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The planned railway Botovo - Zagreb - Rijeka in the context of existing and planned networks of neighboring countries

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in the context of existing and planned

networks of neighboring countries

Stjepan Kralj

, MSc.CE

Tomislav Tomi

, BSc.CE

Institut IGH, d.d., Zagreb, Croatia

Abstract

Development, strengthening and axpansion of the European Union as a political and eco-nomic integration of European States, cause the establishment and affirmation of traffic corri-dors in Europe as links within the European Union, between EU and the rest of Europe and between Europe and other continents.

At the Pan-European Conferences of Transport Ministers of the European states held on Crete in 1994 and in Helsinki in 1997, international agreements were signed. that defined the 10 Pan-European transport corridors, as links between the EU territory and the rest of Europe.

Subsequently, the Trans European Transport Network (TEN-T) and Energy Network (TEN-E) were defined within the European Union, which constitute key roads and power tran-smission systems lines on the territory of the European Union. The Republic of Croatia, as an integral part of the European continent, due to its geographical location, plays a significant role in transport connections between Western and Eastern Europe, and it is located in the European transport corridor system.

The new Rijeka railway line is part of Pan-European Corridor Vb and it will become, along with the other corridor railway lines (the X, Xa, and Vc and the Danube Corridor VII.), a part of the TET-T network.

The connection of the railway lines on the branch of the Pan-European Railway Corridor Vb and railway lines in Railway Corridors IV and V, is located in Budapest and has a particularly important role for freight and passengers transport in Branch Vb

The existing connecting railway line River - Šapjane - Pivka provides a link between the Branch Vb and the Corridor V in the territory of Slovenia.

The construction of the tunnel and the railway line which will connect the Branch Vb and the railway network of Istria, and the possible continuation of the construction of railways thro-ugh Istria and towards Trieste, the connection of Branch Vb and Corridor V would be achieved in Trieste. In Bratislava, the railway line of Corridor IV is connected to branch Va and thus to the railway network in Slovakia and Poland.

The paper gives an overview of the planned corridor Vb within Croatian territory and the possibility of its connection to other Pan-European railway corridors in the system of existing and planned network of railroads in the region.

Keywords: railway, high performance railway line, Vb Corridor, railway traffic, traffic forecast, Trans-European transport network, study

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Povzetek

Razvoj, krepitev in širitev Evropske unije kot politi ne in gospodarske integracije evrop-skih držav je povzro ila vzpostavitev in potrditev prometnih koridorjev v Evropi kot povezav v Evropski uniji, med EU in ostalo Evropo ter med Evropo in drugimi celinami.

Na vseevropskih konferencah ministrov za promet evropskih držav, ki sta bili na Kreti leta 1994 in v Helsinkih leta 1997, so bili podpisani mednarodni sporazumi, ki so opredelili 10 vseev-ropskih prometnih koridorjev kot povezav med ozemljem EU in ostalo Evropo.

Nato je bilo v Evropski uniji opredeljeno vseevropsko prometno omrežje (TEN-T) in ener-getsko omrežje (TEN-E), ki predstavljata klju ne ceste in linije sistemov za prenos elektri ne energije na ozemlju Evropske unije. Republika Hrvaška ima kot sestavni del evropske celine zaradi svoje geografske lege pomembno vlogo v prometnih povezavah med zahodno in vzhodno Evropo in je umeš ena v sistem evropskih prometnih koridorjev.

Nova železniška proga Reka je del vseevropskega koridorja Vb in bo skupaj z drugimi koridorskimi železniškimi progami (X, Xa in Vc ter donavski koridor VII) postala del omrežja TEN-T.

Povezava železniških prog na kraku vseevropskega železniškega koridorja Vb in železniš-kih prog v železnišželezniš-kih koridorjih IV in V je v Budimpešti in ima posebno pomembno vlogo za tovorni in potniški promet na kraku Vb.

Obstoje a povezovalna železniška proga Reka - Šapjane - Pivka zagotavlja povezavo med krakom Vb in koridorjem V na ozemlju Slovenije.

Gradnja predora in železniške proge, ki bo povezovala krak Vb in železniško omrežje Istre, ter morebitno nadaljevanje železnice skozi Istro in proti Trstu, kjer bo dosegla povezavo s kra-kom Vb in koridorjem V. V Bratislavi je železniška proga koridorja IV povezana s krakra-kom Va in s tem z železniškim omrežjem na Slovaškem in Poljskem.

Prispevek predstavlja pregled na rtovanega koridorja Vb na ozemlju Hrvaške ter možnosti njegove povezave z drugimi vseevropskimi železniškimi koridorji v sistem obstoje ega in na rto-vanega omrežja železniških prog v regiji.

Klju ne besede: železnica, železniška proga visoke zmogljivosti, koridor Vb, železniški promet, napoved prometa, vseevropsko prometno omrežje, študija

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1 Introduction

The European Communities since their foundation, i.e. since the signing of the Trea-ties of Rome in 1957, have set as their goal the devising of transport policies. More specific measures for reaching the said goal began in mid 1980’s, whereas the White Paper on the common transport policy ap-peared at the end of 1992. The basic principle of this document was to open up the transport market in terms of introducing liberalisation and free competition. At the same time the Maastricht Treaty defined the so-called con-cept of TEN (Trans-European Networks) for developing transport infrastructure. During 1990’s, in order to meet the increased

trans-port demands, the transtrans-port policy concept was extended onto four basic principles of the EU transport systems development: evening out the disparities between certain transport modes, eliminating bottlenecks, directing transport policies onto transport users and solving the issues all transport systems have to face due to globalisation (and expansion of the EU). The second White Paper was issued at the end of 2001: European Transport

Policy for 2010: - Time to Decide. This

document puts forth 60 specific measures to meet the needs of sustainable transport devel-opment in the following decade. These meas-ures include everything from changes in the pricing system of certain transport modes in

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order to revive those transport modes which can be used as replacements for road traffic, to planned investments into trans-European networks.

Transport policies of the EC toward non-EU countries have- been conceived in terms of infrastructure by a definition for the so-called multimodal Pan-European transport corridors. The so-called TINA project (Transport Infrastructure Needs Assessment) has been implemented for the EU candidate countries.

The transport sector in Croatia plays a significant role and constitutes 8% of GDP, at the same time employing the same percentage of working population, i.e. 80,000 employees. Its significance is increased by the fact that transport connection is a prerequisite for a regional and tourist development of the country.

Transport policy on the level of Croatia and the EU in the field of railway transport is based on development documents issued by the Republic of Croatia, primarily on the Transport Development Strategy for the Republic of Croatia and the Reconstruction and Modernisation Strategy for HŽ from 2000; it is also based on the EU documents – the so-called White Papers, the Rail Plan and the document on the Pan-European corridors specified in Helsinki in 1998. In Croatia the field of railway transport has been dealt with in the revised Railway Act and by-laws in the field of railway transport, which have estab-lished prerequisites for the inclusion of Croa-tia’s railways on equal terms into the EU’s railway services market, by taking into con-sideration all the principles established through secondary legal sources of the Euro-pean law, mainly EU directives pertaining to the field of railway transport, which have been incorporated into the Act’s text. These are primarily the following: Directive 91/440/EEC on railway development, Direc-tive 2001/12/EC on the EC railway develop-ment, Directive 95/18/EC on the licensing of railway undertakings, Directive 2001/13/EZ on the licensing of railway undertakings, and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levy-ing of charges.

Inclusion of Croatian railways into the EU railway network is possible through the following two fields:

the field of legislation – through creat-ing legal conditions and provisions for

including Croatia into the EU, by abid-ing by EU conditions and balancabid-ing the conditions of doing business at EU railways (interoperability)

the field of technology – includes infra-structure, means of transport and traffic management.

The goals which result from the above-mentioned EU directives, and which come across as priority demands, pertain primarily to modernisation and reconstruction of the railway infrastructure, separating railway infrastructure management from transporta-tion services; they also guarantee free access to railway infrastructure in accordance with fair conditions and without discrimination (for international trade associations and railway transportation companies), as well as eliminate administrative and technical im-pediments while realising those goals, estab-lish the performance of services in railway transport based on market conditions, thus facilitating a larger number of carriers in the railway services market, as well as provide access to railway infrastructure for all inter-ested parties on equal grounds, while follow-ing the law-prescribed regulations.

2 About the Proposed

Botovo - Zagreb –

Ri-jeka Railway Corridor

Botovo - Zagreb - Rijeka railway line represents the south section of the major Baltic – Adriatic route and is a part of the Vb Pan-European corridor: Budapest – state border – Zagreb – Rijeka. This particular route has been especially appraised in Euro-pean transport studies, and the UIC

(Interna-tional Union of Railways) has included it in

the “directive plan for the European network development”, which includes the most significant railways of the European conti-nent.

The extremely favourable position of the Port of Rijeka has influenced the construction of the Karolinska and Lujzijanska streets as far back as the end of the 18th and the begin-ning of the 19th century, as well as the con-struction of the railway line Zagreb – Kar-lovac in 1865, and KarKar-lovac – Rijeka in 1873.

Today the Botovo – Zagreb – Rijeka railway line is the main railway route of great significance in connecting central Croatia, Gorski Kotar and the north Littoral, but also

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in realising the following European regional integrations: the Alps – Adriatic, the Mediter-ranean – Danube Basin, the Central European initiative. The Port of Rijeka is located deep into the Europe’s continent, thus providing a

natural, as well as the shortest and the most cost-effective route in connecting central and northern Europe with the Mediterranean and the countries of the Middle and Far East via the Suez Canal.

Figure 1. The position of V Corridor in Europe

The existing line to Botovo, at the Hun-garian – Croatian border, across Koprivnica, Križevci and Vrbovec to Dugo Selo, i.e. to the east entrance into Zagreb, is a valley railway with a protection zone which largely facilitates the reconstruction of the line for higher speeds and larger capacities. The existing railway line from Hrvatski Leskovac, the railway station before the Zagreb railway junction, i.e. the southwest entrance into Zagreb, to Karlovac, is also a valley railway constructed for lower speeds and therefore requires reconstruction.

From Karlovac to Rijeka a mountain railway single track line is in use, whose upward grades and resistances are among the highest of the tracks in service. This is also the first electric railway in Croatia, and the only one with a partial direct power supply system on Croatian Railways (HŽ). With its elements and capacity, this railway line has not been meeting the passenger and cargo transport requirements for a long time.

3 Areas Influenced by the

New Railway Line

The geographical position of Croatia is very significant for communication between

eastern and western Europe, as well as the north and south of Europe. Through history important road and rail communications passed through this area and connected the Adriatic – Mediterranean area with Central Europe and the Danube Basin.

In order to fully utilise its favourable geographical position, it is necessary to build high-quality roads which would connect the Adriatic with the inland. The programme for the construction of modern motorways is at an end, while intensive preparations for the betterment of the existing railway lines is taking place, i.e. the construction of new ones along this particular transport route.

With its geo-transport position the Port of Rijeka represents a natural and the most suitable access for the entire Pannonian Plain area and the wider central-European area to the Adriatic Sea. It is a traditional port for the wide central and eastern continental hinter-land with overseas markets. The Adriatic Sea opens its way towards the Mediterranean Sea, the Gibraltar and the Atlantic Ocean, as well as Levant and the Suez Canal, all the way to the Indian Ocean.

The geographical position of the Port of Rijeka does not differ much from the Ports of Koper and Trieste when it comes to their

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relation to the ports in the North Sea and the Baltic Sea. It would therefore be logical for the area influenced by the ports in the north Adriatic (Rijeka, Koper, Trieste and Monfal-cone) to include the south of Germany, the south of Poland, western parts of the Ukraine and Romania, eastern parts of Switzerland and the entire territories of Austria, Hungary, Slovakia and the Czech Republic. However,

in terms of having a natural connection with the hinterland, the Port of Rijeka, along with the other north-Adriatic ports, is not in such a favourable position as the ports in the North and the Baltic Sea. In the immediate vicinity of those north-Adriatic ports there are the Alps and the Dinara Mountain which obstruct the connection of those ports with Central European countries.

Source: Port of Rijeka Authority

Figure 2. Area Influenced by the Port of Rijeka

On the other hand, the ports in the North and the Baltic Sea are located, for the most part, at large river estuaries (the Rhine, the Weser, the Elbe, the Oder, the Visla), or oftentimes far away from the estuaries (inland), at the banks of large rivers (up to 100 km inland), as is the case with Hamburg, Bremen and others. Those large rivers and multitude of channels have penetrated deep into the central European continent and have facilitated the development of river and channel transport which has significantly expanded the area influenced by the ports in the Baltic Sea, and particularly in the North Sea.

The area influenced by the Port of Rijeka partly overlaps with the areas influenced by the ports of Koper and Trieste, and shares common ground with the area influenced by port of Plo e. It encompasses south-eastern countries and a part of central Europe. Figure 3 shows Hungary’s access to the Adriatic Sea, from Plo e to Venice. While Trieste, Koper and Venice are ports which have already been integrated into the Europe’s transport system, the ports on the Croatian side of the Adriatic

will do so via the construction of modern inland roads towards the hinterland. In terms of road traffic, this connection has already been established by the new network of motorways, while in terms of railway trans-port the quality of the connection will be significantly increased through the construc-tion of a new valley railway from Zagreb to Rijeka and by further modernisation of the Zagreb – Botovo line, i.e. by modernisation of railway lines in the Vc corridor (including Bosnia and Herzegovina).

The Port of Rijeka as both the origin and destination point of the most vital transport route in the Republic of Croatia is the most important Croatian port in the Adriatic. It is also the largest national cargo port, as well as a significant passenger port, especially in connecting the entire Croatian Adriatic coast-line. The Port of Rijeka has an important role in integrating Croatia’s inland transport system and in including it into international traffic streams, as well as in connecting the Pannonian and Adriatic Croatian regions, and connecting the Danube Basin with the Adri-atic.

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There are no direct railway connections between Rijeka and railway lines in Istria, just as there is no direct railway connection be-tween the two largest Croatian ports, those of Rijeka and Plo e. This only confirms the fact that certain parts of the port of Rijeka are connected via Slovenia’s railway lines.

Therefore, the operation of Rijeka’s port directly influences the economy of the entire region, whereas its competitiveness (cheaper transport for the export-import dealings in Croatian economy, earnings from through traffic from the Danube Basin and Central Europe towards the Kvarner Gulf and the rest of the world) largely depends on the quality of transport connections (railway and roads) in the natural area under its influence.

The north-Adriatic ports – Rijeka, Ko-per, Trieste, Monfalcone and Venice, are located in places where the sea has penetrated the deepest into the continent. In terms of its

geo-transport position, they represent a natu-ral and the most suitable access to the Adri-atic Sea, which in turn connects them further with the Mediterranean and other seas and oceans, with central European countries and certain parts of the countries of southeast Europe. An important comparative advantage of the north-Adriatic ports when compared to competitor ports of the North and the Baltic Sea is the shortest marine route connecting Central Europe with the Mediterranean and with Middle and Far East via the Suez Canal. The area influenced by these north-Adriatic ports, along with Croatia, Slovenia and northeast Italy is represented by the following countries: Austria, southern Ger-many, eastern Switzerland, Hungary, Slova-kia, the Czech Republic, southern part of Poland, western parts of Poland, western parts of Romania and the Ukraine, and partially Bosnia and Herzegovina and Serbia.

Source: Hungarian Ministry of Economy and Transport (Railway Transport Department)

Figure 3. Area influenced by the Port of Rijeka and ports on the northeast Adriatic coast

The deciding elements for attracting cargo to these ports are quality of service and pricing for entire transport routes, which first and foremost implies that those ports have modern equipment, are well-connected with the hinterland, roads and the railway, as well

as with the network of worldwide marine lines, and have the lowest possible number of borders between states to cross, or simple border-crossing procedures (without police and customs check-points).

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Source: IRF

Figure 4. Comparative lengths and durations of travel from the direction of the Suez Canal to the ports in the north Adriatic and the North Sea

4 The Position and the

Possibility of

Connect-ing the New Railway

Line to the Corridors in

Croatia and the

Neighbouring Countries

The European Union is trying to define a transport strategy and new transport corridors which would connect it with the neighbouring areas in Europe which are not members of the European Union, with Russia, a wider Medi-terranean region and further on with Africa and Asia. The EU is promoting its goals at various international assemblies and in bilat-eral and multilatbilat-eral contacts with other countries, as well as international and re-gional organisations. There is talk of redefin-ing the Pan-European transport corridors within the development of a new strategy, which would partly be integrated into the Trans-European Networks, and partly remain outside the EU territory; there is also talk of creating new international transport corridors of greater significance.

The Trans-European Networks (TEN) include a network of 30 priority transport corridors (TEN – T) and 42 priority energy corridors (TEN – E). Many TEN projects promote transport and energy modes as ties between EU member countries that do not pollute the environment as much (railway transport, inland waterway transport), which can contribute directly to increased invest-ments in this type of network on the national

level. This would result in reducing negative impacts of traffic on the environment.

In 2005 thirty priority projects have been established in Europe with the goal to im-prove and expand the existing transport network within the EU, as well as integrate the new member states into the EU in terms of transport as best as possible. However, the integration and accession process for the new members is not over yet, the EU transport system is constantly being expanded. Croatia has come the furthest in the negotiations and adjustments process than any other country in the region, so its transport network in being integrated into the EU transport network system.

The Republic of Croatia, as a part of the European continent, plays an important role due to its geographical position in connecting western and eastern Europe, and is included in the European system of transport corridors. These corridors pertain to inland infra-structure (railway and road traffic) and the inland waterway infrastructure which is included in the VII corridor, i.e. the Danube waterway system. The Pan-European corri-dors that pass over the Croatian territory are as follows:

X corridor: S.B. –

Za-greb – Novska – Slavonski Brod – Vinkovci – Tovarnik – S.B.

Xa corridor: Graz –

Mari-bor - Zagreb (connection via Zidani Most, the existing line)

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Xa corridor *: Graz – Mar-ibor - Zagreb (connection via Krapina,

a new line 1)

Vb corridor: (Budapest) –

S.B. – Zagreb – Rijeka (connection via the existing line)

Vb corridor *: (Budapest) -

S.B. – Zagreb – Rijeka (connection via

the new line 2)

Vc corridor: S.B.- Beli

Manastir – Osijek –Vrpolje – D.G. – (Sarajevo) – S.B. - Plo e

VII corridor: Danube

wa-terway system

The new Rijeka railway line is located in Pan-European Corridor Vb. Corridor Vb is a branch of corridor V (Venice – Trieste/Kopar – Ljubljana –Budapest –Uzgorod –Lvov) and it comprises the section Rijeka –Zagreb-Budapest. This corridor shall become a part of TEN-T Network (the Trans - European Transport Network).

Negotiations on the accession of the Re-public of Croatia into the EU, as a part of Negotiation Chapter 21 – Trans-European Networks are nearing its conclusion. In the process of negotiations and accession of Croatia to the EU, parts of the network in Croatia that have trans-European significance were determined. Therefore, it was estab-lished that the trans-European railway net-work in Croatia consists of 5 main routes towards inland and sea ports:

(**1) (State Border between Slove-nia and Croatia) - Savski Marof – Za-greb Central Station – Dugo Selo – Novska – Slavonski Brod – Vinkovci – Tovarnik – (State Border Croatia – Serbia) (the existing main route)

(**1.1.) Zapreši – New

Mar-shalling Yard – Dugo Selo (south cargo bypass) (connection to a fu-ture bypass)

(**1.2.) Vinkovci – Vukovar

(Corridor X - VII connection) (ex-isting extended connection)

(**1.3) Zagreb GK – Sisak –

Sunja – Novska (existing extended connection to Corridor X)

(**1.4.) Zagreb GK – Pleso

Airport - Velika Gorica (passenger railway line, future extended con-nection)

(**3) (State Border Hungary

-Croatia) – Botovo – Koprivnica – Dugo Selo – Zagreb CS – Karlovac –

Oštarije – Delnice – Škrljevo – Rijeka – Šapjane – (State Border Croatia-Slovenia) (existing main railway line, condition 2008)

(**3) (State Border Hungary

-Croatia) – Botovo – Koprivnica – Dugo Selo – Zagreb CS – Karlovac – Skrad-nik – Drežnica – Krasica – Rijeka – Šapjane – (SB Croatia-Slovenia) (fu-ture main railway line, 2020 with new sections between Zagreb CS and Ri-jeka)

(**3.1.) Tijani – Matulji – Borut (future railway line)

(**3.2.) Krasica – Ivani (fu-ture railway line)

(**3c) (SB

Croatia-Slovenia) – akovec – Kotoriba – (SB Croatia-Hungary)

(**4) Railway line on

Pan-European Corridor Vc (north branch) with the following route: (SB Hungary - Croatia) – Beli Manastir – Osijek – Strizivojna-Vrpolje – Slavonski Šamac – (SB Croatia-Bosnia and Herzego-vina)

(**5) Railway line on

Pan-European Corridor Vc (south branch) with the following route (SB Bosnia and Herzegovina Croatia) Metkovi -Plo e

(**6) Drežnica – Studenci – Gospi – Knin – Perkovi – Split Suburbs (route 1)

(**6.1.) railway connection

Knin – Zadar, extension of line 1.

(**6.2.) railway connection

Perkovi – Šibenik, extension of line 2.

5 Connection of the

rail-way transport route

State Border with

Hun-gary – Zagreb –Rijeka

(Istria, Slovenia) to the

TEN Railway Network

of neighbouring

coun-tries

The connection of railway lines of the Branch of Pan-European railway corridor Vb and railway lines of the Pan-European railway corridors IV and V is in Budapest, and it

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plays a particularly important role in the cargo and passenger transport along Branch Vb. It represents a natural connection be-tween the economies of Hungary, Slovakia, Poland and the west part of Ukraine and Adriatic ports. The quantities of freight trans-ported in Branch Vb, whose origin is on railway lines of Corridor IV and V, are of key importance for the development and construc-tion plans of railway lines in the Republic of Croatia that lead towards Adriatic ports and for port development plans.

The railway line in Corridor V consti-tutes a railway connection to the entire east part of Hungary and Ukraine. The other branch of Corridor IV, which leads from Bratislava to Budapest, connects the entire Slovakia to Branch Vb by means of railway line.

The existing connecting route Rijeka-Šapjane-Pivka enables the link between Branch Vb and Corridor V on the territory of Slovenia.

By constructing a tunnel and a railway line that will connect the railway network of Istria to the branch Vb and Corridor V on the Slovenian territory.

By construction of the tunnel and railway line connecting Istria railway network to the Branch Vb and by potential continuation of the construction of the railway line through Istria towards Trieste, Branch Vb and Corri-dor V would connect in Trieste.

The railway line of Corridor IV forms a connection to Branch Va in Bratislava, through which they are connected to the railway line network and other railway lines in Slovakia and Poland.

This route, on Branch Vb is the best and fastest route for regular passenger transport from Hungary, Russia and Ukraine towards Italy and with tourist destinations on the Adriatic. A significant growth of interest in regular passenger transport both towards Italy and towards the Adriatic may be expected, since the duration of journey will be signifi-cantly reduced by the new railway line. The purchasing power growth in Hungary, Slova-kia and Poland already brought about great interest in vacations at the Adriatic Coast, and thus the development of seasonal tourist transport, which has already been noted.

According to the Report on Slovenian Railways for 2009 (Program omrežja

Repub-like Slovenije 2009), the railway system in

Slovenia consists of 1,288.7 km of railway

lines classified as main and regional railway lines. The following Pan-European railway corridors and their branches pass through the territory of the Republic of Slovenia:

Pan-European corridor V - (Villa Op-icina, Italy) – Sežana/Koper – Diva a – Ljubljana – Zidani Most – Pragersko – Ormož – Murska Sobota – Hodoš – (Oriszentpeter, Hungary)

Pan-European corridor X – (Rosen-bach, Austria) – Jesenice – Ljubljana – Zidani Most – Dobova – (Savski Ma-rof, Croatia)

Branch of Pan-European corridor Xa – (Spielfeld -Strass, Austria) – Šentilj – Maribor – Pragersko – Zidani Most. According to the classification of Slove-nian Railways, all main railway lines in the Republic of Slovenia belong to the Trans-European Railway Network (TEN-T), whose sections are as follows:

(Rosenbach, Austria) – Jesenice – Ljubljana

(Villa Opicina, Italy) – Sežana – Di-va a – Ljubljana – Zidani Most – Prag-ersko – Ormož – Murska Sobota – Hodoš – (Oriszentpeter, Hungary) (Spielfeld-Strass, Austria) – Šentilj – Maribor – Pragersko

Zidani Most – Dobova – (Savski Ma-rof, Croatia)

Diva a – Koper

Pivka – Ilirska Bistrica – (Šapjane, Croatia)

Ormož – Središ e – ( akovec, Croa-tia).

The length of the railway network in Hungary amounts to 7,606 km.

The following Pan-European railway corridors and their branches pass through the territory of the Republic of Hungary:

Pan-European corridor IV (Branch 1) – (Nickelsdorf, Austria) – Hegyeshalom – Györ – Tatabanya – Budapest – Szol-nok – Bekescsaba – Lokoshaza – (Cur-tici, Romania)

Pan-European corridor IV (Branch 2) – (Šturovo, Slova ka) – Szob – Budapest Pan-European corridor V – (Hodoš, Slovenia) – Oriszentpeter – Veszprem – Szekesfehervar – Budapest – Miskolc – Nyieregyhaza – Zahony – ( op, Ukraine)

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Branch of Pan-European corridor Vb – Budapest – Dombovar – Kaposvar – Gyekenyes – (Botovo, Croatia)

Branch of Pan-European corridor Vc – Dombovar – Pecs – Magyarboly – (Beli Manastir, Croatia)

Branch of Pan-European corridor Xb – Budapest – Kelebia – (Subotica, Ser-bia).

All corridor railway lines and several main lines belong to the Trans-European railway network (TEN-T) on the territory of the Republic of Hungary, whose sections are as follows:

(Nickelsdorf, Austria) – Hegyeshalom – Györ – Komarom – Tatabanya – Bu-dapest – Cegled – Szolnok – Bek-escsaba – Lokoshaza – (Curtici, Roma-nia)

Hegyeshalom – Rajka – (Rusovce, Slo-vakia)

Komarom – (Komarno, Slovakia) (Šturovo, Slovakia) – Szob – Budapest (Loipersbach-Schattendorf, Austria) – Sopron – Györ

(Baumgarten, Austria) – Agfalvai – Szombathely – Szentgotthard – (Jen-nersdorf, Austria)

(Hodoš, Slovenia) – Oriszentpeter – Zalaegerszeg – Veszprem – Szekesfe-hervar – Budapest – Miskolc – Fel-sozsolca – Nyieregyhaza – Zahony – ( op, Ukraine)

Györ – Celldömölk – Nagykanizsa Szombathely – Celldömölk

Szekesfehervar – Ngykanizsa – Murak-eresztur – (Kotoriba, Croatia)

Murakeresztur – Gyekenyes

Budapest – Pusztaszabolcs – Dom-bovar – Kaposvar – Gyekenyes – (Botovo, Croatia)

Szekesfehervar – Pusztaszabolcs Dombovar – Pecs – Magyarboly – (Beli Manastir, Croatia)

Budapest – Kelebia – (Subotica, Ser-bia)

Cegled – Kecskemet – Szeged – Röszke – (Horgoš, Serbia)

Budapest – Ujszasz – Szolnok

Szolnok – Püspökladany – Debrecen – Nyieregyhaza

Felsozsolca – Hidasnemeti – ( ana, Slovakia)

Püspökladany – Biharkeresztes – (Episcopia Bihor, Romania)

In Bosnia and Herzegovina, there are two railway operating companies, Railways of the Federation of Bosnia and Herzegovina ŽFBH and Railways of the Republic of Srpska ŽRS. Each of them operates a part of the railway network. The total length of the railway system in the Republic of Bosnia and Herzegovina amounts to 1,032 km. The most important railway route in Bosnia and Herze-govina passes along the route of the Branch of Pan-European Corridor Vc (Slavonski Šamac, Croatia) –Šamac -Doboj– Zenica – Sarajevo – Mostar – apljina – (Metkovi , Croatia). Apart from that line, the following railway lines are important in terms of connecting to neighbouring countries and internal transport.

Novi Grad – Prijedor – Banja Luka – Doboj

Doboj – Lukavac – Kreka – Tuzla Tuzla – Kreka – Živinice – Zvornik – (Novi Zvornik, Serbia)

(Volinja, Croatia) – Dobrljin – Novi Grad – Biha – Martin Brod – Una – point of separation at km 119 +444 – (Li ko Dugo Polje, Croatia)

(Drenovci, Croatia) – Br ko – Kreka. After the independence of Montenegro and Kosovo, the railway network of Serbia became reduced and thus required new posi-tioning with respect to the future dominant transport routes within the state. Out of 3,808 km of railway lines, 275 km are double-track, and a third of is electrified.

The following Pan-European railway corridors and their branches pass through the territory of the Republic of Serbia:

Pan-European corridor X – (Tovarnik, Croatia) – Šid – Stara Pazova – Beo-grad – Kragujevac – Niš – Preševo – (Tabanovci, Macedonia)

Branch of Pan-European corridor Xb – (Kelebia, Hungary) – Subotica – Novi Sad – Stara Pazova

Branch of Pan-European corridor Xc – Niš – Dimitrovgrad – (Kalotina, Bul-garia).

In accordance with the regional study EU REBIS (Regional Balkan Infrastructural Study), the future fundamental railway net-work at the territory of the Republic of Serbia should consist of the following railway lines:

(Tovarnik, Croatia) – Šid – Stara Pa-zova – Beograd – Kragujevac – Stala – Niš – Vranje – Preševo – (Tabanovci, Macedonia)

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(Kelebia, Hungary) – Subotica – Novi Sad – Stara Pazova

(Stamora Moravita, Romania) – Vršac – Pan evo – Belgrade

Belgrade – Valjevo – Užice – Bijelo Polje – (Montenegro)

Užice – Kraljevo – Kruševac – Stala Kraljevo – Uš e – (Kosovo)

Niš – Dimitrovgrad – (Kalotina, Bul-garia).

None of the Pan-European transport cor-ridors pass over the territory of the Republic of Montenegro. There is no direct railway line between the Republic of Montenegro and the Republic of Croatia, and the only possible connection is via Serbia. The overall length of the railway system in Montenegro amounts to 250 km.

Although Italy does not have a land bor-der with Croatia, it has a long coast on the Adriatic that borders with Croatia. Nowadays Italy represents one of the most important countries for Croatia in terms of trade and exchange of goods and services and collabo-ration on all levels. The emphasis in terms of railway modernization is given to the sixth TNT-T corridor with coincides with the route of Pan-European corridor V. This corridor connects Italy with southeast Europe. Croatia plans to connect to this corridor in Slovenia, where significant investments are planned with respect to the construction of a new railway line to Koper and new railway line Venice - Trieste – Ljubljana.

6 Study and design

documentation for a

new railway line

The planned corridor of the new railway line has been given priority in the develop-ment plans of Croatian Railways, and it was decided that conditions for double track railway line shall be provided on the entire route from the state border with Hungary to Rijeka, for capacity from 28 to 32 millions tons of cargo annually. The railway line shall be able to operate at the speed of 160 (200) km/h, which would shorten the duration of journey from Botovo to Rijeka to somewhat less than 2 hours. The entire project is sup-ported by the Government of the Republic of Croatia, and the planned construction would last from 5-6 years.

The first step towards realization of this objective would be the elaboration of neces-sary research and study and design documen-tation. Croatian Railways defined a pro-gramme and scope of documents that should be prepared in this phase.

Objective of the Study and design docu-mentation (studies, transport and technology, conceptual designs, preliminary designs of certain sections) was to determine the suit-ability of the corridor in terms of transport and construction requirements for a high-speed and high-performance railway line from Botovo, via Zagreb and Rijeka, which could be classified as the European network according to its characteristics. Although the study examined routes from the general network defined by the relevant physical and planning documentation, other routes were not neglected nor excluded from analyses. The basic corridor defined by physical plan-ning documentation of the state is „Drežnik“ alternative, which at the same time includes a part of the network, or the route Zagreb-Dalmatia, i.e. a part of future Adriatic high-speed railway line from Trieste to Dubrovnik, and further on to Albania and Greece.

Also, this study and design documenta-tion should establish the justifiability of the concept of this route, justifiability of the implementation of high speeds, and possibili-ties of using existing infrastructure and the need for new infrastructure. As a part of analyses of the study documentation a traffic study with transport forecast was made for the planned period (2006-2031), and technologi-cal designs that provided answers to some of the above set objectives and guidelines for further elaboration of documentation. Possi-bilities of corridor interconnection with the neighbouring railway networks were also explored.

Study and design documentation was, over the past three years, elaborated by a multidisciplinary team of experts that con-sisted of representatives of Investor's expert services, eminent experts in the field of routing and design of railway infrastructure and a series of other renowned companies specialized for individual areas of the project. Documentation was verified in collaboration with renowned foreign institutions in the area.

New railway line elements

According to the recommendations of Union International des Chemins de fer-a

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(UIC-a) for the European Railway Network, three basic speeds that characterize this network were adopted:

V = 250 km/h and more for new fast interregional railway lines

V = 200 km/h + 25% for very fast rail-way lines for combined traffic

V = 160 km/h for renewed existing railway lines for combined traffic. The new railway line shall be intended for combined railway transport with emphasis on the transport of great quantities of freight, whose origin or destination is the Port of Rijeka.

Accordingly, technical parameters used in the design were appropriate for the modern high performance railway lines intended for combined traffic, and which at the same time

enable running of passenger trains at speeds up to 200 km/h, and freight trains at speeds up to 120 km/h (and in the future up to 160 km/h).

Limit elements of the railway line open route (horizontal and vertical elements) were defined by prior documents and terms of reference:

Design speed

Vmax = 160 (200) km/h. Vteretni = 100 km/h.

The smallest radius of curvature Rmin = 3500 m (tunnels 6500 m)

Maximum track level grade Valley route imax = 12.5 mm/m

Mountain route imax = 12.5 mm/m (tun-nels 8 m/m) D re žn ic a Lu ki kolodvor Krk Belaj Mo stanje ZK GK Hrvats ki Lesko vac Zden inaMavrai i Desine c Do magov i i Lazina (Orlov ac) Ho rvati Jastre barsko Josip dol Mrzlo P olje KA RLOV AC NOVA NIZINSKA PRUGA

ZAGREB-RIJEKA

Varijanta .C1

SHEMATSKI PRIKAZ

Skradnik Kolodvor na novoj pruzi Stajalište Službena mjesta na postoje oj pruzi

Kazalo:

Postoje i kolodvori na postoje oj pruzi koji ostaju u funkciji i u budu im uvjetima

Trasa nove pruge Poveznica stare i nove pruge Postoje e pruge koja ostaju u funkciji Tunel Most na Krk (novi) Vijadukt Priklju ni kolodvor / raskrižje (veza postoje e i nove pruge) Mostanje Zden ina Mavra i i Rije ka Tunel No vi m os t na K rk Tu nel

Pruga izvan prometa (Karlovac-Sisak) Kras ica Škrlj evo Vitoše vo Tija ni Oštarije Oštarije Ogulin Gaj Goljak Skradnik Bakar Lede nice

Figure 5. The proposed alternative for the construction of a new valley railway line on sector III Zagreb-Rijeka (Alternative 1C)

7 Conclusion

Opening the entrances of sufficient ca-pacity for exchange of goods, and for traffic incoming from the Southern side of Europe (South Door), is very important for the EU traffic system. This is realized through the increase of capacities in the Mediterranean ports, including Adriatic ports and their good connections with the inland. Significant Mediterranean ports are the Port of Marseille, the Port Fos in France and Genoa in Italy. The Alps separate the central and west part of

Europe and the Mediterranean, representing an obstacle in construction of modern roads.

As the overcoming of the Apls in the northern hinterland of the Adriatic is very important for construction of modern roads, so is the overcoming of mountains on the eastern hinterland important for roads con-struction from the Adriatic toward the Croa-tian interior and the Central and Southeastern European countries.

In oder to achieve a favorable railway connection on the same corridor but from the nort-east side of the Adriatic, a railway line needs to be constructed with lowland line

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characteristics , from Rijeka to Zagreb, with several tunnels in the area where the moun-tain massif dividing the Adriatic and the Pannonian valley and the Danube region is being overcome. The Rijeka traffic route which corresponds with the corridor V.b has and advantage in relation to alternative corri-dors since it offers the possibility of connec-tion through the Sava River to the System Danube.Raine-Maine, the most significant European waterway system.

The planned corridor of the high per-formance railway line running frm the State borderline with Hungary (Botovo) – Zagreb – Rijeka has a priority in the Croatian Railways development plans. It was decided that this route should be a double track line, capaci-tated for the speed 160 (200) km/h.

Construction of the new railway line en-sures the travel time from Botovo to Rijeka to be approximately two hours. Also it would offer the conditions to reach the planned level freight capacities of 28 to 32 million tons per year.

The cargo traffic forecast is based on the fact that the construction of the new Rijeka railway and the new capacities in the Rijeka Port significantly raise the quality and com-petitiveness of the Rijeka Traffic route.

Based on the implemented analyses dur-ing preparation of the Feasibility Study, it can be concluded that the modernization and construction of the high performace railway line from the state border with Hungary - Botovo - Zagreb – Rijeka is completely justified form the economic (socio-economic) and financial aspect (financial-market), since the internal cost-effectiveness rates in the Sector North areat the level of 9%,and in Sector South at the level of 6%. The new line, provided that fulfils the generally expected traffic demand, represents a significant de-crease in costs of transport, primarily due to exceptionally favorable exploitation condi-tions of the rew line, but also due to a signifi-cant shortening od distance between Zagreb and Rijeka.

Literature

[1] Preliminary design of the Rijeka Railway Junction, IGH and ŽTP Projekt (1-61) from 1982-86.

[2] “ High Performace Rialway Line Rijeka-Zagreb-Botovo (Budapest)”,

Preliminary Study, HAZU Zagreb, 1992. [3] Study and Analysis of the existing

documenta-tion on the new railway line Zagreb-Rijeka, Institut prometa i veza, Zagreb, 1995.

[4] Adriatic Railway line, IPV, Zagreb, 1996. [5] Study of the ten year development of the

Rijeka Port, Rijeka, 1998.

[6] ”Spatial – Traffic Study of the Railway Mar-shalling Yard in Krasica”, ŽPD, Zagreb, 2001. [7] “Spatial – Traffic Study of the raiwlay line

Tijani-Ledenice (Drežnica)”, ŽPD, Zagreb, 2001.

[8] “Preliminary design for modernization of the line Karlovac-Oštarije”, Delta Trazione s.p.o., 2004.

[9] Redefining the traffic and spatial solution of the Railway Junction Rijeka, ŽPD, 2004. [10] Study of the long distance traffic terminal

in Rijeka, on the Wast Žabica, IPV, 2004. [11] Regional Development Plans of the

Zagreb, Karlovac and Primorsko-Goranska Counties

[12] Developmen Study of the Rijeka Port, Marittime Rotterdam Group, 2008.

[13] Traffic technology and transport – for the Project High Performance Railway State bor-der – Zagreb – Rijeka, ŽPD, IGH, Zagreb, 2008.

[14] Study and Conceptual Design for the reconstruction of the existing track and con-struction of additional track for the railway State Border – Zagreb – Karlovac as well as the new railway Karlovac – Rijeka, IGH, Za-greb, 2009.

[15] “Spatial – Tarffic Study of the road and railway transport in the widerZagreb area”, IGH, Zagreb, 2008.

[16] “Conceptual Design of the High Per-formance Railway line State border (Botovo) – Zagreb – Rijeka, IGH, Zagreb, 2008.

[17] “ Preliminary Design of the High Per-formance Railway line State border (Botovo) – Zagreb – Rijeka, Sub-section Skradnik-Ledenice, IGH, Zagreb, 2008.

Croatian parliament: "National Program for railway Infraastructure for the period 2008- 2012", Zagreb, ožujak 2008.

Office for the Development Strategy of Croatia: "Croatia in the 21.century –Traffic", Zagreb, September 2001.

Figure

Figure 1. The position of V Corridor in Europe  The existing line to Botovo, at the
Figure 2. Area Influenced by the Port of Rijeka  On the other hand, the ports in the North
Figure 3. Area influenced by the Port of Rijeka and ports on the northeast Adriatic coast   The  deciding  elements  for  attracting
Figure 4. Comparative lengths and durations of travel from the direction of the Suez Canal to the ports in  the north Adriatic and the North Sea
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