Sava corridor
The Sava Corridor is the name given to the railway line from Belgrade via Zagreb to Ljubljana along the Sava ( German Save ). In a broader sense, this also includes the connection westwards towards Italy, northwards towards Vienna and in the narrower sense the Sava up towards Tarvisio . This makes it the most important link between the Balkans and the whole of Southeastern Europe and Southwestern Europe.
The route is partly on the territory of Serbia (Belgrade - Šid , operated by Železnice Srbije ŽS), partly on the territory of Croatia (Zagreb - Tovarnik , operated by Hrvatske željeznice HŽ), and partly in Slovenia ( Dobova - Ljubljana - Jesenice , operated by Slovenske železnice SŽ), and connects the three capitals lying on the edge of Central Europe.
history
Austria-Hungary
The Sava Corridor as the central route of the Northern Balkans only came into the focus of the railroad relatively late.
Until 1881, this was the Austrian-Hungarian military border with the Ottoman Empire and the Kingdom of Serbia . For the Hungarian Crown (Transleithanien) a west-east connection from Carniola via Slavonia to Vojvodina was of minor importance, it operated the expansion of the central routes from Budapest, and was in competition with the Austrian part of the empire for the connection the Upper Adriatic and the respective Adriatic ports. In addition, the expansion was blocked by the military plans of a - never fully realized - military border line. In addition, the Ottoman Empire operated together with Austria and Germany from 1868 on the plan for an Orientbahn , which was to be connected to the Austrian main network, bypassing Serbia. Only when the Austrian Kingdom of Croatia and Slavonia was created after the military border was closed did the network also begin to close in the lower Sava region (the Alföld Railway and Semlin-Fiumaner Railway project).
The first line on the Sava was the Austrian Southern Railway , the section west of Zidani Most to Ljubljana was put into operation in 1849 (lot Celje - Ljubljana).
In 1862 the Zidani Most – Novska railway was completed eastwards to Zagreb , from there it was built through the Posavina south of the Save to the border fortress Sisak .
The Zagreb – Dugo Selo railway followed in 1870 as part of the Budapest – Rijeka (Croatian Railway) operated by the Hungarian State Railways . In the same year, the Tarvisio – Ljubljana route was opened as the completion of the Crown Prince Rudolf Railway (Sankt Valentin - Ljubljana).
In 1877/78 the Dalj - Vinkovci - Slavonski Brod railway in Slavonia was built in Syrmia as a section of the military border line.
The Sisak - Sunja section is a section of the gap between the military border railway and the Bosnian military railway, Banja Luka - Dobrljin , built in 1882 and part of the Sandschak Railway project .
It was not until 1883 that the line from Novi Sad to today's Zemun on the then border near Belgrade was built as part of the Budapest - Belgrade railway line , and the section from Inđija westwards through the Batschka to Sremska Mitrovica was opened as a branch line.
The Zagreb - Sisak route was taken over by the Hungarian State Railways in 1887.
In 1888, the section from Sunja eastwards via Novska to the Nova Gradiška border garrison was built on the military border line, and the following year it was closed to Bród.
As the last piece, the Mitrovica - Vinkovci over Šid construction lot was built by the state railways in 1891 .
In 1897 the Dugo Selo - Novska route on the northern bank of the Sava followed, which is today's main route.
Yugoslavia
After the fall of the Austrian monarchy in 1918/19, the route came entirely into the territory of Yugoslavia ( SHS state , then kingdom ). This made the north-south routes of secondary importance and the Sava corridor the main traffic axis. As a result, the kilometers were changed consistently from Belgrade to Tarvisio (669.4 km). It was operated by the Yugoslav State Railways (Jugoslovenske Železnice) .
The single-track Jesenice – Ljubljana line was electrified with 3 kV direct current after the Second World War . The western parts of Slovenia were assigned to Italy after the First World War , but after 1945 the Italian system was retained and continued until Dobova.
The electrification of the Zagreb – Belgrade line ( Serbo-Croatian Pruga Zagreb – Beograd ) on 412 km was completed in 1970. It was the first line in Yugoslavia to be fully electrified with a 25 kV / 50 Hz AC system.
In 1967 the section near Tarvisio in Italy was closed, and in 1969 the section from Jesenice to the Italian border was closed. Since then, the length of the route to the Austrian border in the Karawanken tunnel built in 1906 has been kilometers and is 637.260 km.
The Orient-Express Paris – Istambul ran on the route, from 1920 to 1940 and from 1945 to 1979 the Simplon-Orient-Express via Trieste – Ljubljana – Zagreb – Belgrade ( called Direct-Orient from 1950 ). Then it was replaced by the Venezia Express Venice – Belgrade and the Simplon Express Paris – Belgrade.
Since 1991
With the disintegration of Yugoslavia after the Yugoslav Wars (Slovenian 10-day war in 1991, Croatian War of 1991-1995), the route was divided again. In 1997, at the European Conference of Transport Ministers (ECMT / CEMT), the concept of the Pan-European Transport Corridor X Salzburg - Thessaloniki, to which the Sava Corridor belongs, was defined. The Pan-European Transport Corridor Vb Rijeka - Budapest crosses near Zagreb / Dugo Selo . Since Croatia joined the EU in 2013, EU funds have also been flowing. From 2020 the still single-track Dugo Selo – Novska section is to be expanded as a high-speed line.
Today's operation
The line at that time is now part of the following railway lines according to the respective national classification:
- in Slovenia:
- Railway line Ljubljana – Jesenice (approx. 65 km)
- Railway line [state border–] Dobova – Ljubljana (approx. 115 km)
- in Croatia:
- Railway line [State border–] Savski Marof – Zagreb (line M101, approx. 27 km)
- Railway lines Zagreb – Novska
- northern connection:
- Railway line Zagreb – Dugo Selo (line M102, approx. 21 km)
- Railway line Dugo Selo – Novska (line M103, approx. 83 km)
- southern connection:
- Zagreb – Novska railway line (M104, approx. 117 km)
- northern connection:
- Railway line Novska – Tovarnik [state border] (line M105, approx. 185 km)
- in Serbia:
- Beograd – Šid railway line (state border) (approx. 119 km)
Picture gallery
Sava Gorge between Ljubljana and Trbovlje
Zidani Most railway station in Slovenia on the banks of the Sava
The New Belgrade Railway Bridge over the Sava
Web links
- Pruga Zagreb-Beograd na starim razglednicama i fotografijama. Thread on zeleznice.in.rs ('Zagreb-Belgrade Railway on old postcards and photos', numerous old views)
Individual evidence
- ↑ a b New Pontebbana in Tarvisio Boscoverde, the old railway went to Tarvisio Centrale.
- ↑ a b c Slovenia uses the Austrian numbering system with branch lines in the ones place; Croatia and Serbia use M = Magistralne pruge , R = Regionalne pruge , L = Lokalne pruge .
- ↑ Because of the unclear border between Slovenia and Croatia on the Sotla / Sutla , only the 5 km to Harmica are in operation. Nominally, the Croatian L102 leads to Kumrovec and the state border; the rest of the Imeno - Stranje line in Slovenia is in operation.
- ↑ The Sisak- Caprag - Petrinja - Karlovac line was destroyed in the Croatian War and is out of service.
- ↑ The R102 goes to the limit. The Una Railway Novi Grad - Bihać - Knin (HR) is out of service.
- ↑ a b Former L105 was the bridge to the district of Bosanski Brod in Bosnia.
- ↑ The Sava marks the northern border of the Balkan Peninsula up to its mouth in Belgrade according to the current definition.
- ↑ a b c Croatian Railways. Elmar Oberegger: Railway history , 2006.
- ↑ cf. Vera Baltzare: The history of the cities of Belgrade, Ljubljana, Zagreb and Yugoslavia in the 20th and 21st centuries. Seminar paper EX 231.935 Fundamentals of Transport Planning , SS 2013, Vienna University of Technology, April 25, 2013, Chapter 2.2 Transport and Infrastructure Policy , p. 12 ff ( pdf , ivv.tuwien.ac.at).
- ↑ Adriatic Railways. Elmar Oberegger: Railway history , 2007.
- ^ Hermann Strach: From the first beginnings to the year 1867 . In: Leon [Ritter] von Biliński , Emil [Ritter] von Guttenberg (Hrsg.): History of the railways of the Austrian-Hungarian monarchy . I. Volume, I. Part. Verlag Karl Prohaska, Vienna / Teschen / Leipzig 1898, p. 411 ( openlibrary.org : Volume 1/1; pdf, 41.1 MB ; archive.org).
- ^ Crown Prince Rudolf-Bahn. Elmar Oberegger: Railway history , 2010.
- ^ A b Josef Gonda: History of the railways in Hungary. From 1867 to the present . I. of Appendix: The railway system in Hungary . In: Biliński, Guttenberg (Hrsg.): History of the railways of the Austrian-Hungarian monarchy . III. Volume, S. 404 ( Volume 3; pdf, 40.8 MB ; archive.org - Appendix from p. 353).
- ↑ Railway office of the KUK General Staff: Our railways in war . In: Biliński, Guttenberg (Hrsg.): History of the railways of the Austrian-Hungarian monarchy . Volume II, pp. 152 ( Volume 2; pdf, 44.5 MB ; archive.org - article from p. 111).
- ^ KK military railway Banja Luka – Doberlin. Elmar Oberegger: Railway history , 2009; The Sunja – Volinja section is currently classified as R102 in Croatia; this route continues to Bosnia and Herzegovina, including the Una railway .
- ↑ Ignaz Konta: From 1867 to the present . In: Biliński, Guttenberg (Hrsg.): History of the railways of the Austrian-Hungarian monarchy . Volume I, Part II, Chapter III. Decennium 1887-1896 , pp. 376 ( Volume 1/2; pdf, 38.3 MB ; archive.org).
- ^ A b Gonda: History of the railways in Hungary . In: Biliński, Guttenberg (Hrsg.): History of the railways of the Austrian-Hungarian monarchy . III. Volume, S. 408 (Weblink Volume 3 see above).
- ^ Gonda: History of the railways in Hungary . In: Biliński, Guttenberg (Hrsg.): History of the railways of the Austrian-Hungarian monarchy . III. Volume, S. 410 (Weblink Volume 3 see above).
- ^ Yugoslav Railways. Elmar Oberegger: Railway history , 2007.
- ↑ Branko Nadilo: Radovi uvjetovani voznim redom . In: Građevinar , 10/2012 (pdf, casopis-gradjevinar.hr).
- ^ A history of the Orient Express. Mark Smith, The Man in Seat Sixty-One… , seat61.com (private website on the railway industry).
- ↑ Croatia uses EU subsidies with delay. Erika Anders-Clever on Germany Trade & Invest , gtai.de, February 20, 2015, accessed September 24, 2015.