Transcript
EUROPEAN AGREEMENT ON MAIN INTERNATIONAL RAILWAY LINES (AGC)
ACCORD EUROPÉEN SUR LES GRANDES LIGNES INTERNATIONALES DE CHEMIN DE FER (AGC)
ЕВРОПЕЙСКОЕ СОГЛАШЕНИЕ О МЕЖДУНАРОДНЫХ МАГИСТРАЛЬНЫХ ЖЕЛЕЗНОДОРОЖНЫХ ЛИНИЯХ (СМЖЛ)
UNITED NATIONS
ШЖД? NATIONS UNIES
ОРГАНИЗАЦИЯ ОБЪЕДИНЕННЫХ НАЦИЙ
1985
EUROPEAN AGREEMENT ON MAIN INTERNATIONAL RAILWAY LINES (AGC)
UNITED NATIONS
1985
EUROPEAN AGREEMENT ON MAIN INTERNATIONAL RAILWAY LINES (AGO) THE CONTRACTING PARTIES, CONSCIOUS of the need to facilitate and develop international railway traffic in Europe, CONSIDERING that, in order to strengthen relations between European countries, it is essential to lay down a co-ordinated plan for the development and construction of railway lines adjusted to the requirements of future international traffic, HAVE AGREED as follows: Article 1 The Contracting Parties adopt the proposed railway network hereinafter referred to as the "International E-railway network" and described in annex I to this Agreement, as a co-ordinated plan for the development and construction of railway lines of major international importance which they intend to undertake within the framework of national programmes in accordance with their respective legislations. Article 2 The international E-railway network consists of a system of main lines and supplementary lines. The main lines are the "major railway axes" already carrying very heavy international traffic or traffic expected to become very heavy in the near future; the supplementary lines are those which, while already completing the network of main lines, will carry very heavy international rail traffic only in the more distant future.
Definition and adoption of the international E-railway network
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Construction and development of lines of the international E-railway network
Article 5 The international E-railway network of main lines referred to in article 2 conforms to the characteristics set out in annex II 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 The Secretary-General of the United Nations shall be the depositary of this Agreement.
Designation of the depositary
Article 5 Procedure for the 1. This Agreement shall be open at Geneva for signature by signature of, and States which are either members of the United Nations Economic for becoming Party to, the Commission for Europe or have been admitted to the Commission Agreement in a consultative capacity in conformity with paragraph 8 of the terras of reference of the Commission, from 1 September 1985 to 1 September 1986. 2. Those States may become Parties to this Agreement by (a) Signature, followed by ratification, acceptance or approval; or (b) Accession. 3. Ratification, acceptance, approval or accession shall be effected by the deposit of an instrument in good and due form with the Secretary-General of the United Nations. Entry into force of the Agreement Article 6 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 E-railway network link, in a continuous manner, the territories of at least four of the States which have deposited such an instrument If this condition is not fulfilled, the Agreement shall enter
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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. 2. For each State which deposits an instrument of ratification, acceptance, approval or accession after the commencement of the period of 90 days specified in paragraph 1 of this article, the Agreement shall enter into force 90 days after the date of deposit of the said instrument. Article 7 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. Such measures, which must be temporary, shall be notified immediately to the depositary and their nature specified.
Article 8
Limits to the application of the Agreement
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.
Declaration concerning article 8
Article 9 Any State may, at the time of signing this Agreement or of depositing its instrument of ratification, acceptance, approval or accession, declare that it does not consider itself bound by article 8 of this Agreement. Article 10 1. The main text of this Agreement may be amended by either of the procedures specified in this article. 2. (a) Upon the request of a Contracting Party, any amendment proposed by it to the main text of this Agreement shall be considered by the Working Party on Rail Transport of the Economic Commission for Europe. (b) If it is adopted by a two-thirds majority of the members present and voting and if this majority includes a two-thirds majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General to all Contracting Parties for acceptance. (c) If the amendment is accepted by two thirds of the Contracting Parties, the Secretary-General shall so notify all the Contracting Parties and the amendment shall enter into force 12 months after the date of such notification. The amendment shall enter into force with respect to all the Contracting Parties except *those which, before its entry into force, make a declaration that they do not accept the amendment. 3. At the request of at least one third of the Contracting Parties, a conference, to which the States referred to in article 5 shall be invited, shall be convened by the Secretary-General. The procedure specified in paragraph 2, subparagraphs (a) and (b), of this article shall be applied in respect of any amendment submitted to the consideration of such a conference.
Procedure for amending the main text
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Article 11 Procedure for amending annex I 1. Annex I 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 annex I to this Agreement shall be considered by the Working Party on Rail Transport of the Economic Commission for Europe. 3If it is adopted by the majority of the members present and voting and if this majority includes the majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General to the competent administrations of the Contracting Parties directly concerned. The following shall be considered Contracting Parties directly concerned: (a) In the case of inclusion of a new main line or modification of an existing main line, any Contracting Party whose territory is crossed by that line; (b) In the case of inclusion of a new supplementary line or modification of an existing supplementary line, any Contracting Party contiguous to the requesting country, whose territory is crossed by the principal international line or lines with which the supplementary line, whether new or to be modified, is connected. Two Contracting Parties having in their respective territories the terminal points of a proposed ferry service on the principal line or lines specified above shall also be considered contiguous for the purposes of this paragraph. 4Any proposed amendment communicated in accordance with paragraph 3 of this article shall be accepted if, within a period of six months following the date of its communication, none of the competent administrations of the Contracting Parties directly concerned notifies the Secretary-General of its
objection to the amendment. If the administration of a Contracting Party states that its national law obliges it to subordinate its agreement to the grant of a specific authorization or to the approval of a legislative body, the competent administration shall not be considered as having consented to the amendment to annex I to this Agreement, and the proposed amendment shall not be accepted until such time as the said competent administration notifies the Secretary-General that it has obtained the required authorization or approval. If such notification is not made within a period of 18 months following the date on which the proposed amendment was communicated to the said competent administration or if, within the period of six months specified above, the competent administration of a Contracting Party directly concerned expresses an objection to the proposed amendment, that amendment shall be deemed not accepted. 5. Any amendment accepted shall be communicated by the Secretary-General to all the Contracting Parties and shall enter into force for all the Contracting Parties three months after the date of its notification. Article 12 1. Annex II to this agreement may be amended by the procedure specified in this article. 2. At the request of a Contracting Party, any amendment proposed by it to annex II to this Agreement shall be considered by the Working Party on Rail Transport of the Economic Commission for Europe. 3. If it is adopted by the majority of the members present and voting, and if this majority includes the majority of the Contracting Parties present and voting, the amendment shall be communicated by the Secretary-General to the competent administrations of all the Contracting Parties for acceptance.
Procedure for amending annex II
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4. The amendment shall be accepted if, within a period of six months following the date of notification, less than one third of the competent administrations of the Contracting Parties notify the Secretary-General of their objection to the amendment. 5- Any amendment accepted shall be communicated by the Secretary-General to all the Contracting Parties and shall come into force three months after the date of its notification. Article 13 Each State shall, at the time of signing, ratifying, Notification of the address of the accepting, approving or acceding to this Agreement, inform the administration to Secretary-General of the name and address of its administration which proposed amendments to the to which proposed amendments to the annexes to this Agreement annexes to the are to be communicated in conformity with articles 11 and 12 Agreement are to be communicated above. Denunciation and suspension of the validity of the Agreement Article 14 Any Contracting Party may denounce this Agreement by written notification addressed to the Secretary-General. The denunciation shall take effect one year after the date of receipt by the Secretary-General of such notification. Article 13 The application of this Agreement shall be suspended if the number of Contracting Parties is less than eight for any period of 12 consecutive months.
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IN WITNESS WHEREOF, the plenipotentiaries, being duly authorized thereto, have signed this Agreement.
DONE at Geneva, this thirty-first day of May one thousand nine hundred and eighty-five, in a single copy in the English, French and Russian languages, the three texts being equally authentic.
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Annex I RAILWAY LINES OF MAJOR INTERNATIONAL IMPORTANCE Numbering of lines of major international importance 1. Principal lines, comprising reference lines and intermediate lines, called class-A lines, have two-digit numbers; supplementary lines, called class-B lines, have three-digit numbers. 2. North-south oriented reference lines have two-digit odd numbers ending in 5 and increasing from west to east. West-east oriented reference lines have two-digit even numbers ending in 0 and increasing from north to south. Intermediate lines have respectively two-digit odd and two-digit even numbers falling within the numbers of the reference lines between which they are located. 3. Class-B lines have three-digit numbers, the first digit being that of the nearest reference line to the north of the B-line concerned, the second being that of the nearest reference line to the west of the B-line concerned and the third being a serial number.
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LIST OF RAILWAY LINES
I.
Numbering of lines at the European level North-South
Б 03 Б 03 E 07 E 051
Glasgow-Stranraer-Larne-Belfast-Dublin-Holyhead-Crewe-London-FolkestoneDover Lisboa-Coimbra-Vilar Formoso-Fuentes de Oñoro-Medina del Сашро-BurgosIrrfn-Bordeaux- Paris Paris-Bordeaux-Hendaye-Irtín-Burgos-Avila -Madrid Aranda de Duero Calais-Paris
E 053 Madrid-Cdrdoba-Bobadilla-Âlgeciras E 15 Amsterdam-Den Haag-Rotterdam-Roosendaal-Antwerpen-Bruxelles-QuévyFelgnies-Aulnoye-Paris-DlJon -Lyon-Avignon-Tarascon-Marseille Le Creusot Dunkerque-Aulnoye-Thionville-Metz-Frouard-Toul-Culmont-Chalindrey-DiJonVallorbe-Lausanne-Brig Bruxelles-Arlon-Sterpenich-Kleinbettingen-Luxembourg-BettembourgThionville-Metz-Strasbourg-Mulhouse-Basel-Olten-Bern-Brig-DomodossolaRho-Milano-Genova Liège-Gouvy-Troisvierges-Luxembourg Amsterdam-ütrecht-Arnhem-Emraerich-Duisbourg-Düsseldorf-Kein-MainzMannheira-Karlsruhe-Basel-Olten-Chiasso-Milano-Bologna-Firenze-RomaNapoli-Salerno-Messina Frankfurt(M)-Heidelberg-Bruchsal-Stuttgart-Ulm-Augsburg-MünchenMannheim Freilassing-Salzburg Oslo-Kornsj^-Gâteborg-Helsingborg-Helsing^r-K^benhavn-Nyk^bing-RédbyPuttgarden-Hamburg-Hannover-Bebra-Gemünden-NUrnberg-Augsburg-MünchenKufstein-Wôrgl-Innsbruck-Brennero-Verona-Bologna-Ancona-Foggia-Bari
E 23 E 25
E 2? E 35
E 43
E 45
E 451 Nürnberg-Passau-Wels E 51 E 53 Gedser-Rostock-Berlin/Seddin-Leipzig-Plauen-GutenfÜrst-Hof-Nürnberg Helsingborg-HSssleholm
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E 530 Nykdbing-Gedser E 55 Stockholm-Ha'ssleholm-Malmo-Trelleborg-Sassnitz Hafen-Stralsund-Berlin/ Seddin-Dresden-Bad Schandau-DeXin-Praha Linz-Salzburg-Schwarzach St. Veit-Villach-Arnoldstein-Tarvisio-UdineVenezia-Bologna
E 551 Praha-Horni Dvoriste-Summerau-Linz-Selzthal-St. Michael E 59 E 6l MalmO-Ystad-Swinoujácie-Szczecin-Kostrzyri-Góra-Wroclaw-Chalupki Stockholm-Hëssleholm-Malmô-Trelleborg-Sassnitz Hafen-Stralsund-Berlin/ Seddin-Dresden-Bad Schandau-DeXin-Nymburk-Kolin-Brno-Breclav-BratislavaKomárno-Komardm-Budapest Zilina-Bratislava Gdynia-Gdánsk-Warszawa-Katowice-Zebrzydowice-Petrovice u Karviné-OstravaBreclav-Bernhardstahl-Wien-Semmering-Bruck a.d.Mur-Klagenfurt-VillachRosenbach-Jesenice-Ljubljana-Pivka-Rijeka Bruck a.d.Mur-Graz-Spielfeld Strass-Maribor-Zidani Most Budapest-Murakeresztur-Kotoriba-Pragersko-Zidani-Most-Ljubljana-DivacaКоре г Budapest-Murakeresztur-Gyékényes-Botovo-Koprivnica-Zagreb-Karlovac-Rijeka
E 63 E 65
E 67 E 69 E 71
E 751 Zagreb-Sunja-Knin-Perkovi<5-Split Sibenik E 771 Subotica-Vinkovci-Strizivojna-Vrpolje-Sarajevo-Kardeljevo E 79 E 85 Beograd-Bar Budapest-Kelebia-Subotica-Beograd-jJis ^-Skopje-Gevgelia-IdomeniKraljevo Thessaloniki-Athinai
E 851 Lvov-Vadul Siret-Vicsani-Pascani E 853 Larissa-Volos E 855 Sofia-Kulata-Promachon-Thessaloniki E 95 Moskva-Kiev-Benderi-üngeni-Iasi-Pascani-Buzau-Ploiesti-Bucuresti-VideleGiurgiu-Ruse-Gorna-Dimitrovgrad
E 951 Sindel-Karnobat
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West-East E 10 Oostende-Bruxelles-Liege-Aachen-Koln-Düsseldorf-Dortmund-Münster-Osnabrück Bremen-Hamburg-Lübeck-Hanko-Helsinki-RiihimSki-Kouvola-Vainikkala-LuzhaikaLeningrad-Moskva London-Harwich-Hoek Van Holland-Rotterdam-Utrecht Hamburg-Büchen-Schwanheide-Berlin/Seddin Oostende-Bruxelles-Liège-Aachen-Kôln-Duisburg-Dortmund-Hannover-HelmstedtMarienborn-Berlin/Seddin-Frankfurt(0)-Kunowice-Poznan-Warszawa-TerespolBrest-Moskva Zeebrugge-Brugge Dresden-Gôrlitz-Zgorzelec-Wroclaw-Katowice-Krakow-Przemysl-MedykaMostiska-Lvov-Kiev-Moskva Frankfurt-Hanau-Flieden-Bebra-Gerstungen-Leipzig Le Havre-Paris-Lérouville-Onville-Metz-Rémilly-Forbach-SaarbrückenLudwigshafen-Mannheim-Frankfurt(M) Gemünden-Nürnberg-Schirnding-Cheb-PlzeK-Praha-Kolin-Ostrava-Zilina-Propad Tatry-KoMice-Cierna-n.T.-Cop-Lvov
E 1б E 18 E 20
E 22 E 30 E 32 E 40
E 400 Frankfurt(M)-Gemünden E 42 Paris-Lérouville-Nancy-Sarrebourg-Réding-Strasbourg-Kehl-AppenweierKarlsruhe-Mühlacker-Stuttgart Offenburg Mainz-Frankfurt(M) Paris-Culoz-Genève-Lausanne-Bern-Zurich-Buchs-Innsbruck-WôrglKufstein (Rosenheim-Freila5sing)-Salzburg-Linz-Wien-Hegye8halom-BudapestSchwarzach St. Veit Miskolc-Nyiregyhaza-Zahony-Sop-Lvov-Kiev-Moskva
E 46 E 50
E 502 Bischofshofen-Selzthal E 52 E 54 E 56 Bratislava-N Nyiregyhaza Zámky-Sturovo-Szob-Budapest-Cegléd-Szolnok-Debrecen-
Arad-Deva-Teius-Vinatori-Brasov-Bucuresti Budapest-Rakos-Ujszasz-Szolnok-LOkosháza-Curtici-Arad-Timisoara-CraiovaBucuresti
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E 560 Buzáu-Galati-Reni-Benderi E 562 Bucuresti-Costanta E 66 Beograd-Vrsac-Stamora Moravita-Timisoara
E 660 Ruse-Kaspican E 680 Sofia-Mezdra-Gorna-Kaspican-Sindel-Varna E 70 Paris-Mâcon-Ambérieu-Culoz-Modane-Torino-Rho-Milano-Verona-TriesteVilla Opicina-Sezana-Ljubljana-Zidani Most-Zagreb-Beograd-NiXDimitrovgrad-Dragoman-Sofija-Plovdiv-Dimitrovgrad-Svilengrad-KapikuleIstanbul-Haydarpaca-Ankara
E 700 Lyon-Ambérieu E 702 Ankara-Kapikôy-[Razi (Iran)] E 704 Ankara-Nusaybin-[Kamichli (République arabe syrienne)-Tel Kotchek (Iraq)] E 72 Torino-Geneva
E 720 Plovdiv-Zimnitza-Karnobat-Burgas E 90 Lisboa-Entrocamento-Valencia de Alcántara-Madrid-Barcelona-Port BouCerbère-Narbonne-Tarascon-Marseille-Menton-Ventimiglia-Genova-PisaLivorno-Roma Numbering of lines at the national level */ (1) Portugal E 05 E 90 (Fuentes de Onoro-) Vilar Formoso-Coimbra-Lisboa Lisboa-Entrocamento-Marvao-(-Valencia de Alcántara)
II.
jy In the list of towns given below, it should be noted that the stations shown in brackets are located on other routes or outside the country concerned.
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(2) Spain
E 05 E 07
E 053 E 90
(Hendaye-) Irtín-Burgos-Medlna del Campo-Fuentes de Onoro (-Vilar Formoso (Hendaye-) Irún-Burgos-Avila -Madrid Aranda de Duero
Madrid-C<5rdoba-Bobadilla-Algeciras (Marvao-) Valencia de Alcántara-Madrid-Barcelona-Port Bou (-Cerbère)
(3) Ireland E 03 (Larne-Belfast)-Dublin (4) United Kingdom E 03 E 16 Glasgow-Stranraer-Larne-Belfast Holyhead-Crewe-London-Folkestone-Dover London-Harwich (-Hoek Van Holland) (5) France E 05 Paris-Bordeaux-Hendaye (-Iriín)
E 051 Calais-Paris E 07 E 15 Paris-Bordeaux-Hendaye (-Irú*n) (Quévy-) Feignies-Aulnoye-Paris-Dijon -Lyon-Avignon-TarasconLe Creusot Marseille Dunkerque-Aulnoye-Thionville-Metz-Frouard-Toul-Culmont-ChalindreyDijon (-Vallorbe) (Bettembourg-) Thionville-Metz-Strasbourg-Mulhouse (-Basel) Le Havre-Paris-Lérouville-Onville-Metz-Rémilly-Forbach (-Saarbrflcken) Paris-Lérouville-Nancy-Sarrebourg-Réding-Strasbourg (-Kehl) Paris-Culoz (-Genève) Paris-Maçon-Ambérieu-Culoz-Modane (-Torino)
E 23 E 25 E 40 E 42 E 50 E 70
E 700 Lyon-Ambérieu E 90 (Port Bou-) Cerbère-Narbonne-Tarascon-Harseille-Menton- (Ventimiglia)
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(6) Netherlands Б 15 E 35 E 16 Amsterdam-Den Haag-Rotterdam-Roosendaal (-Antwerpen) Amsterdam-Utrecht-Arnhem (-Emmerich) (Harwich-) Hoek Van Holland-Rotterdam-Utrecht (7) Belgium E 10 E 15 E 25 E 27 E 20 E 22 Oostende-Bruxelles-Liège (-Aachen) (Roosendaal-) Antwerpen-Bruxelles-Quévy (-Feignies) Bruxelles-Arlon-Sterpenieh (-Kleinbettingen) Liège-Gouvy (-Troisvierges) Oostende-Bruxelles-Liège (-Aachen) Zeebrugge-Brugge (8) Luxembourg E 25 E 27 (Sterpenich)-Kleinbettingen-Luxembourg-Bettembourg (-Thionville) (Gouvy-) Troisvierges-Luxembourg (9) Federal Republic of Germany E 35 E 43 (Arnhem-) Enmerich-Duisburg-Dusseldorf-KCln-Mainz-Mannheim-ICarlsruhe (-Basel) Frankfurt(M)-Heidelberg-Bruchsal-Stuttgart-Ulm-Augsburg-MünchenMannheim Freilassing (-Salzburg) (R6dby-) Puttgarden-Hamburg-Hannover-Bebra-Gemunden-Nurnberg-AugsburgMUnchen-Kufstein (-Worgl)
E 45
E 451 NQrnberg-Passau (-WeIs) E 51 E 10 E 18 (Gutenfürst-) Hof-Nürnberg Liege-Aachen-Kein-Düsseldorf-Dortmund-Münster-OsnabrUck-Bremen-HamburgLübeck (-Hanko) Hamburg-BUchen (-Schwanheide)
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E 20 Б 32 E 40
(Liège-) Aachen-Kein-Duisburg-Dortmund-Hannover-Helmstedt (-Marienborn) Frankfurt-Hanau-Flieden-Bebra (-Gerstungen) (Forbach-) Saarbrücken-Ludwigshafen-Mannheim-Frankfurt(M) GemUnden-NUrnberg-Schirnding-(-Cheb)
E 400 Frankfurt(M)-Gemünden E 42 E 46 (Strasbourg-) Kehl-Appenweier-Karlsruhe-Mühlacker-Stuttgart Offenburg Mainz-Frankfurt (M) (10) Switzerland E 23 E 25 E 35 E 30 (Dijon-) Vallorbe-Lausanne-Brig (Mulhouse-) Basel-01ten-Bern-Brig (-Domodossola) (Karlsruhe-) Basel-01ten-Chiasso (-Milano) (Culoz-) Geneve-Lausanne-Bern-ZUrich-Buchs (-Innsbruck) (11) Italy E 23 E 33 E 43 E 33 E 70 E 72 E 90 (Brig-) Domodossola-Rho-Milano-Genova (Chiasso-) Milano-Bologna-Firenze-Roma-Napoli-Salerno-Messina (Innsbruck-) Brennero-Verona-Bologna-Ancona-Foggia-Bari (Arnoldstein-) Tarvisio-Udine-Venezia-Bologna (Modane-) Torino-Rho-Milano-Verona-Trieste-Villa Opicina (-Sezana) Torino-Genova (Mentón-) Ventimiglia-Genova-Pisa-Livorno-Roma (12) Norway E 43 Oslo-(-Kornsjd)
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(13) Sweden E 45 E 53 E 55 E 59 E 6l ((Cornsj4)-G6teborg-Helsingborg (-Helsingdr) Helsingborg-Hàssleholm Stockholm-HSssleholm-Malmô-Trelleborg (-Sassnitz Hafen) MalmB-Ystad (-Szczecin) Stockholm-Hâssleholm-Malmô-Trelleborg (-Sassnitz Hafen) (14) Denmark E 45 (Helsingborg-) Helsingtfr-Kdbenhavn-Nykdbing-Rddby (Puttgarden)
E 530 Nykdbing-Gedser (-Rostock) (15) Austria E 43 E 45 (Freilassing-) Salzburg (München-) Kufstein-Worgl-Innsbruck (-Brennero)
E 451 (Nürnberg-Passau)-Wels E 55 Linz-Salzburg-Schwarzach St. Veit-Villach-Arnoldstein (-Tarvisio)
E 551 (Horni-Dvoriste-) Suramerau-Linz-Selzthal-St. Michael E 65 E 6? E 50 (Bpeclav-) Bernhardsthal-Wien-Semmering-Bruck a.d. Mur-KlagenfurtVillach-Rosenbach (-Jesenice) Bruck a.d. Mur-Graz-Spielfeld Strass (-Sentilj) (Buchs-) Innsbruck-W5rgl-Kufstein (-Rosenheim-Freilassing)-SalzburgSchwarzach St. Veit Linz-Wien (-Hegyeshalom)
E 502 Bischofshofen-Selzthal (16) German Democratic Republic E 51 E 55 (Gedser-) Rostock-Berlin/Seddin-Leipzig-Plauen Gutenfürst (-Hof) (Trelleborg-) Sassnitz Hafen-Stralsund-Berlin/Seddin-Dresden-Bad Schandau (-Deïin)
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E 6l E 18 E 20 E 30 E 32
(Trelleborg-) Sassnitz Hafen-Stralsund-Berlin/Seddin-Dresden-Bad Schandau (-DeXin) (Büchen-) Schwanheide-Berlin/Seddin (Helmstedt-) Marienborn-Berlin/Seddin-Frankfurt(0) (-Kunowice) Dresden-Gorlitz (-Zgorzelec) (Bebra-) Gerstungen-Leipzig (17) Poland
E 59 E 65 E 20 E 30
Swinoujácie-Szczecin-Kostr*zyn-Ziecona Góra-Wroclaw-Opole-Chalupki Gdynia-Gdánsk-Warszawa-Katowice-Zebrzydowice (-Petrovice U. Karviné) (Frankfurt(O))-Kunowice-Poznan-Warszawa-Terespol (-Brest) (Gorlitz-) Zgorzelec-Wroclaw-Katowice-Krakow-Przemysl-Medyka (-Nostiska) (18) Czechoslovakia
E 55
(Bad Schandau-) Decin-Praha
E 551 Praha-Horni Dvoriste (-Summerau) E 6l E 63 E 65 E 40 E 52 (Bad Schandau-) DeXin-Nymburk-Kolin-Brno-Br'eclav-Bratislava-Komarno(Komardm) Zilina-Bratislava (Zebrzydovice-) Petrovice u. Karviné-Ostrava-Br'eclav (-Bernhardstahl) (Schirnding-) Cheb-Plzen-Praha-Kolin-Ostrava-Xilina-Poprad TatryKoXice-Cierna N. Tis. (-Cop) Bratíslava-N. Zámky-Stúrovo (-Szob) (19) Hungary E 6l E 69 E 71 E 85 (Komárno) Котагбт-Budapest Budapest-Murakeresztur (-Kotoriba) Budapest-Murakeresztur-Gyékényes (-Botovo-Koprivnica) Budapest-Kelebia (-Subotica)
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E 30 E 52 E 56
(Wien) Hegyeshalom-Budapest-Miskolc-Nyiregyháza-Zahony (Cop) (Stúrovo-) Szob-Budapest-Cegléd-Szolnok-Debrecen-Nyiregyháza Budapest-Rákos-Ujszász-Szolnok-L6kosháza (-Curtid) (20) Yugoslavia
E 65 E 67 E 69 E 71
(Rosenbach-) Jesenice-Ljubljana-Pivka-Rijeka (Spielfeld Strass-) Sentilj-Maribor-Zidani Most (MurakeresztúY-) Kotoriba-Pragersko-Zidani Most-Ljubljana-DivaXa-Koper (Gyékényes-) Botovo-Koprivnica-Zagreb-Karlovac-Rijeka
E 751 Zagreb-Sunja-Knin-Perkovic-Split Sibenik E 771 Subotica-Vinkovci-Strizivojna-Vrpolje-Sarajevo-Kardeljevo E 79 E 85 E 66 E 70 Beograd-Bar (Kelebia-) Subotica-Beograd-Nis -Skopje-Gevgelia-(-Idomeni) Kraljevo Beograd-Vrsa6 (-Stamora Moravita) (Villa Opicina-) Sezena-Ljubljana-Zidani Most-Zagreb-Beograd-Nis'Dimitrovgrad (-Dragomán)
(21) Greece
E 85
(Gevgelia-) Idomeni-Thessaloniki-Athinai
E 853 Larissa-Volos E 855 (Kulata-) Promachon-Thessaloniki
(22) Romania
E 851 E 95 E 54 E 56
(Vadul Siret-) Vicsani-Pacsani (Ungeni-) Lasi-Pascani-Buzau-Ploiesti-Bucuresti-Videle-Giurgiu (-Ruse) Arad-Deva-Teius-Vinatori-Brasov-Bucuresti (Lokosháza-) Curtici-Arad-Timisoara-Craiova-Bucuresti
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E 360 Buzau-Galati (-Reni-Benderi) E 562 Bucuresti-Costanta E 66 (Vrsac*-) Stamora Moravita-Timisoara (23) Bulgaria E 95 (Giurgiu-) Ruse-Gorna-Dimitrovgrad
E 951 Sindel-Karnobat E 660 Ruse-KaspiXan E 680 Sofia-Mezdra-Gorna-KaspiXan-Sindel-Varna E 70 (Dimitrovgrad-) Dragoman-Sofija-Plovdiv-Dimitrovgrad-Svilengrad (-Kapikule)
E 720 Plovdiv-Zimnitza-Karnobat-Burgas E 855 Sofia-Kulata (-Promachon) (24) Finland E 10 Hanko-Helsinki-Riihimàki-Kouvola-Vainikkala (-Luzhaika) (25) Union of Soviet Socialist Republics E 851 Lvov-Vadul Siret (-Vicsani) E 95 E 10 E 20 E 30 E 40 E 50 E 560 (lasi-) Ungeni-Kichinev-Benderi-Kiev-Moskva (Vainikkala-) Luzhaika-Leningrad-Moskva (Terespol-) Brest-Moskva (Medyka-) Mostiska-Lvov-Kiev-Moskva (ïierna N. Tis-) Ïop-Lvov (Zahony-) Cop-Lvov-Kiev-Moskva (Galati-) Reni-Benderi
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(26) Turkey Б 70 E 702 E 704 (Svilengrad-) Kapikule-Istanbul-Haydarpasa-Ankara Ankara-Kapik6y-[Razi (Iran)] Ankara-Nusaybin - [Kamichli (République arabe syrienne)-Tel Kotchek (Iraq)]
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Annex II TECHNICAL CHARACTERISTICS OF MAIN INTERNATIONAL RAILWAY LINES Preliminary remarks The parameters are summarized in table 1. The values shown in column A of table 1 are to be regarded as important objectives to be reached in accordance with national railway development plans, and 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: within certain economic limits, the geometrical characteristics in particular may be freely selected; it is necessary to distinguish two subcategories: (i) Lines intended solely for passenger traffic (excluding goods traffic); (ii) Lines for mixed or combined traffic, for both passenger and goods services. The parameters adopted in no way hinder technical progress: they are minimum requirements. A railway network may adopt more ambitious parameters if it considers this worth while. By analogy, the specifications given in table 1 also apply, where appropriate, to ferry-boat services which are an integral part of the railway network.
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Table 1 INFRASTRUCTURE PARAMETERS FOR MAIN INTERNATIONAL RAILWAY LINES
A Existing lines which meet the infrastructure requirements and lines to be improved or reconstructed
В New lines
B
i
For passenger traffic only
2 For passenger and goods traffic 2
UIC Cl
B
1. 2. 3» 4. 5.
6. 7. 8. 9. 10. 11.
Number of tracks Vehicle loading gauge Minimum distance between track centres Nominal minimum speed Authorized mass per axle: Locomotives ( ¿ 0 km/h) .20 Railcars and rail motor sets ( 3 0 km/h) ^0 Carriages Wagons ^ 100 km/h 120 km/h 140 km/h Authorized mass per linear metre Test train (bridge design) Maximum gradient Minimum platform length in principal stations Minimum useful siding length Level crossings */ UIC:
UIC V В
-
2 UIC Cl 4.2 m 300 km/h
—
4.0 m 1бО km/h 22.5 t 17 16 20 20 18 t t t t t
4.2 m 250 km/h 22.5 t 17 t 16 t 22.5 t 20 t 18 t 8t UIC 71 12.5 mm/m 400 m .! 750 m None
17 t _, 35 mm/m
400 m
8t UIC 71 400 m 750 m None
None
i
International Union of Railways
Number of tracks Main international lines must provide high capacity and allow precision timing of operation. It is generally possible to meet both requirements only on lines with at least two tracks. 2. Vehicle loading gauge This is the minimum loading gauge for main international lines. On new lines, only a small marginal investment cost is normally incurred by adopting a high loading gauge, and the UIC Cl gauge has therefore been chosen. The Cl 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 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 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 Cl gauge is in almost all cases impossible from the economic and financial standpoints. The UIC В 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;
1.
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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. Most of the existing main international lines offer at least the UIC В gauge. In the case of the others, improvement to this standard does not normally require major investment. 3. Minimum distance between track centres This is the minimum distance between track centres for double-track main lines outside stations. An increase in the distance between track centres presents the following advantages: Decrease in the aerodynamic pressure when two trains pass each other, an advantage which increases in proportion to the speed; Some relief from the constraints imposed in the transport of out-of-gauge loads; Possibility of using high-powered mechanized equipment for track maintenance and renewal. On existing double-track lines, and outside stations, the distance between track centres varies between 3»5 m and 4 m. When tracks are completely renewed, efforts should be made to increase the distance, with the aim of achieving a minimum distance of 4 m. On new lines, the choice of a generous between-track distance normally entails only a limited marginal investment, at least outside tunnels and up to 4.2 m. A minimum distance between track centres of 4*2 m has therefore been selected. This is sufficient for high speeds up to 300 km/h (e.g. the new Paris - south-east high-speed line between Paris and Lyon). 4. 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.
On existing lines, maximum speeds are dependent upon the radius of the curves. The nominal minimum speed selected (160 km/h) is the general practice on sections with straight track or wide-radius curves. In some cases the layout and signalling can be improved, without excessive investment, to allow 160 km/h to be reached on some sections. On new lines much higher nominal speeds can be adopted. The nominal speeds selected are those for new lines recently completed, under construction or at the planning stage. The nominal speed is not the same as the commercial speed. The commercial speed is the distance between the origin and destination of a train divided by the total journey time, including intermediate stops. 5. Authorized mass per axle This is the authorized mass per axle which international main lines should be able to bear. International main lines should be capable of taking the most modern existing and future vehicle traffic, in particular: Locomotives with a mass per axle of 22.5 tonnes; on lines which normally take a mass per axle of 20 tonnes, locomotives with a slightly higher mass per axle are tolerated because the ratio of the number of locomotive axles to the total number of axles is usually very low and the suspension of a locomotive causes less wear than that of a wagon; Rail cars and rail motor sets with a mass per axle of 1? tonnes (this is the mass per axle of the French Railways TGV sets); Carriages with a mass per axle of 16 tonnes (in existing and planned ordinary carriage stock, no carriage has or will have a mass per axle, when loaded, exceeding 16 tonnes); Wagons with a mass per axle of 20 tonnes, which corresponds to UIC class C; for new mixed or combined traffic lines 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 and 18 tonnes for a speed of 140 km/h are those set by the UIC regulations.
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The mass per axle values shown are for a wheel diameter of not less than 840 mm, in accordance with the UIC regulations. 6. Authorized mass per linear metre The authorized mass per metre of length over buffers of vehicles which international lines should be capable of accommodating has been set at 8 t, conforming to UIC class C4. 7. Test train (bridge design) This is the minimum "test train" on which bridge design for international main lines should be based. On new lines for mixed or combined traffic, the UIC 71 test train is used. On new lines restricted to passenger traffic, no international standard has been laid down. 8. Maximum gradient This is the gradient not to be exceeded on main international lines. On existing lines, the gradient is a factor which it is virtually impossible to alter. On new lines reserved for passenger traffic, the value 35 mm/m has been adopted (this is the standard used on the Paris - south-east high-speed line between Paris and Lyon). On new lines for mixed or combined traffic, the value 12.5 mm/m has been adopted. This is the highest in any current national planning. The gradient depends upon the length of the slope; the longer the slope the smaller the gradient and vice versa. 9. Minimum platform length in principal stations The length of 400 m adopted by UIC has been chosen. A platform with a length of 400 m will take, for example: A train consisting of a locomotive and 13 coaches 27-5 m long, or a locomotive and 14 coaches 26.4 m long; A train consisting of two TGV sets as used on the Paris - south-east line.
A principal station platform length exceeding 400 m was not adopted, for two reasons : / "Passenger resistance" from passengers on foot, especially in dead-end stations; Excessive investment costs, especially in modifying existing dead-end stations. 10. Minimum useful siding length The minimum useful siding length on main international lines is significant only for goods trains. The length of 750 m adopted by UIC was chosen. This permits the movement and stabling of goods trains of a gross hauled weight exceeding 5|000 tonnes in class C4 (8 gross tonnes per metre of length); moreover, a train of 1,500 hauled gross tonnes to be stabled on a 750 m siding has a mass of little more than 2 tonnes per metre of length. 11. Level crossings New main international lines should be built without any road level crossings. On existing main international lines, the systematic replacement of level crossings by over- or under-passes is planned, except in the few cases where such replacement is physically impossible.
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MAP OF RAILWAY LINES FORMING PART OF THE EUROPEAN NETWORK
This map provides, for information purposes only, a geographical picture of the routes followed by the railway lines defined in annex I to the Agreement, as they exist at the time of drawing up the Agreement.
Legend The distinction between principal and supplementary lines on the entire European network has been decided by GREN (TRANS/SC2/GREN/2, paragraphs 4 and 5). I. Thick continuous lines: principal lines whose route has been proposed by Governments II. Thin continuous lines: supplementary lines whose route has been proposed by Governments III. Dotted lines: ferry services.
I hereby certify that the foregoing text is a true copy of the European Agreement on Main international Railway Lines (AGC), done it Geneva on 31 May 1985, the original if which is deposited with the Secretary-General of the United Dations, as tne said Agreement was opened for signature.
Je certifie que le texte qui précède est une copie conforme de l'Accord européen sur les grandes lignes internationales de chemin de fer (AGC), fait à Genève le 31 mai 1985, dont l'original se trouve déposé auprès du Secrétaire général de l'Organisation des Nations Unies tel que ledit Accord a été ouvert à la signature.
For the Secretary-General, The Legal Counsel:
Pour le Secrétaire général, Le Conseiller juridique :
Carl-August Fleischhauer
United Nations, New York 25 October 1985
Organisation des Nations Unies, New York le 25 octobre 1985