Zagreb – Rijeka railway line

Zagreb – Rijeka
Route number :	M202
Course book range :	60 (HŽ)
Route length:	227.847 km
Gauge :	1435 mm ( standard gauge )
Route class :	D4
Power system :	25 kV, 50 Hz  ~
Legend by Dugo Selo 424,423 Zagreb Glavni kolodvor after Zidani Most 425.896 Trešnjevka junction Hendrix Bridge over the Save to Novska 430.023 Ab or Delta 430.350 Remetinec 435.169 Hrvatski Leskovac 441.905 Horvati 444,367 Mavračići 448,435 Zdenčina 451.925 Desinec 456.998 Jastrebarsko 460.132 Domagović 463.149 Lazina 467.515 Draganići from Sisak by Ozalj 477.040 Karlovac Kupa 478.495 Karlovac Centar 483.133 Mrzlo Polje 488,336 Duga Resa 492.115 Belavići 497.912 Zvečaj 500,600 Gornji Zvečaj 505,599 Generalski Stol 509,500 Donje Dubrave 516.117 Gornje Dubrave 520.107 Tounj 522.296 Kukača 523.880 Košare 527.325 Oštarije Lika train to Knin 533,454 Ogulin 539.904 Ogulinski Hreljin 543,813 Ljubošina 547.853 Gomirje 554,361 Vrbovsko 563,200 Moravice 570,421 Brod Moravice 573,851 Žrnovac 579.643 Skrad 583.132 Kupjak 586,538 Zalesina 592.417 Delnice 600.853 Lokve 607.188 Vrata 609.662 Fužine 613.228 Lič 616.795 Drivenik 620,956 Zlobin 625.918 Plase 628,800 Melnice 633,346 Meja 641,242 Škrljevo to Bakar 650.263 Sušak-Pećine to the port of Rijeka (Terminal Brajdica) 653.221 Rijeka according to Pivka

The Zagreb – Rijeka railway is a single-track, electrified railway line in western Croatia . It leads from Zagreb via Karlovac to Rijeka . It is around 228 km long and classified as a route of international importance. The maximum permissible speed in the section Zagreb – Karlovac is between 100 and 140 km / h, in the mountainous section Karlovac – Rijeka conventionally between 50 and 80 km / h, with tilting technology in sections up to 100 km / h.

history

The Zagreb – Karlovac section was opened in 1865 as a branch of the Zidani-Most – Sisak line by the Austrian Southern Railway Company . This line was bought by the Hungarian state in 1880. On September 6, 1873, the Karlovac – Rijeka section to the south had already been put into operation by the Hungarian State Railways . Since then, there has been a continuously Hungarian-controlled railway connection between Budapest and the then Hungarian port city of Rijeka.

As a result of the First World War , the catchment area of ​​the route became part of the Kingdom of Serbs, Croats and Slovenes proclaimed at the end of October 1918 ( Kingdom of Yugoslavia from 1929 ). The Zagreb – Karlovac – Rijeka line was also incorporated into the later Yugoslav State Railways on this basis . The Rijeka station became a border station with the Italian State Railways . After the Second World War , the city of Rijeka fell to Yugoslavia , and the station was also part of the Yugoslav State Railways. With Croatia's independence in 1991, the route was again transferred to the newly founded Hrvatske željeznice (HŽ) railway company .

electrification

In 1936, the in was station Rijeka ending railway line Pivka-Rijeka with the Italian railway power system electrified 3000 V DC. As a continuation of this, the Zagreb – Rijeka line was electrified in sections by the Yugoslav State Railways using the same system:

• 1953 Rijeka – Fužine
• 1960 Fužine – Moravice
• 1963 Moravice – Karlovac
• 1970 Karlovac – Zagreb main train station

However, since the Yugoslav State Railways later decided to use the alternating current system with a voltage of 25 kV at 50 Hz, in the meantime had electrified the Zagreb – Belgrade railway line and did not want to maintain two contact wire voltages at the Zagreb node, they started the gradual conversion of the Zagreb – Rijeka line to this system. The line has now been converted to alternating current in the following sections:

• 1985 Zagreb main train station - Hrvatski Leskovac
• 1987 Hrvatski Leskovac – Moravice

Moravice thus became a long-term system changing station with classic Italian cross-divisions. Passing trains drove into the foreign electricity system with the locomotive ironed out, the new locomotive pulled the previous one off the train and pushed it onto a free track, where it ran back under its own electricity system. Multi-system locomotives were neither used nor procured by the JŽ and their successor HŽ .

After several years of construction, the remaining section between Moravice and Rijeka up to the new border and system transfer station in Šapjane was also converted to the AC system with 25 kV and 50 Hz in mid-December 2012. While the Italian catenary with the typical multi-track booms was retained in many places during the conversion between 1985 and 1987, swivel boom tubes were installed between Moravice and Rijeka and cross yokes were installed in stations. Because of the intermittent direct current operation, the main tracks were again given catenary with double overhead wires that was not required for operation with 25 kV.

Perspectives

→ Main article : New Zagreb – Rijeka line

There are plans to build a new line south of the existing route for the Zagreb – Rijeka route.

Vehicle use and transport offer

Since 2005, diesel multiple units with active tilting technology of the Croatian Railways of the type RegioSwinger as ICN ( InterCity nagibni ) have been running on the route from Zagreb via Karlovac and Gospić to Split , which enabled noticeably shorter travel times compared to previous trains. The Croatian Railways hoped for a revitalization of rail traffic as a competitor to car traffic, especially in the summer months. However, even in the best of times, only three pairs of ICN trains ran between Split and Zagreb, they were also subject to a reservation requirement and often fully booked, especially on summer weekends. Their operational stability was less than hoped, and after a few years more and more conventional replacement trains had to be used. As a result, the travel times were adapted again.

In the 2020 annual timetable, two pairs of trains run daily between Zagreb and Rijeka, with a scheduled travel time of four hours. However, they were downgraded from express trains to regional trains. Long-distance transport between Zagreb and Karlovac or Ogulin is reinforced by the two year-round train pairs, including one night train pair between Zagreb and Split and seasonal night trains between Split and Zagreb or Budapest. The year-round pair of day trains from Zagreb to Split and back and the additional pair of trains used in summer run as locomotive-hauled wagon trains, but still as ICNs that require a reservation. The other regional trains do not run the entire route, traffic is still broken between Moravice and Ogulin.

gallery

• 

  Hendrix Bridge over the Save

• 

  Karlovac railway station

• 

  Moravice railway station

• 

  Section between Oštarije and Rijeka

• 

  Oštarije station with an Italian contact line insulated against 25 kV

See also

• List of railway lines in Croatia

Web links

Commons : Zagreb – Rijeka railway line  - collection of images, videos and audio files

Individual evidence

1. ↑ ^{a b} HŽ Infrastruktura doo: Izvješće o mreži 2014 . (PDF) In: hzinfra.hr. December 5, 2012, archived from the original on October 21, 2013 ; accessed on April 25, 2018 (Croatian, only via download). 
2. ↑ ^{a b} Vlada Republike Hrvatska: Odluka o razvrstavanju željezničkih pruga Government of the Republic of Croatia: Decision on the division of railway lines of July 12, 2006, accessed on June 28, 2013.
3. ^ Freiherr von Röll: Austrian Southern Railway. In: Encyclopedia of Railways. Volume 7, Berlin / Vienna 1915, pp. 444–448.
4. ↑ Little Chronicle. (...) Railway opening. In:  Neue Freie Presse , Morgenblatt, No. 3248/1873, September 7, 1873, p. 6 middle. (Online at ANNO ). .
5. ^ Baron von Röll: Hungarian Railways. In: Encyclopedia of Railways. Volume 10, Berlin / Vienna 1923, pp. 49-71.
6. ^ Fritz Stöckl: Railways in Southeast Europe. Bohmann Verlag, Vienna 1975, ISBN 3-7002-0431-X , pp. 41 and 46.
7. ↑ LOK Report - News from Monday, December 17th, 2012: Croatia: The conversion of direct current lines has started. Lok Report, December 17, 2012, accessed December 21, 2012 .