Connecting North and South Europe: What Are Serbia's Benefits?

The road will link the north and south of the continent, stretching from Greece and Bulgaria to Poland and Lithuania. It is expected to reshape freight and transit flows across the region, with potential effects on Serbia.

Goran Aleksić, president of the Srbijatransport Association, says Via Carpatia could attract 10–20 percent of freight carriers currently using the Serbian transit route. Serbia’s competitive edge, he notes, lies in its ability to connect road, rail, and river transport.

Milorad Kilibarda, dean of the Faculty of Transportation, explains that trade flows follow established patterns that are hard to alter. However, once they change, reversing them is even harder, making it essential for Serbia to invest in development and make full use of its transport potential.

According to Aleksić, the corridor’s planned route runs from the Baltic Sea, linking Lithuania’s port of Klaipėda and Poland’s port of Gdansk, to Thessaloniki in Greece, with branches to Romania’s port of Constanța, as well as Bulgaria and Turkey.

“I think it’s an overestimate to say that building this route will cut Serbian transit traffic by more than 40 percent. I don’t believe the impact will be that great, because most cargo on this route is bound for Eastern Europe. It will affect goods heading to Poland, the Czech Republic, Romania, and Bulgaria, but for freight destined for Germany, Austria, Switzerland, or Italy, the route through Serbia is still shorter,” Aleksić explains.

He adds that Serbia’s road network is well organized and efficient, with minimal delays at toll booths. "In Romania, for example, tolls may be cheaper, but the queues are longer because there are many toll stations. Via Carpatia was designed to promote Eastern Europe’s development and is a strategic EU project. But it is also competition for Serbia’s transit route, and we cannot watch passively. We must set clear priorities, solve existing issues, and then assess any potential losses," he stresses.

Kilibarda agrees that freight flows to Western Europe are unlikely to switch to Via Carpatia. However, shipments to Central and Eastern Europe will probably be used by the new route. “The main revenue from transit comes from tolls, but indirect income is generated through services along the corridors, shops, restaurants, accommodation, and logistics,” he notes.

He reiterates that trade flows follow established routes: "They are hard to change, but once they do change, bringing them back is extremely difficult."

Development of Intermodal Transport

Aleksić estimates that Via Carpatia could divert around 10 percent of freight carriers from Serbia’s transit route in the short term, and up to 20 percent in the long term. This, he says, would mean a daily loss of between €13 million and €26 million, a significant figure.

However, he stresses that Serbia’s corridor has a key advantage over Via Carpatia: it combines a road corridor with navigable routes along the Danube and Sava rivers, in addition to a railway corridor. "This intramodality gives us an edge. Therefore, further developing intermodal transport should be Serbia’s priority," Aleksić says.

Kilibarda emphasizes that intermodal transport is essential to attracting users. “Railway traffic is extremely important in that regard; one train replaces 50 to 60 trucks. At the same time, railways are better for the environment, which is equally important,” he explains.

Aleksić points out that Serbia is not making full use of river transport. “The Danube and Sava have enormous potential, but utilization in Serbia is below eight percent. We also need to improve transport terminals near ports and railways and build better facilities at border crossings. Timely and competitive infrastructure development is critical,” he says.

The dean of the Faculty of Transportation adds that Serbia’s strategy for developing intermodal logistics centers will be finalized next year. “Terminals are key points for concentrating freight flows, attracting users, and serving transit traffic. Truck drivers’ working hours are strictly regulated, so rest areas, parking lots, and accommodation must be safe and secure. We also need to improve support services and reduce delays at borders, where customs procedures currently take five to seven hours, and sometimes up to 10. Cooperation with neighboring countries is essential,” Kilibarda notes.

Border Crossings and Regional Cooperation

Aleksić believes that strong cooperation with Serbia’s neighboring countries is vital to keeping freight on the established transit routes. "During the COVID-19 pandemic, we saw that it’s possible. If Serbia and Croatia fail to agree on faster procedures and green corridors, both will lose out. At Horgoš, for example, we are expanding the border crossing. We also need concrete moves like this, along with investment in logistics hubs, freight transport centers, and better organization of rail transport," he says.

Kilibarda remains confident that both Corridor 10 and Via Carpatia will maintain their transport potential. "Our corridor is a natural and short route connecting the Balkans and the Aegean Sea with Western and Central Europe. That kind of potential is hard to lose. The key is to use it in the best possible way," he concludes in an interview for the Morning Program of Radio Television of Serbia.