1% 140 (D) Development of laws/regulations 41 0.2% 2 6.1% 21 (T) Training 317 1.7% 9 27.2% 35 (M) Management & support 556 3.1% 4 12.1% 139 7RWDO ��



(RO) Road 16,319 84.9% 9 27.2% 1,813 (RA) Rail 229 1.2% 4 12.1% 58 (A) Air 223 1.1% 3 9.1% 74 (IW) Inland Waterways 254 1.3% 2 6.1% 127 (M) Maritime 199 1.0% 2 6.1% 100 (CO) Combined 341 1.7% 3 9.1% 113 (MU) Multiple modes 538 2.8% 2 6.1% 269 (ALL) All modes 1,111 5.7% 8 24.2% 139 7RWDO ��



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From total PHARE commitment (19.65 MECU), 19% has been contracted till mid December1998. In the first 4 national transport programmes, 32 contracts have been identified fromwhich 32 are closed or advanced on going. The new national programme SR-9812 has notyet started. Investment as a type of output and road mode received the bulk of funding(approx. 86% & 85% respectively). The majority of contracts concern general upgrading ofhuman resources, management as well as administrative practices and procedures androad investments, whilst in the first two years strategic studies as well.

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'��/,67�2)�*(1(5,&�352-(&76��&OXVWHUV�RI�FRQWUDFWV� Nine groups of synergetical contracts (serving similar goals for the same beneficiary) havebeen identified. These clusters of contracts (indicated in the “Related Contract” column ofthe inventory) form generic projects, as follows



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SR-7 Inland Waterways 2 375 Investment IW SR-8 Air Transport 2 195 Instit. Reform A

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ALL PMU Support

The above list distinguishes: • Eligible projects for evaluation• Non eligible projects which are either PMU support projects or projects which have

recently started


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The modernisation and proper operation of border-crossing points is essential for adecrease in transport costs which should bring in the longer term an increase in tradevolume; in turn stimulating increased competition which leads to improved competitiveness.This improved competitiveness should be reflected in economic and social improvements inthe partner countries. These reasons are amongst those, which led to the setting up of theCommon Market, and are still valid today.

Without the need to refer to a complex econometric model, the efficient operation of bordercrossings, improving trade conditions and preventing any kind of fraud, is a straightforwardProgramme target to which everyone can agree. It is in line with the objective of preparationof the Internal Market.

The EU Commission has recognized that support to the improvement of border crossingoperation is essential, and has supported it through several measures since 1992. Thesemeasures covered the co-financing of new infrastructures at major border crossing points,as well as the supply equipment, and the training of customs officials in fraud detectionmethods, and implementation of custom codes.

Transport by nature crosses over national borders and requires a regional and further aninternational approach. This is the main reason why the Phare Programme has set up aMulti-Country Programme for Transport, although national transport Programmes did existin almost all the partner countries. The context of pre-accession has given furtherjustification to the multi-country structure.

The Multi-Country Phare Programme is managed by the Commission’s Services (SCR/A.2)and co-ordinate by the Transport PCU in Prague. A contractor was selected to act as anexternal support unit advising the Programme management on technical issues. It played arole in drafting ToRs, evaluating projects, reviewing reports for the steering committees,drafting policy papers and evaluating pre-investment studies. A single framework contractorhas now replaced this external support unit for all TA in the transport sector. However, thecontractor is not involved in the project management on a regular basis but upon requestonly.

A Liaison Group is responsible for steering the Programme, made of representatives of thePartner countries, the Commission (SCR/A.2 and DG Transport), and members of the PCU,IFIs and International organisations.

Since 1992, the Phare Multi-country Transport Programme has allocated a large amount ofmoney for the preparation of pre-investment and sectoral studies, training, harmonization oflaws and standards and construction works at the various border crossings throughoutEastern Europe.

The Programmes cover essential issues for potential member states of the Union andaddress the conclusions of the 1992-1996 European Councils, which recommendedconcentration on the "acquis communautaire", and support for the construction of thetransport network which will link the union and its accession candidates.


Until 1995, the Multi-Country Transport Programme comprised a border crossing componentwhich mainly consisted of infrastructure work to improve selected border crossing ports.After 1995, these activities were financed through a separate Programme i.e the TransitFacilitation and Customs Programme, and the Multi-country Transport Programmesconcentrated on the "soft" measures.

Selection of border crossing modernization projects has developed since 1992. Projectsmust comply with 10 criteria which include :

• Location on one of the Crete or Customs corridors• Location between 2 Phare countries or, if between a Phare and third country, co-

financing from the third country must be confirmed• Co-financing of National authorities and confirmation of preparation stage• Satisfactory economic rate of return• Project coverage: border crossing and bordering areas• Minimum amount is 0,5 MECU• Priority given to project having already benefited from Phare To sum up, Phare has allocated large amounts of money to the elimination of border-crossing bottlenecks between 1992 and 1996. The Programmes focused on support for theelimination of bottlenecks, with emphasis on border-crossing points between the CEEC’s.The implementation was, however, postponed because the definition of priorities requiredthe completion of several studies, and because of complex administrative procedures.

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The purpose of the visit was to acquire all necessary data & information on PHARE financedMulti-Country transport projects in order to compile a full inventory and subsequently selectprojects for in depth assessment of their performance and impacts. In addition the visitaimed at establishing the required relationships with local beneficiaries and the PCU andidentifying the location of all detailed information, in order to facilitate the work of the secondphase and consequently the second visit foreseen. The visit was made between January 6 and 9 of 1999, by two experts of the project team,namely, Dr. D. Tsamboulas and Mrs. M. Drandaki. The local partner Mr. J. Mesicek(SUDOP PRAHA a.s) had prepared all necessary meetings. The following meetings have been held: ♦ Programme Co-ordination Unit (PCU) 3HUVRQ��0UV��+��0DUWLQRYVND�±�3URJUDPPH�'LUHFWRU A detailed analysis of the Multi-Country Transport Programmes, financed by PHARE overthe past years, took place, and information on the eleven major Programmes (ZZ 9209, ZZ9313, ZZ 9314, ZZ 9421, ZZ 9510, ZZ 9523, ZZ 9610, ZZ 9611, ZZ 9722, ZZ 9729 and ZZ9730) was given. However, during the conversation, it has been found out that the PCU inPrague could not provide any information concerning the “hard” multi-country projects/contracts, since after 1997 all relevant documents were passed over to the task manager ofthe customs facilitation programme. 3HUVRQ��0UV��,��6ROFRYD�±�$VVLVWDQW�'LUHFWRU


An overview of training programmes managed by the PCU was given and all necessarydocumentation has been provided for the Multi-country contracts referring to trainingactivities. More specifically the following data -in collaboration with the local partner- has beencollected for the “Soft” Multi-Country PHARE financed programmes/contracts: FinancingProposals, Annual & Sector Operational Programmes (A.O.P, S.O.P), Contracts/ToRs andExtracts/Summaries from Interim and/or Final Project Reports. However, for the case of“Hard” Multi-Country PHARE financed programmes/contracts only an overview of the statusof border crossing projects, prepared by the PCU in 1997. Concluding, this first visit to PCU in Prague within the scope of PHARE/EVA project isconsidered successful, as far as “soft” measures are concerned. All necessarydocumentations on “Soft” Multi-country PHARE financed transport projects were collected,and the collaboration and files organisation of the PCU was highly satisfactory. Apart from the visit described above, some other meetings concerning the identification andprogress of the Multi-country programmes have taken place between: • Mrs. Prout and Dr. Tsamboulas, during the kick-off meeting of the project on 3-5

November 1998, as well as during a meeting held at Brussels on 8 December 1998• Mrs. Martinovska and Dr. Tsamboulas during the kick-off meeting• Mr. Walker (OMAS) during a meeting held at Brussels on 10 December 1998• Mr. Mordue during a meeting held at Bucharest on 19 December 1998 All of the aforementioned meetings have given the study team a satisfactory overview of thestatus of the Multi-country Transport Programmes.


The purpose of the visit was to acquire more detailed information on the four Multi-Countrytransport projects (ZZ-1A, ZZ/2, ZZ-13 and ZZ-19) selected for evaluation, i.e. BorderCrossings between Romania and Bulgaria, TINA in Central and Eastern Europe, BalkanTransport Study and Air Traffic Services Training, as well as to interview -usingquestionnaires- stakeholders related to these projects. The aim was to collect all viewswhich in combination with the factual data will permit an objective assessment of theprojects performance. Managerial issues have also been discussed.

Views and data have been collected both at the PCU in Prague and in the different countriesinvolved in the multi-country projects evaluated. The following persons were interviewed:

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Mrs. Martinovska, Programme Director, for managerial issues and overall programme’sperformance

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u Mrs. E. Radulescu, PMU Officer (Romania)u Mr. Bolland, PMU transport for MC/MoT (Bulgaria)u Mr. D. Zoev, Head of Transport Policy/MoT (Bulgaria)


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u Mr. O. Schwetz, TINA Secretariatu Mr. M. Schwarz, TINA Secretariatu Mr. Ch. Dionelis, TINA Expertu Mr. William Padina, Deputy General Directorate (Romania)u Mr. D. Zoev, Head of Transport Policy/MoT (Bulgaria)u Mr. A. Grodzicki, Head of Division for Foreign Assistance Programmes (Poland)u Mr. M. Kiisa General Director of Foreign Relations/MoT (Estonia)u Mr. Z. Vetlenyi, Phare Coordinator for MC/MTCWM (Hungary)u Mr. S. Oso, Undersecretary MTC (Slovenia)u Mr. K. Kmec, Head of PMU/MTPT (Slovakia)u Mrs. Pacakova, Acting Head of PMU/MoT (Czech Republic)u Mr. Leigdinz, Head of PMU/MoT (Latvia)

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u Mr. D. Zoev, Head of Transport Policy/MoT (Bulgaria)u William Padina, Deputy General Director (Romania)u Mr. S. Oso, Undersecretary MTC (Slovenia)

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u Mr. W. Leistico, Project Director/EUROCONTROL, Luxembourgu Mrs. Solcova, Assistant Director PCU, Prague

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u Mr. V. Parvoulov, Deputy Director ATCC/Chief of ACCu Mrs. M. Ferdinandova, Training Courses Executiveu 4 trainees (Senior Radar expert, Chief of NOTAM office, ATC instructor, Head of ATCC)

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u Mrs. V. Morkuniene, Chief of Personnel Planning and Training Section, ATSu 6 trainees (ATC Supervisor of aerodrome center in Vilnius, Chief of Personnel Planning

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u Mrs. K. Stumberger, Head of training Dept/C.A.A.u 3 trainees (Air Traffic Controller, ATS instructor, ACC Radar Controller

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The Inventory of all contracts for Multi-Country can be found at the web site of the EvaluationUnit of SCR i.e. http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm and in theattached CD-ROM.

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Eleven (11) multi-country programmes have been identified: ♦ Two closed programmes (ZZ 9209, ZZ 9313)♦ Nine on-going programmes (ZZ 9314, ZZ 9421, ZZ 9510, ZZ 9523, ZZ 9610, ZZ 9611,

ZZ 9722, ZZ 9729, ZZ 9730) The total PHARE commitment is 248,995 KECU, from which 128,625 KECU have alreadybeen contracted (51.7%). 0DLQ�EHQHILFLDULHV:• National Ministries of Transport, of Finance, of Interior• National Programme Management Unit (PMU’s• National Air Traffic Control Services 0DLQ�DUHDV�RI�IXQGLQJ:• Border Crossings Modernisation (works)• Project Monitoring & Technical Assistance• Training Activities In summary the following programmes (including funding and number of contracts) havebeen identified.


ZZ 9209 20,564 19,824 69 69 - - ZZ 9313 4,000 3,686 7 7 - - ZZ 9314 18,906 18,737 53 48 5 - ZZ 9421 27,916 27,189 40 35 4 1 ZZ 9510 11,500 11,265 12 5 7 - ZZ 9523 22,804 12,874 29 8 12 9 ZZ 9610 9,000 9,000 11 2 9 - ZZ 9611 16,505 10,045 13 - 8 5 ZZ 9722 100,000 4,660 8 - 4 4 ZZ 9729 9,500 9,247 5 - 5 - ZZ 9730 8,300 2,098 5 - 1 4 7RWDO ��

• Closed contracts correspond to 71.5 MECU (29% of Committed funds)• On going contracts correspond to 74.1 MECU (30% of Committed funds)• Not started contracts, which are under contract approval procedure, correspond to 102.5

MECU (41% of Committed funds) and refer to infratsructure (border crossing) projects. As shown by the following diagram the number of closed contracts represents the majorityof multi-country contracts (69%), with on-going and not started ones following. On the otherhand in terms of funds didtribution, it is apparent that not started contracts represent thedominant category, with closed and on-going contracts having equal shares of about 30% inthe pie.



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(W) Investment (Works) 189,184 76.2% 94 37.3% 2012.6(P) Investment (Procurement) 6,453 2.6% 17 6.7% 379.6(I) Investment preparation assistance 7,025 2.8% 13 5.2% 540.4(S) Strategic Studies 13,418 5.4% 27 10.7% 497.0(O) Organisational reform 2,999 1.2% 1 0.4% 2,999,0(D) Development of laws/regulations 2,300 0.9% 2 0.8% 1,150.0(T) Training 14,940 6.0% 39 15.5% 383.1(M) Management & support 11,835 4.8% 59 23.4% 200.67RWDO �� % �� % ��



(RO) Road 165,422 66.7% 100 39.7% 1,654.2(RA) Rail 36,455 14,7% 22 8.7% 1,657.0(A) Air 11,149 4.5% 12 4.8% 929.1(IW) Inland Waterways 2,830 1.1% 12 4.8% 235.8(M) Maritime 1,419 0.6% 11 4.4% 129.0(CO) Combined 349 0.1% 3 1.2% 116.3 (MU) Multiple modes 8,982 3.6% 23 9.1% 312.3(ALL) All modes (horizontal) 21,549 8.7% 69 27.4% 390.5

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ZZ-9B Border crossingsbetween Poland

and Czech Republic (rail)


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ZZ-16 Border crossingsbetween Estonia

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4 373 Investments ALL

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7 2,803 Investment ALL

ZZ-31 Procurement ofequipment

3 2,086 Investments ALL

ZZ-32 Updating of transport

infrastructure costs

2 229 Strategic MU Road and Rail

ZZ-33 ITIS / CETID project 2 606 Instit. Reform ALL ZZ-34 Strategic studies on

ports 4 194 Strategic M

ZZ-35 Network Guidelinesstudy

2 154 Strategic ALL

ZZ-36 Development ofcombined transport

3 1,588 Strategic CO

ZZ-37 Integration oftransport markets

2 1,812 Strategic ALL

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the 10 Pan-European Corridors

of Helsinki

1 550 Strategic MU Road and Rail

ZZ/2 TINA in Central andEastern Europe

1 1,491 Strategic ALL

ZZ/7 Joint Strategic studyfor Corridor VI

1 603 Strategic MU Railway & Combinedtransport

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on Corridor IV

1 679 Investments MU Railway & Combinedtransport

1RQ�(OLJLEOH�3URMHFWV ZZ/4 Air transport

operational safetyimprovement

1 1,500 Instit. Reform Air Recently started

ZZ-17 Technical Assistance to the

PCU

30 4,209 Managementand support

ALL PMU support

ZZ-1B Border crossingsbetween Romaniaand Bulgaria (rail)

3 703 Investment RA One contract notstarted yet

ZZ-3 Border crossingsbetween Hungary

and Romania (road)

13 9,691 Investment RO Two contracts notstarted yet




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1RQ�(OLJLEOH�3URMHFWV ZZ-4 Border crossings

between Hungaryand Croatia andSlovenia (road)

9 6,641 Investment RO One contract not startedyet

ZZ-5 Border crossingsbetween Hungary

and formerYugoslavian

Republics (road)


ZZ-6 Border crossingsbetween Hungaryand CIS countries

2 2,200 Investment RO Not started yet

ZZ 7 Border crossingsbetween Slovak

and CzechRepublic

(rail)

3 4,600 Investment RA Two contracts not startedyet

ZZ 8 Border crossingsbetween Slovak

Republic and CIScountries

2 2,200 Investment RO Not started yet

ZZ-9A Border crossingsbetween Poland

and Czech Republic (road)


ZZ-23 Zahony transhipment

terminal

2 5,000 Investment MU Railway and Combinedtransport Not started yet

ZZ-21 A2 motorway -Poland


ZZ-22 A4 motorway-Poland


ZZ-14 Border crossingsbetween Estonia

and Latvia


ZZ-15 Border crossingsbetween Latvia

and the CIScountries

7 7,100 Investment RO Two contracts not startedyet

ZZ-11 Border crossingsbetween Poland

and CIS countries




recently started

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,19(1725<The Full Inventory (about 350 pages) is available on Evaluation Unit’s Website:

http://europa.eu.int/comm/scr/evaluation/program/pharehome.htm

• BULGARIA (BG)

• CZECH REPUBLIC (CZ)

• ESTONIA (ES)

• HUNGARY (HU)

• LATVIA (LE)

• LITHUANIA (LI)

• POLAND (PL)

• ROMANIA (ROM)

• SLOVAK REPUBLIC (SR)

• SLOVENIA (SL)

• MULTI-COUNTRY (ZZ)


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48(67,211$,5(�)250$76�86('�)25,17(59,(:6

1. Questionnaire for Contract Co-ordinator/Project Officer

2. Questionnaire for Head or Deputy Head of PMU/PCU

3. Questionnaire for Policy Makers/High Level Officials of the Beneficiary Concerned

4. Questionnaire for Policy Makers/High Level Officials in Steering Committee of PhareAssistance in Transport Sector

5. Questionnaire for Interest Groups (users)

6. Questionnaire for Training Participants


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Name:

Organisation:

Position:

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1. Contract title2. Contract number3. Sub-project number4. Contractor5. Is there a difference with the planned dates, and if yes why?6. Any problems caused due to possible delay7. Contracted amount (initial and any approved amendments) If any amendments, why?8. Sources of financing and contribution shares (PHARE, EIB, state, private funds, etc.),

financing models (e.g. BOT, BOOT etc.)9. Are there any other complementary contracts financed by other sources (e.g. EIB,

EBRD, CBC Phare, National, etc.) sharing the same goals? If yes which are they?10. Mention the main authorities and organisations involved in contract planning, along with

their roles and responsibilities11. Mention the main authorities and organisations involved in contract implementation,

along with their roles and responsibilities12. Mention the main authorities and organisations involved in contract monitoring and

evaluation, along with their roles and responsibilities13. Please comment on the efficiency of the management structures mentioned in questions

10, 11 and 1214. What are the main strengths and weaknesses of the contract, concerning set-up,

implementation and monitoring?

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15. Is the contract relevant to your organisation priorities/needs? If not, why?16. What are the immediate problems the contract was intended to tackle?17. Specify the immediate objective of the contract (purpose of the contract)18. Were there any alterations of the immediate objective, and why?19. At what extent the immediate objective is met?20. Mention indicators of achievement of the immediate objective, along with their values21. Please report any problems and drawbacks occurred or anticipated during contract set-

up, implementation and monitoring


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22. Did the Phare contractor engaged for this work complete the required activities -delivered the desired results according to the TOR? If not, what were the deficienciesand why?

23. Have the outputs been altered? If yes, why?

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24. Which are the users of the outputs?25. Which are the impacts?26. Have external factors significantly changed and influenced project impacts?

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27. What measures have been planned or undertaken in order to maintain the above-mentioned impacts in the long run?

28. Comment on additional measures to be undertaken

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− What are the outputs (i.e. study reports, pieces of equipment, kms of roads, kms ofrailways, number of ship berths, technical specs, etc.)?

– Please give some indicative values (before and after the realisation of the project) for thetransport and economic performance indicators, as defined in the column "impacts" ofthe respective table.

– Do target values for the above mentioned indicators exist? If yes, please mention them.If not, could you specify target values to be achieved during the future Phareassistance?

– What are in your view the most important aspects of the project?

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− What are the outputs (i.e. business and organisation plans, drafting and enactment oflaws, sectors of training and number of trainees per sector)?

– Please give some indicative values (before and after the realisation of the project) for thetransport and economic performance indicators, as defined in the column "impacts" ofthe respective table.


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− What are the outputs (i.e.master plans, strategic assessments etc.)?– Please give some indicative values (before and after the realisation of the project) for the

transport and economic performance indicators, as defined in the column "impacts" ofthe respective table.



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Name:

Organisation:

Position:


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1. Date of PIU or PMU/PCU establishment in the country

2. Staff of PIU or PMU/PCU& (number and responsibilities) & Management Structure ofPhare Assistance, including interfaces with ministries and other beneficiaries

3. How possible it was to recruit the staff of the right calibre?

4. Have frequent changes in the key staff occurred and if yes, has this been a problem ?

5. Is already the DIS (Decentralised Information System) in place and since when?

6. What responsibilities are assigned to the PMU/PCU and what are centrally (Brussels)administered? Do you feel the division of responsibilities between local authorities andBrussels is the appropriate one?

7. Are the potential beneficiaries fully aware of Phare assistance opportunities and by whatmeans?

8. Comment on the efficiency of the followed Phare procedures (e.g. ease, flexibility,duration etc.)

9. Have the overall Phare objectives for the transport sector, concerning the country needsand priorities, been achieved and at what extent? Mention the main problems anddeficiencies encountered, as well as proposals for improvement

10. In which areas within the transport sector should the future Phare assistance focus,taking into account the country’s accession strategy ?

11. In which phase of the project cycle are most constraints found for the speedy completionof Phare activities

12. Were funds from Phare available in time?

13. Are there any complementary projects financed by other sources (e.g. EIB, EBRD, CBCPhare, national, etc.). If yes which are they? Please describe groups of synergeticalprojects, irrespective of their source of financing


14. Has there been a good concertation between the various foreign supportedprogrammes, including Phare?

15. Do you consider multi donor participation/ support for reform oriented activities beneficialor would you prefer single source support for interventions?

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16. Was the technical capacity of the beneficiary sufficient, and was staff available over theduration of the project?

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17. What measures have been planned or undertaken in order to maintain the impacts ofthe Phare assistance in the long run?


$GGLWLRQDO�TXHVWLRQ�UHIHUULQJ�WR�µLQYHVWPHQW¶�W\SHV�RI�RXWSXW�RQO\− Are there any measurable indicators for the sustainability (long term maintenance, long

term availabilty of skilled staff, etc.)

$GGLWLRQDO�TXHVWLRQ�UHIHUULQJ�WR�µLQVWLWXWLRQDO�UHIRUP¶�W\SHV�RI�RXWSXW�RQO\− Are there any measurable indicators for the sustainability (public acceptance, stability of

regulatory framework, continuous training, establishment of local training centres etc.)

$GGLWLRQDO�TXHVWLRQ�UHIHUULQJ�WR�µVWUDWHJLF¶�W\SHV�RI�RXWSXW�RQO\− Are there any measurable indicators for the sustainability (follow up studies, etc.)


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Name:

Organisation:

Position:


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2. Were funds from Phare available in time?

3. Has there been a good concertation between the various foreign supportedprogrammes, including Phare?

4. Do you consider multi donor participation/ support for reform oriented activities beneficialor would you prefer single source support for interventions?

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5. Staff of beneficiary (number, qualifications, responsibilities and procedures) at thedecision making level, including interfaces with ministries and other organisations (e.g.PMU, EU, etc.), prior to the beginning of Phare assistance

6. Current staff of beneficiary (number, qualifications, responsibilities and procedures) atthe decision making level, including interfaces with ministries and other organisations(e.g. PMU, EU, etc.)

7. Are you satisfied, concerning staffs retention? Have the organisation lost personnel aftertraining? Has the staff gone abroad or moved from the public to private sector and why?Has staff loss undermined the effectiveness of the project? Was it possible to replacethe staff gone?

8. Do you use a well establish project cycle management method for your planningactivities (e.g. LFM) and if yes at what extent?

9. What are the major changes proposed by Phare? At what extent are they implemented ?

10. Is there any general transport policy and development plan in your organisation?

11. What was the contribution of the Phare assistance to the achievement of the objectivesof the above mentioned plan?

12. What was the contribution of other International Financing Institutions to theachievement of the objectives of the above mentioned plan?

13. What are the major impacts due to the Phare assistance (e.g. reduction of maintenancecost, reduction of operational cost, improvement of productivity etc.)

14. In which areas within your organisation should the future Phare assistance focus, takinginto account the overall organisation’s strategy ?


15. Was the technical capacity of the beneficiary sufficient, and was staff available over theduration of the project?

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16. Mention the main external factors (from the environment in which your organisationoperates) which hinder the reform process in your organisation

17. Mention the main internal factors (inside your organisation) which hinder the reformprocess in your organisation

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18. Could the results have been achieved equally well or better by other means than thePhare programme (e.g. without external assistance, under bilateral assistance, under aprogramme run by another donor or agency)?

19. What was the main reform related problem which was hoped to be solved with Phareassistance? Has this problem in the meantime been solved?

20. How do you rate the contribution of Phare assistance to the above mentioned problem(e.g. significant but not essential, irrelevant, too early to say etc.)

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21. How has the Phare assistance helped your organisation to ensure the futuresustainability of the work which has been done?



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− Are there any measurable indicators for the sustainability (long term maintenance, longterm availability of skilled staff, etc.)

$GGLWLRQDO�TXHVWLRQ�UHIHUULQJ�WR�µLQVWLWXWLRQDO�UHIRUP¶�W\SHV�RI�RXWSXW�RQO\− Are there any measurable indicators for the sustainability (public acceptance, stability of

regulatory framework, continuous training, establishment of local training centres etc.)

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− Are there any measurable indicators for the sustainability (follow up studies, etc.)


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Name:

Organisation:

Position:


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2. Were funds from Phare available in time?3. Has there been a good concertation between the various foreign supported

programmes, including Phare?4. Do you consider multi donor participation/ support for reform oriented activities beneficial

or would you prefer single source support for interventions?

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5. What are the major changes proposed by Phare? To what extent are they implemented?

6. What are the major impacts due to the Phare assistance (e.g. reduction of maintenancecost, reduction of operational cost, improvement of productivity etc.)

7. In which areas should the future Phare assistance focus, taking into account the overallcountry’s strategy in the transport sector ?

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8. Could the results have been achieved equally well or better by other means than thePhare programme (e.g. without external assistance, under bilateral assistance, under aprogramme run by another donor or agency)?

9. What was the main reform related problem which was hoped to be solved with Phareassistance? Has this problem now been solved?

10. How do you rate the contribution of Phare assistance to the above mentioned problem(e.g. significant but not essential, irrelevant, too early to say etc.)

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1.1 Present employer_________________________________________________________

1.2 Title of your present post_________________________________________________________

1.3 Professional specialization_________________________________________________________

1.4 Type of training1. Workshop2. Seminar less than 3 days3. Short course: more than 3 days but not more than 2 weeks4. Long course: more than 2 but less than 12 weeks5. Fellowship: course outside your country6. Study tour: outside your country7. Other �SOHDVH�VSHFLI\��_________________________________________________________

1.5 Name of the training activities you participated in:a) _________________________________________________________b) _________________________________________________________

c)_________________________________________________________

1.6 Year and dates of the above mentioned training activities:a) From ………. to ………_________________________________________________________

b) From ……….. ___________________________________ to ……….

_________________________________________________________

c)_______________________________________________________________________________________

1.7 Location of the training_______________________________________________________________________________________

1.8 Name the firm/organization who gave the training:_______________________________________________________________________________________

1.9 Give the name of your employer at the time of the training:_______________________________________________________________________________________


1.10Type of organization you work with presently and in the past (please mentiondates) :1. Central Government Ministry2. Local Government Authority3. Government body / authority4. State owned company5. State owned company marked for privatization (SOF)6. Privately owned company7. State owned commercial bank8. Newly established commercial bank9. Small-Medium Enterprises (SME)10. Non-Governmental Organization (NGO) / private foundation11. Producer / Consumer interest group12. Other

1.11Your position in the organization at the time of your above specified training_________________________________________________________

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2.1 What was the main objective of the training?________________________________________________________________________________________________________________

2.2 How were you informed of the training opportunity?________________________________________________________________________________________________________________

2.3 How did you become a participant?1. I do not know2. I applied directly to the organizer3. I was invited by the organizer4. My employer invited me to attend5. Other �SOHDVH�VSHFLI\�________________________________________________________

2.4 Did your application go through a formal selection process? �FLUFOH�DQVZHU�1. Yes2. No3. Don’t know

2.5 What was your main motive for attending?1. Curiosity2. Duty3. The expectation to acquire relevant professional knowledge and skills4. The hope to acquire skills with which to solve actual work related problems5. Other �SOHDVH�VSHFLI\�

2.6 To what extend did the training meet your expectations? �FLUFOH�DQVZHU�1. Fully2. Adequately3. Inadequately4. Not at all


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2.7 The relevance of the programme objectives for your work2.8 The quality of the contents2.9 The quality of the documentation / teaching materials2.10The quality of the trainers and their training skills2.11The interaction between the group and the trainers2.12The logistics of the course2.13The duration of the was �FLUFOH�DQVZHU�

1. Too long2. Too short3. Just right

2.14Would you, if a similar course were offered once more, recommend yourcolleagues to attend? �FLUFOH�DQVZHU�1. Yes2. no

2.15How much did the training cost you?1. The course was offered free of charge2. The course fee was ………………….

2.16If a follow up course were offered to you, would you be willing to paycommercial market rates for attendance? �FLUFOH�DQVZHU�1. Yes2. no

2.17Do you have experience as a participant in other professional training activities?�FLUFOH�DQVZHU�1. Yes2. no

2.18Prior to receiving this questionnaire, were you aware of the fact that the ECPHARE programme had supported the development and implementation of thetraining that you participated in? �FLUFOH�DQVZHU�1. Yes2. no

2.19How do you rate the overall quality of the PHARE sponsored training comparedto other training? �FLUFOH�DQVZHU�1. Excellent2. Above average3. Below average4. Bad

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3.1 Looking back, how useful has the training been for your work? �FLUFOH�DQVZHU�1. Very useful2. Moderately useful3. Of little benefit4. Of no use at all


3.2 Looking back, I could have benefited more from the training if: �FLUFOH�DQVZHU�1. The training had become available earlier2. I had attended at a later stage3. No, the timing was appropriate

3.3 Looking back, I could have benefited more from the training if:1. The content had been more focused on the specific problems facing the

target group2. The content had been wider orientated – dealing with the experience for

different EU countries3. No, the content was generally appropriate

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1. Very true2. A bit true3. False4. Don’t know5. Not applicable

No. Statement Rating (1-5)3.4 From the course I have gained new knowledge about the direction of

the overall reform process in my country3.5 The course has given me new insight in the general direction and

issues involved in the process of reform of the relevant governmentaland sector bodies (transport ministry and regulators), in order to adaptthem to the requirements of free-market economy

3.6 The course has given me new insight in the general direction andissues involved in restructuring, modernization and privatization oftransport operators

3.7 The course has given me new insight in the general direction andissues involved in the approximation of laws, standards and practicesto those applied in the European Union

3.8 The course has given me new insight in the general direction andissues involved in the introduction of new mechanisms to finance thedevelopment and maintenance of the transport infrastructure

3.9 I gained an insight of the strategic decisions and tasks facing my ownorganization

3.10 I gained an insight into the key factors promoting and hindering thereform process in my own professional environment

3.11 I gained a better understanding of the function and tasks associatedwith my position in reform process in which my organization is involved

3.12 I have been informed about specific skills, techniques and methodswhich could be put to good use in my professional environment

3.13 During the course I gained some practical experience with skills,techniques and work organization methods which I wanted to test out /apply in my own working environment

3.14 During the course I gained some practical experience with skills,techniques and work organization methods which I wanted to test out /apply in my own working environment

3.15 The training motivated me to acquire more knowledge and skills in theapplication of specific techniques and work organization methods


3.16 Please give an example for each of the answers of the statements 3.4 - 3.14

3.17 The single most important idea that I have picked up from the training is:________________________________________________________________________________________________________________

3.18 As a follow up to the course I have informed my colleagues of the main issuesof interest arising from the training �FLUFOH�DQVZHU�1. Yes2. no

3.19 As a direct result of the course our organization has changed some workingpractices �FLUFOH�DQVZHU�1. Yes2. No

3.20 As a result of the course, we are now more capable to undertake the followingtasks :______________________________________________________________________________________________________________

3.21 The main improvement has been in:______________________________________________________________________________________________________________

3.22 Our organization has not yet changed its working practices as a result of thetraining, but I believe it will do so in the future �FLUFOH�DQVZHU�1. Very true2. A bit true3. False4. Don’t know5. Not applicable

3.23 The reason for the fact that my organization (to which the training refers) hasnot benefited by the training is that:1. The training was not enough practice orientated2. The benefits of changing practices are not clear to all involved parties3. A clear consensus on the details of implementing the organizational

change has not yet been reached4. The issues raised by the training are by now outdated, other problems

have priority5. Other (please mention)

3.24 How far do you consider it useful for the overall reform process in yourcountry that the European Union provides support through its PHAREprogramme:1. Highly useful2. More positive elements than negative elements3. Negative elements outweigh positive elements


3.25 Please rank in order of priority what you consider to be the three mostimportant reform related problems towards the solution of which PHARETechnical Assistance funds could contribute in the future1______________________________________________________2______________________________________________________3______________________________________________________

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4.1 Please indicate what you perceive as your own priority training needs at themoment and in the next two years:________________________________________________________________________________________________________________________________________________________________________________________________________________________________

4.2 Use the space below to mention what you consider to be key factors promotingor hindering the effectiveness of the training activities in which you participated:

________________________________________________________________________________________________________________________________________________________________________________________________________________________________


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Name:

Organisation/firm:

Position:

1. What are the major problems faced before project implementation?

2. What are in your view the impacts of the project under discussion for your firm/organisation?

3. Please give some indicative values (before and after the realisation of the project) for thetransport and economic performance indicators, as defined in the column "impacts" ofthe respective table.

4. Do target values for the above mentioned indicators exist? If yes, please mention them.If not, could you specify target values to be achieved during the future Phareassistance?

5. What are in your view the most important aspects of the project?


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ProjectCode

Short Project Title Type of output/Modeconcerned

HU-5 (Main Road No2) Investment / RoadLE-4 (Via Baltica Reconstruction) Investment / RoadES-5 (Pavement Rehabilitation) Investment / RoadCZ-2 (Corridor 1 Rail Modernisation) Investment / RailPL-7 (E-20 Rail Line Modernisation) Investment / RailLI-1 (Port of Klaipeda) Investment / MaritimeBG-6 (M.P. for Danube Ports) Investment / Inl. WaterwaysSR-4 (Combined Transport) Investment / CombinedZZ-1A (B.C. between RO and BG) Investment / RoadRO-8 (Road Pavement Management System) Institutional Reform / RoadLI-2 (Rail Restructuring) Institutional Reform / RailBG-1 (Institutional Support to MoT) Institutional Reform / AllRO-7 (Legal and Institutional Instruments) Institutional Reform / AllZZ-19 (Air Traffic Services Training) Institutional Reform AirSL-4 (Strategic Planning for Slovenia) Strategic / AllZZ/2 (TINA) Strategic / AllZZ-13 (Balkan Transport Study) Strategic / All

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Evaluation CriteriaEfficiency Effectiveness Impacts Sustainability Relevance Overall

4 4 4 3 5 4

5: very good, 4: good, 3: mediocre, 2: poor, 1: very poor

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/2*,&$/�)5$0(:25.�0$75,;3URMHFW�7LWOH��Institutional Support to the Bulgarian Ministry of Transport 3URMHFW�&RGH��BG-1 7\SH�RI�2XWSXW� Institutional Reform*

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To restructure and modernise theoperations and management ofcommercial and public concerns involvedin the provision of transport services and todevelop appropriate and harmonised withE.U. legal and regulatory framework

,03$&76• Impacts on macro-economic terms can not be measured yet, as

institutional reform is still in progress.• Facilitation on receiving loans from IFIs due to harmonisation

development• Improved MoT performance due to MIS• Raised awareness and better understanding of procedures and

responsibilities• Significant –but not full yet- project contribution to the overall policy

targets.

• Discussions withMoT officials/questionnaires

Political &economic stabilityas well asGovernment’scontinuedcommitment toreform

3URMHFW�SXUSRVH�VSHFLILF�RULPPHGLDWHREMHFWLYH�

To develop primary and secondarylegislation in transport sub-sectors, toaccelerate privatisation on the basis ofinternational experience and on selectedcriteria and to create a MIS to provide infofor proper functioning of MoT in its newrole

())(&7,9(1(66• Project outputs have effectively contributed to the project purpose• 4 laws and 22 by-laws have been adopted, the others are expected to be

approved by the Parliament by the end of 1999.• Privatisation process has not been accelerated• The MIS has solved most of the relevant problems and is already in use

and considered very innovative and successful• Limited number of personnel has been trained. There is need for

additional training


Policy decisions &adoption ofimplementationmeasures

5HVXOWV��RXWSXWV� • A number of reports (including finalreports) with draft laws & regulations aswell as recommendations

• Training and seminars• Report on acceleration of privatisation• A full integrated MIS with 80

Workstations including all necessarydocumentation

()),&,(1&<• Outputs have been satisfactory produced and in accordance to ToRs

requirements• 8 laws and 22 by-laws and regulations have been drafted for the 5

transport sub-sectors• A not well accepted report on acceleration of privatisation has been

produced.• A MIS comprising 80 workstations and various elements has been

successfully developed• Equipment supplies were successfully performed


• Final reports• Certificates of

acceptance(supplies)

• Terms ofReference

Adequate financial& human support

$FWLYLWLHV��LQSXWV� T.A. from a large expert team in the areasof: development of laws and institutions,management and tendering, informationsystems, DB design & modelling, systemsanalysis the design, communications,privatisation and finances.Equipment procurement and training forstaffFinancial input amounted to 2 M �LQFOXGLQJa large amount of human resources.

352-(&7�&<&/(Following the initial GTZ study on “Institutional Support to MoT” in 1993, anumber of contracts have been performed building on the recommendationsof that study in the areas of restructuring the legal basis, of acceleratingprivatisation and of developing a MIS. With the exception of privatisation,implementation of MIS and of several laws & regulations by the governmenthas followed whilst project extension is on-going to fully cover all MoT needs.Training for end users was largely omitted from initial ToR in the case ofMIS. Inputs (manpower and financial) from Phare, supported by the GermanGovernment were sufficient, although some T.A. especially on sustainabletraining will be needed in the future.

• Terms ofReference ofrespectiveContracts


Availability of highquality consultants

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3URMHFW�7LWOH��Master Plans of Ports (Rousse, Lom) along the Danube River in Bulgaria 3URMHFW�&RGH��BG-6� 7\SH�RI�2XWSXW��Investment

,QWHUYHQWLRQ�/RJLF 2EMHFWLYHO\�9HULILDEOH�,QGLFDWRUV 6RXUFHV�RI�9HULILFDWLRQ $VVXPSWLRQV


To ensure balanced development ofvarious modes of transport, namely road,rail, inland waterways, aviation andcombined transportation. Also torestructure and modernise transportoperators in order to improve their capacityto operate in a market orientedenvironment.

,03$&76• The project is still in the early stages of its cycle hence

impacts can not be assessed.• External factors (situation in former Yugoslavia, changing

trade patterns) may affect the project’s performance inthe short-medium term

• The overall transport policy targets have not yet beenmet by the performance of the specific project

• Discussions with MoTofficials/questionnaires

Political & economic stabilityas well as Government’scontinued commitment toreform


To assist MoT and Ports Management indeveloping the ports complexes toaccommodate the needs of a marketeconomy. The project focuses on thedevelopment of strategic plans for futureinvestment including technical &managerial aspects, new portsorganisation and privatisation process inorder to attract IFIs.

())(&7,9(1(66• During the project’s performance, only minor

restructuring activities have started• The lack of environmental assessment, tendering

documentation, authorities’ agreement and of internalcost controlling system, pose a burden in thematerialisation of ports development

• The fact that Port Law is not yet ratified by the Parliamentand that the Government is not ready yet to acceptprivatisation schemes, slow down the fulfilment ofproject’s purpose


Policy decisions & adoption ofimplementation measures

5HVXOWV��RXWSXWV� One strategic development plan for eachport (Rousse, Lom) containing trafficforecasts, technical & operational analysis,land use planning, investmentrequirements, finances, organisation &management.An interim report on extended T.A.activities for port of Lom.

()),&,(1&<• Outputs, in their majority, have been satisfactory

produced and in accordance to ToRs requirements• However the finances analyses are weak and not clear to

attract IFIs interest• A contract addendum, still on going, is expecting to fill in

the gap of the initial contracts


• Final reports andInterim report for thecontract addendum forthe Port of Lom

• Terms of Reference

Adequate financial & humansupport

$FWLYLWLHV��LQSXWV� T.A. from an expert team in the areas of:transport economics & demand analysis,financial analysis & costing, portmanagement / operations / engineering,transport & privatisation policy, EDP.

Financial input amounted to 578 Kcorresponding to 47.5 MMs of experts.

352-(&7�&<&/(The ToRs of the project’s contracts did not require anenvironmental assessment nor the preparation ofnecessary documentation and authorities’ agreements for acomplete Master Plan. This results in the necessity ofadditional activities –some of them already on-going- inorder to come up with “bankable” plans and then proceed inimplementation�(soft and hard measures).Financial inputs were not sufficient in order to proceed withproper project requirements.

• Terms of Reference ofrespective Contracts


Availability of high qualityconsultants

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14 Amount includes contributions from EIB, EBRD, J-EXIM and National Budget on parts of the

investment.15 Current commitments of PHARE amount to 34,933,831 �RQ�RQH�VHFWLRQ�RI�WKH�FRUULGRU��RXW�RI�D

total of 27 sections. 2 more investment contracts will be assigned before the end of 1999.16 Two out of 9 contracts for Vranovice Railway Station and Chocen, C.Trebova bridges, not

assigned yet.



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3URMHFW�7LWOH� Modernisation of railway Corridor I (Decin-Praha-Brno-Breclav) 3URMHFW�&RGH��CZ - 2 7\SH�RI�2XWSXW� Investment Project


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The overall objective of the project is to upgraderailway Corridor I in the context of modernising therailway network of C.R., integrating it in the TEN-Rail(it coincides with TEN-R IV) and improving railcompetitiveness to road transportation� The projectcontributes to the following overall Phare objectives:• to introduce new mechanisms to finance the

development and maintenance of transportinfrastructure;

• to ensure a balanced development of the variousmodes of transport

,03$&76• The capability to have trains running at 160km/h all along the Corridor is not

guaranteed.• Overall attainment of objectives will be reached only when the

modernisation of the entire Corridor will be completed.• Before the modernisation project was launched, integration of Corridor I to

TEN-Rail was not guaranteed.

• Final Report ofSupervisory Body(Babtie,DHV) Aug. 1998

• Discussions with CD,MOT and Centre ofForeign Assistanceofficials and supervisionP.M. in Prague, May1999

• C.R. pursues prudentfinance and economicpolicies which mobilisedomestic and foreigncapital

• CD continues worksand maintenance onCorridor and railwaynetwork

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To increase travel speeds on Corridor I from 100km/h to 160 km/h by also using tilting trains, toimprove travel times, to improve safety and toincrease maximum permissible axle weight to 22.5tons from less than 20.

Other immediate objectives of the project were: tohelp C.R. secure Phare funds for these investments,to help CD prepare proper T.D. for works contractsaccording to FIDIC rules and other internationalpractices, to supervise and inspect the process ofpreparation, commissioning, implementation andacceptance of works, including their financing in thescope of protecting government interests.

())(&7,9(1(66• Original commitment of Phare did not sufficiently take into consideration

risks and assumptions. The 1995 F.M. which was signed in Jan. 1996 didnot foresee lack of readiness of sections proposed for financing for workscontract. 4 months later the sections had to be changed.

• Collaboration between Supervisory Body and CD improved only 14 monthsafter contract and supervisory activities had started. Continuous change ofdesigns and increase of physical works due to influence of local authoritiesand government created long delays and postponement of works.

• No parallel activity to improve human resources in CD. Experience inpreparing BOQ, T.D. and P.M. seriously lacking.

• Although a special T.D. preparation contract signed and although CD hadpreviously employed a foreign consultant to prepare T.D. relevant resultswere poor and skills were not developed in CD. New delays observed inpreparing T.D. for 2 outstanding works contracts.

• Original estimate of modernisation of Corridor I was 710M ��:LWK� ��RIthe length in between excluded, the new estimates amount to 1B ��*LYHQthat committed funds are still 710M �� WKLV�PHDQ� WKDW� ZKHQ� HYHU\� WKLQJ� LVcompleted a maximum of 60% of project length will be implemented.

• Final Report ofSupervisory Body(Babtie,DHV) Aug. 1998

• Discussions with CD andMOT officials andsupervision P.M. inPrague, May 1999

• Supervisory body willbe sufficient

• Project and financialmanagement by CDwill be sufficient.

• Solvency of CD.• Railway restructuring

completed oradvancing

• Sufficiency of humanresources

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Reports delivered from T.A. projects. Tenderdocuments were prepared which were subsequentlyrevised. Tender evaluation report. Supervisory bodysubmitted regularly monthly and quarterly reportsincluding several recommendations.Works on-going on Vranovice - Brno section (km 119-137.9). Will be completed in May 2000. Works areexecuted while train operations are on-going. Worksinclude: improvement or reconstruction of thepermanent way, new or reconstruction of bridges,pedestrian underpasses, new platforms and newshelters at stations, replacement of power supplycatenary, improved telecommunications andsignallisation and other supporting works andactivities

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• Reports of T.A. corresponding to project financing and Phare programminghave not been identified.

• T.D. prepared with relevant contract did not secure offer at or below thebudget foreseen. Therefore they have to be redrafted and the tenderprocedure had to be repeated causing 6 months delay.

• Monthly and quarterly report by supervisory body were of good quality andcomprehensive. They also provided useful recommendations to CD, MOTand Phare. Current situation during construction activities has improvedsignificantly. Project management is still necessary.

• Quality of works executed good. Quality of materials not always satisfactoryAdherence to time schedule poor. Physical works changed several times.No plans to execute outstanding or delayed work. Safety of works duringtrain operations not sufficient.

• OMAS Report April 1998• Final Report of

Supervisory Body(Babtie,DHV) Aug. 1998

• Discussions with CD andMOT officials andsupervision P.M. inPrague, May 1999

• Adequate funds fromCD and thegovernment

• Adequacy of designfor works

• Adequacy ofcollaboration betweenthe supervisory bodyand CD.

• Adherence to timeschedule and tophysical scope of work


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3URMHFW�7LWOH� Modernisation of railway Corridor I (Decin-Praha-Brno-Breclav) 3URMHFW�&RGH��CZ - 2 7\SH�RI�2XWSXW� Investment Project

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T.A. equivalent to 80K � WR�EXLOG�XS�SURMHFW� ILQDQFLQJand Phare programming in view of works on-going onCorridor I. Supervising consultant for on-going works, equivalentto 430K ��IRU��\HDUV�

T.A. for the preparation of tender documents and forevaluation of tenders for investment contract,equivalent to 51 K �IRU�DERXW��PDQ�GD\V�

50M �ZRUWK�RI�FRQWUDFWRU�DFWLYLW\�IRU�ZRUNV��2QO\�RQHcontract has been initiated to-date, for 33.9M � RIPhare funds plus 6.5M �RI�RWKHU�IXQGV�

352-(&7�&<&/( The project had been initiated by the Czech Government and the CD alreadysince 1993 on the basis of a locally carried out feasibility study by using fundsfrom national budget and state guaranteed loans provided by IFI’s. Given thissituation and given that Corridor I constitutes part of TEN-R IV, the Phareprogramme provided T.A. addressing inter alia management restructuring,accounting and financial modelling towards its own involvement in theconstruction of this corridor. Therefore the development of this corridor wasincluded in the 1993 F.M. Although a feasibility study was recommended, itwas not carried out for this Corridor. Nevertheless the supervision of works wasfunded for the entire corridor. In the 1995 F.M. it was foreseen to involve 50MPhare funds for the “modernisation of the section Hrobcke-Lovosice andreconstruction of 2 tunnels in Decin. In order to absorb the funds on the timelimit anticipated in the F.M. it was decided (May ’96) to use these funds foralternatives sections, namely the modernisation of Vranovice - Brno section,the Vranovice railway station and 2 tunnels in Chocen and C.Trebova. C.D.hired with their own funds an international consultant for the preparation of theT. D. But the tender dossier prepared was not satisfactory. Phare funds forT.A. were subsequently used to make sure that the T.D. complied to FIDICrules. Nevertheless the first tender was unsuccessful given that tenderersquoted prices higher than budget. A new tender was launched in Sept. ’97. Theworks contract was signed on March ’98. Finally from part of the 50Mallocation, a new supervision contract was concluded in Dec.’98. T.Ds for theremaining two projects have been prepared and are under scrutinisation byE.C. Tenders will be called in Fall’99 and contracts are expected to be signedbefore the end of the year. Fund disbursement can continue for this project tillthe end of year 2000.

• F.M. 1992, 1993, 1995• ToR of various

contracts for the project• OMAS Report April

1998• Final Report of

Supervisory Body(Babtie,DHV) Aug. 1998

• Discussions with CDand MOT officials inPrague, May 1999

• Availability of properskills for pre-investment activities inCD.

• Proper calculation ofBOQ and relevantprices

• Good collaborationbetween thesupervisor and theCD.

• Readiness to startwork in sections wherethis was not evident

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3URMHFW�7LWOH��Pavement Rehabilitation Works in Tallinn-Parnu-Ikla km 176.0-192.2 3URMHFW�&RGH��ES-5 7\SH�RI�2XWSXW��Investment



To ensure a balanced development of andbetween national roads, feeder and trunkroads and international links whichconstitute transit corridors and paths forexternal trade

,03$&76• Increase in travel speed from 60 km/h to 80 km/h• No impacts can be currently identified concerning

traffic safety

• Discussions with ERAofficials/questionnaires

• Discussions withusers/questionnaires


Pavement rehabilitation of the abovementioned segment of the Via Baltica inorder to enhance travel safety andincrease travel speed.

())(&7,9(1(66The project is already fully implemented and the newpavement is currently in use.

• Discussions with ERAofficials/questionnaires

• Discussion with thecontractor/questionnaires

5HVXOWV��RXWSXWV� • stabilisation of existing pavement• construction of new asphalt concrete

pavement and shoulders

()),&,(1&<All the works have been completed on time and on budget,according to the tender procedures and the technicalspecifications. All necessary certificates of acceptance arealready issued and the project is also formally closed.

• Tender documents• Discussions with ERA

officials/questionnaires• Discussion with the

contractor/questionnaires• Acceptance certificates

$FWLYLWLHV��LQSXWV� Pavement rehabilitation works for aduration of 12 months

Financial input amounted to 993 K

352-(&7�&<&/(The project cycle was complete and coherent. Despitesome difficulties arising from lack of knowledge of ERA staffconcerning Phare tendering procedures, the appropriatetender documents (including technical design andspecifications) have been set up and an independentconsultant carried out the tender evaluation. Due to thesmall size of the project, the works have been supervisedsolely by ERA’s road engineers.

• Tender documents• Discussions with ERA

officials/questionnaires• Discussion with the

contractor/questionnaires

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Project Title: &R�ILQDQFLQJ�RI�0DLQ�5RDG�1R��LQ�+XQJDU\ Project Code:�+8�� Type of Output:�,QYHVWPHQW��ZRUN�

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To ensure a balance development of andbetween national roads, feeder and trunkroads and international links whichconstitute transit corridors and paths forexternal trade

,03$&76After the completion of the project it is expected that safetywill be increased, as well as the average speed, while fuelconsumption will drop and the environment at the by-passedresidential areas will improve (lower noise, lower air pollution).

• Interview of MoT staff• Questionnaires• In field visit


To construct by-passes of the NationalRoad No.2, parts of the M0 (ring road ofBudapest) motorway and interchanges toM3 (which leads to the centre ofBudapest) motorway and to the localnetwork (old No.2 national road)

())(&7,9(1(66• The project upon its finalisation by the end of October ’99

will meet its expectations. It has been performed accordingto its technical and operational specifications and all theinterested parties have been involved.

• 15,6 km are already in operation• A first test drive proved to be very satisfactory as average

speeds have been increased.

• Interview of MoT staff• Questionnaires• In field visit• Pre-feasibility study

5HVXOWV��2XWSXWV� Phase-II (15,6 km of 2 lane road) isready since 11/1997. Phase-III (8,4 km of2+2 lane road and related infrastructure)will be operational by 30/10/99.

()),&,(1&<• Phase-II has been completed at 11/97, while Phase-III will

be completed by 30/11/99.• Phase-II and Phase-III upon its completion, will be in

absolute conformity with the ToR. Some minormodifications to the design have been approved by the EC-Delegation and did not cause any delays.

• The approval of the contractors from the EC has been verymuch delayed. In particular for Phase-III, it took 410 days.These delays caused serious delays in the implementationand furthermore, another winter has been added causingadditional delays.

• The costs of the project, because of approval delay, havebeen increased due to inflation.

• Interview of MoT staff• Questionnaires• In field visit• Certificate of

Acceptance for Phase-II exists

• ToRs

$FWLYLWLHV��LQSXWV� Negotiations between MoT and ECFeasibility and EIA studiesFinancial imputs of 91 M , of which14,26 M Phare, 37,2 M EIB and 39,54M national funds

352-(&7�&<&/(• The project cycle, despite the approval delays, has been

adequately applied.• Adequate advance negotiations, participation of all

interested parties, existence of studies (feasibility, EIA),efficient supervision of construction, good overallmonitoring and reporting procedures.

• Interview of MoT staff• Questionnaires• In field visit

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To ensure a balanced development of andbetween national roads, feeder and trunk roadsand international links which constitute transitcorridors and paths for external trade.

,03$&76Traffic volumes on the corridor increase by 6.8% annually due toimprovement of corridor. Border crossing traffic between Latvia andEstonia increased 18.6% annually and between Latvia and Lithuaniaincreased 9% annually, due to growing usage of corridor from internationaland transit traffic and due to transit facilitation measures.Latvia has one of the worst accident rates in Europe. Since 1992, trafficaccidents statistics show a mixed performance. Expressed in accidentsper Veh.km. there is a decline by 3%. Expressed in accidents per km,there is an increase by 2.7% annually.Road signs and markings conform to international standards.Good quality roadside services introduced along the route.

• Progress report onVia Baltica andStatistics

• Via BalticaMonitoringCommitteeprotocols

• Interviews withLRA, MoT projectofficers and users

• L.G. providessustained fundsfor new projectsandmaintenance

• All countriesalong thecorridor willimplement the 5year plan


The project purpose is to develop, maintain andrehabilitate the axis in order to satisfy the socialand national economy requirements and thepotentialities of the population and of theeconomy while creating favourable conditions forthe development of international transportoperations and the integration of Latvia to E.U.

The immediate objective of the project is toevaluate the technical, economic and financialfeasibility of improvements necessary on ViaBaltica in order to render it an efficient, safe andreliable road corridor. Also to reduce the impactsfrom Via Baltica on urban areas crossed and onthe environment in general.

())(&7,9(1(66Master plan contracts produced ideas which culminated into projects andprojects are already resulting to implementation. Difficulties inimplementing all good ideas due to lack of sufficient fundsConclusions of feasibility studies respected and implementation accordingto recommedatationsException to above is the Daugava crossing in Riga. Given that this is astrongly political issue, decision has not been made to-date. Latestfeasibility study still to be assigned. One year lost in discussionsTechnical design study for Memele bridge and relevant T.D. althoughsubmitted with 6 months delay, have produced anticipated results andinvestment contract signed with CBC funds.There is a 14 month delay in the submission of technical study and T.D.for Gauja bridge. They were still not approved by May ‘99

• Contracts reports• Interviews with

LRA, MoT projectofficers and otherofficials

• Expertise andenthusiasm toimplementproject findings

• Politicians willaccept views ofexperts

• Well staffedadministration


Reports delivered from consultants for MasterPlans and feasibility studies and ToR.

Technical studies for investment projects.

T.D. for call for tenders.

Investment contract not initiated yet.

()),&,(1&<Master Plans of good quality rendering among others know how transfer intransport modelling techniques. Same applies for feasibility studies.Reports submitted mostly on time.Technical studies concluded with difficulty due to unclear and insufficientToR. Conflicting results due to problems of communication between thelocal contractor and the foreign consultant and disagreement on standardsto be used (Eurocodes).T.D. finalised with delay due to low familiarisation with FIDIC rules.

• Contracts reports• Interviews with

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• Adequacy toprepare T.D.

• Familiarisationwith Eurocodes

• Goodcollaborationbetween localand foreignconsultants


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Consulting activities for master plans andfeasibility studies(0.95M ) Technical assistance for preparation of ToR,preparation of technical design andpreparation of T.D. (0.121M ) 1.5 M worth of contractor activity for thestrengthening of the substructure andwidening of the superstructure to 9m, for a 2lane carriageway, that will be sufficient toserve traffic volumes at least till year 2005.

352-(&7�&<&/( With 5 independent countries involved, it was not easy to secure appropriatefinancing for Via Baltica. A High Level Working Party formed in Oct.’94 wasauthorised by the P.M. of 3 Baltic countries, Finland and Poland to fosterefforts in order to bring the Via Baltica project forward. A detailed 5 year(1996 - 2000) Investment Programme of physical and institutionalimprovements was prepared. The E.U. has signed a MoU on thedevelopment of Via Baltica. In the MoU, the Ministers have appointed aMonitoring Committee to follow up and monitor programme implementation.Since 1995 Phare has taken a leading role in the development of improvedand more efficient systems and procedures by funding: feasibility studies,technical assistance for pre-investment activities, infrastructuralimprovements, improvement of border crossings, training of staff andimplementation of common standards. In Latvia, pre-investment activitieshave given place to investment activities, for which contracts have beensigned or will be signed The biggest difficulty is observed in finalisingtechnical design and preparing T.D. according to FIDIC rules.

• Via Baltica 5yearinvestment plan

• FinancialMemoranda

• ToR of contracts• Interviews with

LRA, MoT , projectofficers and otherofficials

• Adequatecapability withpreparing T.D.

• Adequatefamiliarisationwith westerndesign standars.

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/2*,&$/�)5$0(:25.�0$75,;3URMHFW�7LWOH� Port of Klaipeda� 3URMHFW�&RGH��LI-1 7\SH�RI�2XWSXW��Investment*

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• To restructure and modernise theoperations and management ofcommercial and public concerns involvedin the provision of transport services,including restructuring of transportoperators

• To ensure a balanced development of thevarious modes of transport, namely road,rail, inland waterways, aviation andcombined transport

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A modern port was established and major infrastructureinterventions are already completed and in use. Thus, the portcan cope with the significant increase in passenger and cargotraffic in an efficient and profitable manner

• Discussions with KSSAand KLASCO officials/questionnaires

• Political & economic stability• Conducive economic

environment and economicgrowth


To support the Seaport Authority in transitionto the market economy

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• All recommendations of the master plan have been takeninto account and they formed the basis for the strategic planfor the port’s development

• Based on the financial analysis included in the master planIFIs’ loans have been or will be provided for the financing ofmajor infrastructure works (container terminal, oil terminal,sea entrance, harbour breakwater etc.)

• The management assistance for the development of theport of Klaipeda was valuable for the port's restructuring.Most of the proposals of this assistance concerning thereorganisation of the port have been adopted andimplemented


• Progress reports for theconstruction works

Government commitment to thetransformation and restructuringof the transport sector

5HVXOWV��RXWSXWV� • A detailed master plan of the port includingall relevant, technical, financial,environmental and organisational aspects

• A study for the practical implementation ofthe master plan's recommendationsconcerning the reorganisation of theSeaport Authority administrative structure

• Tender evaluation, preliminary and detaileddesign and site supervision concerning theconstruction works for the improvement

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All project phases have been efficiently completed withparticular credit to the master plan and the managementassistance

• Final reports• Discussions with KSSA

and KLASCO officials/questionnaires

• Terms of References


$FWLYLWLHV��LQSXWV� Consultancy services for master plandevelopment, management assistance,preliminary and detailed design and sitesupervision for the improvement of the Ro-RoterminalFinancial input amounted to 2,565 K

352-(&7�&<&/(The project was well designed. The outputs of the master planhave been efficiently used and formed the basis for portstrategy. Based on the master plan's recommendationsextensive management assistance has been provided to theSeaport Authority for the port's restructuring and privatisation.



Availability of high qualityconsultants & commitment ofappropriate governmentcounterpart staff

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3URMHFW�7LWOH� Railway restructuring in Lithuania� 3URMHFW�&RGH��LI-2 7\SH�RI�2XWSXW��Institutional Reform*



To restructure and modernise the operationsand management of commercial and publicconcerns involved in the provision of transportservices and to develop appropriate andharmonised with E.U. legal and regulatoryframework

,03$&7

• Impacts on macro-economic terms can not be measured• Raised awareness and better understanding of procedures

and responsibilities• Significant contribution to the overall policy targets

• Discussions with MoT, LRofficials/ questionnaires

• Political & economic stability• Conducive economic

environment and economicgrowth


To support the transformation of the LR into amarket driven, business oriented enterprisewhich can operate more effectively in asituation in which the economy is becomingincreasingly competitive

())(&7,9(1(66• Project outputs have effectively contributed to the project

purpose• Lithuanian Parliament has adopted the project proposals• Limited number of staff have been trained. There is need for

additional training.


Government commitment to thetransformation and restructuringof the transport sector

5HVXOWV��RXWSXWV� • A number of reports withrecommendations and proposals

• Staff training

()),&,(1&<Outputs have been satisfactorily produced and in accordance toToRs requirements

• Terms of Reference• Final Reports• Discussions with MoT, LR

officials/ questionnaires


$FWLYLWLHV��LQSXWV� Financial input amounted to 3 M � LQFOXGLQJ�Dlarge amount of human resources.

352-(&7�&<&/(The project was well designed and delivered the expectedoutputs. The assistance to the LR was essential in order to fulfilthe institutional reform. Further training assistance is needed tokey personnel of LR.



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/2*,&$/�)5$0(:25.�0$75,;3URMHFW�7LWOH��E-20 Rail Line Modernisation in Poland 3URMHFW�&RGH� PL-7 7\SH�RI�2XWSXW: Strategic/Investment



• to ensure a balanced development of variousmodes of transport, namely road, rail, inlandwaterways, aviation and combinedtransportation;

• to restructure and modernise transportoperators in order to improve their capacityto operate in a market oriented environment

,03$&76• Transfer of know-how to the staff of PKP• Considerable experience gained by PKP on

internationally funded projects• Since construction works are still on going or

recently completed, no measurable impacts can beidentified


• Political stability in theCentral and EasternEuropean countries

• Political willingness toensure a closer politicaland economic integration


The rehabilitation of the E-20 Railway Linebetween Kunowice and Terespol, in order toreach the European standards needed forpassenger and freight traffic.

())(&7,9(1(66• The results of the feasibility studies as well as the

recommendations of the power supply study havebeen effectively used in the subsequent modernisationworks

• The results of the ERTMS study are still notimplemented since the system is not ready yet and nofunds are available for system installation

• There was one year delay in the commencement ofreconstruction works at the rail stations but the currentprogress is satisfactory and completion of worksseems to be ensured


• Evaluation report

• Continuous Governmentcommitment to thetransformation anddevelopment of thetransport sector

5HVXOWV��RXWSXWV� • Feasibility studies for the different parts ofthe line

• Study for the pilot installation of theEuropean Train Control System (ETCS)

• Assessment of line’s power supply needs• Technical assistance for the procurement of

track material• Supply of track material• Project completion evaluation report• Reconstruction of five rail stations

()),&,(1&<

• The studies produced the required outputs accordingto the ToRs

• Supply of track material is completed and tracks arealready installed except for the parts of the line withinthe rail stations under reconstruction

• The progress of construction works is satisfactory andthere are no additional delays after the delay for thecommencement of works

• Terms of References ofrespective contracts

• Final reports• Discussions with MoT

officials/questionnaires

• Sufficient financial andhuman resources supportfrom the Government

• Effective coordinationbetween all authorities andinstitutions involved

$FWLYLWLHV��LQSXWV� • Inputs of a large number of high qualityconsultants for the elaboration of studies,including feasibility studies, power supplyassessment, ERTMS study etc.

• Involvement of PKP’s technical andmanagerial staff

• Procurement of track material andreconstruction works in five rail stations

• The financial input amounted about 66,000K and a large amount of resources wasallocated

352-(&7�&<&/(The project design, according to the initial time schedule,was overambitious or even unrealistic. However, projectcircle was complete and the intervention strategy iscoherent with Polish transport policy and the overallPHARE objectives. All the necessary studies have beencarried out and the results were effectively used. Theestablishment of a management team within PKP for thecoordination of all aspects concerning the E-20 rail linemodernisation contributed substantially to the success ofthe project.



• Availability of financialresources

• Adequate staffing of MoTand transport institutions

• Availability of qualifiedconsultants

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3URMHFW�7LWOH��Institutional and Legal Reform in Romania 3URMHFW�&RGH��RO-7 7\SH�RI�2XWSXW� Institutional Reform*



To restructure and modernise theoperations and management ofcommercial and public concerns involvedin the provision of transport services.

To develop appropriate legal andregulatory framework and harmonise laws,standards and practices with those appliedin the E.U.

,03$&76• Overall impacts obscured by major changes in the economic

structure and hence the demand for transport• Improvements in structure of MoT, and especially the

capabilities of the Legal Affairs Department

• reports produced by theconsultant

• interviews with twoMinistry of Transport staffbased on structuredquestionnaire

• terms of reference

• political andeconomic stability

• internalconsistency in thelegal

• framework fortransport adoptedby the Romaniangovernment.


To introduce appropriate legislation in thetransport sector, and more appropriatemethods of management and financialcontrol within the transport industries. Alsoto ensure that changes in transport policyand institutional structure appropriate tothe economic and political conditions after1990 were introduced, includingharmonisation with the EU framework.

())(&7,9(1(66• New laws and regulations introduced• Restructuring within the transport sector, including

privatisation, and more logical structure within public sectoractivities

• Training of MoT personnel, but affected by staff turnover withinMoT

• Operations of the publicly-owned transport sector in theinternational market (especially airlines) will be affected bydegree of international competition, as well as changesspecific to Romania.




• implementationand enforcementof laws andregulationsalready introduced

5HVXOWV��RXWSXWV� • Reports by the consultant (GOPA)• Staff training within the MoT• Legal Database for Romanian law and

EU regulations

()),&,(1&<• Reports produced in accordance with requirements• Work undertaken within overall budget, with slight time

extension of one phase




• Retention ofexisting trainedstaff within MoT

$FWLYLWLHV��LQSXWV� • Specialist advice provided via theprincipal consultant through detailedreports

• Training of staff in the Legal AffairsDept. of MoT

• Financial inputs amounted to 1,227 K

352-(&7�&<&/(The main changes in legislation and structure appear to havebeen introduced (or, at any rate, specified in the consultant’swork).The main issue now is the degree to which changes alreadymade meet the EU ’cross-screening’ requirements, and the extentto which enforcement and monitoring of policy changes can beundertaken by the MoT itself




• Ability to enforceand monitorchanges inregulations

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3URMHFW�7LWOH� Development of Road Pavement Management System for Romania 3URMHFW�&RGH��RO-8 7\SH�RI�2XWSXW��Institutional Reform



To reform and reinforce the relevantgovernmental and sector bodies (transportministry and regulators), adapting them tothe requirements of the free-marketeconomies

,03$&76• Improvement of maintenance planning and budgeting

• Discussions withNAR/CESTRINofficials/questionnaires

Political & economic stabilityas well as political willingnessto ensure a closer political andeconomic integration


To establish a PMS in Romania in order toimprove the planning and budgeting ofperiodic maintenance and rehabilitationprogrammes, through the rationalisation ofdecisions based exclusively on technicaland economic considerations.

())(&7,9(1(66• Regional PMS departments are established• The PMS software has been distributed to all regional

departments.• The road monitoring equipment is in use• The trained personnel is working for PMS

• Discussions withNAR/CESTRINofficials/questionnaires

• Terms of References

Government commitment tothe transformation of thetransport sector

5HVXOWV��RXWSXWV� • Establishment of a computerised roaddata base

• Setting up of road monitoring systemprocedures

• Adoption of a decision support model• Technical assistance implementation

of the PMS in the regions• Supply of road monitoring equipment• Data collection & verification

()),&,(1&<

All project phases (software, model, database & pilot PMS)have been efficiently completed except of some delays inthe supply of road monitoring equipment

• Final reports• Discussions with

NAR/CESTRIN officials


$FWLYLWLHV��LQSXWV� Consultancy services in the field ofpavement design and maintenance,system analysis and transport economy.

Financial input amounted to 541 Kcorresponding to 41.5 MMs of experts inthe fields of project management andtransport engineering

352-(&7�&<&/(The project was well designed. Although an additionalphase will be required for the country-wide implementationof the system


• Discussions with NARofficials/questionnaires


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Project Title: 6WUDWHJLF�3ODQQLQJ�IRU�7UDQVSRUW�LQ�6ORYHQLD Project Code: 6/�� Type of Output: 6WUDWHJLF,QWHUYHQWLRQ�/RJLF 2EMHFWLYHO\�9HULILDEOH�,QGLFDWRUV 6RXUFHV�RI

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To reform and reinforce the relevantgovernmental and sector bodies adaptingthem to the requirements of free marketeconomies.

,03$&76• Phare assistance had positive impact as it has helped to have

follow-up studies (TPA extensions, cycling plans etc.). The methodfor transport planning and the model from the TMP are available tothe local partner and can be used for updating in the future.

• Progress made to acquis includes the on going harmonisation withTEN, TINA and EU planning methods, the restructuring in MTC andthe launching of the NTP.

• Discussion withMTC officials/questionnaires

Political and economicstability andcommitment to reform.

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Development of strategic transport plan andenvironmental impact plan, provision oftransport policy advice, preparation of aframework for investments in transport sector,in order to: (a) support the adoption ofinstruments for future transport policy, (b)assess possibilities for sustainable transportdevelopment, (c) support authorities inSlovenia’s goal to become E.U. member.

())(&7,9(1(66• External and internal factors have actually delayed the

implementation of project proposals (government changes, changesof officials, non-existence of PMU, the long lasting reorganisation ofthe MTC).

• TPA has helped MTC overcome the lack of human resources.• TINA has taken into account the National Transport Policy and the

National Plans for Roads, Motorways and Railways.


• Discussions withMTC officials/questionnaires.

• Restructuring ofsector

• Quick adoption ofprocedures

• Policy decisions &adoption ofimplementationmeasures


• A final report on traffic forecasts, futureinfrastructure needs and effects of policymeasures using a traffic forecasting model(POLYDROM software package)

• Two final reports of the StrategicEnvironmental Assessment, one forTransport Policy, including assessment ofalternative mobility strategies, and one forHigh Speed Rail, including impacts due toalternative routing.

• Recruitment of a transport policy advisorwho has an advisory task in the alignmentof Slovenian transport policy with EUpolicies and standards (on going)

()),&,(1&<• The foreseen outputs were, in general, delivered on time and at the

expected quality and conformity to the ToR (only the outputs of TMPwere less satisfactory). One contract, the TPA, is on going.

• MTC realises the understaffing and plans to recruit scientists.• TMP was based on old inappropriate data. Lack of funds was the

cause for not having proper transport statistics.• A National Plan for State Roads is prepared and approved but was

not taken into account in TMP.• SEA and TPA have covered their subjects appropriately. The

contractor has placed a full time expert in Slovenia, a beneficialaction both for the project and the MTC. The TPA has assisted a lotin the development of the National Transport Policy Document.

• Final reports onTPM and SEA


• Discussions withMTC officials/questionnaires

Adequate humansupport.

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• Strategic planning and technical assistancefrom experienced EU consultants, in co-operation with local partners and thebeneficiaries

• Financial input amounted to 665 K

352-(&7�&<&/(Although there were gaps in the project cycle in the early stages of theproject it is evident that the project has completed the cycle with thesuccessful support provided to the development and adoption of theNational Transport Policy document. However due to the inadequatedesign and monitoring in the early stages, the premature start, the lackof proper concertation with all interested authorities and the lack ofproper statistics, the project was overall delayed.Furthermore co-ordination with the Road Directorate for taking intoaccount the National Plan for State Roads was inefficient.

ToRs, CountryOperationalProgrammes,National TransportPolicy, MOU-FM

• Availability of highquality consultants,on site (Not always inSL).

• Existence of PMU,PIU (Not in SL)

* According to the Financing Memoranda


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,03$&76Despite the restructuring that occurred through theestablishment of Combined transport units at the MoT, RailwayOrganisation and Port Authorities, impacts can not be assessedas the specific project objectives do not contribute -so far- to theoverall policy targets.

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())(&7,9(1(66The two completed studies (S1) and (S2) have been consideredboth in the design of national transport plans and in the dailywork of the high ranked officials in the MoT. They have imposedpartially restructuring and establishment of combined transportunits at the MoT, Railway Organization, and Port Authorities. Inaddition they have delivered useful databases, and proposedfurther activities� to be performed. Despite that, the combinedtransport situation has not been improved, since almost none ofthe proposed actions have been implemented. Apart from somesupported use of CT to or through Austria, the forwarders do notfind combined transport more attractive than road transport.

• Interviews/ Questionnaires• Final Reports

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()),&,(1&<The project outcome, namely both final reports, ZHUH� QRW� LQFRQIRUPLW\ with the ToR.The first study (S1) did not include a comprehensive financial/cost-benefit analysis, because it has consumed availableresources in producing the missing traffic data. This missinganalysis was undertaken in study (S2), which has sufferedaccordingly. The (S2), mainly due to time shortage, did notproduce a usable Implementation and Marketing Plan.

• Interviews/ Questionnaires• In filed visit• ToRs• Final Reports


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352-(&7�&<&/(The project cycle, once there was adequate staffing of the PMUat the MoT, has been effectively applied, despite the timeshortage due to the expiration of PHARE financial resources andtime delays caused by the CEC in approving Contracts andWork Programmes.All the interested parties have participated in the SteeringCommittee and the contractors have worked in close co-operation with them.

• Interviews/ Questionnaires• Work Programmes• ToRs

* No assumptions were found in Financial Memoranda or other documents** The project is in fact a combination of investment preparation assistance and strategic aspects


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To reform and reinforce the relevantgovernmental and sector bodies adapting themto the requirements of free-market economiesand more specifically to develop overall policiesand strategies for a well-balanced developmentof transport infrastructure and to develop up-to-date investment planning capabilities.

,03$&76The TINA transport network will be integrated into TEN Tr corridorsnecessary for the development of a Pan-European transport networkserving the entire Continent. It serves the purpose of the Internal Marketand the Cohesion of the E.U. with a view into the future (2015).It helps CEC’s to define their national transport and investment policies inrelation to EU objectives for transport, economic development andcohesion.

• TINA ProgressReport, Aug. ‘98

• Meeting with TINAP.M. in Vienna, May‘99

TINA results will bemaintained throughthe ISPAProgramme andappropriate EUpolicies.


The purpose is to provide the TINA Group ofSenior Officials and its regional Subgroups,with a technical support Secretariat, which willprovide technical and organisational assistancefor Group and Subgroups meetings as well asfor the work in the context of the groups. Alsoto finance participants & Phare experts in theprocess (meetings, etc.)

())(&7,9(1(66The TINA network has been accepted by all parties as constituting afundamental prerequisite for achieving and incorporating a marketeconomy and directing CEC governments to concentrate investments atspecific projects.Fully documented and assessment methodology approved by EIB andEBRD for the socio-economic and financial feasibility of projects.Detailed and comprehensive GIS based database of transportinfrastructure including technical, operational characteristics, cost ofconstruction, mode of transport, investment measures suggested,priorities, traffic levels and forecasts, analysis of bottlenecks, photographsetc.Quick establishment and agreement of the TINA transport network, whichcan be materialised with allocation on the average of 1.5% of GDP.



Resultsincorporated inCEC nationaltransport plans andstrategies for 2015


• TINA Interim Report submitted in April 1998• First TINA Progress Report, submitted and

revised in Aug. 1998.• Second TINA Progress Report, submitted in

June 1999.• TINA Final Report, to be submitted in

Oct.1999.

()),&,(1&<The inputs have produced the expected outputs and even more. TheReports submitted are of very good quality. The information provided bythe output is many times bigger than the requirements of the Terms ofReference.Good results in the work of the Senior Officials’ Working Group and in thethree Subgroups. Excellent collaboration with transport experts from CEC.Excellent collaboration with DG VII officials and with representatives fromthe EU Member States who headed the 3 regional Subgroups.Estimates of cost to construct the infrastructure through recalculations andgood collaboration with relevant Consultant.Establishment of a detailed and comprehensive GIS based transportnetwork database.Comprehensive database of 1500 projects. They include 18,353km ofroads, 20,423 km of railway lines, 38 airports, 13 sea ports and 49 inlandnavigation ports. Total budget of projects till 2015 is estimated at 89 B �Comprehensive economic, statistics and database.



• Meeting with PCUin Prague, May ‘99

• Accessioncountries agreeand are mutuallyinterested and incompliance ofneeds servingtheir accessionto EU.

• Availability oftraffic forecastsfor the network.


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T.A. and support to the Group of SeniorOfficials and regional Subgoups from ECMember States and 11 accession countries.Experts providing support cover the followingdisciplines: transport economics and planning,transport infrastructure specialist, informaticsspecialists, administrators and secretaries,computer specialists, GIS specialist. Similarlytransport experts from beneficiary countriesare employed. Financial input amounted to1.55M � RI� ZKLFK� �� ZDV� IRU� WKH� IHHV� RIexperts and 16% for reimbursable expensesand equipment costs. The fees for expertscorrespond to 120 MM for the experts of thecore team in the Secretariat, 25MM for EU andCEC experts and 30MM for key contacts(transport experts) in each country.

352-(&7�&<&/( The 2nd Pan-European Conference of MoT in Crete in 1994, developed aconcept of priority Corridors for Central and Eastern Europe. The G24 Transport Working Group, which includes also banks, investorsfrom the private sector and transport infrastructure administrations inCentral and Eastern Europe gave particular attention to developing CreteCorridors. Phare has financed several feasibility studies for the development ofthese Corridors. In September 1995 the joint meeting of the Council and TransportMinisters from EU Member States and the associated CEC launched theTINA process in order to identify measures that need to be taken todevelop the Crete Corridors. Ad hoc meetings of the EC’s Infrastructure Committee took place withrepresentatives of the CEC in 1996. In the course of 1996 it was decidedto set up the Senior Officials Group concerning TINA and the TINASecretariat �WKH�SURMHFW� to effectively help the Senior Officials Group andthe three regional Subgroups. As with all MCTP projects, the TINA projectis monitored/supervised by the Transport PCU in Prague. It is under theauspices of DG VII and it is funded by DG IA under the PhareProgramme. In June 1997 at Helsinki, the 3rd Pan-European Conference of theMinisters of Transport confirmed the Crete Corridors, adding 1 newCorridor and amending some of the agreed links. The results of thisConference constituted the basis for further network developments inCentral and Eastern European countries’ transport networks, in view ofAgenda 2000 and their accession to the E.U.

• ToR for TINASecretariat and forSenior Officials’

• Senior officials Groupfor TINA

• TINA Progress Report,Aug. ‘98


• Meeting with PCU inPrague, May ‘99

Collaboration withMoT of CEC’s andwith the transportexperts from eachcountry.


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To ensure balanced development ofvarious modes of transport, namely road,rail, inland waterways, aviation andcombined transport.

,03$&76• The proposals of the study have not been

implemented. Therefore no quantifiable impacts can becurrently registered



To develop a transport developmentprogramme addressing infrastructure,bottlenecks and administrativeimprovements in the Balkan Region whichcan eliminate the negative constraints ontransport between the region and the EU.

())(&7,9(1(66• Regarding Romania, the Ministry of Transport considers

the study as useful. The study is taken into account bythe development of Romania’s General TransportMaster Plan, which has recently been (April 1999)completed, also with Phare’s contribution.

• According to the Bulgarian Ministry of Transport, themost useful part of the study is the cost-benefit analysisof the proposed interventions, which has helped tomotivate the interest of IFI’s, concerning futuretransport investments in Bulgaria.

• The proposed interventions are not yet implemented


5HVXOWV��RXWSXWV� • Analysis of existing transport corridors• Assessment of transport corridor

bottlenecks• Options for development of transport

corridors• Options for improvement of existing

transport corridors• Adriatic-Black Sea Corridor• Specific maritime and port development

study• Strategic analysis of transport

developments• Development plan

()),&,(1&<The study has delivered all expected (from ToR) outputs ina proper and timely manner. Some limitations arereasonable and clearly addressed and justified by theconsultant. A clear analysis of the present situation hasbeen produced and a sound and well-structured transportdevelopment plan has been proposed, including all modesof transport and combined transport as well. Moreover,cost-benefit analysis of the proposed interventions canattract IFIs interest.

• Final Reports• Discussions with MoT


$FWLYLWLHV��LQSXWV� Consultancy services for the elaboration ofa complete transport development plan forthe Balkan Region

Financial input amounted to 773 K

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3URMHFW�7LWOH��Air Traffic Services (ATS) Training Multi-Country Programme 3URMHFW�&RGH��ZZ-19 7\SH�RI�2XWSXW� Institutional Reform



To restructure and modernise operationsand management of commercial andpublic concerns involved in the provisionof transport services.To harmonise standards and practiceswith those of the E.U.

,03$&76• The project provided training, therefore too early to assess

capacity and/or safety benefits• Created awareness of need for more training to build upon

achieved foundations

Interviews/Questionnaires

Students of right calibrein order to receivenomination for training


To upgrade ATS in the Phare states inaccordance with ICAO and EATCHIPstandards through the provision ofspecialist training, concentrating onimproving English language skills andtraining trainers

())(&7,9(1(66• Has prompted structural improvements• Increased aviation management awareness of high English

language requirement• Increased Project Management abilities to implement

introduction of new technology

Discussion with EC,Eurocontrol and Phareadministration’s officials/questionnaires

Phare states wouldutilise trained staff in itsATS areas


1385 persons from 13 states underwentspecialist training on 175 courses in 6subjects

()),&,(1&<• Courses undertaken to satisfaction of managers and students• ATC training achieved a high pass rate

Project and Final Reportcompleted in March 1999

Adequate financial &teaching resourceswould be made available


• Financial 6 M• Resources: 17 different training

centres used• IAN of Eurocontrol staffing and

facilities

352-(&7�&<&/(Completed in good time despite financial and politicalcomplications and extension to original requirement

Course syllabi Availability of appropriatequalified trainers


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3URMHFW�7LWOH��Border Crossings between Romania and Bulgaria 3URMHFW�&RGH� ZZ-1A 7\SH�RI�2XWSXW: Investment



To ensure a balanced development of, andbetween, national roads, feeder and trunk roadsand international links which constitute transitcorridors and paths for external trade withparticular reference to the elimination of bordercrossing bottlenecks in the main internationalcorridors.

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• Transfer of know-how to the staff of the beneficiaries• Considerable experience gained by the local

consultants and contractors concerning tenderpreparation and execution of the works according tothe EU standards

• Although there were no quantifiable data about thewaiting time, it has been confirmed that a substantialreduction of the waiting time has been achieved inthe border crossings examined

• Discussions with MoTofficials & TaskManager/questionnaires

• Status Reports

• Political stability• Conducive economic

environment• Political willingness to

ensure closer integration


The modernisation of the infrastructure of theborder crossings at the Bulgarian/Romanianborder, in order to reduce waiting times andeliminate bottlenecks.

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• The proposals of the Short Term Action Plan have beenconsistently utilised for the upgrading of the bordercrossings infrastructure.

• Despite the delays, in particular in the early programmes,most of the construction works are implemented and theupgraded infrastructure is in use.

• The proposals of the feasibility study for a new Danubebridge between Bulgaria and Romania are notimplemented, since the location of the bridge cannot beagreed upon between the two countries.

• Discussions with MoTofficials & TaskManager/questionnaires

• Status Reports• Monitoring Reports

• Continuous Governmentcommitment to thedevelopment of TEN’s

• Inter Governmentcoordination andcollaboration

5HVXOWV��RXWSXWV� • A Short Term Action Plan for the bordercrossings in the Balkan Region

• A Feasibility study for the construction of anew Danube bridge between Romania andBulgaria

• Modernisation of the infrastructure at Russe -Giurgiu border crossing, including design ofthe works, tender preparation and sitesupervision

• Modernisation of the infrastructure at Vidin -Calafat border crossing, including design ofthe works, tender preparation and sitesupervision

• Infrastructure works at Orechovo - Bechetborder crossing

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• The Short Term Action Plan has efficiently providedthe required outputs according to the ToRs

• The feasibility study for the construction of a newDanube bridge has also efficiently provided therequired outputs according to the ToRs

• In the case of the construction works for themodernisation of border crossings infrastructure, theefficiency is unsatisfactory. There have been majordelays of the projects in 1992 - 1993 and 1994. After1994, a slight improvement can be addressed. Budgetoverruns for the individual construction contracts werenot significant.

• Monitoring & EvaluationReports

• Discussions with MoTofficials & TaskManager /questionnaires

• Adequate financial andhuman resource supportfrom Partner Government

• Effective coordinationbetween all authorities andinstitutions involved

$FWLYLWLHV��LQSXWV� • Consultancy services for preparation ofstudies, tender documents, site supervision,monitoring and evaluation

• Construction works• The financial input amounted about 22,000

K including a large amount of humanresources

352-(&7�&<&/(Despite the complexity of the procedures used, theproject cycle and project’s intervention strategy were ingeneral properly designed, including all necessary steps,at least after 1994, for both sides of the border.

• Final Reports• Status Reports• Monitoring Reports• Discussions with MoT

officials, PCU /questionnaires

• Availability of financialresources

• Availability of qualifiedconsultants

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(This information can be downloaded from the website for Agenda 2000:http://europa.eu.int/comm/enlargement/intro/ag2000_opinions.htm)

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Final Report annexes - European Commissionec.europa.eu/europeaid/how/evaluation/evaluation_reports/reports/... · financing (ISPA, EIB, KFAED) from the 1998 Programme, ... He provided