Routing: Swinoujscie/Gdynia-Katowice-Ostrava/Žilina-Bratislava/Vienna/Klagenfurt-Udine - Venice/Trieste/Bologna/Ravenna/Graz-Maribor-Ljubljana-Capodistria/Trieste

Members: PKP (Poland); SŽ (Czech Republic); ŽSR (Slovakia); SŽ - Infrastruktura (Slovenia); ÖBB Infrastruktur (Austria); RFI (Italy)

Legal Form: European Economic Interest Grouping

Registered Office, Permanent Office and One Stop Shop: Mestre (Italy)


The Baltic-Adriatic Corridor covers a total length of 4,825 km of railway lines, linking the Baltic Sea to the Adriatic Sea and involving approximately 40 terminals and 8 maritime ports, which are offered potentially better access from industrial and economically advanced areas along the Corridor, such as Slesia, Ostravia, Vienna, Bratislava, Veneto and Bologna.

The countries through which the Baltic-Adriatic Corridor passes have a GDP of approximately 3,100 billion euros (source: Eurostat 2019), with a population of approximately 125 million people.

The volumes of freight transported along the Baltic-Adriatic Corridor between Italy and Austria across the Tarvisio pass are shown in the table below (2018-2019 Alpinfo data):




Tarvisio Pass Total Freight Volume - Thousands of Tons



Tarvisio Pass Rail Freight Volume - Thousands of Tons



Tarvisio Pass modal share - Percentage



This data shows high intensity in freight transport with wide margins for growth for the railway sector, also in light of the increasingly pressing need to reduce road congestion, particularly when it comes to exchanges between Austria and Italy.

According to the most reliable estimates, demand for freight transport along this route is expected to increase considerably over the next few years. The main factors are the growth in the GDP of ex-Member States of Eastern Europe, the possibility of intercepting rail traffic with Asia - in particular China - and the growth in maritime ports resulting from world trade.

In this context, the Baltic-Adriatic Corridor has to face the challenges of rail transport which are key factors in choosing the mode of travel for transport end-users: fragmentation of the logistics chain, difficulty in finding information and lack of reliability.

The approach of the Baltic-Adriatic Corridor has always been to establish itself as a platform for facilitating cooperation between all those operating in the logistics channel and to act as a provider of market intelligence.

In 2014, a transport market study (TMS) was carried out, which is currently being updated.

In 2018, the following studies were completed:

  • The “Long Train Study”, which enabled the Corridor to offer a new product, i.e. a train path allowing longer trains to travel compared to that permitted by the infrastructure standard, with an economic benefit for the Railway Undertaking using the path.
  • The “Last mile study”, which analysed the infrastructure bottlenecks affecting the main terminals of the Baltic-Adriatic Corridor including the port of Venice.

Both studies were carried out in house and the summaries are available on the corridor's website.

From a capacity supply standpoint, the Baltic-Adriatic Corridor is able to offer current train paths which may be requested up to 5 days prior to the train’s departure (under the regulation, standard reserve capacity must be requested at least 30 days in advance)..

In terms of transport reliability, the Baltic-Adriatic Corridor has applied the so-called “Handbook for International Contingency Management (ICM)”, which is the manual aimed at improving the procedures to be implemented in the event of incidents impacting international rail traffic and to minimise their effects.

During 2020, an extensive Capacity Analysis with an innovative approach will be carried out: the idea is to construct a simulator so that a timetable can be produced that takes into account all factors influencing demand, supply and traffic management.

In the medium term, particular attention will be paid to improving the commercial offering, as part of soft measures, identifying the areas of improvement to test premium products, i.e. those aligned to the specific market demands.

The Baltic-Adriatic Corridor intends to promote the integration of the logistics chain with increased involvement of Railway Undertakings and Terminals in managing contingencies and in improving punctuality, with optimum results in terms of the quality of the data underlying the statistics.

Finally, the Baltic-Adriatic Corridor intends to contribute to developing innovative, modern communication and information tools, in particular by focusing on digitalising and integrating the various information systems.