EUROPEAN AGREEMENT

ON IMPORTANT INTERNATIONAL COMBINED

TRANSPORT LINES AND RELATED

INSTALLATIONS (AGTC)

 

THE CONTRACTING PARTIES,

 

DESIRING to facilitate the international transport of goods,

 

AWARE of the expected increase in the international transport of goods as a consequence of growing international trade,

 

CONSCIOUS of the adverse environmental consequences such developments might have,

 

EMPHASIZING the important role of combined transport to alleviate the burden on the European road network, particularly in trans-alpine traffic, and to mitigate environmental damages,

 

CONVINCED that, in order to make international combined transport in Europe more efficient and attractive to customers, it is essential to establish a legal framework which lays down a co-ordinated plan for the development of combined transport services and the infrastructure necessary for their operation based on internationally agreed performance parameters and standards,

 

HAVE AGREED as follows:

Chapter I

GENERAL

 

 

Article 1

DEFINITIONS

 

For the purposes of this Agreement:

 

a) The term "combined transport" shall mean the transport of goods in one and the same transport unit using more than one mode of transport;

 

b) The term "network of important international combined transport lines" shall refer to all railway lines considered to be important for international combined transport if:

i) they are currently used for regular international combined transport (e.g. swap body, container, semi-trailer);

ii) they serve as important feeder lines for international combined transport;

iii) they are expected to become important combined transport lines in the near future (as defined in i) and ii));

 

c) The term "related installations" shall refer to combined transport terminals, border crossing points, stations for the exchange of wagon groups, gauge interchange stations and ferry links/ports which are important for international combined transport.

 

Article 2

DESIGNATION OF THE NETWORK

 

The Contracting Parties adopt the provisions of this Agreement as a co-ordinated international plan for the development and operation of a network of important international combined transport lines and related installations, hereinafter referred to as "international combined transport network" which they intend to undertake within the framework of national programmes. The international combined transport network consists of the railway lines contained in annex I to this Agreement, and of combined transport terminals, border crossing points, gauge interchange stations and ferry links/ports important for international combined transport which are contained in annex II to this Agreement.

 

Article 3

TECHNICAL CHARACTERISTICS OF THE NETWORK

 

The railway lines of the international combined transport network shall conform to the characteristics set out in annex III to this Agreement or will be brought into conformity with the provisions of this annex in future improvement work to be carried out in conformity with national programmes.

 

Article 4

OPERATIONAL TARGETS

 

In order to facilitate international combined transport services on the international combined transport network, Contracting Parties shall undertake appropriate measures in order to achieve the performance parameters and minimum standards for combined transport trains and related installations referred to in annex IV to this Agreement.

 

Article 5

ANNEXES

 

The annexes to this Agreement form an integral part of the Agreement. Further annexes covering other aspects of combined transport may be added to the Agreement in accordance with the amendment procedure described in article 14.

 

 

CHAPTER II

FINAL PROVISIONS

 

Article 6

DESIGNATION OF THE DEPOSITARY

 

The Secretary General of the United Nations shall be the depositary of this Agreement.

 

Article 7

SIGNATURE

 

1. This Agreement shall be open at the office of the United Nations in Geneva for signature by States which are members of the United Nations Economic Commission for Europe or have been admitted to the Commission in a consultative capacity in conformity with paragraphs 8 and 11 of the terms of reference of the Commission, from 1 April 1991 to 31 March 1992.

 

2. Such signatures shall be subject to ratification, acceptance or approval.

 

Article 8

RATIFICATION, ACCEPTANCE OR APPROVAL

 

1. This Agreement shall be subject to ratification, acceptance or approval in accordance with paragraph 2 of article 7.

 

2. Ratification, acceptance or approval shall be effected by the deposit of an instrument with the Secretary General of the United Nations.

 

Article 9

ACCESSION

 

1. This Agreement shall be open for accession by any State referred to in paragraph 1 of Article 7 from 1 April 1991.

 

2. Accession shall be effected by the deposit of an instrument with the Secretary-General of the United Nations.

 

Article 10

ENTRY INTO FORCE

 

1. This Agreement shall enter into force 90 days after the date on which the Governments of eight States have deposited an instrument of ratification, acceptance, approval or accession, provided that one or more lines of the international combined transport network link, in a continuous manner, the territories of at least four of the States which have deposited such an instrument.

 

2. If the above condition is not fulfilled, the Agreement shall enter into force 90 days after the date of the deposit of the instrument of ratification, acceptance, approval or accession, whereby the said condition will be satisfied.

 

3. For each State which deposits an instrument of ratification, acceptance, approval or accession after the commencement of the period of 90 days specified in paragraphs 1 and 2 of this article, the Agreement shall enter into force 90 days after the date of deposit of the said instrument.

 

Article 11

LIMITS TO THE APPLICATION OF THE AGREEMENT

 

1. Nothing in this Agreement shall be construed as preventing a Contracting Party from taking such action, compatible with the provisions of the Charter of the United Nations and limited to the exigencies of the situation, as it considers necessary for its external or internal security.

 

2. Such measures, which must be temporary, shall be notified immediately to the depositary and their nature specified.

 

Article 12

SETTLEMENT OF DISPUTES

 

1. Any dispute between two or more Contracting Parties which relates to the interpretation or application of this Agreement and which the Parties in dispute are unable to settle by negotiation or other means shall be referred to arbitration if any of the Contracting Parties in dispute so requests and shall, to that end, be submitted to one or more arbitrators selected by mutual agreement between the Parties in dispute. If the Parties in dispute fail to agree on the choice of an arbitrator or arbitrators within three months after the request for arbitration, any of those Parties may request the Secretary-General of the United Nations to appoint a single arbitrator to whom the dispute shall be submitted for decision.

 

2. The award of the arbitrator or arbitrators appointed in accordance with paragraph 1 of this article shall be binding upon the Contracting Parties in dispute.

 

Article 13

RESERVATIONS

 

Any State may, at the time of signing this Agreement or of depositing its instrument of ratification, acceptance, approval or accession, notify the depositary that it does not consider itself bound by article 12 of this Agreement.

 

Article 14

AMENDMENT OF THE AGREEMENT

 

1. This Agreement may be amended in accordance with the procedure specified in this article, except as provided for under articles 15 and 16.

 

2. At the request of a Contracting Party, any amendment proposed by it to this Agreement shall be considered by the Working Party on Combined Transport of the United Nations Economic Commission for Europe.

 

3. If the amendment is adopted by a two-thirds majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General of the United Nations to all Contracting Parties for acceptance.

 

4. Any proposed amendment communicated in accordance with paragraph 3 of this article shall come into force with respect to all Contracting Parties three months after the expiry of a period of twelve months following the date of its communication, provided that during such period of twelve months no objection to the proposed amendment shall have been notified to the General-Secretary of the United Nations by a State which is a Contracting Party.

 

5. If an objection to the proposed amendment has been notified in accordance with paragraph 4 of this article, the amendment shall be deemed not to have been accepted and shall have no effect whatsoever.

 

Article 15

AMENDMENT OF ANNEXES I AND II

 

1. Annexes I and II to this Agreement may be amended in accordance with the procedure laid down in this article.

 

2. At the request of a Contracting Party, any amendment proposed by it to annexes I and II shall be considered by the Working Party on Combined Transport of the United Nations Economic Commission for Europe.

 

3. If the amendment is adopted by the majority of the Contracting Parties present and voting, the proposed amendment shall be communicated by the Secretary-General of the United Nations to the Contracting Parties directly concerned for acceptance. For the purpose of this article, a Contracting Party shall be considered directly concerned if in the case of inclusion of a new line, an important terminal, a border crossing point, a gauge interchange station or a ferry link/port or in case of their respective modification, its territory is crossed by that line or is directly linked to the important terminal, or if the considered important terminal, border crossing point, gauge interchange station or terminal point of the ferry link/port are situated on the said territory.

 

4. Any proposed amendment communicated in accordance with paragraphs 2 and 3 of this article shall be deemed accepted if, within a period of six months following the date of its communication by the depositary, none of the Contracting Parties directly concerned has notified the Secretary-General of the United Nations of its objection to the proposed amendment.

 

5. Any amendment thus accepted shall be communicated by the Secretary-General of the United Nations to all Contracting Parties and shall enter into force three months after the date of its communication by the depositary.

 

6. If an objection to the proposed amendment has been notified in accordance with paragraph 4 of this article, the amendment shall be deemed not to have been accepted and shall have no effect whatsoever.

 

7. The depositary shall be kept promptly informed by the Secretariat of the Economic Commission for Europe of the Contracting Parties which are directly concerned by a proposed amendment.

 

Article 16

AMENDMENT OF ANNEXES III AND IV

 

1. Annexes III and IV to this Agreement may be amended in accordance with the procedure specified in this article.

 

2. At the request of a Contracting Party, any amendment proposed by it to annexes III and IV shall be considered by the Working Party on Combined Transport of the United Nations Economic Commission for Europe.

 

3. If the amendment is adopted by a two-thirds majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General of the United Nations to all Contracting Parties for acceptance.

 

4. Any proposed amendment communicated in accordance with paragraph 3 of this article shall be deemed accepted unless, within a period of six months following the date of its communication, one-fifth or more of the Contracting Parties have notified the Secretary-General of the United Nations of their objection to the proposed amendment.

 

5. Any amendment accepted in accordance with paragraph 4 of this article shall be communicated by the Secretary-General to all Contracting Parties and shall enter into force three months after the date of its communication with respect to all Contracting Parties except those which, prior to the date of its entry into force, have notified the Secretary-General that they did not accept the proposed amendment.

 

6. If one fifth or more of the Contracting Parties have notified an objection to the proposed amendment in accordance with paragraph 4 above, the amendment shall be deemed not to have been accepted and shall have no effect whatsoever.

 

Article 17

SAFEGUARD CLAUSE

 

The provisions of this Agreement cannot prevail over those that some States may be compelled to apply among themselves in accordance with other multilateral treaties, such as the 1957 Treaty of Rome establishing the European Economic Community.

 

 

Article 18

DENUNCIATION

 

1. Any Contracting Party may denounce this Agreement by written notification addressed to the General-Secretary of the United Nations.

 

2. The denunciation shall take effect one year after the date of receipt by the Secretary-General of said notification.

 

Article 19

TERMINATION

 

Should, after the entry into force of this Agreement, the number of Contracting Parties be for any period of twelve consecutive months reduced to less than eight, the Agreement shall cease to have effect twelve months after the date on which the eighth State ceased to be a Contracting Party.

 

Article 20

NOTIFICATIONS AND COMMUNICATIONS BY THE DEPOSITARY

 

In addition to such notifications and communications as this Agreement may specify, the functions of the Secretary-General of the United Nations as depositary shall be as set out in Part VII of the Vienna Convention on the Law of Treaties, concluded at Vienna on 23 May 1969.

 

Article 21

AUTHENTIC TEXTS

 

The original of this Agreement, of which the English, French, and Russian texts are equally authentic, shall be deposited with the Secretary-General of the United Nations.

 

IN WITNESS WHEREOF the undersigned, being duly authorized to that effect, have signed this Agreement.

 

DONE at Geneva on the first day of February 1991.

 

Annex I

 

RAILWAY LINES OF IMPORTANCE FOR

INTERNATIONAL COMBINED TRANSPORT

 

 

_______________________________________________

 

(1) Portugal */

 

C-E 05             (Fuentes de Oñoro-) Vilar Formoso-Pampilhosa- Coimbra-Lisboa

                                                                                                           Porto

C-E 90                       Lisboa-Entroncamento-Marvão (-Valencia de Alcántara)

 

 

 

_______________________________________________

 

General note and explanation of line numbers

 

"C-E" denotes railway lines essentially identical to relevant E lines of the European Agreement on Main International Railway Lines (AGC) of l985.

"C" denotes other lines important for international combined transport. "C" line numbers are identical to those of the nearest E line and are sometimes followed by a serial number.

The E number has been placed for easy reference and comparison with the lines contained in the AGC. It in no way indicates whether States are or intend to become Contracting Parties to the AGC.

 

*/ Symbols employed

 

( )         =          Station outside country concerned [for instance: (Hendaye-)].

__        =          Alternative routes [for instance:           Avila       ].

                                                                       Aranda de Duero

------- =            Section of an AGC line important for international combined transport (concerns only C-E lines).

.....…. =           Section of line important for combined transport, but not part of the relevant AGC line (concerns only C-E lines).

 

 

 

 

 

(2) Spain */

 

C-E 05      (Hendaye-) Irún-Burgos-Medina del Campo-Fuentes de Oñoro
(-Vilar Formoso)               

 

C-E 07      (Hendaye-) Irún-Burgos -       Avila           -Madrid

                                                          Aranda de Duero

 

C-E 053   Madrid-Córdoba-Bobadilla-Algeciras

 

C-E 90     (Marvão-) Valencia de Alcántara -Madrid-Barcelona-Port Bou
(-Cerbère)

 

C 90/1      Valencia-Barcelona

 

_______________________________________________

 

(3) Ireland */

 

C-E 03            (Larne-Belfast-) Dublin

_______________________________________________

 

(4) United Kingdom */

 

C-E 03            Glasgow-Stranraer-Larne-Belfast (-Dublin)-Holyhead-Crewe-London-Folkstone-          

Carlisle

                                                                        .................

Dover (-Calais)

 

C-E 16            London-Harwich (-Zeebrugge)

                                                       ................

C 03/1            London-Cardiff

 

C 03/2            Cleveland-Doncaster-London

Leeds

_______________________________________________

 

(5) France */

 

C-E 05)    Paris-Bordeaux-Hendaye (-Irùn)

C-E 07)

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

 

C-E l5       (Quévy-) Feignies -         Aulnoye-Paris- Dijon -Lyon-Avignon-Tarascon-Marseille

(Erquelinnes-) Jeumont                         Le Creusot

                  ..........................……...

C-E 23      Dunkerque-Aulnoye-Thionville-Metz-Frouard-Toul-Culmont-Chalindrey-Dijon

                  …………………………………………………………………………………………

(-Vallorbe)

………

C-E 25      (Bettembourg-) Thionville-Metz-Strasbourg-Mulhouse  - (-Basel)

                                                                                    Belfort-Besançon-Dijon

                                                                                                            ……..........................…

 

C-E 40            Le Havre-Paris-Lérouville-Onville-Metz-Rémilly-Forbach (-Saarbrücken)

 

C-E 42            Paris-Lérouville-Nancy-Sarrebourg-Réding-Strasbourg (-Kehl)

 

C-E 70            Paris-Mācon-Ambérieu-Culoz-Modane (-Torino)

 

C-E 90            (Port Bou-) Cerbère-Narbonne-Tarascon-Marseille-Menton
(-Ventimiglia)

 

C-E 700         Lyon-Ambérieu

 

C 07                Paris-Toulouse

 

C 20                Lille-Tourcoing (-Mouscron)

 

C 25                Thionville-Apach (-Perl)

 

C 40                Paris-Le Mans-Nantes

                                                Rennes

C 51                (Dover-) Calais-Lille-Paris

 

C 90/2            Bordeaux-Toulouse-Narbonne

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

_______________________________________________

 

(6) Netherlands */

 

C-E 15            Amsterdam-Den Haag-Rotterdam Roosendaal (-Antwerpen)

                                                            ---------------------------

C-E 16            (Harwich-) Hoek Van Holland-Rotterdam-Utrecht

                                                                        ----------------------

C-E 35            Amsterdam-Utrecht-Arnhem (-Emmerich)

                                                -------------------

C 10/1            Utrecht-Amersfoort-Hengelo (-Bad Bentheim)

 

C 16                Rotterdam-Tilburg-Venlo (-Köln)

 

_______________________________________________

 

(7) Belgium */

 

C-E 10)    (Dover-) Oostende-Bruxelles-Liège (-Aachen)

C-E 20)

 

C-E 15      (Roosendaal-) Antwerpen-Bruxelles-  Quévy (-Feignies)_____

                                                           Charleroi-Erquelinnes (-Jeumont)

                                                                .......................................………...

C-E 22      (Harwich-) Zeebrugge-Brugge

 

C-E 25      Bruxelles-Arlon-Sterpenich (-Kleinbettingen)

 

C 15          Charleroi-Namur-Liège

 

C 20          (Tourcoing-) Mouscron-Liège-Montzen (-Aachen)

 

_______________________________________________

 

(8) Luxembourg */

 

C-E 25            (Sterpenich-) Kleinbettingen-Luxembourg-Bettembourg
(-Thionville)

 

 

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

_______________________________________________

 

(9) Germany */

 

C-E 10      (Liège-)Aachen-Köln-Düsseldorf-Dortmund-Münster-Osnabrück-Bremen-

Hamburg-Lübeck (-Hanko)

 

C-E 18      Hamburg-Büchen-Berlin/Seddin

 

C-E 20      (Liège-)Aachen-Köln-Duisburg-Dortmund-Hannover-Helmstedt-Berlin/Seddin-

Frankfurt(O) (-Kunowice)

 

C-E 30      Dresden-Görlitz (-Zgorzelec)

 

C-E 32      Frankfurt (M)-Hanau-Erfurt-Leipzig-Dresden

 

C-E 35      (Arnhem-) Emmerich-Duisburg- Düsseldorf -Köln-Mainz-Mannheim-Karlsruhe

Düsseldorf-Neuss

...................…….

(-Basel)

 

C-E 40      (Forbach-)Saarbrücken-Ludwigshafen-Mannheim-Frankfurt(M)-Gemünden-Nürnberg-Schirnding (-Cheb)

 

C-E 42      (Strasbourg-) Kehl-Appenweier-Karlsruhe-Mühlacker-Stuttgart

Offenburg

 

C-E 43      Frankfurt(M)- Heidelberg -Bruchsal-Stuttgart-Ulm-Augsburg-München-Freilassing

Mannheim

(-Salzburg)

 

C-E 45      (Rodby-)Puttgarden-Hamburg-Hannover-Würzburg-Nürnberg-Ingolstadt-München (-Kufstein)

 

C-E 46      Mainz-Frankfurt(M)

 

C-E 51      (Gedser-) Rostock-Berlin- Halle -Erfurt-Nürnberg

                                                            Leipzig

C-E 55      (Trelleborg-) Sassnitz Hafen-Stralsund- Pasewalk -Berlin/Seddin-Dresden

   Neustrelitz

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

C-E 61      Bad Schandau(-Decin)

 

C-E 451   Nürnberg-Passau (-Wels)

 

C 10/1      (Hengelo-) Bad Bentheim-Osnabrück

 

C 16          (Venlo-) Moenchengladbach-Köln

 

C 25          (Apach-) Perl-Trier-Koblenz

 

C 45/1      (Fredericia-) Flensburg-Hamburg

 

C 45/2      Bremerhaven-Bremen-Hannover

 

C 45/3      Travemünde-Lübeck

 

_______________________________________________

 

(10) Switzerland */

 

C-E 23      (Dijon-) Vallorbe-Lausanne-Brig

   -----------------------------

 

C-E 25      (Mulhouse-) Basel-Olten-Bern-Brig (-Domodossola)

 

C-E 35      (Karlsruhe-) Basel-Olten-Chiasso (-Milano)

 

C-E 50      (Culoz-) Genève-Lausanne-Bern-Zürich-Buchs (-Innsbruck)

   -------------------------------------------------------------

 

C 35          (Karlsruhe-) Basel-Brugg-Immensee-Bellinzona__(-Luino)_____

                                                                                                Chiasso (-Milano)

_______________________________________________

 

(11) Italy */

 

C-E 25      (Brig-) Domodossola-Novara-Milano-Genova

 

C-E 35      (Chiasso-) Milano-Bologna-Firenze-Roma-Napoli-Salerno-Villa S. Giovanni-Messina

----------------------------------------------------------------------

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

C-E 45      (Innsbruck-) Brennero-Verona-Bologna-Ancona-Foggia-Bari-Brindisi

                                                                                                             ..........

C-E 55      (Arnoldstein-) Tarvisio-Udine-Venezia-Bologna

                                                                        Trieste

                                                                         .........

C-E 70   (Modane-) Torino-Rho-Milano-Verona-Trieste-Villa Opicina
(-Sezana)

 

C-E 72   Torino-Genova

 

C-E 90   (Menton-) Ventimiglia-Genova-Pisa-Livorno-Roma

--------------------------------------

 

C 35       (Bellinzona-) Luino-Gallarate-Rho-Milano

 

C 90/1   La Spezia-Fidenza-Parma

 

C 90/2   Livorno-Pisa-Firenze

 

_______________________________________________

 

(12) Norway */

 

C-E 45   Oslo (-Kornsjø)

 

C 47       Narvik (-Vassijaure)

 

C 48       Trondheim-Hell (-Storlien)

 

C 61       Oslo (-Charlottenberg-Stockholm)

 

 

_______________________________________________

 

(13) Sweden */

 

C-E 45   (Kornsjø-) Göteborg-Helsingborg (-Helsingør)

 

C-E 53   Helsingborg-Hässleholm

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

 

C-E 55)          Stockholm-Hässleholm-Malmö-Trelleborg (-Sassnitz Hafen)

C-E 61)

 

C-E 59   Malmö-Ystad (-Szczecin)

 

C 10/2   Stockholm (-Turku)

 

C 45/1   Göteborg (-Frederikshavn)

 

C 45/3   Malmö (-Travemünde)

 

C 47       (Narvik-) Vassijaure-Galliväre-Boden-Ånge-Hallsberg

 

C 48       (Hell-) Storlien-Östersund-Ånge

 

C 55       Hallsberg-Göteborg

 

C 61       (Oslo-) Charlottenberg-Karlstad-Hallsberg-Stockholm

 

_______________________________________________

 

(14) Denmark */

 

C-E 45   (Helsingborg-) Helsingr-Kobenhavn-Nikobing-Rødby (-Puttgarden)

 

C-E 530         Nikøbing-Gedser (-Rostock)

 

C 45/1   (Göteborg-) Frederikshavn-Arhus-Fredericia (-Flensburg)

                        København

 

_______________________________________________

 

(15) Austria */

 

C-E 43   (Freilassing-) Salzburg

 

C-E 45   (München-) Kufstein-Wörgl-Innsbruck (-Brennero)

 

 

 

 

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

C-E 50   (Buchs-)Innsbruck-Wörgl-Kufstein(-Rosenheim-Freilassing)-Salzburg-Wels-

                                                            Schwarzach St. Veit

Linz-Wien- (-Hegyeshalom) 1/

                    Ebenfurt (-Sopron) 2/

                                  ............................

_____________

1/ MAV.

2/ GYSEV/MAV.

 

C-E 52   Wien-Marchegg (-Devínska Nová Ves)

............................................….....…....

 

C-E 55   Linz-Salzburg-Schwarzach St. Veit-Villach-Arnoldstein (-Tarvisio)

 

C-E 63   (Bratislava-) Kittsee-Parndorf-Wien

........................................................

 

C-E 65   (Breclav-)Bernhardsthal-Wien-Semmering-Bruck.a.d.Mur-Klagenfurt-Villach-

Rosenbach (-Jesenice)

 

C-E 67   Bruck a.d. Mur-Graz-Spielfeld Strass (-Sentilj)

 

C-E 451         (Passau-) Wels

 

C-E 551         (Horni-Dvoriste-) Summerau-Linz-Selzthal-St.Michael

 

______________________________________________

 

(16) Poland */

 

C-E 20      (Frankfurt(O)-) Kunowice-Poznan-Lowicz- Warszawa -Lukow-Terespol (-Brest)

                                                                                       Skierniewice

    ...................

 

C-E 30      (Görlitz-) Zgorzelec Wroclaw-Katowice-Kraków-Przemysl-Medyka (-Mostiska)

                                   ----------------------------------------------

 

C-E 59      Swinoujscie-Szczecin-Kostrzyń-Zielona Góra-Wroclaw-Opole-Chalupki

                  --------------------------                                         -----------------------------

                  (-Bohumin)

                     .………

 

______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

C-E 65      Gdynía-Gdánsk-Tczew- Warszawa -Katowice-Zebrzydowice

    -------------------------- Bydgoszcz ------------------------------

                                                          …..............

 

(-Petrovice U. Karviné)

 

C 30/1      Kraków-Nowy Sacz-Muszyna (-Plaveč)

 

C 59/1      Nowa Sól-Zagan-Wegliniec-Zgorzelec-Zawidów (-Frýdlant)

 

C 59/2      Wroclaw-Miedzylesie (-Lichkov)

 

C 65/1      Zduńska Wola Karsznice-Lódź Olechów-Skierniewice

 

C 65/2      Chorzew Siemkowice-Czestochowa-Zawiercie-Jaworzn Szczakowa-

Czechowice Dziedzice

 

C 65/3      Herby Nowe-Paczyna-Kedzierzyn Koźle Azoty

 

_____________________________________________

 

(17a) Czech Republic */

 

C-E 40      (Schirnding-) Cheb-Plzeň-Praha-Kolín-Hranice na Moravĕ -

Ostrava-Mosty u Jablunkova (-Čadca)

Horní Lideč (-Lúky pod Makytou)

........................................…..........

 

C-E 55      (Bad Schandau-) Děčín-Praha

 

C-E 59      (Chalupki-) Bohumíí-Ostrava

                                    ...........................

 

C-E 61      (Bad Schandau-) Děčín-Nymburk-Kolín-Brno-Břeclav-Lanžhot
(-Kúty)

 

C-E 65      (Zebrzydovice-) Petrovice u. Karvine-Ostrava-Břeclav
 (-Bernhardstahl)

 

C-E 551   Praha-Horní Dvořiště (-Summerau)

 

 

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

 

C 59/1      (Zawidów-) Frýdlant-Turnov-Praha

 

C 59/2      (Miedzylesie-) Lichkov-Č.Třebová

 

 

______________________________________________

 

(17 b) Slovakia */

 

C-E 40                        (Mosty u Jablunkova-) Čadca                     - Žilina-Poprad-Tatry-Košice

(Horní Lideč-) Lúky pod Makytou-Púchov

.........................................................……...

-Čierna nad Tisou (-Chop)

 

C-E 52            (Marchegg-) Devínska Nová Ves-Bratislava-Nové Zámky-Štúrovo (-Szob)

......................................…..........

 

C-E 61            (Lanžhot-) Kúty-Bratislava-  Komárno (-Komárom)

                                              Rusovce (-Hegyeshalom)

                                                                      ......................................

 

C-E 63            Žilina- Leopoldov- Bratislava (-Kittsee)

         Galanta

 

C 30/1                        (Muszyna-) Plaveč-Prešov-Kysak-Košice-Čaňa
(-Hidasnémeti)

 

______________________________________________

 

(18) Hungary */

 

C-E 50            (Wien-) Hegyeshalom 1/ -Györ-Budapest-Miskolc-Nyiregyháza-Záhony (-Chop)

          (Ebenfurt-) Sopron 2/

                                    ..............................

_____________

1/ MAV.

2/ GYSEV/MAV.

 

C-E 52            (Štúrovo-) Szob-Budapest-Cegléd-Szolnok-Debrecen-Nyiregyhįza

 

 

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

 

C-E 56            Budapest-Rákos-Ujszász-Szolnok-Lökösháza (-Curtici)

 

 

C-E 61            (Bratislava-Komarno-) Komarom-Budapest

      Hegyeshalom

      .......................

 

C-E 69            Budapest- Székesfehérvár-               Boba-Hodoš  

     Murakeresztú (-Kotoriba)

 

C-E 71            Budapest- Dombóvár-Gyékényes (-Botovo-Koprivnica)

 

C-E 85            Budapest-Kelebia (-Subotica)

 

C-E 691         Murakeresztśr-Gyékényes

 

C 30/1                        (Čaňa-) Hidasnémeti-Miskolc

 

C 54/1                        (Episcopia Bihor-) Biharkeresztes-Berettyóśjfalu-Püspökladįny

 

C 773                         Budapest-Dombóvár-Pécs-Magyarbóly (-Beli Manastir)

 

_______________________________________________

 

(19) Yugoslavia */

 

C-E 65            (Rosenbach-) Jesenice-Ljubljana-Pivka-Rijeka

 

C-E 67            (Spielfeld Strass-) Sentilj-Maribor-Zidani Most

 

C-E 69            (Murakeresztśr-) Kotoriba-Pragersko-Zidani Most-Ljubljana-Divaca-Koper

 

C-E 70            (Villa Opicina-) Sezena-Ljubljana-Zidani Most-Zagreb-Beograd-Niš-Dimitrovgrad (-Dragoman)

 

C-E 71            (Gyékényes-) Botovo-Koprivnica-Zagreb-Karlovac-Rijeka

 

C-E 85            (Kelebia-) Subotica-Beograd - Niš -  Skopje-Gevgelia (-Idomeni)

                                                                      Kraljevo

 

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

______________________________________________

 

(20) Greece */

 

C-E 85            (Gevgelia-) Idomeni-Thessaloniki-Athinai

 

C-E 855         (Kulata-) Promachon-Thessaloniki

 

C 70/2                        Strymonas-Alexandroupolis-Pythion              ( -Uzunköprü )

          Dikea (-Svilengrad)

 

C 85/1                        Thessaloniki-Florina-Kristallopigi (-.........)

 

C 85/2                        Larissa-Volos [-Latakia (Syrian Arab Republic)]

 

C 85/3                        Igoumenitsa-Kalabaka-Palaiofarsalos-Volos [-Latakia (Syrian Arab Republic)]

 

C 85/4                        Athinai-Patras

 

_______________________________________________

 

(21) Romania */

 

C-E 54            Arad-Deva-Teiuş-Vînători-Braşov-Bucureşti

 

C-E 56            (Lökösháza-) Curtici-Arad-Timişoara-Craiova-Bucureşti

 

C-E 66            Halmeu-Satu Mare-Carei-Oradea-Arad-Timişoara-Stamora Moraviţa (-Vrsac)

....………………………………………

 

C-E 95            (Ungheni-) Iaşi-Paşcani-Buzău-Ploieşti-Bucureşti-Videle-Giurgiu (-Ruse)

 

C-E 562         Bucureşti-Constanţa

 

C-E 851         (Vadu Siret-) Vicşani-Suceava-Paşcani

 

C 54                (Deakovo-) Halmeu-Satu Mare-Dej-Cluj-Coşlariu

 

C 54/1                        Paşcani-Suceava-Salva-Dej-Cluj Napoca-Oradea-Episcopia Bihor

(-Biharkeresztes)

 

C 95                Craiova-Calafat (-Vidin)

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

_______________________________________________

 

(22) Bulgaria */

 

C-E 70            (Dimitrovgrad-) Dragoman-Sofija-Plovdiv-Dimitrovgrad Sever-Svilengrad

(-Kapikule)

 

C-E 95            (Giurgiu-) Ruse-Gorna Oriahovitza-Dimitrovgrad

-------------------------------------------

 

C-E 680         Sofija-Mezdra-Gorna Oriahovitza-Kaspican-Sindel-Varna

 

C-E 720         Plovdiv-Zimintza-Karnobat-Burgas

             ---------------------------------

 

C-E 855         Sofija-Kulata (-Promachon)

 

C 95                (Calafat-) Vidin-Sofija

 

______________________________________________

(23) Finland */

 

C-E 10            Hanko-Helsinki-Riihimäki-Kouvola-Vainikkala (-Buslovskaya)

 

C 10/2                        (Stockholm-) Turku-Helsinki

 

_______________________________________________

 

(24) Russian Federation */

 

C-E 10            (Vainikkala-) Buslovskaya-St.-Petersburg-Moskva

 

C-E 20            (Orsha-) Krasnoye-Smolensk-Moskva-Nizhniy Novgorod-Ekaterinburg -

______________________Tyumen___________________________

Kurgan-Petukhovo (-Mamlyutka-Petropavlovsk-Kara-Guga-) Isilkul

 

-Omsk-Novosibirsk-Krasnoyarsk-Tayshet-Irkutsk

 

-Ulan-Ude-   Zaudinsky- _______               Karimskaya_____

     Naushki (- Sukhe-Bator)        Zabaikalsk (- Manchzhuria)

    .………………………..          ……………………………

           -Khabarovsk -    Baranovsky      - Nakhodka-Vostochnaya

                                              Hasan (-Tumangan)

          …………………...

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

C-E 24            Moskva-Ryazan-Ruzaevka-Samara-Ufa-Chelyabinsk-Kurgan-Zauralie

(-Presnogorkovskaya)

 

C-E 30            (Topoli-) Valuiki-Liski-Rtischevo-Sizran-Samara-Orenburg
(-Iletsk I)

 

C-E 50            (Krasnaya Mogila-) Gukovo-Likhaya-Volgograd-Astrakhan
(-Aksaraiskaya II)

 

C-E 99            Moskva-Rostov-na-Donu-Novorossiysk

 

C-E 102         Moskva-Volgograd-Astrakhan

 

C-20/1            Saint Petersburg–Vologda–Kotelnich

 

C-20/2            Moscow–Kazan–Ekaterinburg

 

C-20/3            Kaliningrad-Cherniakhovsk-Nesterov (- Kibartai)

_____________________________________________

 

 

(25) Turkey */

 

C-E 70            (Svilengrad-) Kapikule-Istanbul-Haydarpasa-Ankara- Boğazköprü-Kalin-Malatya-

Kapiköy [-Razi (Iran, Islamic Republic of )]

Nusaybin [-Kamishli (Syrian Arab Republic)]

.......…                                      ........     ….....................

C-E 74            Izmir -      Balikesir-Alayunt- Afyon - Konya-Ulukisla

Bandirma                              Eskisehir   Usak-Manisa

   …………….

............................................................... .... ...... .... .... ........................... ..…..

 

C-E 97            (Ahuryan-) Doğukapi-Kars-Erzurum-Cetinkaya-Kalin-Boğazköprü-Ulukişla-

Samsun

Yenice-Adana - T.Kale -       F.Pasa-Islahiye [-Meydan Ekbez (Syrian Arab

Mersin    Iskenderun  ................................................................. .... ....

Republic)]

 .... .... ....

C 70/2                        Pehlivanköy-Uzunköprü (-Pythion)

_______________________________________________

 

(26) Croatia */

 

C-E 65            (Ilirska Bistrica-) Šapjane-Rijeka

 

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

C-E 69            (Murakeresztśr-) Kotoriba-Čakovec (-Središče)

 

C-E 70            (Dobova-) Savski Marof-Zagreb-Strizivojna Vrpolje-Vinkovci-Tovarnik (-Šid)

 

C-E 71            (Gyékényes-) Botovo-Koprivnica-Zagreb- Karlovac-Oštarije-Rijeka

 

C-E 751         Zagreb-Sunja-Volinja (-Dobrljin-Bihać-Ripač-) Strmica-Knin-_ Split_

     Šibenik

C-E 753         Zagreb-Karlovac-Oštarije-Gospić-Knin-Zadar

 

C-E 771         (Bogojevo-) Erdut-Vinkovci-Strizivojna Vrpolje-Slavonski Šamac (-Bosanski Šamac-Sarajevo-Čapljina-) Metkovič-Ploće

 

C 710                         (Središče-) Čakovec-Varaždin-Koprivnica-Osijek-Erdut (-Subotica)

 

C 773                         (Magyarbóly-) Beli Manastir-Osijek-Strizivojna Vrpolje

 

______________________________________________

 

(27) Slovenia */

 

C-E 65            (Rosenbach-) Jesenice-Ljubljana-Ilirska Bistrica (-Šapjane)

 

C-E 67            (Spielfeld Strass-) Šentilj-Maribor-Zidani Most

 

C-E 69            Hodoš-Murska Sobota-Ormož-Pragersko-Zidani Most-Ljubljana-Divača-Koper

(Čakovec-) Središče

 

C-E 70            (Villa Opicina-) Sežana-Ljubljana-Zidani Most-Dobova (-Savski Marof)

 

_______________________________________________

 

(28) Bosnia Herzegovina */

_______________________________________________

 

(29) Albania */

_______________________________________________

 

(30) The former Yugoslav Republic of Macedonia */

 

 

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

_______________________________________________

 

(31) Belarus */

 

C-E 20            (Terespol-) Brest-Minsk-Orsha (-Krasnoye)

____________________________________________

 

 

(32) Ukraine */

 

C-E 30            (Medyka-) Mostiska-2-Lvov

 

C-E 40            (Čierna nad Tisou-) Chop

 

C-E 50            (Záhony-) Chop-Lvov-Kiev-Khutor Mikhailovsky-Zernovo (-Suzemka)

 

C-E 95            (Benderi-) Razdelnaja-Kazatin

 

C-E 851         Lvov-Vadu Siret (-Vicşani)

 

C 54                Chop-Deakovo (-Halmeu)

 

_____________________________________________

 

(33) Republic of Moldova */

 

C-E 95            (Iaşi-) Ungheni-Chişinău-Bendery-Novosavytske (-Kuchurgan)

 

 

 

_______________________________________________

*/ For general note, explanation of line numbers and symbols employed see page 11.

 

 

Annex II

INSTALLATIONS IMPORTANT FOR INTERNATIONAL COMBINED TRANSPORT

 

1.      Terminals of importance for international combined transport

 

 

AUSTRIA

Linz-Stadthafen Messendorf Salzburg Hauptbahnhof/Liefering Villach Süd     Wels Vbf Wien Freudenau Hafen Wien Nordwestbahnhof
BELGIUM
Antwerpen Athus Bressoux-Renory (Liège) Bruxelles Genk (Hasselt) Muizen (Mechelen) Zeebrugge
BULGARIA
Burgas Dimitrovgrad Sever Filipovo Gorna Oriahovitza Ruse Sofija Stara Zagora Varna
CROATIA
Rijeka Slavonski Brod Split Zagreb
CZECH REPUBLIC
Brno České Budějovice Cheb Jihlava Kolín Lovosice Ostrava Plzeň Praha Ukříněves Praha Žižkov Přerov
DENMARK
Arhus Glostrup København Padborg
FINLAND Helsinki-Pasila
FRANCE
Avignon-Courtine Bordeaux-Bastide Dunkerque Hendaye Le Havre Lille-St.Sauveur Lyon-Venissieux Marseille-Canet Paris-La Chapelle Paris-Noisy-Le-Sec Paris-Pompadour Paris-Rungis Paris-Valenton Perpignan Rouen-Sotteville Strasbourg Toulouse
GERMANY
Augsburg-Oberhausen Basel Bad GBF Berlin Bielefeld Ost Bochum-Langendreer Bremen-Grolland Roland Bremerhaven-Nordhafen Dresden Duisburg-Ruhrort Hafen Düsseldorf-Bilk Frankfurt (Main) Ost Freiburg (Breisgau) GBF Hagen HBF Hamburg-Rothenburgsort Hamburg-Süd Hamburg-Waltershof Hamburg-Wilhelmsburg Hannover-Linden Ingoldstadt Nord Karlsruhe HBF Kiel HGBF Köln Eifeltor Leipzig Lübeck HBF Ludwigsburg Mainz Gustavsburg Mannheim RBF München HBF Neuss Neu Ulm Nürnberg HGBF Offenburg Regensburg Rheine Rostock Saarbrücken HGBF Schweinfurt HBF Wuppertal-Langefeld
GREECE
Aghii Anargyri (Athinai) Alexandroupolis Igoumenitsa Patras Thessaloniki Volos
HUNGARY
Budapest-Jozsefvįros Debrecen Miskolc-Gömöri Sopron Szeged-Kiskundorozsma Szolnok Záhony
IRELAND
Dublin-North Wall
ITALY
Bari-Lamasinata Bologna-Interporto Brindisi Busto Arsizio Livorno Milano Greco Pirelli Milano-Rogoredo Modena Napoli-Granili Napoli Traccia Novara Padova-Interporto Pescara-P.N. Pomezia-S.P. Rivalta Scrivia Torino-Orbassano Trieste Verona-Q.E
LUXEMBOURG
Bettembourg
NETHERLANDS
Ede Rotterdam-Haven Rotterdam-Noord Venlo
NORWAY
Narvik Oslo-Alnabru Trondheim
POLAND
Gdańsk Gdynia Gliwice Krakow Lodz Malaszewicze Poznan Pruszkow Sosnowiec Swinoujscie Szczecin Warszawa Wroclaw
PORTUGAL
Alcantara (Lisboa) Espinho Leixoes Lisboa-Beirolas
ROMANIA
Bucureşti Constanţa Craiova Oradea
RUSSIAN FEDERATION
Batareinaya (Irkutsk) Bazaikha (Krasnoyarsk) Blochnaya (Perm) Brjansk-Lgovskiy (Brjansk) Chita I Khabarovsk II Kirov-Kotlasskiy (Kirov) Kleschikha (Novosibirsk) Kostarikha (Nizhniy Novgorod) Kuntsevo II (Moskva) Kutum (Astrakhan) Mikhailo-Chesnokovskaya (Belogorsk) Moskva-Kievskaya Moskva-Tovarnaya-Oktyabrskaya Moskva-Tovarnaya-Paveletskaya Moskva-Tovarnaya-Smolenskaya Nakhodka-Vostonchnaya Novorossiysk-Port Omsk-Vostochnyi Rostov-Tovarnyi (Rostov-na-Donu) Smolensk St.-Petersburg Port St.-Petersburg-Tovarnyi-Vitebskiy Sverdlovsk-Passagirskiy (Ekaterinburg) Taltsy (Ulan-Ude) Voinovka (Tumen) Volzhskiy (Volgograd) Ussuriysk
SLOVAKIA
Bratislava Čierna nad Tisou Košice Žilina
SLOVENIA
Koper Ljubljana
SPAIN
Algeciras Barcelona Irłn Madrid Port-Bou Tarragona Valencia(-Silla)
SWEDEN
Göteborg Helsingborg Malmö Stockholm-Årsta
SWITZERLAND
Aarau-Birrfeld Basel SBB Berne Chiasso Genève Lugano-Vedeggio Luzern Renens Zürich
TURKEY
Bandirma Derince Iskenderun Istanbul Izmir Mersin Samsun
UKRAINE
Chop Kiev Lvov
UNITED KINGDOM
Belfast Birmingham Bristol Cardiff Cleveland Coatbridge (Glasgow) Glasgow Harwich Holyhead Ipswich Leeds Liverpool-Garston London-Stratford London-Willesden Manchester-Trafford Park Southampton Tilbury
YUGOSLAVIA
Beograd Koper Ljubljana Rijeka Zagreb

 

 

B.        Border crossing points of importance for international combined transport 1/

 

Vilar Formoso (CP) - Fuentes de Onoro (RENFE)

Marvao (CP) - Valencia de Alcantara (RENFE)

Irun (RENFE) - Hendaye (SNCF)

Port Bou (RENFE) - Cerbčre (SNCF)

 

Dublin (CIE) - Holyhead (BR)

Dundalk (CIE) - Newry (NIR)

Dover (BR) - Calais (SNCF)

        - Dunkerque (SNCF)

                    - Oostende (SNCB)

Harwich (BR) - Zeebrugge (SNCB)

 

Menton (SNCF) - Ventimiglia (FS)

Modane (SNCF) - Bardonecchia (FS)

Brig (SBB-CFF) - Domodossola (FS)

Bāle (SNCF) - Basel (SBB-CFF)

 

Strasbourg (SNCF) - Kehl (DB)

Forbach (SNCF) - Saarbrücken (DB)

Apach (SNCF) - Perl (DB)

Thionville (SNCF) - Bettembourg (CFL)

 

Feignies (SNCF) - Quévy (SNCB)

Jeumont (SNCF) - Erquelinnes (SNCB)

Tourcoing (SNCF) - Mouscron (SNCB)

Roosendaal (NS) - Essen (SNCB)

 

Emmerich (DB/NS)

Venlo (NS/DB)

Bad Bentheim (DB/NS)

Montzen (SNCB) - Aachen (DB)

 

Sterpenich (SNCB) - Kleinbettingen (CFL)

Basel (DB/SBB-CFF)

Flensburg (DB) - Padborg (DSB)

Puttgarden (DB) - Rodby (DSB)

 

Passau (DB/OBB)

Salzburg (DB/OBB)

 

1/ After each border crossing point the relevant railway administration using the station is indicated in brackets. If only one station is listed it is jointly used by both railway administrations.

 

Kufstein (DB/OBB

Buchs (SBB-CFF/OBB)

 

Luino (SBB-CFF/FS)

Chiasso (SBB-CFF/FS)

Brennero (FS/OBB)

Tarvisio (FS) - Arnoldstein (OBB)

 

Charlottenberg (NSB/SJ)

Kornsjö (NSB/SJ)

Vassijaure (JBV/Banverket)

Storlien (JBV/Banverket)

 

Helsingborg (SJ) - Kobenhavn (DSB)

Trelleborg (SJ) - Sassnitz (DB)

Ystad (SJ) - Swinoujscie (PKP)

Göteborg (SJ) - Frederikshavn (DSB)

Malmö (SJ) - Travemünde (DB)

 

Gedser (DSB) - Rostock (DB)

 

Ebenfurth (OBB)- Sopron (GYSEV/MAV)

Nickelsdorf (OBB) - Hegyeshalom (MAV)

Frankfurt/O. (DB) - Kunowice (PKP)

Görlitz (DB) - Zgorzelec (PKP)

 

Gyékényes (MAV) - Botovo (JZ)

Keleba (MAV) - Subotica (JZ)

Lököshąza (MAV) - Curtici (CFR)

 

Dimitrovgrad (JZ) - Dragoman (BDZ)

Gevgelia (JZ) - Idomeni (CH)

Episcopia Bihor (CFR) - Biharkeresztes (MAV)

Giurgiu (CFR) - Ruse (BDZ)

 

Svilengrad (BDZ) - Kapikule (TCDD)

Vidin (BDZ) - Calafat (CFR)

Kulata (BDZ) - Promachon (CH)

Turku (VR) - Stockholm (SJ)

 

Kapiköy (TCDD) - Razi (RAI)

Nusaybin (TCDD) - Kamischli (CFS)

Marchegg (OBB) - Devínska Nová Ves (ŽSR)

Kittsee (OBB) - Bratislava (ŽSR)

 

Gdynķa (PKP) - Ystad, Stockholm (SJ) / Helsinki (VR)

Chalupki (PKP) - Bohumķn (ČD)

Schirnding (DB) - Cheb (ČD)

Bad Schandau (DB) - Děčin (ČD)

 

Bernhardsthal (OBB) - Břeclav (ČD)

Summerau (OBB) - Horní Dvořiště (ČD)

Vainikkala (VR) - Buslovskaya (RZD)

Orsha (BC) - Krasnoye (RZD)

 

Zernovo (UZ) - Suzemka (RZD)

Nesterov (RZD) - Kibartai (Lithuanian Railways)

Valuiki (RZD) - Topoli (UZ)

Gukovo (RZD) - Krasnaya Mogila (UZ)

 

Zauralie (RZD) - Presnogorkovskaya (Kazakh Railways)

Petukhovo (RZD) - Mamlyutka (Kazakh Railways)

Isilkul (RZD) - Kara-Guga (Kazakh Railways)

Astrakhan (RZD) - Aksaraiskaya II (Kazakh Railways)

 

Orenburg (RZD) - Iletsk I (Kazakh Railways)

Naushki (RZD) - Sukhe-Bator (Mongolian Railways)

Zabaikalsk (RZD) - Manchzhuria (Chinese Railways)

Hasan (RZD) - Tumangan (Railways of the Democratic People’s Republic of Korea)

 

Zebrzydovice (PKP) - Petrovice u Karviné (ČD)

Zavidow (PKP) - Frydlant (ČD)

Medzylesie (PKP) - Lichkov (ČD)

Čadca (ŽSR) - Mosty u Jablunkova (ČD)

Lśky pod Makytou (ŽSR) - Hornķ Lideč (ČD)

 

Kúty (ŽSR) - Lanžhot (ČD)

Černa nad Tisou (ŽSR) - Chop (UZ)

Komárno (ŽSR) - Komarom (MAV)

Štúrovo (ŽSR) - Szob (MAV)

 

Rusovce (ŽSR) - Rajka (MAV)

Čaňa (ŽSR) - Hidasnémeti (MAV)

Plaveč (ŽSR) - Muszyna (PKP)

Magyarbóly (MAV) - Beli Manastir (HZ)

 

Dikea (CH) - Svilengrad (BDZ)

Kristallopigi (CH) - ........... (HSH)

Patras/Igoumenitsa (CH) - Brindisi (FS)

Patras/Igoumenitsa (CH) - Trieste (FS)

 

Patras/Igoumenitsa (CH) - Ancona (FS)

Patras/Igoumenitsa (CH) - Bari (FS)

Volos (CH) - Latakia (CFS)

Stamora Moraviţa (CFR) - Vrsac (JZ)

 

Halmeu (CFR) - Deakovo (UZ)

Vicşani (CFR) - Vadu Siret (UZ)

Uzunköprü (TCDD) - Pythion (CH)

Islahiye (TCDD) - Meydan Ekbez (CFS)

 

Doğukapi (TCDD) - Ahuryan (ARM)

Kotoriba (HZ) - Murakeresztur (MAV)

Koprivnica (HZ) - Gyekenyes (MAV)

Čakovec (HZ) - Središće (SZ)

 

Savski Marof (HZ) - Dobova (SZ)

Erdut (HZ) - Bogojevo (JZ)

Tovarnik (HZ) - Sid (JZ)

Slavonski Šamac (HZ) - Bosanski Šamac (ZBH)

 

Metkovič (HZ) - Čapljina (ZBH)

Volinja (HZ) - Dobrljin (ZBH)

Strmica (HZ) – Ripać (ZBH)

Šapjane (HZ) - Ilirska Bistrica (SZ)

 

Lupoglav (HZ) - Podoorje (SZ)

Rosenbach (OBB) - Jesenice (SZ)

Spielfeld Strass (OBB) - Šentilj (SZ)

Središće (SZ) - Žakovec (HZ)

 

Hodoš (SZ/MAV)

Villa Opicina (FS) - Sežana (SZ)

Savski Marof (HZ) - Dobova (SZ)

Terespol (PKP) - Brest (BC)

 

Medyka (PKP) - Mostiska (UZ)

Záhony (MAV) - Chop (UZ)

Ungheni (CFM) - Iaşi (CFR)

Novosavytske (CFM) - Kuchurgan (UZ)

 

C. Gauge interchange stations of importance for international combined transport */

 

Stations between railway systems with different rail gauges	Countries concerned	Interchange technique applied
		Change of wagon axles/bogies	Transshipment of loading units by crane/other handling equipment
Irun - Hendaye Port Bou - Cerbère Hanko Čierna nad Tisou - Chop Zahony - Chop Iaşi - Ungheni Vicşani - Vadu Siret Halmeu **/ - Deakovo Malaszewicze ***/ - Brest Medyka - Mostiska Zabaikalsk - Manchzhuria Hasan - Tumangan	Spain - France Spain - France Finland Slovakia - Ukraine Hungary - Ukraine Romania - Republic of Moldova Romania - Ukraine Romania - Ukraine Poland - Belarus Poland - Ukraine Russian Federation- China Russian Federation- Republic of Korea	X X X X X X X X X X X X X X X	X X X X X X X X X X X X X X X X X X X

 

 

Note: Gauge interchange stations are also border crossing points.

______________

*/ If the change of axles or the transfer of loading units to wagons of a different gauge is carried out at one station only, this station is underlined. In case gauge interchange and transshipment techniques are used simultaneously at certain stations, both these stations are both mentioned.

**/ Between Halmeu and Chop (Ukraine) exists both a standard and a broad gauge railway line of about 70 km. Thus neither a change of wagon nor a change of axles/bogies is required.

***/ Transshipment station, but not a border crossing point.

 

 

 

D. Ferry links/ports forming part of the international combined transport network

 

 

Holyhead	- Dublin	(United Kingdom - Ireland)
Calais	- Dover	(France - United Kingdom)
Oostende	- Dover	(Belgium - United Kingdom)
Dunkerque	- Dover	(France - United Kingdom))
Stanrear	- Larne	(United Kingdom))
Zeebrugge	- Harwich	(Belgium - United Kingdom))
Zeebrugge	- Dover	(Belgium - United Kingdom))
Puttgarden	- Rodby	(Germany - Denmark)
Kobenhavn	- Helsingborg	(Denmark - Sweden)
Lübeck-Travemünde	- Hanko	(Germany - Finland)
Gedser	- Rostock (Warnemünde)	(Denmark - Germany)
Göteborg	- Frederikshavn	(Sweden - Denmark)
Malmö	- Travemünde	(Sweden - Germany)
Trelleborg	- Sassnitz	(Sweden - Germany)
Ystad	- Swinoujscie	(Sweden - Poland)
Helsinki	- Gdynia	(Finland - Poland)
Helsinki	- Stockholm	(Finland - Sweden)
Turku	- Stockholm	(Finland - Sweden)
Samsun	- Constanţa	(Turkey - Romania)
Mersin	- Venezia	(Turkey - Italy)
Gdynía	- Ystad	(Poland - Sweden)
Gdynía	- Stockholm	(Poland - Sweden)
Gdynía	- Helsinki	(Poland - Finland)
Patras/Igoumenitsa	- Brindisi	(Greece - Italy)
Patras/Igoumenitsa	- Trieste	(Greece - Italy)
Patras/Igoumenitsa	- Ancona	(Greece - Italy)
Patras/Igoumenitsa	- Bari	(Greece - Italy)
Volos	- Latakia	(Greece - Syrian Arab Republic)
Calafat	- Vidin	(Romania - Bulgaria)
Kaliningrad	- Lübeck	(Russian Federation - Germany)
Baltyisk	- Lübeck	(Russian Federation - Germany)
Nakhodka	- Yokohama	(Russian Federation - Japan)
Vostochnyi	- Pussan	(Russian Federation - Republic of Korea)

 

Note:  Ferry links are also border crossing points, except the links between Stanrear-Larne and Messina-Villa S.Giovanni.

Annex III

 

TECHNICAL CHARACTERISTICS OF THE NETWORK OF IMPORTANT INTERNATIONAL COMBINED TRANSPORT LINES

 

Preliminary remarks

 

The parameters are summarized in the table below. The values shown in column A of the table are to be regarded as important objectives to be reached in accordance with national railway development plans. Any divergence from these values should be regarded as exceptional.

 

Lines have been divided into two main categories:

 

a) Existing lines, capable of being improved where appropriate; it is often difficult and sometimes impossible to modify, for instance, their geometrical characteristics, and the requirements have to be eased for such lines;

 

b) New lines to be built.

 

By analogy, the specifications given in the following table also apply, where appropriate, to ferry-boat services which are an integral part of the railway network.

 

INFRASTRUCTURE PARAMETERS FOR THE NETWORK OF

IMPORTANT INTERNATIONAL COMBINED TRANSPORT LINES

 

	A		B
	Existing lines which meet the infrastructure requirements and lines to be improved or reconstructed		New lines
	at present	target values
. Number of tracks   2. Vehicle loading gauge   3. Minimum distance between track centres [1]/   4. Nominal minimum speed   5. Authorized mass per axle:     Wagons ≤ 100 km/h                   ≤ 120 km/h 6. Maximum gradient  1/   7. Minimum useful siding length	(not specified)             100 km/h [2]/     20 t 20 t (not specified)   600 m	(not specified)   UIC B [3]/   4.0 m     120 km/h     22,5 t 20 t (not specified)   750 m	2   UIC C   4.2 m     120 km/h     22,5 t 20 t 12.5 mm/m   750 m

 

 

 Explanation of the parameters contained in the table above:

 

l. Number of tracks

 

International combined transport lines must provide high capacity and allow for precise timing of operation.

 

It is generally possible to meet both requirements only on lines with at least two tracks; however, single track lines would be allowed if the other parameters of the Agreement are complied with.

 

2. Vehicle loading gauge

 

This is the minimum loading gauge for international combined transport lines.

 

On new lines, only a small marginal investment cost is normally incurred by adopting a high loading gauge, and the UIC C gauge has therefore been chosen.

 

The C gauge allows, for instance:

 

- The transport of road goods vehicles and road trains (lorry with trailer, articulated vehicle, tractor and semi-trailer) conforming to the European road loading gauge (height 4 m, width 2.5 m) on special wagons with a loading height of 60 cm above rail level;

 

- The transport of ordinary road semi-trailers 2.5 m wide and 4 m high on recess wagons with normal bogies;

 

- The transport of ISO containers 2.44 m wide and 2.9 m high on ordinary flat wagons;

 

- The transport of swap bodies 2.5 m wide on ordinary flat wagons;

 

- The transport of containers/swap bodies 2.6 m wide and 2.9 m high on suitable wagons.

 

The existing lines across mountainous regions (such as the Pyrenees, Massif Central, Alps, Jura, Appenines, Carpathians) have many tunnels conforming to the Technical Unit loading gauge, or gauges of slightly greater height at the centre of the track. Increasing this to conform to the UIC C gauge is in almost all cases impossible from the economic and financial standpoints.

 

The UIC B gauge has therefore been chosen for these lines, as it allows, for instance:

 

- The transport of ISO containers, 2.44 m wide and 2.90 m high, on flat

container-wagons with a loading height 1.18 m above rail level;

 

- The transport of swap bodies, 2.5 m wide and 2.6 m, high on ordinary flat wagons (loading height 1.246 m):

 

- The transport of semi-trailers on recess wagons;

 

- The transport of containers/swap bodies, 2.6 m wide and 2.9 m high, on special low-loader wagons.

 

Most of the existing international combined transport lines offer at least the UIC B gauge. In the case of the others, improvement to this standard does not normally require major investments.

 

 

3. Nominal minimum speed

 

The nominal minimum speed determines the geometrical characteristics of the section (radius of curves and cant), the safety installations (braking distances) and the braking coefficient of the rolling stock.

 

 

 

4. Authorized mass per axle

 

This is the authorized mass per axle which international combined transport lines should be able to bear.

 

International combined transport lines should be capable of taking the most modern existing and future vehicle traffic, in particular:

Wagons with a mass per axle of 20 tonnes, which corresponds to UIC class C; a wagon mass per axle of 22.5 tonnes up to 100 km/h has been adopted, in conformity with recent UIC decisions. The mass per axle limits of 20 tonnes for a speed of 120 km/h are those set by the UIC regulations.

 

The mass per axle values shown are for a wheel diameter of not less than 840 mm, in accordance with the UIC regulations.

 

5. Minimum useful siding length

 

The minimum useful siding length on international combined transport lines is significant for combined transport trains (see annex IV).

Annex IV

 

PERFORMANCE PARAMETERS OF TRAINS AND

MINIMUM INFRASTRUCTURE STANDARDS

 

A. Requirements for efficient international combined transport services

 

1. In order to be able to guarantee an efficient and expeditious flow of transport, necessitated by modern methods of production and distribution of goods, international combined transport services should fulfill in particular the following requirements:

 

a) departure/arrival in line with customers' requests (in particular late closing times for loading and early placing at disposal of goods), regular services;

 

b) short duration of door-to-door transport, high punctuality record, reliable transport times;

 

c) reliable and timely information on the transport procedure, simple documentation, low risk of damage;

 

d) capability of carrying all types of standard containers and of all loading units that can be carried in international European road haulage. In this context, the foreseeable developments regarding weights and dimensions of loading units have to be taken into consideration.

 

2. These requirements should be fulfilled through:

 

a) high transport speed (measured from the place of departure to the place of destination, including all stops), which should be about the same, or possibly exceed that of end-to-end transport by road;

 

b) utilization of non-working hours of consignees (e.g. transport during the night), in order to be able to place the goods at the disposal in the morning hours as desired by the customers;

 

c) suitable and sufficient equipment and infrastructure capacities (e.g. adequate loading gauges);

 

d) direct trains, if possible (i.e. excluding or reducing to a minimum en route transfer of the consignments to other trains);

e) organizational measures to improve the flow of transport by using modern

telecommunication systems.

 

3. In order to meet the requirements described above, trains and infrastructure facilities should be of satisfactory efficiency, i.e. they should meet certain minimum standards that have to be complied with by all authorities concerned on a given transport relation.

 

4. The performance parameters and standards below have been established in particular for large international transport volumes, i.e. for transport relations with regular traffic of direct trains or with at least larger wagon groups. Single wagons or special transports could still be operated by conventional goods trains if this satisfies the needs of the customers and the railways concerned.

 

B. Performance parameters of trains

 

5. Trains used for international combined transport should meet the following minimum standards:

 

Minimum standards	At present	Target values*/
Nominal minimum speed Length of train Weight of train Axle load (wagons)	100 km/h 600 metres 1 200 tonnes 20 tonnes	120 km/h 750 metres 1 500 tonnes 20 tonnes (22.5 tonnes at a speed of 100 km/h)

 

If direct trains cannot be run, trains should, if possible, consist of only few wagon groups, the wagons in each group having the same destination. There should be no stops en route for operational reasons or frontier-crossing controls, if feasible.

 

6. Rolling stock shall meet the above standards relating to speed and axle load and shall be capable of carrying all those loading units which have to be taken into consideration in respect of weights and dimensions.

 

7. Trains of combined transport shall be rated as those with highest priority. Their timetable shall be designed so as to comply with customers requests for reliable and regular transport services.

 

C. Minimum standards for railway lines

 

8. Railway lines to be used for combined transport shall have an adequate train capacity per day, in order to avoid waiting times for trains of combined transport. These trains should not be delayed by non-working hours.

 

9. For the improvement of railway lines the infrastructure parameters contained in annex III shall be applicable.

 

D. Minimum standards for terminals

 

10. For the efficient handling of consignments in terminals the following requirements shall be met:

 

a) The period from the latest time of acceptance of goods to the departure of trains, and from the arrival of trains to the availability of wagons ready for the unloading of loading units shall not exceed one hour, unless the wishes of customers regarding the latest time of acceptance or disposal of goods can be complied with by other means.

 

b) The waiting periods for road vehicles delivering or collecting loading units shall be as short as possible (20 minutes maximum).

 

c) The terminal site shall be selected in such a way that:

 

- it is easily and quickly accessible by road from the economic centres;

 

- within the rail network, it is well connected with long-distance lines and, for transport connections with wagon-group traffic, has good access to the fast freight trains of combined transport.

 

11. The minimum standards for intermediate stations stipulated below shall also relate to terminals.

 

E. Minimum standards for intermediate stations

 

12. Stops of trains of combined transport en route, necessary for technical or operational reasons, for example at wagon group exchange or gauge interchange stations, shall at the same time be used for carrying out work which otherwise would require additional stops (i.e. frontier controls, changing of the locomotive).

 

The infrastructure of such intermediate stations shall comply with the following requirements:

 

- Sufficient train capacity per day on feeder lines to avoid delays of trains in combined transport;

 

- The entries and exits to and from the feeder lines shall allow the trains to filter in and out without delay. Their capacity shall be large enough to avoid delays of arriving and/or departing trains of combined transport;

 

- Sufficient track capacity for the various types of track, as required for the specific work to be carried out in a station, in particular for arrival/departure tracks, train formation tracks, sorting lines and turn-out tracks, loading tracks and gauge interchange tracks;

 

- The above-mentioned tracks shall have loading gauges that correspond to those of the railway lines to be used (UIC B or UIC C);

 

- The length of track shall be sufficient to accommodate complete trains of combined transport;

 

- In the case of electric traction the tracks shall be accessible by electric tractive units (at frontier stations: to electric tractive units of the connecting railway concerned);

 

- The capacity for trans-shipment, wagon group exchange, gauge interchange and frontier control shall guarantee that necessary stops can be made as short as possible.

 

a) Stations for the exchange of wagon groups

 

13. Combined transport shall, if possible, be carried out by direct trains between the forwarding and the receiving stations. If this is not economical due to the low volume of consignments, and if the transfer of consignments of combined transport is therefore unavoidable, it should be done at least by wagon groups. Stop-over times to carry out these tasks shall not exceed 30/minutes each. This could be achieved by an appropriate formation of trains (which should run over as long distances as possible, also across borders) together with an adequate infrastructure of the wagon group Exchange stations.

 

b) Border-crossing points

 

14. Trains of combined transport shall run as far as possible all the way across borders to a station where the exchange of wagon groups is necessary in any case or to their final point of destination, without having to stop en route. There shall be, if possible, no stops at the border or, if unavoidable, only very short stops (of no more than 30 minutes). This shall be achieved:

 

- by not carrying out work normally effected at the frontier or, if this is not possible, by shifting this work to inland places where the trains have to stop in any case for technical and/or administrative reasons;

 

- by stopping only once, if at all, at joint border stations.

 

c) Gauge interchange stadions

 

15. To be able to fulfil future requirements, time saving and cost-effective procedures shall have to be developed. When transferring loading units to wagons of the other gauge, the requirements developed above for terminal trans-shipment shall be applied analogously. Stops at such gauge interchange stations should take as little time as possible. The available gauge interchange or transfer capacity shall be sufficient to guarantee short stops.

 

d) Ferry links/ports

 

16. Transport services shall correspond with the ferry services offered. Stops at the ports for consignments in combined transport should be as short as possible (if possible not more than one hour). In addition to an appropriate infrastructure of the ferry port station and appropriate ferry boats (see paragraph 17 below) this shall be achieved by the following measures:

 

- For necessary frontier control measures the requirements mentioned in paragraph 14 shall apply;

 

- Timetables for ferries and railways should be co-ordinated and advance information to accelerate the loading of ships and/or train formation shall be provided.

 

17. Ferry boats used for combined transport shall comply with the following requirements:

 

- Appropriate sizes and types of vessels as required by the relevant loading units/goods wagons;

 

- Quick loading and unloading of ferry boats and storage of loading units/wagons in accordance with the requirements of the subsequent carriage by rail (separation of combined transport from passenger and/or road transport, where appropriate);

 

- If loading units stay on wagons during the crossing ferry boats shall be easily accessible, and time-consuming marshalling operations should not be necessary. Loading gauge, axle mass, etc. should comply with the line parameter described in annex III;

 

- If the transfer of loading units has to be effected without wagons, the possibly necessary transport by road between ferry terminal and railway terminal should be characterized by short distances and good road connections.