The law of the Republic of Kazakhstan on accession to the European agreement on the most important lines and relevant facilities of international combined transport (KTZ)

Home / RLA / The law of the Republic of Kazakhstan on accession to the European agreement on the most important lines and relevant facilities of international combined transport (KTZ)

Law of the Republic of Kazakhstan dated January 31, 2002 No. 290-Bulletin of the Parliament of the Republic of Kazakhstan II, 2002, No. 3, Article 25 "Egemen Kazakhstan" dated February 6, 2002 No. 27.

To join the Republic of Kazakhstan to the European agreement on the most important lines and relevant facilities of international combined transport (KTZ), concluded in Geneva on February 1, 1991.

The Republic Of Kazakhstan

President

Times/trans/88 / Rev.1

European Economic Commission committee on domestic transport European agreement on the most important lines and relevant facilities of international combined transport (KTZ)

(Entered into force on October 9, 2002-official website of the Ministry of foreign affairs of the Republic of Kazakhstan)

(Made in Geneva on February 1, 1991)

Warning. In this document, the depository dated September 30, 1992.N.347.1992.the amendment referred to in the notification of the Trreaties-7 and the SN of the jurisdiction, which entered into force on June 25, 1998.345.1997.there is a text of the KTK agreement, which contains amendments to the trreaties-2 notification.

United Nations Nations Unies

The United Nations

1999

GE.99-21686 (R)

The most important international combined transportation

about networks and related objects

EUROPEAN AGREEMENT

(KTZ)

CONTRACTING PARTIES

Wishing to promote the simplification of international cargo transportation,

Realizing that the expected increase in international freight traffic is due to the expansion of international trade,

Recognizing the adverse consequences of such development for the environment,

Emphasizing the important role of combined transport in reducing the stress on the European road network, in particular in inter-Alpine communication and reducing environmental damage,

In order to increase the efficiency of international combined transport in Europe and their attractiveness to consumers, it is important to establish on the basis of agreed international parameters and standards the legal framework that determines the agreed Development Plan of combined transport and the infrastructure necessary for their implementation,

the following are agreed:

CHAPTER I GENERAL PROVISIONS

Article 1 definitions in the application of this Agreement:

a) the term" combined transportation " means the transportation of goods using several modes of transport with one transport unit;

b) the term" hub of important international combined transport networks " is used if:

I) today they are used for regular international combined transportation (for example, giant boxes ,containers, semi-trailers);

II) if they are used as essential additional lines for international combined transport;

(III) if they are expected to be the most important lines of combined transport in the near future (as established in paragraphs I and II)), they include all railway lines that are considered important for international combined transport;

C) the term" relevant facilities " includes terminals used for combined transportation, border crossings, exchange stations with car groups, Exchange stations with wheel pairs and railway-ferry crossings/ports that are of significant importance for international assembled transportation.

Article 2 network definition

The Contracting Parties shall adopt the provisions of this Agreement as a agreed international development and functioning plan for the hub of important international combined transport networks and relevant facilities, referred to below as the "international combined transport hub", intended to be implemented within the framework of their national programs. The international combined transport hub includes the railway lines specified in Annex I of this Agreement, terminals used for combined Transport, border crossings, wheel-pair replacement stations and railway-ferry crossings/ports of significant importance for international combined transport and listed in Annex II of this Agreement.

Article 3 technical characteristics of the network

The railway lines of the international combined transport hub must comply with the characteristics set out in Annex III to this Agreement or are brought into line with the provisions of this annex in the course of further improvement work carried out within the framework of national programs.

Article 4 goals in the field of Transportation

In order to simplify international combined transport carried out at the international combined transport hub, the Contracting Parties shall take appropriate measures to achieve user characteristics and minimum standards for trains used in combined transport and the relevant facilities specified in Annex IV to this Agreement.

Article 5 annexes

The annexes to this Agreement are an integral part of the agreement. New annexes covering other aspects of combined transfers may be added to the agreement in accordance with the procedure for making amendments defined in Article 12.

CHAPTER II FINAL PROVISIONS

Article 6 determination of the depository

The secretary-general of the United Nations is the depositary of this Agreement.

Article 7 signing

1.this agreement is open for signature by states that are members of the United Nations Economic Commission for Europe or have been sent to participate in the work of the Commission with advisory status in accordance with paragraphs 8 and 11 of the regulations on the scope of proceedings of this Commission at the United Nations Office in Geneva from April 1, 1991 to March 31, 1992.

2.such a signature is subject to acceptance or approval.

Article 8 ratification, adoption or approval

1.this agreement is subject to ratification,acceptance or ratification in accordance with paragraph 2 of Article 7.

2.Ratification, adoption or approval shall be carried out by submitting to the secretary-general of the United Nations for storage a document drawn up in the appropriate form.

Article 9 accession

1.this agreement is open for accession by the states referred to in Paragraph 1 of Article 7 from April 1, 1991.

2.accession shall be carried out by submitting the relevant document for storage to the secretary-general of the United Nations.

Entry into Article 10

1.this Agreement shall enter into force after 90 days from the date of depositing the document of acceptance, approval or accession by the governments of the eight states, provided that one or more lines of the international combined transport hub, if any, will continuously connect the territory of the four states that have deposited such document.

2.in case of non-fulfillment of the above-mentioned agreement, the agreement shall enter into force upon the expiration of 90 days from the date of deposit of the document of acceptance, approval or accession, in which this agreement is executed.

3.in respect of each state that has deposited a document of acceptance, approval or accession, specified in Paragraphs 1 and 2 of this article, after a date of beginning of 90 days, the agreement shall enter into force upon the expiration of 90 days from the date of deposit of this document.

Article 11 restrictions on the application of this agreement

1.no provision of this Agreement should be understood as preventing any contracting party from taking measures that it considers necessary to ensure its external or internal security, compatible with the Charter of the United Nations and limited to the existing conditions.

2.these measures, which must be of a temporary nature, are immediately notified to the depositary with their description.

Article 12 dispute settlement

1.any dispute concerning the interpretation or application of this agreement between two or more contracting parties that the disputed parties cannot resolve by negotiation or other means of regulation shall be submitted to the arbitration court at the request of one of the contracting parties in which the dispute has arisen and shall, accordingly, be submitted to one or more arbitrators elected by common agreement of the disputed parties. If, within three months from the date of submission of the application for consideration of the case to the arbitration court, the parties to the dispute do not agree on the election of an arbitrator or arbitrator, either of these parties may submit their application for the appointment of a single arbitrator to resolve the dispute to the secretary-general of the United Nations.

2.the decision of an arbitrator or arbitrators appointed in accordance with the provisions of Paragraph 1 of this article shall be binding on the disputed Contracting Parties.

Article 13 notes

Each state may inform the depositary that it does not limit itself to Article 12 of this agreement when signing or depositing a certificate of approval or a document of acceptance, approval or accession for storage.

Article 14 introduction of amendments to the agreement

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

2.at the request of any contracting party, any of its proposals to amend this Agreement shall be considered by the United Nations Economic Commission for Europe working group on combined transport.

3.If the amendment is approved by a two-thirds majority of the Contracting Parties participating in the vote, the secretary-general of the United Nations shall send the amendment to all contracting parties for adoption.

4.any proposed amendment sent in accordance with paragraph 3 of this article shall enter into force in respect of all Contracting Parties three months after the end of the twelve-month period, the duration of which is calculated from the time of its submission, if during this twelve-month period the secretary-general of the United Nations has not received notification of any state that is a contracting party

5.if a statement of objection is submitted against the proposed amendment in accordance with paragraph 4 of this article, the amendment shall be considered rejected and shall not be valid.

Article 15 amending Annexes I and II

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

2.at the request of any contracting party, any proposal to amend Annexes I and II shall be considered by the United Nations Economic Commission for Europe working group on combined transport.

3.If the amendments are approved by a majority of the contracting parties who have come and participated in the vote, the secretary-general of the United Nations shall send the proposed amendment to the directly interested contracting parties for adoption. For the purposes of this article, the contracting party is considered to be directly interested in the operation of a new line, an important terminal, a border post, a wheel-pair replacement station or a railway-ferry crossing/port, or in the event of their change, respectively, when its territory intersects with this line, or is directly connected to an important terminal, or when the important terminal in question, a border post, a wheel-pair replacement station or the last point of a railway-ferry crossing/port is located in the specified territory.

4.any proposed amendment addressed in accordance with paragraphs 2 and 3 of this article shall be deemed adopted if, within six months from the date of its submission by the depositary, neither one of the directly interested contracting parties has declared to the secretary-general of the United Nations that it opposes the proposed amendment.

5.the secretary-general of the United Nations shall notify all Contracting Parties of any amendment adopted in this manner, which shall enter into force three months after the date of its notification by the depositary.

6.if a statement of objection is sent against the proposed amendment in accordance with paragraph 4 of this article, the amendment is considered rejected and has no effect.

7.the secretariat of the European Economic Commission shall, without delay, inform the depositary of the contracting parties directly interested in the proposed amendment.

Article 16 making amendments to annexes III and IV

1.annexes III and IV of this Agreement may be amended in accordance with the provisions of this article.

2.at the request of any contracting party, any proposal to amend annexes III and IV shall be considered by the United Nations Economic Commission for Europe working group on combined transport.

3.if the amendment is approved by a two-thirds majority of the contracting parties who have come and participated in the vote, the secretary-general of the United Nations shall send the amendment to all contracting parties for adoption.

4.any proposed amendment addressed in accordance with paragraph 3 of this article shall be considered adopted if, after six months from the date of its submission, one fifth or more of the contracting parties have not declared their opposition to this amendment to the secretary-general of the United Nations.

5.the Secretary-General shall notify all Contracting Parties of any amendment adopted in accordance with paragraph 4 of this article, the amendment shall enter into force in respect of all contracting parties, except for those who, after three months from the date of this notification, have declared to the secretary-general that they do not accept the proposed amendment before the date of entry into force of the amendment.

6.if one fifth or more of the contracting parties declare their opposition to the proposed amendment in accordance with paragraph 4 of this article, the amendment shall be considered rejected and shall not be valid.

{Times / trans/88 / Sogg.1, introduced on September 20, 1992}

Article 17 protective note

The provisions of this Agreement do not have any precedence over the provisions that some states may be forced to apply in reciprocity in accordance with other multilateral treaties, such as the Rome Treaty of 1957 on the establishment of the European Economic Commission.

Article 18 revocation

1.any contracting party may terminate this agreement by written notification addressed to the Chief Secretary of the United Nations.

2.the cancellation shall enter into force upon the expiration of one year from the date of receipt of the specified notification by the secretary-general.

Article 19

TERMINATION OF POWER

If, during any period of the next twelve months after the entry into force of this Agreement, the number of contracting parties is less than eight, this Agreement shall cease to be valid after twelve months from the date on which the eighth state ceases to be a contracting party.

Article 20 statements and notices of the depositary

In addition to the statements and messages that may be defined in this Agreement, the functions of the secretary-general of the United Nations as a depository are defined in Section VII of the Vienna Convention on the law of international treaties concluded in Vienna on 23 May 1969.

Article 21 same text

The original of this Agreement, the texts of which are identical in English, Russian and French, shall be deposited with the secretary-general of the United Nations.

As proof of this, the signatories below, duly authorized to do so, have signed this Agreement.

It was done in Geneva on the first of February of the year one thousand nine hundred and ninety-first.

Annex I-railway lines of significant importance for International combined transportation

1) Portugal*

C-e 05 (Fuentes de Honoro -) Vilar Formoeu-Pampillosa-coimbra-lisbon __________

_________

Porto

C-E 90 Lisbon-Entrocamento-Marwan( Valencia de Alcantara)

2) Spain*

C-e 05 (Andai -) Irun-Burgos-Medina del Campo-Fuentes de Honoro

(- Vilar Formoso)

S-E 07 (Andai -) Irun-Burgos-Avila-Madrid

_______________

Aranda de Duero

C-E 053 Madrid-Cordoba-Bobadilla-Alhesiras

C-E 90 (Marwan -) Valencia de Alcantara-Madrid-Barcelona-port Bou (- Cerbere)

With 90/1 Valencia-Barcelona

General warning and comments on network numbers

C-E refers mainly to precision railway lines to the corresponding lines designated by the letter E in the European agreement on international main railway lines (HMTZ) of 1985.

C represents other important networks of international combined transport. The numbers of the lines marked with the letter C are the same as the numbers of the Near-Earth Networks marked with the letter E, and in some cases a serial number is placed after these numbers.

The number with the letter E is given for simplification of links and comparison with networks connected to the HMTZ. It does not in any way indicate that states are or intend to be contracting parties to the HMT.

* - Signs used

()- A station located outside the respective country

[(Andai-)]

______ - Alternative destinations [for example, Avila

_______________

Aranda de Duero]

------ - For international combined transportation of HMTZ

a section of the network with significant value (only to the C-E Network

_ _ _ _ _ _ _

...... - Is not part of the relevant network of HMTZ

the most important network of combined transport

section (belongs only to the C-E line)

3) Ireland*

C-E 03 (Larne-Belfast) - Dublin

4) The United Kingdom*

S-E 03 Glasgow-Stranrar-Larne-Belfast (- Dublin) - Holyhead-Crewe -

_______________________________________________

Carlisle

London-Folkestone-Dover (- Calais) ...

C 03/1 London-Cardiff

C 03/2 Cleveland-Doncaster-London

________

Leeds

C-E 16 London-Hariage (- Zebrugge)

..........

C-E 05) Paris - Bordeaux - Andai (- Irun)

C-E 07)

C 07 Paris-Toulouse

C-E 15 (Kevi -) Feni-Olnois-Paris-Dijon-Lyon-Avignon -

_______________ ________

(Erkelin -) Jumon Le Crozo

- Tarascon-Marseille

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

With 20 Lille-Turkuen (- Muskron)

C-E 23 Dunkirk-Olnois-Thionville-Metz-Fruar-Toul-Culmon -

Chalendre Dijon (- Vallorb)

____________________

* General warning, numbers on the line and applicable signs

the explanation is given on Page 11

5) France

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

_________________

Beltor -

Bezanson-Dijon

C 25 Thionville-APAC (- Perl)

C-E 40 Le Havre-Paris-Lerouville-Onville-Metz-Remiyi-Forbach

(- Saarbrücken)

C 40 Paris-Le-Mans-Nantes

____

Rennes

C-E 42 Paris-Ndouville-Nancy-Sareburg-Reden-Strasbourg (- Kel)

C 51 (Dover -) Calais-Lille-Paris

C-E 70 Paris-Macon-Amberier-Cullose-Modan (- Turin)

C-E 700 Lyon-Amberier

C-E 90 (Port Bow -) Serber-Narbon-Tarascon-Marseille-Mentona

(- Ventimilla)

C 90/2 Bordeaux-Toulouse-Narbon

6) Netherlands*

C-E 15 Amsterdam-The Hague-Rotterdam-Rosendal (- Antwerp)

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

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

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

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

C-E 16 (Harij -) Hook van Holland-Rotterdam-Utrecht

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

With 16 Rotterdam-Tilburg-Venlo (- Cologne)

7) Belgium*

C-E 10) (Duvre -) Ostende-Brussels-Liege (- Aachen)

C-E 20)

C 20 (Turkuen) Muskron-Liege-Monzen (- Aachen)

C-E 15 (Rosendal -) Antwerp-Brussels-Kevi (- Feni)

_______________________________

Charleroi-Erkelin - (- Jumon)

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

C 15 Charleroi-Namur-Liege

C-E 25 Brussels-Arlon-Sterpenik (- Kleinbettingen)

C-E 22 (Harij -) Zebrugge-Bruges

8) Luxembourg*

C-E 25 (Sterpenick) - Kleinbettingen-Luxembourg-Bettamburg (- Thionville)

9) Germany*

C-16 (Venlo -) Mönchengladbach-Cologne

C 25 (APAC -) Pearl-Trier-Koblenz

C-E 35 (Arnhem -) Emmerich-Duisburg-Dusseldorf-Cologne-Mainz

Mannheim-Karlsruhe (- Basel)________________

Dusseldorf-Neus

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

C-E 43 Frankfurt am Main Heidelberg Bruxal Stuttgart Ulm

_______________

Mainheim

Augsburg-Munich-Freilassing (- Salzburg)

C-E 45 (Redby -) Putgarden-Hamburg-Hanover-Würzburg-Nuremberg

Ingolstadt - Munich (- Kufstein)

C 45/1 (Fredericia -) Flensburg-Hamburg

C 45/2 Bremerhaven-Bremen-Hanover

C 45/3 Travemünde-Lubeck

S-E 451 Nuremberg - Passau

C-E 51 (Gedzer -) Rostock-Berlin-Halle-Erfurt-Nuremberg

_______

Leipzig

C-E 55) (Trelleborg -) Zasnitz Hafen-Stralsund-Pazewalk -

Berlin / Zeddin ____________

C-E 61) Neushtrelitz

Dresden-Bad Shandau (- Dechin)

C-E 10 (Liege -) Aachen-Cologne-Dusseldorf-Dortmund-Munster -

Osnabrück Bremen-Hamburg-Lubeck (- Hanko)

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

S-E 18 Hamburg-Buchen-Berlin / Zeddin

C-E 20 (Liege -) Aachen-Cologne-Duisburg-Dortmund-Hanover-Helmstet

Berlin / Zeddin Frankfurt am Odere (Kunovice)

S-E 30 Dresden-Gerlitz (- Zgorzhelets)

C-E 32 Frankfurt am Main-Hanau-Erfurt-Leipzig-Dresden

C-E 40 (Forbach -) Saarbrücken-Ludwigshafen-Mannheim -

Frankfurt am Main-Hemünden-Nuremberg - Schirnding (- HEB)

C-E 42 (Strasbourg -) Kel-Appenweier-Karlsruhe-Mulaker-Stuttgart

______________________________

Offenburg

C-E 46 Mainz-Frankfurt am Main

10) Switzerland*

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

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

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

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

C 35 (Karlsruhe -) Basel-Brugg-Immenze-Belinzona - (- Luino)

________________

Chiasso (- Milan)

C-E 50 (Cullose -) Geneva-Lausanne-Bern-Zurich-Buchs (- Innsbruck)

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

11) Italy *

C-E 25 (Brig -) Domodossola Novara Milan Genoa

C-E 35 (Chiasso -) Milan-Bologna-Florence-Rome-Naples-Salerno -

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

Villa San Giovanni Messina

C 35 (Belinzona -) Luino Gallarte Ro Milan

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

Brindisi

........

C-E 55 (Arnoldstein -) Tarvizio-Udine-Venice-Bologna

_________________

Trieste

......

C-E 70 (Modan -) Turin-Ro-Milan-Verona-Trieste-Villa Opichina

(- Sejana)

C-E 72 Turin-Genoa

C-E 90 (Mentona -) Ventimilla-Genoa-Pisa-Livorno-Rome

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

C 90/1 Spezia Fidenza Parma

With 90/2 Livorno-Pisa-Florence

12) Norway*

C-E 45 Oslo (- Kornsho)

S 61 Oslo (- Charlottenberg-Stockholm)

13) Sweden*

S 10/2 Stockholm (- Turku)

C-E 45 (Kornsho -) Gothenburg-Helsingborg (- Helsinger)

C 45/1 Gothenburg (- Frederikshavn)

C 45/3 Malmö (- Travemünde)

C-E 53 Helsingborg-Hessleholm

C-E 55) Stockholm-Hessleholm-Malmö-Trelleborg (- Zasnitz Hafen)

C-E 61)

C 55 Hallsberg-Gothenburg

C-E 59 Malmö-Istad (- Szczecin)

C 61 (Oslo -) Charlottenburg-Karlstadt-Hallsberg-Stockholm

14) Denmark*

C-E 45 (Helsingborg -) Helsingor-Copenhagen-Newcomb-Redby

(- Putgarden)

C 45/1 (Gothenburg -) Frederikshavn-Aarhus-Fredericia (- Flensburg)

__________________________________

Copenhagen

C-E 530 Newcomb-Gedzer (- Rostock)

15) Austria*

C-E 43 (Freilassing -) Salzburg

C-E 45 (Munich -) Kufstein-Wergl-Innsbruck (- Brenner)

C-E 451 (Passau -) Vels

S-E 55 Linz-Salzburg-Schwarzach Sankt Feit-Fillach-Arnoldstein

(- Tarvizio)

S-E 551 (Gorni-Dvorishte -) Zummerau-Linz-Zelztal-Sankt Michael

C-E 65 (Brzecław -) Bernhardschtal-Vienna-Zemmering-Brook-am-Mure -

Klagenfurt-Fillach-Rosenbach (- Esenice)

C-E 67 Brook am Mure Graz Spilfeld Strass( Saintyle)

C-E 50 (Buchs -) Innsbruck-Wergl-Kufstein (- Rosenheim-Freilassing)

____________________________________

Schwarzach Sankt Faith

- Salzburg-Wels-Linz - Vienna - (- Hedjeschalom) 1/

_______________ ___________

Edinburgh (- Chopron) 2/

_________________

1 / MAV.

2 / GISEV / MAV.

S-E 52 Vienna-Marsheg (- Devinska Nova Ves)

____________________

C-E 63 (Bratislava -) Kitze-Parndorf-Vienna

16) Poland*

S-E 59 Svinouysce-Szczecin-Kostshin-Zelena-Gura

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

- Wroclaw-Opole-Halupki (- Bogumin)

--------------------------- ...........

C 59/2 Wroclaw-Miedzilesi (- Likhkov)

S-E 65 Gdynia-Gdansk-Tchev-Warsaw-Katowice-Zebjidowice

------------------------ _______ ------------------------

Bydgoszcz

......

(- Petrovice U Karvina)

With 59/1 Nova Sul-Zhagan-Venglinets-Zgozhelets-Zaviduv (- Friedlan)

C-E 20 (Frankfurt am Odere -) Kunovice-Poznan-Lovic-Warsaw -

________

Skernevice Lukuv-Teraspol (- Brest)

C-E 30 (Gerlitz-Zgorjelets-Wroclaw-Katowice-Krakow-Pshemysl - ----------------------------------------

Medyka (- Mostiska)

With 65/1 Zdunska-Volya Karschnice-Lodz Olehuv-Schiernivice

C 65/2 Hojuv-Semyanovice-Chenstokhova-Zavertse-Yavozhno-Shchakova

- Chekhovice-Jejice

C 65/3 Herbivore-Nove-Pachina-Kedzejin-Kozle-Nitrogen

With 30/1 Krakow-Novy-Sonch-Mushina (- Plavech)

17 a) Czech Republic*

C-E 55 (Bad Shandau -) Dechin-Prague

C-E 551 Prague-Gorni Dvorishte (-Zummerau)

C-E 59 (Chalupki-) Bogumin-Ostrava

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

S 59/2 (Miedzilezi -) Lishkov-S. Trebova

C-E 61 (Bad Schandau-) Decin-Nimburg-Kolin-Brno-Brzeclav-Langgot

(- Kuti)

C-E 65 (Zebrzydowice-)Petrovice-u-Karvine-Ostrava-Brzeclava

Klagenfurt-Fillach-Rosenbach (- Esenice)

C-E 67 Brook am Mure Graz Spilfeld Strass( Saintyle)

C-E 50 (Buchs -) Innsbruck-Wergl-Kufstein (- Rosenheim-Freilassing)

____________________________________

Schwarzach Sankt Faith

- Salzburg-Wels-Linz-Vienna - (- Hedjeschalom) 1/

_______________ ___________

Edinburgh (- Chopron) 2/

_________________

1 / MAV.

2 / GISEV / MAV.

S-E 52 Vienna-Marsheg (- Devinska Nova Ves)

____________________

C-E 63 (Bratislava -) Kitze-Parndorf-Vienna

16) Poland*

S-E 59 Svinouysce-Szczecin-Kostshin-Zelena-Gura

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

- Wroclaw-Opole-Halupki (- Bogumin)

--------------------------- ...........

C 59/2 Wroclaw-Miedzilesi (- Likhkov)

S-E 65 Gdynia-Gdansk-Tchev-Warsaw-Katowice-Zebjidowice

------------------------ _______ ------------------------

Bydgoszcz

......

(- Petrovice U Karvina)

With 59/1 Nova Sul-Zhagan-Venglinets-Zgozhelets-Zaviduv (- Friedlan)

C-E 20 (Frankfurt am Odere -) Kunovice-Poznan-Lovic-Warsaw -

________

Skernevice Lukuv-Teraspol (- Brest)

C-E 30 (Gerlitz-Zgorjelets-Wroclaw-Katowice-Krakow-Pshemysl - ----------------------------------------

Medyka (- Mostiska)

With 65/1 Zdunska-Volya Karschnice-Lodz Olehuv-Schiernivice

C 65/2 Hojuv-Semyanovice-Chenstokhova-Zavertse-Yavozhno-Shchakova

- Chekhovice-Jejice

C 65/3 Herbivore-Nove-Pachina-Kedzejin-Kozle-Nitrogen

With 30/1 Krakow-Novy-Sonch-Mushina (- Plavech)

17 a) Czech Republic*

C-E 55 (Bad Shandau -) Dechin-Prague

C-E 551 Prague-Gorni Dvorishte (-Zummerau)

C-E 59 (Chalupki-) Bogumin-Ostrava

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

S 59/2 (Miedzilezi -) Lishkov-S. Trebova

C-E 61 (Bad Schandau-) Decin-Nimburg-Kolin-Brno-Brzeclav-Langgot

(- Kuti)

C-E 65 (Zebrzydowice-)Petrovice-u-Karvine-Ostrava-Brzeclava

(- Bernhardstahl)

C 59/1 (Zaviduv -) Friedlan-Turnov-Prague

C-E 40 (Schirnding -) HEB-Pilsen-Prague-Colin-Granice-am-Morave -

Ostrava Mosti U Yablunkove (Chadza)

____________________________________

Gorni-Lpdech (- Luki-pod-Makuta)

17 (B) Slovakia*

C-E 61 (Lanzhgot-) Kuti-Bratislava-Komarno (-Kamarom)

_______________________

Rusovce (- Hedyeshkhalom)

C-E 63 Zhilina-Leopoldov-Bratislava (-Kitze)

__________

Galanta

C-E 40 (Mostiu-u-Yablunkov-) Chadets

________________________________________ - Zhilina Poprad -

(Gorni-Lidech -) Luki-pod-Makutoy-Pukhov

Tatras-Kosice-Cherna-NAD-Tisoy (- chop)

C-E 52 (Marsheg -) Devinska Nova Ves Bratislava Nova Zamki -

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

Shturovo (- Sob)

C 30/1 (Mushina -) Plavech-Preschov-Kisak-Kosice-Chanya

(- Hidashnemeti)

18) Hungary*

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

_______________________

Hedieshhalom

C-E 69 Budapest-Murakerestur (- Kotoriba)

S-E 71 Budapest-Murakerestur-Diekenesh (Botovo-Koprovnitsa)

C-E 85 Budapest-Kelebia (- Subotica)

C-E 50 (Vienna) Hedjeschalom 1 / - Dier-Budapest-Miskolc -

___________________

(Ebenfurt -) Chopron 2/

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

Nyiredhaza-Zachon (- Chop)

_______________

1 / MAV.

2 / GISEV / MAV.

C-E 52 (Sturovo -) Sob-Budapest-Zegled-Volnok-Debrecen-Nyiredhaza

S-E 56 Budapest-Rakos - Uysas-Solnok-Lekeshhaza (- Kurtich)

C 773 Budapest-Dombovar-Pech-Magyarbolp (Beli-Manastir)

C 30/1 (Chanya) - Hidashnemeti-Miskolc

19) Yugoslavia*

S-E 65 (Rosenbach -) Esenice Ljubljana Pivka Rijeka

C-E 67 (Spilfeld Stras -) Saintyle-Marzbor-Zidani Most

C-E 69 (Murakerestur -) Kotoriba-Pragersko-Zidani Most-Ljubljana -

Divacha Koper

C-E 71 (Diekenesch -) Botovo-Koprovnitsa-Zagreb-Karlovac-Rijeka

C-E 85 (Kelebia -) Subotica-Belgrade-NIS-Skopje-Gevgelia

_______

Kralevo

(- Indomeni)

C-E 70 (Villa Opichina -) Sejana Ljubljana Zidani Most Zagreb -

Belgrade-NIS-Dimitrovgrad (- Dragoman)

20) Greece*

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

S-E 855 (Kulata - ) Promashon-Thessaloniki

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

C 85/2 Larisa-Volos- [Latakia (Republic Of Syria)]

C 85/3 Igumenica-Calabaca-Palayofarsalos-Volos- [Latakia (Syrian Arab Republic)]

C 85/4 Athens-Patras

With 70/2 Stremonas-Alexandroupolis-Dicea (- Svilengrad)

21) Romania*

C-E 95 (Ungeny -) Iasi-Paskan-Buzeu-Ploesti-Bucharest-Videle -

Jurju (- Ruse)

C 95 Craiova-Calafat (- Vidin)

C-E 54 Arad Deva Teius Vinatori Brasov Bucharest

C-E 56 (Lekeshhaza -) Kurtich-Arad-Timpshoara-Craiova-Bucharest

C-E 562 Bucharest-Constanta

C 54 (Dyakovo) Halmeu-Sale Mare-Des-Cluj-Coslariu

C-E 66 Halmeu-Sale Mare-Karei-Oradya-Arad-Timisoara-Stamora -

Moravitsa (- Vrshats)

C-E 851 ( Vadu Siret -) - Viskani-Suchava-Pashkani

22) Bulgaria*

C-E 95 (Jurju -) Ruse-Gorna Oryakhovitsa-Dimitrovgrad

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

C 95 (Calafat -) Vidin-Sofia

S-E 680 Sofia-Mezdra-Gorna Oryakhovitsa-Kaspchan-Sindel-Varna

S-E 70 (Dimitrovgrad -) Dragoman-Sofia-Plovdiv-Dimitrovgrad -

Severny Svilengrad (- Kapikule)

S-E 720 Plovdiv-Zimnitsa-Carnobat-Burgas

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

C-E 855 Sofia-Kulata (- Promashon)

23) Finland*

C-E 10 Hanko-Helsinki-Rihimyaki-Kuvola-Vainikkala (- Luzhaika)

C 10/2 (Stockholm -) Turku-Helsinki

24) Russian Federation*

S-E 10 (Vainikkala -) Luzhayka-Leningrad-Moscow

S-E 20 (Orsha -) Krasnoye-Smolensk-Moscow

S-E 50 (Zernovo -) Suzemka-Bryansk-Moscow

25) Turkey*

C-E 70 (Svilengrad -) Kapikule-Istanbul-Haydarpasha-Ankara -

Bogazkepryu Kalin Malatya -

Kapikoy- [- Razi (Republic Of Iran)]

____________________________________________________

Nuzaybin [- Kamishli (Republic Of Syria)]

With 70/2 Pehlivankey-Uzunkepryu (- Pityon)

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

C-E 97 (Ahuryan -) Dogukapi-Kars-Erzurum-Chetinkaya-Kalin -

________________________________________________

Samsun

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

Boğazkeprü - Ulukışla-Yenice-Adana-Toprakkale-Fevzipaşa

_______ ____________

Mersin Iskanderon ..........

Islam [- Meydan-Ekbes (Republic Of Syria)]

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

C-E 74 Izmir-Balıkesir-Alyaunt-Afyon-Konya-Ulukışla

_____ ________ _________________

Bandırma Eskişehir Usak-Manisa

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

26) Croatia*

C-E 65 (Ilirska Bistrica -) Shapjane Rijeka

C-E 69 (Murakerestur -) Kotoriba-Chakovets (- Sredishche)

S-E 70 (Dobova -) Savski Marof-Zagreb-Strizhivoyna-Vrpole-Vinkovtsy -

Tovarnik (- Shid)

C-E 71 (Diekenesch -) Botovo-Koprivnitsa-Zagreb-Karlovac-Oshtarje -

Rijeka

S-E 771 (Bogoevo -) Erdut-Vinkovtsy-Strizhivoyna-Vrpole-Slavonski-Shamac

(- Bosanski - Shamac - Sarajevo-Chaplina -) Metkovic-Ploche

S-E 751 Zagreb-Sunya-Volynya (- Dobrlin - Bihach-Ripach -) Strmitsa -

Knin-Split

_______

Schibenik

S-E 753 Zagreb-Karlovac-Oshtarye-Gospich-Kjlin-Zadar

S-E 710 (Stredishche -) Chakovets-Varazhdin-Koprivnitsa-Osisk-Erdut

(- Subotica)

C 773 (Magyarboli -) Beli-Manastir-Osiyek-Strizhivoyna-Vrpole

27) Slovenia*

S-E 65 (Rosenbach -) Esenice-Ljubljana-Ilirska-Bistrica (- Shapjane)

C-E 67 (Spilfeld Strass -) Schentil-Maribor-Zidani-Most

C-E 69 (Kakovets -) Schredice-Pragersko-Zidani - Most Ljubljana-Devacha -

Koper

C-E 70 (Villa-Opichina -) Sezhana-Ljubljana-Zidani - Most-Dobova

(- Savski-Marof)

28) Bosnia and Herzegovina*

29) Albania*

30) Former Yugoslav Republic of Macedonia*

31) Belarus*

C-E 20 (Teraspol -) Brest-Minsk-Orsha (Krasnoe)

32) Ukraine*

S-E 30 (Medyka -) Mostiska - 2-Lviv

C-E 40 (Cherna NAD Tisoy -) chop

C-E 50 (Zakhon -) Chop-Lviv-Kiev-Khutor Mikhailovsky-Zernovo

(- Suzemka)

C-E 851 Lviv-Vadu-Siret (- Viksha)

S-E 95 (Bender -) Razdelnaya-Kazatin

"C 54 Chop-Dyakovo (Halmets)

33) Republic Of Moldova*

C-E 95 (Iasi) Ungen - Chisinau-Bender (- Razdelnaya)

____________________

* General warning, numbers on the line and applicable signs

the explanation is given on Page 11

Annex II-objects of significant importance for International combined transportation

A. terminals of significant importance for International combined transportation

Austria

Linz-Stadthafen

Messendorf

Salzburg Hauptbanhof/Liefering

Phyllach Yuzhny

Vels sortirovochny

Vienna Nordwestbanhof

Vienna Freudinau Hafen

Belgium

Antwerp

ATUS

Bresso-Renori (Liege)

Brussels

Genk (Hasselt)

Meizen (Mechelen)

Seebrugge

Bulgaria

Burgas

Dimitrovgrad Severny

Filipovo

Gorna Oryakhovitsa

Ruse

Sofia

Stara Zagora

Varna

Croatia

Rijeka

Slavonski Brod

Split

Zagreb

Czech Republic

Brno

Cheske-Budeevice

HEB

Yglava

Colin

Lovosice

Ostrava

Pilsen

Prague-Ugrjineves

Prague-Zhizhkov

Prsherov

Denmark

Aarhus

Glostrup

Copenhagen

Padborg

Finland

Helsinki-Pasila

France

Avignon-Courtenay

Bordeaux-Bastide

Dunkirk

Andai

Le Havre

Lille-Saint-Sauveur

Lyon-Venissier

Marseille-Kane

Paris-La-Chapelle

Paris-Nuazy-Le-Sec

Paris-Pompadour

Paris-Rungi

Paris-Valenton

Perpignan

Rouen-Sotteville

Strasbourg

Toulouse

Germany

Augsburg-Oberhausen

Basel bad GBF

Berlin

Bielefeld Vostochny

Bochum-Langendrer

Bremen Groland Roland

Bremerhaven-Nordhaven

Dresden

Duisburg-Ruhrort Hafen

Dusseldorf-Bilk

Frankfurt am Main

Freiburg (Braisgau) GBF

Hagen IBF

Hamburg-Rothenburgsworth

Hamburg South

Hamburg-Waltershof

Hamburg-Wilhelmsburg

Hanover-Linden

Ingolstadt Severny

Karlsruhe IBF

Kiel Hgbf

Cologne Eifeltor

Leipzig

Lübeck IBF

Ludwigsburg

Mainz Gustavsburg

Mannheim RBF

Munich IBF

NOIs

Neu-Ulm

Hgbf Nuremberg

Offenburg

Regensburg

Rhine

Rostock

Saarbrücken Hgbf

Schweinfurt IBF

Wuppertal-Langefeld

Greece

AGI Anaguri (Athens)

Alexandroupolis

Igumenitsa

Patras

Thessaloniki

Volos

Hungary

Budapest-Josefwaros

Debrecen

Miskolc Gomori

Chopron

Szeged-Pussy

Solnock

Zachon

Ireland

Dublin-North Wall

Italy

Bari Lamasinata

Bologna Interporto

Brindisi

Busto Arcicio

Livorno

Milan Greco Pirelli

Milan Rogioredo

Modena

Naples-Granili

Naples Traquia

Novara

Padua Interporto

Pescara - P. N.

P. P.

Rivalta Scrivia

Turin Orbassano

Trieste

Verona K. E.

Luxembourg

Bettambour

Netherlands

Ede

Rotterdam-Haven

Rotterdam Nord

Venlo

Norway

Oslo Alnabro

Poland

Gdansk

Gdynia

Gliwice

Krakow

Lodz

Malashevice

Poznan

Prushkov

Sosnovitsa

Svinouysze

Szczecin

Warsaw

Wroclaw

Portugal

Alcantara (Lisbon)

Eschpinho

Lejos

Lisbon Beirolas

Romania

Bucharest

Constanta

Craiova

Oradya

Russian Federation

Moscow-Kievskaya

Moscow-tovarnaya-Oktyabrskaya

Moscow-tovarnaya-Smolenskaya

Leningrad-tovarny-Vitebsky

Leningrad-port

Slovakia

Bratislava

Cerna NAD Tisoy

Kosice

Zhilina

Slovenia

Koper

Ljubljana

Spain

Alchesiras

Barcelona

Irun

Madrid

Port Bow

Tarragona

Valencia (- Silja)

Sweden

Gothenburg

Helsingborg

Malmö

Stockholm Arsta

Switzerland

Arau-Birfeld

Basel SBB

Bern

Chiasso

Geneva

Lugano Vedegtyo

Lucerne

Renan

Zurich

Turkey

Bandyrma

Derinsey

Iskenderun

Istanbul

Izmir

Merzin

Samsun

Ukraine

Chop

Kiev

Lviv

The United Kingdom

Belfast

Birmingham

Bristol

Cardiff

Cleveland

Cotbridge (Glasgow)

Glasgow

Harij

Holyhead

Ipswich

Leeds

Liverpool-Garston

London-Stratford

London-Wilsden

Manchester-Trafford Park

Southampton

Tilbury, Iowa

Yugoslavia

Belgrade

Koper

Ljubljana

Rijeka

Zagreb

C. for International combined transportation

border posts of significant importance 1/

Vilar Formoso (PTZ) - Fuentes de Honoro (INSTG)

Marwan (PTZ) - Valencia de Alcantara (INSTG)

Irun (INSTZH) - Andai (NOTZF)

Port bow (INSTJ) - Serber (NOTJF)

Dublin (ITC) - Holyhead (ITC)

Dundee - Newry

Dover - Calais

- Dunkirk

- Ostende (NTSB)

Zebrugge - Zebrugge

Mentona (NOTJF) - Ventimilla (IGTJ)

Modan (NOTJF) - Bardonecchia (IGTJ)

Brig ( emergency-emergency) - Domodossola (IGT)

Basel - Basel

Strasbourg - Kel

Vorbach - Saarbrücken

Apash (NOTJF) - Pearl (EMG)

Tjonville - Bettambour (TJL)

Fen (NOTJF) - Kevi (NOTJB)

Jumon (NOTJF) - Erkelin (NOTJB)

Turkuen (NOTJF) - Muskron (NOTJB)

Rosendale - Essen

Emmerich

Venlo (emergency/emergency)

Bad Bentheim

Monzen - Aachen

__________________

/ After each border post, the corresponding railway administration that uses this station is indicated in parentheses. If only one station is shown, it means that both railway stations share it.

Sterpenik - Klinbettingen

Basel (emergency/emergency-emergency)

Flensburg (TGG) - Padborg (DGTG)

Putggarden (THC) - Redby (DGTJ)

Passau

Salzburg (TJG/FTJA)

Kuftshein

Buchs (KChS-KChS/FTZHS)

Luino (KChS-KChS/IGTZH)

Chiasso (emergency services-emergency services/IGTS)

Brennero (IGT/FTJ)

Tarvizzo - Arnoldstein

Charlottenberg (Gtjn / Sweden GTJ)

Kornsho (Gzhdn / GTZ of Sweden)

Helsingborg (Sweden) - Copenhagen (Sweden)

Trelleborg (Sweden GTZ) - Zasnitz

Istad (Sweden GTZ) - Svinouysze (Poland GTZ)

Gothenburg (Sweden) - Frederikshavn (Sweden)

Malmö (Sweden GTZ) - Travemünde (ESG)

Gedzer - Rostock

Ebenfurt (FTJA) - Chopron (GISEV / MAV)

Nickelsdorf - Hedieschalom (MAV)

Frankfurt am Odere (FRG) - Kunovice (PKP)

Gerlitz (FRG) - Zgorzhelets ( PKP)

Diekenesh (MAV) - Botovo (YUTZH)

Kelebia (MAV) - Subotitsa (YUTZH)

Lekeshhaza (MAV) - Kurtnch (Romanian emergency)

Dimitrovgrad-Dragoman (Bulgaria)

Gevgelia (YUTZH) - Idomeni (GTZH)

Djurju (Romania) - Ruse ( Bulgaria)

Svilengrad (Bulgaria) - Kapikule (Bulgaria)

Vidin (Bulgaria) - Kalafat ( Romania)

Kulata (Bulgaria) - Promashon (GTZ)

Turku - Stockholm (Sweden)

Kapikoi (TRTZ) - Razi (Iranian emergency)

Nuzaybin (TRTZ) - Kamishli (Syrian Emergency)

Marsheg (FTZHA) - Devinska Nova Wes (STJ)

Kitze - Bratislava

Gdynia (PKP) - Istad, Stockholm (SHGTZ)/Helsinki (GTZF)

Halupki (PKP) - Bogumin (CHTZ)

Schirnding (FRG) - HEB (CHTZ)

Bernhardschtal - Brzeczław

Zummerau - Gorni Dvorishte

Bat-Shandau (FRG) - Dechin ( CHTZ)

Vainikkala (GTJF) - Luzhaika (RTJ)

Orsha (BTZ) - Krasnoe (RTZ)

Zernovo (UTZH) - Suzemka (RTZH)

Zebjidovice (PKP) - Petrovice-U-Karvine (CHTZ) Halupki (PKP) - Bogumin (CHTZ)

Schirnding (FRG) - HEB (CHTZ)

Bernhardschtal - Brzeczław

Zummerau - Gorni Dvorishte

Bat-Shandau (FRG) - Dechin ( CHTZ)

Vainikkala (GTJF) - Luzhaika (RTJ)

Orsha (BTZ) - Krasnoe (RTZ)

Zernovo (UTZH) - Suzemka (RTZH)

Zebjidovice (PKP) - Petrovice-U-Karvine (CHTZ)

Zaviduv (PKP) - Friedlan (CHTZ)

Miedzilezi (PKP) - Lishkov (CHTZ)

Chadza (TZHSR) - Mosti-U-Yablunkovo (CHTZ)

Luki-pod-Makutoy (PSSR) - Gorni-Lidech (CHTZ)

Kuti (TZHSR) - Langgot (CHTZ)

Cherna NAD Tisoy (TJSR) - chop (UTZH)

Komarno (TZHSR) - Komarom (MAV)

Shturovo (ESSR) - sob (MAV)

Ruzovtse (TZHSR) - Raika (MAV)

Chania (TJSR) - Hidashnemeti (MAV)

Plavech (PSSR) - Mushina (PKP)

Magyarboli (MAV) - Beli Manastir (HTZ)

Dikea (GTZ) - Svilengrad (BTZ)

Kristallopigi (GTZ) -... (Albanian emergency)

Patry / Igumenitsa (GTJ) - Brindisi (IGTJ)

Patras / Igumenica (GTS) - Trieste (IGTS)

Patry / Igumenitsa (GTS) - Ancona (IGTS)

Patry / Igumenitsa (GTS) - Bari (IGTS)

Volos (GTZ) - Latakia (Syrian Emergency)

Stamora-Moravitsy (RTS) - Vrshats (UTS)

Halmeu (RTZ) - Dyakovo (RTZ)

Vixani (RTS) - Wadu-Siret (RTS)

Uzunkepryu (TTZ) - Pityon (GTZ)

Islahiye - Meydan-Ekbes (Syrian Emergency)

Dogukapi (TTZ) - Ahuryan (arm)

Kotoriba - Murakerestur (MAV)

Koprovnitsa - Dyekenesh (MAV)

Chakovets - Sredishche (TSSR)

Savski-Marof (TZHH) - Dobova (TZHSR)

Erdut - Bogoevo (YUTZH)

Tovarnik (TZHH) - Shid (YUTZH)

Slovonski-Shamac (Esh) - Bosanski-Shamac (Esh)

Metkovich-Chaplina

Volynya (emergency) - Dobrlin (emergency)

Strmica - Ripach

Schapiane - Ilirska-Bistrica (CIS)

Lupoglav ( emergency) - Podvorye (emergency)

Rosenbach - Esenice

Spilfeld-Strasse (FTSJ) - Saintilla (ESSR)

Shreditsy (ESR) - Kakovets (ESR)

Villa-Opichina (IGT) - Sezhana (EMTs)

Savski-Marof (TZHH) - Dobova (TZHS)

Teraspol (PKP) - Brest (BTZ)

Medyka (PKP) - Mostiska (UTZH)

Zachon (MDV) - chop (UTZH)

Ungeni (Ministry of emergency situations) - Iasi (Romanian emergency situations)

C. wheelset replacement stations, which are of important importance for International combined transport*---------------------------------------------------------------------

Different persistent ! Interested countries ! From one railway foot to another

railway systems ! ! the approach used in the transition

located in between ! !-------------------------------------

stations ! ! In the wagons ! Cargo units

! !the shafts / trolley! crane / other

! ! "what?" loading equipment

! ! switch !loading and unloading

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

Irun-Spain-X X

Andai France

Port Bou-Spain-X X

Serber France

Hanko Finland X

Cherna NAD Tisoy chop Slovakia X

Ukraine

Zachon-Hungary-X X

Chop Ukraine X X

Iasi-Romania-X X

Ungen Moldova

The Republic of Kazakhstan

Vikshany-Romania-X X

Vadu-Siret Ukraine X X

Halma* * Romania-X

Dyakovo Ukraine X X

Malazewice* * * Poland-X

Brest Belarus X X

Medyka-Poland-X X

Mostiska Ukraine X X

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

Note: wheel pair replacement stations are also border stations.

* If the replacement of shafts or the reloading of a unit of cargo on other rail cars is carried out only at one of the stations, then this station is underlined. If the replacement of shafts and loading and unloading of goods at individual stations is carried out simultaneously, in this case, both stations are indicated.

** On the section between Halmeu and chop (Ukraine), the length of which is about 70 km, there is a regular and wide-gauge railway line.Therefore, it is not necessary to replace the carriage, nor to replace the axle/trolley in the wagons.

*** Railway stations where cargo is loaded and unloaded, not border posts.

D. Railway/ferry crossings/berths included in the international combined transport network

Holyhead-Dublin (United Kingdom-Ireland)

Calais-Duvres (France-United Kingdom)

Ostende-Dover (Belgium - United Kingdom)

Dunkirk-Dover (France-United Kingdom)

Stanrer-Larn (United Kingdom)

Zebrugge-Harij (Belgium - United Kingdom)

Zebrugge-Dover (Belgium - United Kingdom)

Puttgarden-Redby (Germany-Denmark)

Copenhagen - Helsinborg (Denmark-Sweden)

Lubleck-Travemünde-Hanko (Germany-Finland)

Gedres-Rostock (Denmark-Germany )

(Warnemünde)

Gothenburg-Frederikshavn (Sweden-Denmark)

Malmo-Travemunde (Sweden-Germany )

Trelleborg-Sassnitz (Sweden-Germany )

Ystad-Suinouice (Sweden-Poland)

Helsinki-Gdynia (Finland-Poland)

Helsinki-Stockholm (Finland-Sweden)

Turku-Stockholm (Finland-Sweden)

Samsun-Constanta (Turkey-Romania)

Mersin-Venice (Turkey-Italy)

Gdynia-Istad (Poland-Sweden)

Gdynia-Stockholm (Poland-Sweden)

Gdynia-Helsinki (Poland-Finland)

Patry/Igumenitsa-Brindisi (Greece-Italy)

Patras/Igumenica-Trieste (Greece-Italy)

Patry / Igumenitsa-Ancona (Greece-Italy)

Patry / Igumenitsa-Bari (Greece-Italy)

Volos-Latakia (Greece - Syrian Arab Republic)

Kalafat-Vidin (Romania-Bulgaria)

Note: there will also be Railway-ferry crossings, border crossings, with the exception of crossings between the cities of Stanrer Larn and Messina and Villa San Giovanni.

Appendix III-technical characteristics of the network of important international combined transport networks

Preliminary warnings

The parameters are shown in the table below. The values indicated in Column A of the table should be considered as important goals that must be achieved in accordance with national railway development plans. Any deviation from these values should be considered as a distinction.

Networks are divided into two main categories:

a) modern networks that can be improved if necessary; for example, changing their geometric characteristics is often difficult, and sometimes impossible, so the requirements for these networks must be softened;

b) new lines to be built.

The features shown in the table below, by analogy, should also apply to transportation by rail ferries, which, in appropriate cases, are a composite part of the railway network.

Parameters of the infrastructure of the node of the most important networks of international combined transport

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

! Ah ! B

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

! ! To upgrade and rebuild ! New networks

! ! to the infrastructure and !

! ! to the requirements for networks !

! ! responsive networks !

---!------------------------!--------------------------------!-------

! ! the present ! target !

! ! indicators ! indicators !

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

1. number of lines (not specified) 2

2. itu of Rolling Stock B 2/ itu C1 2/

loading volume

3. Base 1/ 4.0 m 4.2 m

4.the smallest calculation speed is 100 km/h. 3/120 km / h. 3/120 km / h. 3/

5. shaft allowed

load:

Wagons

< 100 km /h. 20 t 22.5 t 22.5t

;

& lt 120 km/h. 20 t 20 t 20 t

; 6. The maximum slope is 1 /(Not specified) 12.5 mm/m

7. Minimum overtaking distance 600 m 750 m 750 m

useful length

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

1 / Recommended for efficient international combined transport, which is not particularly important for combined transport.

2 / MTJO - International Union of Railways

3 / Maximum permissible parameters for combined transport trains (see Annex IV).

Comment on the parameters in the above table

1. number of rows

International combined transportation networks should ensure high throughput and full compliance with traffic schedules.

In principle, these two requirements can be stored in two-line networks; however, the use of single-line networks is allowed only if other parameters specified in the agreement are met.

2. rolling stock load volume

This is the minimum volume of loading for international combined transport networks.

The use of the largest volumes of loading in new lines does not require large investments of capital, so the volume of the IAC C is selected.

Volume C, namely:

- to transport cargo vehicles and convoys of vehicles (a truck with a trailer, a connected vehicle, a tractor and a semi-trailer) corresponding to European road volumes (height 4 m and width 2.50 m) on special platform wagons, at a height of 60 cm above the level of rails;

- for the transportation of conventional semi-trailers with a width of 2.5 m and a height of 4 m on platform wagons with pockets equipped with conventional trolleys;

- for transportation of ISO containers with a width of 2.44 m and a height of 2.90 m on conventional railway platforms;

- transportation of double bodies with a width of 2.50 m on conventional railway platforms;

- opens the way to transport containers/double bodies 2.6 cm wide and 2.9 m high in the respective wagons.

On modern lines passing through mountainous areas (for example, the Pyrenees, Central spur, Alps, Jura, Apennines, Carpathians), there are many tunnels with volumes corresponding to the volume of a technical unit of loading or several large volumes in height along the axial line of the road. In almost all cases, it is not possible from an economic and financial point of view to enlarge them to the size of the IAC C.

Therefore, for modern networks, the volume B of the ITU has been selected, which, in particular, includes:

- for the transportation of ISO containers with a width of 2.44 m and a height of 2.90 m on railway platforms for the transportation of containers with cargo areas located at an altitude of 1.18 m above the level of rails;

- to transport combined bodies with a width of 2.5 M and a height of 2.60 m on conventional platforms (cargo area, located at an altitude of 1.246 m) ;

- transportation of semi-trailers on special wagon platforms with pockets;

- containers with a width of 2.6 M and a height of 2.9 M/opens the way for the transportation of low-Board bodies in special wagons.

Most modern international combined transport networks have MTW volumes in. Providing volume in networks that do not meet these standards does not require large investments.

3. minimum estimated speed

The minimum design speed determines the choice of geometric characteristics of the route (radius of turns and curves), safety devices (braking distance) and the stopping coefficient of the rolling stock.

4. Permissible shaft load

This is the permissible load on the shaft that international combined transport networks must withstand.

International combined transport networks must withstand the movement of the latest and future means of rolling stock, in particular:

-wagons with a load on the shaft of 20 tons, which corresponds to the C Class of the load of the ITU; 100 km/h according to the recent decisions of the ITU. at speed, a load of 22.5 T was assumed on the shaft of the car. The rules of the IAC are 120 km / h. at speed, the load limit on the shaft is set to 20 t.

According to the rules of the ITU, loads on the specified shaft are allowed when the diameter of the wheels is not less than 840 mm.

5. minimum useful length of overtaking tracks

In international transport networks, the smallest useful length of the overtaking tracks is of great importance for combined transport trains (see Appendix IV).

Appendix IV train operation description and minimum infrastructure requirements

A. requirements for an effective system of international combined transportation

1. in order to ensure the efficiency and speed of movement of transport flows based on modern production methods and the distribution of goods, International combined transportation must meet the following requirements:

a) carry out departure/arrival, regular transportation in accordance with the requirements of consumers (in particular, setting the latest and earliest loading time) ;

b) small duration of door-to-door transportation, high accuracy of schedule storage, guaranteed delivery times;

C) providing accurate and timely information on transport procedures, simple documentation, small risk of causing harm;

d) the ability to carry out the transportation of all types of standard containers, as well as all cargo units transported by road in international traffic in Europe. In this regard, it is worth considering those that are subject to the forecast of trends in the field of measuring the weight and volume of cargo units.

2. these requirements:

a) exceeding the speed of transportation (from the point of departure to the point of arrival, taking into account all stops), which must correspond to or exceed the speed of transportation by road from door to door;

b) use the non-working hours of the consignees (for example, transportation at night) so that they can deliver the cargo in the morning at the request of consumers;

d) use, if possible, direct trains (i.e., avoid overloading or maximally reducing shipments to other trains during transportation);

F) taking measures to improve the flow of transport through the use of modern communication systems.

3.to ensure and comply with the above requirements, trains and infrastructure must ensure an adequate level of efficiency, that is, meet certain minimum requirements that must be met by all relevant competent authorities in this direction of Transportation.

4.the following parameters and requirements are established, in particular, for routes with a large volume of traffic, that is, for routes where regular transportation is carried out by direct trains or large car batches. If it met the requirements of consumers and the relevant Railways, the transportation of single cars or special shipments could be carried out, as before, by conventional freight trains.

C. characteristics of train operation

5. trains used for International combined transportation must meet the following minimum requirements:

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Minimum requirements ! Current indicators ! Target indicators*

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Minimum estimated 100 km / h. 120 km/h.

speed

Train length 600 m 750 m

Train weight 1200 t 1500 t

20 t falling on the Shaft 20 t

load (wagons) (22.5 t 100 km / h

in speed)

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If direct trains are organized, then trains should consist, if possible, of only a small number of cars, while cars of each group should go to only one delivery point. In addition, no stops should be made on the roads for reasons of use or for the purpose of border control.

6.rolling stock must meet the above standards regarding the speed and load on the shaft, as well as ensure the possibility of transporting all cargo units, which must take into account weight and volume.

7.trains used for combined transportation should use the highest priority. The schedule of their movement should be compiled in such a way as to meet the requirements of consumers regarding the reliability and stability of Transportation. ____________________ * These indicators should be achieved by about 2000. Higher indicators can be introduced earlier than the specified period, if they do not interfere with the development of international combined transport.

S. minimum requirements for railway lines

8.the full-time capacity of railway lines intended for combined transportation should be sufficient to avoid downtime of trains used for combined transportation. Such trains should not be stuck during overtime hours.

9.for the improvement of railway networks, the parameters given in Annex III are applicable.

D. Minimum terminal requirements

10. in order to effectively process shipments at terminals, the following requirements must be met:

A) ensure a minimum time break between the use of goods and the departure of cars, as well as between the arrival of trains and the readiness of cars to unload cargo units, which should not exceed one hour, if the requirements of consumers regarding the deadline for receiving or handing over goods are not satisfied by other means;

b) reduce as much as possible the downtime of motor vehicles (at least 20 minutes) that ensure the delivery and collection of cargo units;

C) terminal location:

- so that it can be accessed quickly and easily through highways from economic centers;

- within the limits of railway lines, it should be selected in such a way that it has a good connection with the main railway lines, and in the case of transportation of groups of cars-good access to high-speed trains used for combined transportation.

11.the requirements for intermediate stations listed below also apply to terminals.

E. minimum requirements for intermediate stations

12.stops on the tracks of trains used for combined transportation should be used simultaneously for technical or operational reasons, for example, for replacing a group of cars at stations or replacing a pair of wheels, in the opposite case, for carrying out works that require additional stops (i.e. for border control, locomotive replacement).

The infrastructure of such intermediate stations must meet the conditions listed below:

- Access roads must have sufficient daily capacity to prevent train delays used for combined transportation.

- Access to and exit from access roads should ensure the smooth movement of trains in both directions. Their carrying capacity should be sufficient to prevent delays in arriving and/or departing trains used for combined transportation.

- Various models of tracks must have a throughput capacity for carrying out specific work at stations, which applies, in particular, to receiving and dispatching tracks, collection tracks, sorting lines and shipments, loading tracks and even wheel replacement tracks.

- The above loading volumes must correspond to the loading volumes for use on railway lines (ITU B or ITU c).

- The length of the tracks should be sufficient to accommodate full-line trains used for combined transportation.

- In the case of using electric traction, the tracks must be accessible for electric locomotives (at border stations for electric locomotives on the corresponding adjacent tracks).

-Capacity for transshipment, exchange of groups of cars, replacement of wheel sets, as well as means of customs control should ensure the minimum duration of the necessary parking.

a) Exchange stations with groups of wagons

13.combined transportation between Departure and arrival stations should be carried out, if possible, by direct trains. If this is economically inappropriate due to the small volume of shipments, and if the loading and unloading of combined shipments is inevitably necessary in this regard, they must be carried out by a group of wagons, even if they are not. The duration of stops for these operations should not exceed 30 minutes in each case. This could be achieved through the formation of appropriate trains (the length of their route should be as high as possible, including crossing borders), along with the creation of an adequate infrastructure of exchange stations with groups of cars.

b) border posts

14.trains used for combined transportation, if possible, must travel along all routes to the station where it is necessary to exchange groups of cars, crossing the borders or to the final point without stopping on the way. Stops at the borders should be excluded, if possible, and if not, their duration should be insignificant (no more than 30 minutes). This includes:

- by abandoning the work normally carried out at the border or, if this is not possible, by doing it at internal points where trains have to stop in any case for reasons of a technical and/or administrative nature;

- it should be achieved by making a single stop or by completely abandoning stops at border stations in general.

C) stations for changing wheel pairs

15.in order to meet the requirements in the future, it is necessary to develop effective procedures in terms of time and costs. With regard to the transshipment of cargo units to other track wagons, the above requirements for transshipment at terminals must also apply. At such stations, the duration of stops for changing wheel pairs should be as small as possible. Available means for replacing or reloading wheel sets should be sufficient to ensure a small length of parking.

d) railway / ferry crossings

16.general conditions of Transportation must comply with the contract of transportation by ferries. For combined transportation, the duration of stops at berths should be as small as possible (preferably not more than 1 hour). In addition to the creation of appropriate station infrastructure and appropriate ferry vessels in ferry ports (see paragraph 17 below), this can be done with the help of the following measures:

- Application of the requirements for the necessary border control measures mentioned in paragraph 14;

- coordination of traffic schedules at ferry crossings and railways and timely provision of information for the purpose of loading ships and/or formation of formations.

17. ferry vessels used for combined transportation must meet the following requirements:

- the volume and types of vessels must correspond to the transported cargo units and wagons;

-fast loading and unloading of ferry vessels, as well as storage of cargo units/wagons in accordance with the requirements of the following railway transportation (if necessary, distribution of combined transportation and passenger and/or road transportation);

- if cargo units remain in wagons during transportation, then ferry ships should be easily accessible, while eliminating the need to carry out sorting operations that require large time costs. The volume of loading, the load on the shaft, etc.must correspond to the indicators for the lines given in Annex III;

- if it is necessary to load and unload cargo units separately from cars, then there should be the shortest and most reliable highways for the implementation of road transport, which can be between ferries and railway terminals.

Specialists:

Kasymbekov B.

Orynbekova D.

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