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Old September 5th, 2012, 07:50 PM   #41
Puležan
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Quote:
Originally Posted by oakwood.... View Post
Today's photos

Regional Low-floor Electric Multiple Unit


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Quote:
Originally Posted by oakwood.... View Post
No, the train rides in Zagreb suburban traffic.
Actually, that one is not regional, but local/suburban (as you mentioned that it rides in Zagreb suburban area), and it differs from the regional in some aspects: more doors, different seats, more standing places, blue-white livery (instead of white-grey-red in the regional). Here's info about both of them.

Meanwhile, the new croatian diesel-motor unit is being prepared for its usual work: travelling on regional distances (between cities). Pictures are taken on its future route Zagreb-Zabok-Varaždin:

Quote:
Originally Posted by Trevor McPhee View Post
Novi DMV 29.08. po prvi put na probnoj vožnji po svojoj skorašnjoj ruti:

Zabok

by Nikola Zabok www.zeljeznice.net




by Zeus www.zeljeznice.net

Varaždin






by BrunoH www.zeljeznice.net

Ludbreg


by BrunoH www.zeljeznice.net

Kažu ,od ovog mjeseca kreće ovdje redovno...

Brochure (also in english): http://tzv-gredelj.biz.hr/component/...nload/386.html

manufacturer: TŽV Gredelj (Zagreb)
length: 70m
seating passengers: 209
standing passengers: 201
top speed: 160 km/h
engine: 6 asynchronous engines
max.power: 1390 kw

Maybe it will drive also the Zagreb-Rijeka line, since the line is electrified with 3kV (Rijeka-Moravice) and 25kV (Moravice-Zagreb) so today there's need for a locomotive change in Moravice. This new train would be faster and easier to drive

Last edited by Puležan; September 5th, 2012 at 07:55 PM.
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Old September 7th, 2012, 12:28 PM   #42
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Railway line Vinkovci-Zagreb,only this I could find.
One more

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Old September 7th, 2012, 04:58 PM   #43
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Croatian railways diesel multiple units

7121 series (Macoza-Duro Dakovic)

www.zeljeznice.net

www.zeljeznice.net




7122 series (Fiat-Kalmar)

www.zeljeznice.net

www.zeljeznice.net




7123 series (RegioSwinger Bombarider)

www.zeljeznice.net

www.zeljeznice.net





7022 series (Gredelj)

www.zeljeznice.net

www.zeljeznice.net

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Old September 8th, 2012, 09:57 PM   #44
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Quote:
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Railway line Vinkovci-Zagreb,only this I could find.

Thank you. I've found this.
http://www.youtube.com/watch?feature...tfQA2_3us&NR=1
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Old September 23rd, 2012, 10:13 AM   #45
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New Croatian railways DMU prototype test ride



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Old September 23rd, 2012, 10:37 AM   #46
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If I didn’t know where it’s from I would say it’s a Japanese train.
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Old September 23rd, 2012, 10:18 PM   #47
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It's croatian and it has pretty interesting construction - diesel engines with generators are mounted on the roof.
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Old September 24th, 2012, 12:03 AM   #48
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It's croatian and it has pretty interesting construction - diesel engines with generators are mounted on the roof.
Ah! I was wondering where the engines were. Normally these low floor diesel trains use a powerpack. (stadler gtw for instance).
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Old October 5th, 2012, 11:41 AM   #49
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7022 in Vienna North(Wien Nord) on promotional drive 5h between Zagreb and Vienna




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Old October 5th, 2012, 09:39 PM   #50
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Petition against cancellation of most international trains from 12/2012:
http://www.change.org/petitions/croa...services#share
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Old November 4th, 2012, 03:44 PM   #51
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Train in Zagreb





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Old November 16th, 2012, 02:41 AM   #52
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Old November 16th, 2012, 02:50 AM   #53
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Old November 16th, 2012, 10:35 PM   #54
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Infrastructure works at the main railway station in Zagreb / 16.11.2012.















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Old November 17th, 2012, 05:19 PM   #55
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all these updates are great

is there some sort of a comprehensive website/pdf about the short/mid/long term upgrades that are going on/expected in the country? preferably in english/german

thx
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Old November 18th, 2012, 01:55 AM   #56
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High efficiency railway line Zagreb-Rijeka, section Hrv.Leskovac-Skradnik

TRAFFIC PART OF THE PROJECT

Length of the existing railway line on Rijeka traffic route within Croatian territory is 228.9 km. That way, length will decrease for 56.6 – 70.0 km. After investments predicted within this project are realized, line length will shorten to 170.3 – 174.0 km (depending on the version of the new route). ue to construction deviations at Lepavina, in order to avoid landslides, shortening of the route on the northern section of the Corridor Vb, Dugo Selo – Botovo, should also be added to this reduction. The length of the shortening will be known after the completion of documentation. According to data from the documents made so far, it will be about 1 km. This traffic route is often called Rijeka traffic route, because it is the best way to connect Rijeka with its natural hinterland. The natural hinterland includes primarily the Croatian territory, and a number of countries of Central and Southeast Europe, within a radius of about 500 km. It should be noted that the path of goods coming through the Suez Canal, that has its destination in Europe, is shorter for 2121 Nm (about six days of navigation), if it passes through the North Adriatic ports instead of going to North Sea ports.

Construction of a railway line with lowland characteristics on that corridor will result in opening of a new entrance into Europe and stated gravity area on the northeast side.
In present conditions (when a new highway is built), the road provides significantly higher level of traffic service. Travel time by bus from Zagreb to Rijeka takes about 2 hours, and by car even less. Travelling by train takes more than 4 hours, therefore the rail in long distance passenger traffic is at a considerable disadvantage of the road.
Besides the traffic that has its source or target in port Rijeka, the work of other users of railway services in the node is also considered (industry, free zones and other), as well as the transit cargo traffic. Construction of a new Rijeka line and its high-quality connection to the railways in Slovenia and Italy results in shortening and improvement of railway link of Southeast Europe with its central and western part. Train connection from Zagreb to Trieste via the new Rijeka line and the new line through Istria (including a railway tunnel through Učka) provides a better connection from Zagreb via Ljubljana to Trieste than the existing line. This railway connection will be shorter than the existing one, and considering the maximum speed of trains on the new line (160 - 200 km/h for passenger trains and 100-140 km/h for freight traffic), travel time would be shortened for about 1 h in passenger traffic and 2 - 3 h in freight traffic.

This reduction, as well as a much cheaper railway line than the existing one that passes through Slovenia, provides the basis for the ability to increase transit traffic from the direction of Romania, Bulgaria, Turkey, Greece and Serbia towards Italy and towards the southwest and central Europe. This transit traffic will give additional effects in length of passing through Croatian territory. Distance from Zagreb to Slovenian border is 28.9 km (from Zagreb Main station to Dobova); by redirecting goods on a new Rijeka line, transport through Croatian towards Italy (in new conditions, the length of the route Zagreb-Rijeka-Trieste would be about 251 km) would be over eight times longer, which would provide Croatia (or the operator - railway infrastructure in Croatia) additional revenues.
Permeability capacity of the line was calculated on the basis of the process specified in the methodology of the UIC (publication no. E 405), which was adopted as a methodology for calculating the capacity of the Railways.
On the part of the corridor from Zagreb to Rijeka, the smallest capacity is on the section from Lokve to Fužine (61 trains per day). On the part of the line between Zagreb and Karlovac capacity is 104 trains per day, and on the part from Dugo Selo to Koprivnica 65 trains per day. On the section between Zagreb Main station and Zagreb Borongaj, line capacity is 222 trains per day. However, that section also has the most intensive urban and suburban traffic.

When you take into account the predicted traffic throughout the corridor, it is evident that the line capacity as a limiting factor of traffic operation has the most impact on sections where there is intense urban and suburban traffic. The actual capacity of the new double-track lowland railway line Zagreb-Rijeka will be determined after elements of rail protection (position and length of the automatic block sections) and elements of traffic organization (structure of trains on the line, travel times of trains, protection system on the line and the actual chart of operation of trains) are identified.

TRAFFIC FORECAST

According to data from previous projects (regarding the new lowland railway line), which determined the capacity on the basis of the line protection with external automatic block signals, permeability capacity of the line is specified (based on the methodology of the UIC, publication no. 405) for 175 trains per direction or for the total of 350 trains per day.

Given that train traffic will be using the ETCS system (according to present overview of level 1 in the initial phase of construction and level 2 in the second phase of construction), permeability of stripes can be increased, especially by the use of ETCS Level 2 (Level 2). This increase can range from 10-20%, depending on the final technical solution and the structure of trains in railway traffic. Therewith the existing line capacity, which amounts to 61 trains per day on section Lokve - Škrljevo (for timetables 2006) would increase by more than 5 times.
These and other advantages will enable train traffic of significantly greater weight than the trains that operate on the existing railway line. Existing gross weight of trains on the part of the railway line from Moravice to Rijeka is 770 t (based on statistical data from 2006), and according to the foreseen timetable on the new line it will amount to 1507 t (in 2030), which presents an almost double increase (i.e. 1.96 times) in weight of trains.
The above mentioned findings show that the line capacity expressed in gross tons of goods will be over 10 times bigger than the capacity of existing lines, and that this line will enable the traffic of predicted number of trains.

Corridor Vb on Croatian territory is divided into two major traffic-technological units. One is the northern section from Botovo (i.e. the border with Hungary) to Dugo Selo, and another is the southern section from Horvati to Krasica. Corridor Vb also includes railway lines within Zagreb node, where trains pass from Botovo towards Rijeka, and vice versa. Train node Zagreb is not being considered as a part of the project of construction and modernization of railway lines on Corridor Vb, but is the subject of a separate study. Within the study of transport market and preparation of traffic forecasts, urban and suburban traffic in the city of Zagreb was partly covered, and to the extent that is needed to determine the size of the traffic that crosses to connecting lines of the node.

Part of the Corridor Vb are also lines and capacities within node Rijeka, that lead to port and other facilities within the node. Node Rijeka was discussed in the volume to determine the joints between new and existing railway lines and stations in the node. Related to this, analysis of station Ivani is also included, because it is partly an initial and final station of the lowland line, mostly related to the existing capacities in the node and the improvement of working conditions and technology within the existing and future node Rijeka. The need to build a new railway line towards Krk, new bridge for Krk and new container port at Krk is indicated as a need, but is not considered in more detail

If Corridor Vb in Croatian territory would be modernized in suggested way (construction of the second track on the northern part of the corridor from Dugo Selo to Botovo State border, and construction of deviation in Lepavina and construction of the southern part of Corridor from Horvat to Krasica its total length would amount to 270,126.4 km.


CONSTRUCTION CONCEPTUAL DESIGN OF NEW ROUTES AND STATIONS AND ARCHITECTURAL SOLUTION OF STATION BUILDINGS

TECHNICAL EXPLANATION
PROJECT OUTLINES
Design elements and other parameters of the routes

According to the recommendations of the UIC (Union International des Chemins de fer) for the European railway network, three basic speeds that characterize this network were adopted:
V = 250 km/h and more for new fast main railway lines
V = 200 km/h + 25% for very fast lines for mixed traffic
V = 160 km/h for reconstructed existing lines for mixed traffic

New high efficiency railway line is designed for mixed rail traffic with an emphasis on transport of large quantities of goods whose source or destination is port Rijeka.

Determination of geometric alignment parameters
For most geometric parameters of the route, recommendations for the selection of sizes are adopted in three levels:
- 1. Level – recommended normal value
- 2. Level - recommended limit value (minimum or maximum)
- 3. Level – exceptionally permitted limit value.

Chosen elements of route geometry

Boundary elements of the open track line (ground plan and height elements):
Design speed
Vmax = 160 (200+25%) km/h.
Vfreight = 100 km/h.
• Minimum radius of the bow Rmin = 3500 m
• Maximum slope of the level line
o Lowland route imax = 12.5 mm/m
o Upland route iizuz = 20.5 mm/m on a short path of 750 m
• Width of the formation level 12,00m
• Track distance 5.0 m
• Permitted axle load 250 kN
• Length of stopping distance 1500 m
• Load for railway bridges and culverts:
NORM ENV-1991-3- Basis for calculation and actions on structures;
• Traffic load
UIC CODE 700/OR
UIC CODE 702/OR
• Tracks 60 E1
• Prestressed reinforced concrete sleeper; length 260 cm
• Elastic fastenings
• Minimum thickness of the ballast bed is 30cm below the lower rail, and on bridges 40 cm below the lower rail

Other parameters needed for the design:
• Minimum track distance in stations is 5.0 m (flank platform) and 9.5 m (insular platform)
• Length of platforms on suburban railway stops (Zagreb-Karlovac, around Rijeka) is 160 m, length of other stops is 80 m with the possibility of extension to 160 m
• Length of flank platforms in stations is 400 m and their minimum width is 4.5 m (it applies only to those stations where ICE trains will stop for entrance/exit of passengers)
• Similar to the above, necessary length of platforms for fast trains will be 300m
• Underground passages with access to flank platforms are planned for each station.


PLANNED CORRIDORS IN THE SPATIAL-PLANNING DOCUMENTATION

New routes Zagreb – Karlovac – Skradnik (Josipdol) (designed by ŽPD d.d.) are partly entered into the Regional plans of City of Zagreb, Zagreb county, Karlovac county and Primorsko-goranska county, and into some municipal and city plans.

CONCEPTUAL SOLUTIONS – VARIANTS ALONG SECTIONS 1 and 2

Sector III is divided in 3 sections:
- Section 1: Station Hrvatski Leskovac (including) – Station Belaj (excluding);
- Section 2: Station Belaj (excluding) – Station Skradnik (including)
- Section 3: Station Skradnik (excluding) – Station Krasica (excluding)(made by IGH d.d.)

VARIANT SOLUTIONS, Section 1
The conceptual solution delivered in September 2008 included three variants of the route on Section 1, Hrvatski Leskovac – Belaj, and two possibilities for performance of Variant 1 on the area around Karlovac. These variants were made after discussion with representatives of City of Karlovac and Karlovac county, which showed that the „old“ Variant 1 on that area is in collision with the future spatial development plans of the city and county. These two subversions of Variant 1 are named Subversions 1A and 1B. In further discussions with representatives from the city and county, Subversion 1A was proved to be acceptable. However, additional change of the bypass around Karlovac was required in order to meet the needs of the local population. Based on the opinion from HŽ Infrastruktura (meeting - 6.10.2008), additional solution of the bypass around Karlovac was demanded in the form of a separate study. That way the Subversion 1D was made. It has also been accepted by the representatives of the city of Karlovac and Karlovac county.
Designer also made Variant 4 for Section 1. It includes a passage through Karlovac and a bypass around Karlovac. It is based on Variants 1 and 3 from conceptual design.

CONCEPTUAL SOLUTION OF THE ROUTE, Section 2
For Section 2 only one conceptual solution is given.
Radiuses on the objective section range from 3500m to 6000m. In this part, new stations GAJ and Skradnik are planned. From the station Skradnik a new connection to the existing Rijeka line in station Oštarije is designed.

TECHNICAL DESCRIPTION OF PROPOSAL FOR CONSTRUCTION BY STAGES ON SECTIONS I and II
The basic criterion for defining of construction stages was primarily that during the entire period of construction of the new double-track line, traffic along the existing Rijeka line is not interrupted, i.e. that traffic interruptions on the existing track Zagreb-Rijeka are kept to a minimum.

STAGE I
– Construction of a new double-track line on subsection Hrvatski Leskovac-Goljak including station Goljak according to Variant 4
- Construction of a connecting line to the existing track Zagreb-Rijeka from station Goljak and upgrade of second track all the way to direct entrance in station Karlovac, including reconstruction of station Karlovac according to Variant 4
- On subsection Karlovac-Mostanje there is no reconstruction of the existing line, but adjustment and reconstruction of signal-interlocking and telecommunication devices is necessary
- Construction of a connecting track Mostanje – station Belaj, construction of a new fork Mostanje and a new station Belaj according to Variant 4
- Construction of a new double-track railway line Belaj – Skradnik
- Construction of a connecting track Skradnik – Oštarije and construction of a new station Skradnik

STAGE II
- Construction of a new double-track railway line Goljak – Belaj (bypass around Karlovac)
Since according to this construction by stages, Variant 3 is applied to the entry side (side „A“) and Variant 1 is applied to the exit side (side „B“) of station Karlovac, the designer has made a new technical solution of station Karlovac (4) related primarily to construction phase comparators.


STATION BUILDINGS

INTRODUCTION
Three versions of station buildings are made for all the sections (1, 2 and 3 – ŽPD has designed stations and station buildings for all three sections of Sector III).
By their purpose, station buildings are traffic structures intended for operation of railway traffic in stations, as well as for handling of passengers.

Sections 1 and 2

Micro-location of station buildings in particular stations, after adoption of the route, will be determined concerning the terrain configuration, cost of access and transport solutions.
According to station category, location and estimated number of passengers, this project defines three different types of station buildings. Types are designed so that the basic type I is complemented by the necessary facilities. That way, type II and type III of station buildings are made. Such a logical supplement to the basic type offers flexibility of the concept and enables its easy application and adjustment of the above mentioned typology, considering the final location conditions and requirements.
Station buildings will be constructed as independent structures with ground floor height for TYPE I and TYPE II, and first floor height for TYPE III.

TYPES OF STATION BUILDINGS

Station buildings -Type I
Station buildings of type I contain a basic group of rooms for management and accommodation of devices for station protection. The space is divided into a group of traffic office rooms and a group of rooms for accommodation of devices. They are complemented with all the necessary auxiliary facilities that belong to them functionally. Supporting and auxiliary facilities will be located, sized and equipped in accordance with the laws of architectural design.

Station buildings -Type II
Besides rooms for management and accommodation of devices for station protection, station buildings of type II contain facilities intended for passengers, with all the extra spaces that belong to them functionally.

Station buildings -Type III
Besides rooms for management and accommodation of devices for station protection, station buildings of type II contain facilities intended for passengers and rooms for accommodation of railway maintenance workers. Spaces for group traffic offices groups, rooms for accommodation of devices and the handling of passengers are located in the ground floor. Space for maintenance staff are planned to be on the floor.

INTERLOCKING PART OF THE PROJECT


The scope of this conceptual design is installation of train control, signalling and interlocking devices on the new high efficiently railway line State border – Botovo - Zagreb – Rijeka, sector III: Hrvatski Leskovac – Karlovac – Krasica.
It will be a double-track line, in the first phase it is foreseen for speeds up to 160 km/h, and in the next phase there would be an upgrade of the line for allowing trains to run up to 200 km/h. Those parameters are important for planning phase of the train control, signalling and interlocking subsystem, which are planned to ensure safe movements of the trains with speeds up to 160 km/h with conventional line-side signalling and in parallel ERTMS ETCS cab-signalling system so trains which locos are not equipped with the on-board ERTMSETCS system and also ERTMS ETCS equipped trains can run on the line. In this phase an GSM-R network for voice communication will be installed. In the next phase the GSM-R network would be upgraded to provide safe data communication as a transmission media for the upgrade of the ERTMS ETCS level 1 system to ERTMS ETCS Level 2, with installation all necessary additions including radio block centres along the line.

TELECOMMUNICATION PART OF THE PROJECT


The scope of this conceptual design is the installation of railways telecommunication systems on the new high efficiently railway line State border – Botovo - Zagreb – Rijeka, sector III: Hrvatski Leskovac – Karlovac – Krasica.
It will be a double-track line, in the first phase it is foreseen for speeds up to 160 km/h, and in the next phase there would be an upgrade of the line for allowing trains to run up to 200 km/h. Those parameters are important for planning phase of the railways telecommunications sub-system. In this phase a GSM-R network for voice communication will be installed. In the next phase the GSM-R network would be upgraded to provide safe data communication as a transmission media for the upgrade of the ERTMSETCS level 1 system to ERTMSETCS level 2.

As a backbone of the new communication transport infrastructure it is foreseen to be installed two fibber-optical cables on the both sides of the line, SDH and IP infrastructure, Railways land-line telephony network will be extended to this line and also railways line-side telephony on some particular spots. In the stations foreseen to work part-time in a local mode, station communication knots will be developed providing communication for the local signalman and the system. A passenger information system will be installed which will cover the whole line providing audio/visual information for passengers and others.

The railway telecommunication infrastructure proposed by this project to be installed is based on commercial technologies, it means it will be an open system which have enough capacities for existing and future applications which will be developed in accordance with technical specifications for interoperability for telematic applications for freight and passenger traffic.

http://www.zpd.hr/opsirnije_eng.php?...from=&ucat=75&
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Old November 18th, 2012, 01:58 AM   #57
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New interlocking system on Zagreb Main Station

Zagreb Main Station is the central railway station in Zagreb and the largest passenger railway station in Croatia.

In the year 2009. invitation to tender was published for project of substitution of currently installed VES Siemens-Halske interlocking and signalling system (1939.) with new, computer-based interlocking and signalling system. The project is funded by the EU IPA funds, and basis for the entire project was main design made by Željezničko projektno društvo d.d..

Electronic interlocking and signalling system will control the area of fork Trešnjevka and Zagreb Main Station with additional track vacancy control ending at entry signals of Zagreb Klara Station, Hrvatski Leskovac Station, Zagreb Zapadni Station and Zagreb Borongaj Station. Entire geographic area which will be controlled by electronic interlocking and signalling system is 6km (east-west direction) and 10km (north-west direction) long.

New electronic interlocking and signalling system in Zagreb Main Station will interface with existing interlocking and signalling systems in neighbouring stations (Zagreb Zapadni Station and Zagreb Borongaj Station) and railway line sections (existing automatic block systems between Zagreb Main Station and Zagreb Klara Station and between Zagreb Main Station and Hrvatski Leskovac Station (with fork Delta included)). Existing interlocking and signalling systems are SpDrL-30, SbL-5 and Integra. Locomotive depot will be part of Zagreb Main Station interlocking system as well.

The scope of project includes the replacement of following wayside equipment:

- 98 electrohidraulic point machines
- 9 electrohidraulic derailer machines
- 39 main signals
- 6 speed indicators
- 4 signal repeaters
- 25 boundary signals
- 78 shunting signals
- 143 vacancy control systems (track circuits or axle counters)
- 89 km of cables.

The works shall include installation of new power supply system, new telecommunications system and reconstruction of part of existing building for the accomodation of new electronic equipment. Modernisation of signalling and telecommunications system shall improve traffic safety, expand capacity, accelerate operating process and reduce maintenance costs and shall enable, in the next phase, installation of the European train control system (ETCS) and centralised traffic control in order to allow better integration of the railway network in Croatia to the EU network.

http://www.zpd.hr/opsirnije_eng.php?...from=&ucat=75&
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Old November 18th, 2012, 02:10 AM   #58
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Planned railway Botovo - Zagreb - Rijeka
in the context of existing and planned
networks of neighboring countries.
Plan from 2010.


http://www.drc.si/Portals/6/prispevki/II/394-406.pdf
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Old November 20th, 2012, 11:58 PM   #59
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Train crosses the bridge in Zagreb

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Old November 21st, 2012, 11:41 PM   #60
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Zagreb today



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