Post on 01-Aug-2020
SUB-CORRIDOR ASSESSMENT MACEDONIA
1 | P a g e
Sub-corridor assessment Orient/East-Med Corridor (Former Yugoslav Republic of Macedonia)
Key findings
• Major transport routes in Macedonia, namely former corridors VIII and X as well as Xd are part of
the extended OEM corridor and hence part of the TEN-T Network (Image 1).
• After the completion of the undergoing interventions, the Corridor X in Macedonia is expected to
be in full capacity to handle not just the current but also the projected traffic in 2030. In addition,
the overall quality assessment of the motorway corridor state of usability is satisfactory.
• Under the current climate conditions the results of the brief survey conducted in the framework
of the Project revealed the most popular threats as preferred by the respondent (Figure 1), which
inter alia include:
o T5 – Fluvial flooding due to heavy showers,
o T3 – Increased ground subsidence, rock fall, landslide, or collapse on transport infrastructure
due to heavy showers, and
o T18 – Cracking, embrittlement due to thermal expansion; migration of liquid asphalt, asphalt
rutting due to heatwaves
• The most sever consequence on human and rout safety may be equally produced by threat T2 –
Erosion and slide of embankments due to heavy showers and threat T41 – Cracking,
embrittlement due to frost heave and thermal expansion due to snowfall/blizzards (Figure 3).
On the other hand, most sever consequence on route availability / usability, may also be
produced by the threat T2, as well as by T9 – Erosion or slides of infrastructure and embankment
due to long periods of rain in the catchment area.
• Threat T3 – Increased ground subsidence, rock fall, landslide, or collapse on transport
infrastructure due to heavy showers, may be perceived as most likely to occur under present
climate.
• Respondents to the survey valued far more the human and route safety against the route
availability/usability by an average score of 6.5:3.5 (Figure 6).
• Under current climate conditions, as argued by the workshop participants, the highest risk factor
is brought by the threat T2 – Erosion and slide of embankments due to heavy showers (Figure 7).
• Under such foreseen climate change conditions, the likelihood of occurrence of popular threats
(Figure 5) is on average 15% higher than under the current climate conditions.
• The increased likelihood of occurrence, logically leads to a 15% increase risk of these treats under
the foreseen climate change.
• Workshop participants agree that general hot-spots for any climate change related threat,
particularly those related with both pluvial and torrential erosion (T2, T5, and T9), are Corridor X
sections that are passing through the gorges of rivers Vardar and Pcinja. Also, prone to climate
change threats related with flooding are the low-lying sections of the Corridor X, including section
Skopje – Petrovec (Picture 4). In addition, fog was identified as one of the most frequent
phenomena that are occurring along the Corridor X in Macedonia and it poses substantial risk
primarily for the human safety.
• The foreseen climate change are posing moderate risk (Figure 8) to the transport infrastructure of
Corridor X in Macedonia, regardless the fact that almost all sections of the motorway have been
recently rehabilitated or are under construction at present. This is requiring undertaking relevant
measures (Table 4) to mitigate or where possible to eliminate these risks.
SUB-CORRIDOR ASSESSMENT MACEDONIA
2 | P a g e
1. Transport infrastructure
European core network corridors represent the strategic heart of the trans-European transport
network (TEN-T). One of these corridors is the Orient/East/Med Corridor (OEM) that connects the
maritime interfaces of the North, Baltic, Black and Mediterranean Seas, allowing optimising the use
of the ports concerned and the related Motorways of the Sea. Including Elbe as inland waterway, it
will improve the multimodal connections between Northern Germany, the Czech Republic, the
Pannonian region and Southeast Europe. It extends, across the sea, from Greece to Cyprus.
Image 1: West Balkan Road Network
With the extension of the TEN-T Network in the EU neighbourhood, the Western Balkans’ road
network became part of the TEN-T Core Network, enabling equal participation to the corridor’s
management mechanisms of the Western Balkans economies. Logically this also expects the same
level of responsibility towards achieving the EU Transport policy objectives and completing the Core
Network in accordance to the EU standards and EU Regulation by 2030, following the increased
climate sensibility of the transport sector.
Naturally this requires a regional cooperation that has been launched in 2004 by establishing the
South East Europe Transport Observatory (SEETO) as a regional transport organization aiming to
promote cooperation on the development of the main and ancillary infrastructure on the multimodal
Indicative Extension of TEN-T Comprehensive Network to the Western Balkans and to enhance local
capacity for the implementation of investment programmes as well as data collection and analysis on
the Indicative Extension of TEN-T Comprehensive Network to the Western Balkans.
SUB-CORRIDOR ASSESSMENT MACEDONIA
3 | P a g e
Major transport routes in Macedonia, namely former corridors VIII and X as well as Xd are part of the
extended OEM corridor and hence part of the TEN-T Network (Picture 1). However, primary interest
of this report is the main Corridor X which inter-connects Serbia and the Republic of Macedonia.
Image 2: Corridor X in Macedonia (Gradsko)
‘Macedonian’ part of the Corridor X (Picture 2) runs from Tabanovce cross-border point on the north,
all the way down to Gevgelija cross-border point on the south, where it reconnects with the TEN-T,
with a total length of 174 km. At present, the remaining ~30 km of this corridor are under
construction (section Demir Kapija – Smokvica) to be upgraded at full motorway profile.
Traffic projection on the SEETO Comprehensive Network for 20301 in the condition of low to
moderate economic growth (in essence ‘business as usual’), are showing that largest section of
corridor X in Macedonia (Gradsko – Udovo), is at the bottom of the list of sections with highest traffic
projections. Namely, this section is estimated to serve in average about 4.800 vehicles/day, which is
almost five times lower than the average for the whole Corridor X reaching around 23.500
vehicles/day for 2030. In comparison, traffic projection for 2030 in the condition of moderate to high
economic growth are higher on average by 12%.
The assessment of the capacity of the existing road infrastructure to handle the existing traffic as
well as the projected one for 2030 is an important issue. Such an assessment is revealing the
bottlenecks and the type and time of the interventions that may be necessary to alleviate them.
According to the REBIS2 study, there are two sections of the Corridor X in Macedonia that represent
present bottlenecks and require some kind of intervention to alleviate those. These sections are from
1 The Regional Balkan Infrastructure Study (REBIS) Update, September 2015 IBRD 2 ibid
SUB-CORRIDOR ASSESSMENT MACEDONIA
4 | P a g e
cross-border point Tabanovce – Petrovec and from Demir Kapija – Udovo. North part of the first
section down to Kumanovo was upgraded in 2011 to full motorway profile, while south part from
Kumanovo – Petrovec is currently being rehabilitated with new asphalt. The later section from Demir
Kapija – Smokvica is presently under construction to full motorway profile and is expected to be
finalise by the end of 2017. In addition, the section from Katlanovo – Veles was also rehabilitated in
2013, while currently rehabilitation is underway on the sections Negotino – Demir Kapija and
Smokvica – Gevgelija (Picture 3).
After the completion of the undergoing interventions the Corridor X in Macedonia is expected to be
in full capacity to handle not just the current but also the projected traffic in 2030.
Image 3: Investments in Corridor X 2010 – 2017 (EUR 320 mil)
The overall quality assessment of the motorway corridor3 state of usability is satisfactory. Namely,
the Strategy indicates relatively small number of ground subsidence hot-spots with greater depth
that are having considerable impact on the human and road safety. However, cracking and
embrittlement remain the main problem of the road network.
Road safety is an important element of the transport policies. Most recent data4 are showing that
Macedonia is having higher number of killed per million population that the EU Member State
average, while it is much better than the average of the SEETO region, with only Kosovo having
better ‘score’. In this respect Macedonia has undertaking necessary measures to promote the road
safety, both at national and regional level. Most recent undertaking was the endorsement of the
Second National Strategy for Promotion of the Road Safety 2015-2020. The main objective of the
Strategy is to decrease the casualties by 2020 at the level of EU Member States, with major priorities
including, inter alia, road infrastructure safety. The Action plan for safety road environment is
stipulating measures that include various measures to systemically identify and remove hot-spots, as
3 National Transport Strategy 2007-2017, Macedonian Ministry of Transport and Communication 4 Road Safety Strategy Survey, March 2014, SEETO
SUB-CORRIDOR ASSESSMENT MACEDONIA
5 | P a g e
well as to improve the road safety audit. However, the issue of climate change impact on the human
health and road safety, is not part of this Strategy and it remains as an issue for future debate and
elaboration.
Any motorway represents substantial negative impact on the environment both in the phases of
construction and operation. Therefore, various measures must be undertaken to mitigate these
negative impacts, especially during the construction phase. In this respect the environment impact
assessment study of the current upgrade of the section Demir Kapija – Smokvica recommends, inter
alia, reforestation of the damaged forests used for access roads, as well as afforestation of additional
areas to compensate for the lost forest and agricultural land.
2. Climate Concerns
i) Current threats, consequences, likelihood, risks
Current climate conditions along the Corridor X are different. The north part of the Corridor X is
under the Continental – Mediterranean Climate regime. This area is characterised with an alternate
Mediterranean pluviometric regime that is rather dry, with an average annual precipitation being
around 550 mm. Most frequent winds are blowing from north or north-west direction with an
average speed of less than 10km/hour. The average annual air temperature is around 12°C with an
absolute maximum reaching above 41°C. Middle and south sections of the Corridor X are under the
influence of Alternate Mediterranean Climate regime. This regime is providing even less
precipitations and higher average annual temperature that reaches 14°C in Gevgleija, with absolute
maximum in Demir Kapija of 45°C.
Figure 1: Ranking of top threats according to popularity
5850 50
42 42 4233 33 33 33
0
10
20
30
40
50
60
70
80
90
100
T 5 T 3 T 18 T 2 T 9 T 40 T 15 T 22 T 23 T 41
%o
f re
spo
nd
en
ts w
ho
pri
ori
tize
d t
he
th
rea
t
Threat
SUB-CORRIDOR ASSESSMENT MACEDONIA
6 | P a g e
Under these climate conditions the results of the brief survey conducted in the framework of the
Project revealed the most popular threats as preferred by the respondents, i.e. threats considered
important by the biggest percentage of respondents (Figure 1).
As seen in Figure 1, threat T5 – Fluvial flooding due to heavy showers, is the most popular among
Macedonian responders to the survey. Main reason for the highest popularity of this particular treat
in Macedonia is the recent fluvial flood from August 2016 that heat the surrounding area of the
capital Skopje. The consequences of this flood were extreme, including casualties and high material
damage, especially on the Skopje’s ring-road. Apparently this psychological effect of this event was
tremendous with the respondents and 58% of them identified it among the most critical threats
Closely related with this threat is also the second-ranked T3 – Increased ground subsidence, rock fall,
landslide, or collapse on transport infrastructure due to heavy showers. Again, the reason for high
popularity of this threat can be allocated to the August 2016 floods that caused temporary collapse
of the Skopje’s ring-road.
The third-ranking popular threat is T18 – Cracking, embrittlement due to thermal expansion;
migration of liquid asphalt, asphalt rutting due to heatwaves. Most probable reason for this could be
associate with the present state of some sections of the Corridor X, which are exhibiting such
elements of distortion, though as elaborated earlier in this report rehabilitation works on this
sections are already finished or underway at present.
Once the most popular threat have been identified, the respondents were asked to weight the
severity of threat’s consequences to route availability/usability and to human and route safety, by
using very simple scale 1 to 4 elaborated in Figure 2.
The respondents are of an opinion that most severe consequence on human and rout safety may be
equally produced by threat T2 – Erosion and slide of embankments due to heavy showers and threat
T41 – Cracking, embrittlement due to frost heave and thermal expansion due to snowfall/blizzards
(Figure 3). If one would consider the possible reasons for such opinion of the respondents, it is most
likely that it arise from the perception of frequency of occurrence of such events on the roads.
Weight
score
Consequences on Human & Route Safety
Hazard Consequences on Route Availability/Usability
1 Negligible impact (a few hours) Negligible impact (light material damage, light
injuries)
2 Minimal negative impact (a day) Accidents causing temporary loss of health
(material damage, slight injuries)
3 Serious impact (several days, up to a month) Accidents causing permanent loss of health
(serious material damage, heavy injuries)
4 Catastrophic impact (> a month of) Catastrophic influence, deadly danger (serious
material damage, heavy injuries, casualties)
Figure 2: Explanation of the key for weighting the treat consequences
On the other hand, most sever consequence on route availability / usability, according to the
respondent’s opinion, may be produced by the threat T9 – Erosion or slides of infrastructure and
embankment due to long periods of rain in the catchment area, and by the threat T2 – Erosion and
slide of embankments due to heavy showers.
Apparently, the psychological effect of the recent August 2016 flood is visible with the weighting of
the severity of the threats, too. Namely, the threat T2 is caused by heavy showers, which were
perceived, among the general population, as the main reason for this flood.
SUB-CORRIDOR ASSESSMENT MACEDONIA
7 | P a g e
Figure 3: Severity of the consequences of the threat
Next aspect that the survey explored was the likelihood of appearance of each of the popular threats
identified. Again, respondents were asked to weight the likelihood of these threats under present
climate conditions utilising the scoring system similar to the previous one, only this time the scale is
somehow reversed (Figure 4).
Weight
score Likelihood
4 Often (more than once every 3 years)
3 Sometimes (once every 3 to 10 years)
2 Seldom (once every 10 to 50 years)
1 Very seldom (once every 50 years)
Figure 4: Likelihood of occurrence of the threat
The result of the respondents` opinion (Figure 5) is somehow a surprise, as it showed that threat T40
– Loss of driving ability due to reduced vehicle control due to snowfall/blizzards, is perceived as most
likely to occur under present climate. However, it is most likely their opinion relates to the whole
transport network in the country in general, and not only the Corridor X, which, on one hand, is not
so much affected by the snowfall/blizzards, and on the other hand is meticulously maintained during
the winter period.
Therefore, the second ranked threat according to its likelihood of occurrence, namely, threat T3 –
Increased ground subsidence, rock fall, landslide, or collapse on transport infrastructure due to heavy
showers, may be considered as the real ‘winner’ in this category of the survey.
4 3 2 1 0 1 2 3 4
3.2
3.2
3.0
3.0
2.8
2.5
2.5
2.3
2.2
2.2
3.0
2.0
2.5
2.6
3.2
2.5
2.5
2.5
2.3
2.2
SUB-CORRIDOR ASSESSMENT MACEDONIA
8 | P a g e
Figure 5: Likelihood of the threat occurrence under current
climate conditions and under ‘foreseen’ climate change conditions
At the final step in this survey for the climate impact on the transport infrastructure of Corridor X,
respondents were asked to give their personal view on the relative importance of route
availability/usability vs. human and route safety by sharing the 10 points between these two factors,
i.e. creating a kind of ratio. The final result (Figure 6) revealed that respondents value more the
human and route safety against the route availability/usability by an average score of 6.5:3.5. This
ratio indicates high respondents’ appreciation for the human or the route safety that has to be very
carefully considered in situations that could question the route availability/usability.
Figure 6: Relative importance of route availability/usability vs.
human and route safety
Later on, the overall risk was calculated (Table 2) under both current and foreseen climate change
conditions, as a factor of the averaged weight of threat’s consequence severity (Table 1) and
respective likelihood.
3.5
6.5
Route availability/usability Human and route safety
4
3
2
1
0
1
2
3
4
3.2 3.0 2.8 2.5 2.3 3.0 2.8 2.8 2.7 2.8
3.6 3.5 3.3 3.3 3.3 3.2 3.2 3.0 2.8 2.5
SUB-CORRIDOR ASSESSMENT MACEDONIA
9 | P a g e
Table 1: Calculation of the average weight of the severity of consequences
Threat
Severity of
Consequences
on
Availability/Us
ability
Availability
/Usability
Weight
Severity of
Consequences
on Safety
Safety Weight
Weighted
Average of
Severity of
Consequences
[(A*B)+(C*D)]
/(B+D)
(A) (B) (C) (D) (E)
T 2 3,0 3,5 3,2 6,5 3,1
T 3 2,3 3,5 2,2 6,5 2,2
T 5 2,6 3,5 3,0 6,5 2,9
T 9 3,2 3,5 2,8 6,5 3,0
T 15 2,5 3,5 2,5 6,5 2,5
T 18 2,5 3,5 2,3 6,5 2,4
T 22 2,5 3,5 2,5 6,5 2,5
T 23 2,5 3,5 3,0 6,5 2,8
T 40 2,0 3,5 3,2 6,5 2,8
T 41 2,2 3,5 2,2 6,5 2,2
Table 2: Calculation of the risk under current and foreseen climate change conditions
Threat
Weighted
Average of
Severity
Consequences
Likelihood
under current
conditions
Likelihood
under Climate
Change
conditions
Risk under
current
conditions
Risk under
Climate
Change
conditions
(E) (F) (G) (E*F) (E*G)
T 2 3,1 2,8 3,2 8,8 9,8
T 3 2,2 3,0 3,5 6,7 7,8
T 5 2,9 2,5 3,3 7,2 9,3
T 9 3,0 2,7 2,8 7,9 8,4
T 15 2,5 2,3 3,3 5,6 8,1
T 18 2,4 2,8 3,3 6,8 8,0
T 22 2,5 2,8 3,0 6,9 7,5
T 23 2,8 2,8 2,5 7,8 7,1
T 40 2,8 3,2 3,6 8,9 10,0
T 41 2,2 3,0 3,2 6,6 7,0
Following the above calculations, the Figure 7 shows that under current climate conditions the
highest risk factor is brought by the threat T40 – Loss of driving ability due to reduced vehicle control
due to snowfall/blizzards, which the respondents perceived as the most likely one to occur with the
risk factor of 8,9. However, as mentioned earlier, the perception of the respondents concerning the
likelihood of occurrence of this threat may not be accurate, therefore it is more appropriate to
consider threat T2 – Erosion and slide of embankments due to heavy showers as the threat with the
highest risks factor for the transport infrastructure under the current climate conditions.
SUB-CORRIDOR ASSESSMENT MACEDONIA
10 | P a g e
Figure 7: Risk under current climate conditions and under foreseen climate change conditions
ii) Future risks
Climate is changing, and that is a fact not just for the Planet, but also for the region of SEE and
certainly for Macedonia. According to the latest climate change projections5:
• It is probable that there will be a continuous increase in the temperature in the period 2025-2100
• Compared with the period 1961-1990, the predicted changes for the period 2025-2100, will be
most intense in the warmest period of the year
• It is possible that the average monthly temperatures at the turn of winter into spring will be
levelled in this period
• A decrease in precipitation is predicted in the period 2025-2100, in all seasons and at the annual
level, with the maximum decrease in the summer season
• The intensity of changes is greatest in the warm part of the year (in July and August there may be
no precipitation at all)
• In the cold period of the year, decrease in precipitation of up to 40% of the average monthly
quantities are predicted
In addition to these projections, analysis on extreme weather events for the period 1961-2012,
indicated that the number of summer days has increased significantly in recent years compared to
the beginning of that period. Similarly, there has been a significant increase in the number of tropical
nights in recent years. As well, cold waves occurred much less frequently than heat waves, and there
is a general decline in the number of ice days per year, however with no general change in the
numbers of annual frost days.
Under such foreseen climate change conditions, the likelihood of occurrence of popular threats
(Figure 5) is on average 15% higher than under the current climate conditions. It is even more
obvious that under the foreseen climate change conditions threat T40 – Loss of driving ability due to
5 Third national communication on climate change / [Pavlina Zdraveva, project manager]. Skopje, Ministry of Environment and Physical
Planning, 2014
7.0 7.17.5
7.8 8.0 8.18.4
9.39.8 10.0
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
10.0
T 41 T 23 T 22 T 3 T 18 T 15 T 9 T 5 T 2 T 40
RIS
K F
AC
TO
R
Under current climate conditions Under foreseen climate change conditions
SUB-CORRIDOR ASSESSMENT MACEDONIA
11 | P a g e
reduced vehicle control due to snowfall/blizzards, is not so “likely” as perceived by the respondents.
This is also confirmed by the participants at the workshop6, who agree that the likelihood of this
threat is even lower for the area of the Corridor X. However, high likelihood of the threat T18 –
Cracking, embrittlement due to thermal expansion; migration of liquid asphalt, asphalt rutting due to
heatwaves, is fully in line with the foreseen climate change for the Corridor X.
The increased likelihood of occurrence of the popular threats under the foreseen climate change,
logically leads to an increase risk of these treats, which in average is around 15% or similar to the
likelihood increase.
Figure 8: Threat risk under foreseen climate change conditions
The above Figure 8 is showing a very important aspect of the threat’s risk distribution as a function of
their likelihood and severity. It is obvious that the majority of threats are concentrated in the zone of
moderate to high risk (the orange area). This clearly indicates that all of these threats need to be
seriously considered and appropriate mitigation measures have to be undertaken.
In terms of individual threats, the perception of the respondents is pretty much the same under
climate change as it was under present climate conditions. However, as already explained, if the
threat T40 is excluded from this list, then the threat T2 – Erosion and slide of embankments due to
heavy showers, is also having the highest risks factor for the transport infrastructure under the
climate change conditions. Slightly lower risk factor has achieved the threat T15 – Shorter
maintenance windows, decreased lifetime, and increased maintenance costs due to increased
variability in warm/cool days.
During the Skopje workshop, one of the focus of participants’ discussion was the identification of
hot-spots where the top five risk threats may occur (Table 3). Participants agree that general hot-
spots for any climate change related threat, particularly those related with both pluvial and torrential
6 CLIMACOR II Validation Workshop, 10 October 2016, Skopje, Macedonia
SUB-CORRIDOR ASSESSMENT MACEDONIA
12 | P a g e
erosion (T2, T5, and T9), are Corridor X sections that are passing through the gorges of rivers Vardar
and Pcinja. Also, prone to climate change threats related with flooding are the low-lying sections of
the Corridor X, including section Skopje – Petrovec (Image 4).
Image 4: Possible risk hot-spots on Corridor X in Macedonia
One important threat that was not on the initial list of the proposed climate related threats, draw the
attention of the workshop participants. Namely, they all agree that fog is one of the most frequent
phenomena that are occurring along the Corridor X in Macedonia and it poses substantial risk
primarily for the human safety and not for the route safety. In terms of hot-spotting, the fog is
possible along the whole route with the gorges and bridges being most prone to it.
T5
SUB-CORRIDOR ASSESSMENT MACEDONIA
13 | P a g e
Table 3: Possible risk hot-spots on Corridor X in Macedonia
Threat description Visual presentation of the threat consequences Possible hot-spots on
Corridor X
T40 – Loss of driving
ability due to reduced
vehicle control due to
snowfall/blizzards
Katlanovo hill (section
Veles – Skopje)
T2 – Erosion and slide of
embankments due to
heavy showers
Section Demir Kapija –
Smokvica
Section Petrovec –
Veles
T5 – Pluvial flooding
due to heavy showers
(overland flow after
precipitation,
groundwater level
increase)
Section Skopje –
Petrovec
Section Negotino -
Gevgelija
T9 – Erosion or slides of
infrastructure and
embankment due to
long periods of rain in
catchment
Section Petrovec –
Veles
Section Negotino -
Gevgelija
T15 – Shorter
maintenance windows,
decreased lifetime,
increased maintenance
costs due to increased
variability in warm/cool
days (roads and
railways)
All sections
SUB-CORRIDOR ASSESSMENT MACEDONIA
14 | P a g e
3. Recommendations
The foreseen climate change are posing moderate risk (Figure 8) to the transport infrastructure of
Corridor X in Macedonia, regardless the fact that almost all sections of the motorway have been
recently rehabilitated or are under construction at present. This requires undertaking relevant
measures to mitigate or where possible to eliminate these risks. Such measures have been discussed
during the Skopje Workshop and for every single threat on the top-five list. The Following Table 4 is
listing proposed measures linked with relevant threats and hot-spots (Image 4), providing
information on the nature and scope of these proposals.
Table 4: List of measures to mitigate or eliminate climate change risks
Threat description Description of the proposed measure Possible hot-spots on
Corridor X
Tx - Loss of driving
ability due to reduced
visibility due to fog
• Better signalisation – This measure is not
required only to cope with the fog threat, but
will be required to help mitigation or elimination
of other popular threats. Apart from the
standard road signalisation, it is proposed to use
Variable Message Signs (VMS) and dynamic
signalisations, particularly upfront the critical
sections of the Corridor X. These are very
important tools in order to inform road users of
any irregularity or interested situations on the
motorway. Particular attention when utilising
VMS needs to be paid to their harmonization at
regional or European level, as they need to be
understood by all motorway users from different
nationalities, if the traffic flow is to be safe and
easy going.
Section Petrovec –
Veles
Section Negotino –
Gevgelija
All River Bridges
T40 – Loss of driving
ability due to reduced
vehicle control due to
snowfall/blizzards
• Improvement of the maintenance and in
particularly emergency preparedness of the
relevant public service units and provision of the
appropriate equipment, ex. winter service
vehicles, snowplough devices, etc.
Katlanovo hill (section
Veles – Skopje)
T2 – Erosion and slide of
embankments due to
heavy showers
• Improvement of the implementation of the
design project. Though the designers and
engineers are producing solid design projects
with state of the art technology and standards,
main problems appears to be their violation
during the construction phase.
• Introduction of various technical measures,
including setting up of geo- and bio-
stabilisations on the side slopes and
embankments
Section Demir Kapija –
Smokvica
Section Petrovec –
Veles
SUB-CORRIDOR ASSESSMENT MACEDONIA
15 | P a g e
T5 – Fluvial flooding
due to heavy showers
(overland flow after
precipitation,
groundwater level
increase)
• Introduction of the state-of-the-art technical and
engineering standards for project design that
would replace the existing one, which in some
case are completely obsolete
• Improvement of the torrential/river
management, primarily by increasing awareness
and understanding of the differences between
torrent and river, which often appear to be the
main reason for inappropriate measure or
maintenance
Section Skopje –
Petrovec
Section Negotino -
Gevgelija
T9 – Erosion or slides of
infrastructure and
embankment due to
long periods of rain in
catchment
• Installation of various protective walls in
concordance with the specific need of particular
section of the route
Section Petrovec –
Veles
Section Negotino -
Gevgelija
T15 – Shorter
maintenance windows,
decreased lifetime,
increased maintenance
costs due to increased
variability in warm/cool
days (roads and
railways)
• Adaptation of the working hours to best fit with
the natural condition. Ex. Though Macedonia is
under the regime of summer daylight saving
time, the working hours are never adjusted
appropriately
• Transfer of knowledge and experience from
countries that are in the warmer climate zones
to learn how to deal with the consequences of
high temperatures and heat waves. Accordingly,
from colder climate zones to learn how to deal
with the consequences of frost heave,
snowfall/blizzards, etc.
All sections
SUB-CORRIDOR ASSESSMENT MACEDONIA
16 | P a g e
Appendix I
SURVEY RESPONDENTS* AND WORKSHOP PARTICIPANTS AT CLIMACOR II SURVEY RESPONDENTS* AND WORKSHOP PARTICIPANTS AT CLIMACOR II SURVEY RESPONDENTS* AND WORKSHOP PARTICIPANTS AT CLIMACOR II SURVEY RESPONDENTS* AND WORKSHOP PARTICIPANTS AT CLIMACOR II
Workshop Date: 10 October 2016; Venue: Skopje Marriott Hotel, Plostad Makedonija 7, Skopje
# Name and Surname Position and Institution Mobile Phone E-mail Workshop
status
1. Jozhe Jovanovski* Director for Environment Protection and Social Aspects, Public
Enterprise for State Roads
+38978445947 j.jovanovski@roads.org.mk Apologized
2. Dr. Ivan Blinkov* Professor of Land and Water, Ss. Cyril and Methodius
University
+38970205782 ivanblinkov12@yahoo.com Present
3. Dr. Goran Mijoski* Assistant Professor of __________________, Ss. Cyril and
Methodius University
+38978377737 mijoski@gf.ukim.edu.mk Apologized
4. Svetlanka Popovska* Ministry of Transport and Telecommunications svetlanka.popovska@mtc.gov.mk Not present
5. Marjan Kopevski* Ministry of Transport and Telecommunications marjan.kopevski@mtc.gov.mk Not present
6. Teodora Obradovic-
Grncaroska*
State Advisor on Climate Change, Ministry on Environment and
Physical Planning
+38976446911 t.grncarovska@moepp.gov.mk Apologized
7. Nebi Rexepi* Head of Physical Planning Department, Ministry of
Environment and Physical Planning
n.rexhepi@moepp.gov.mk Not present
8. Maja Markovska* Milieukontakt Makedonija +38976319501 maja@mkm.mk Not present
9. Stole Georgiev* Executive Director, CELOR - Centre for Local Development +38978462262 stole.georgiev@gmail.com Present
10. Kiril Ristovski* Executive Director, Florozon Skopje +38978430251 kiril.ristovski@florozon.org.mk Apologized
11. Iskra Stojanova* Consultant iskrastojanova@gmail.com Not present
12. Jerome Simpson
Senior Expert (Smart Cities and Mobility),
Regional Environmental Center
+36203988326 jsimpson@rec.org Present
13. Natalia Ciobanu REC CLIMACOR II, Regional Environmental Center +37378285828 n.n.ciobanu@gmail.com Present
14. Maja Handjiska-
Trendafilova
Senior Expert on Inclusive Growth, Regional Cooperation
Council
maja.handjiska-trendafilova@rcc.int Present
15. Darko Spiroski Head of EU Department, Ministry of Transport and
Telecommunications
darko.spiroski@mtc.gov.mk Present
16. Metodija Dimovski* Independent Climate Change Consultant & Workshop Host +38970226070 Metodija.Dimovski@gmail.com Present
17. Elena Mihajlova Freelance Interpreter +38971216907 elena.mihajlova1984@gamil.com Present
18. Vera Mirceska-
Jovanovska
Freelance Interpreter +38976455394 verce_mj@yahoo.com Present