ARE WE READY FOR 300 an hour?
High-speed trains have become a symbol of the modern society at the end of XX and beginning HH1 century, but is now the Serbian society is ready for it? The question is whether we will complete the next decade to be ready for it, because it is necessary first to crawl to make it known to walk.
How we could have?
Even before the Second World War, our engineers and technicians have constructed a steam locomotive "Flying from Belgrade", which is a test drive speed reached 147km / s, and the regular traffic 120km / s. Even then, the "Orient Express distance from Nis to Belgrade crossing in 3 hours and 20 minutes. During the 60s and 70s had smi express train between Belgrade and Zagreb, which is the distance crossed for only 4 hours at medium speed 108km / s.
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At the end of the 80's GOŠA of Smederevo Palanka began producing cars for speeds of 200 km / s, which were 70% of the domestic product. The same coaches have passed tests for 260km / s, the only thing that has not found a suitable solution for braking speeds over 200 km / s. However, it has stopped any progress, paradoxically, at the time of advertising for "Quick stripes Serbia". High speed is not enough to have only carriages. Our technical scope in terms of electrification for speeds up to 180 km / s, signaling to 160km / s, for locomotives to 140 km / s, and for the construction and maintenance to 120km / s. All this has been achieved at a time when the Yugoslav Railways financed development, when education was closely linked with the economy when they are young and talented have at least some chance to express themselves, and not to flee headlong from home. Before the dissolution of Yugoslavia, only the "Railways Zagreb" reached 160km / s. Neighboring countries, to date this speed in regular traffic achieved only Romania and Hungary, of course, a very small part of the railway network. What happened in Serbia usually silent about when we talk about high speeds in is that even Germany and France, the movement speeds over 160 km / s less than 5% of total traffic, that is, for the most part of the traffic and speed costly and impractical . All the more reason to wonder what made us most?
What is the interest of the Hungarian and Chinese?
As a special kuriorzitet was a locomotive JDŽ 01-101 coated plates with special aerodinamic form modeled on the German he-speed locomotive, named Flying BELGRADESMAN.Idea was conceived in the engine room of the General Directorate JDŽ-locomotive repair shop in Belgrade, the locomotive is processed. On a test drive on the Belgrade-Zagreb, in 1937, the machine was pulling a train consisting of 5 cars, weighing 158 tons at a speed of 122 km / h, where the machine was running smoothness.
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As a member of the European Union, Hungary and Greece are very important partners in terms of transportation, storage and distribution of Chinese goods to the European market. Another important factor is that Chinese companies want to get a European reference for the construction and equipment of high speed railways. Something like that can not currently be placed in the central part of the EU because of lobbying by French, German, Spanish companies. Therefore Hungarians there leaves room for political maneuvering "that comes to infrastructure work between EU member states and some countries outside the EU." From this page the interest of the EU companies that produce equipment for high-speed start to Serbia official EU accession process before it enters into a contract with the Chinese. Chinese, on the other hand the interest to enter into a job, and immediately after that Serbia become an official candidate for EU, because while Serbia enters the EU the volume of passenger transport on this route will be too small to build and maintain passenger transport system of high-speed trains was generally economically viable. When it comes to the railroad tracks alone, in the interest of both China and Hungary that the new railway goes through the Banat, and not through Subotica and Novi Sad to imagine the representatives of the Serbian side. Reasons for Banat route are as follows:
1) On the whole track through the lowland Banat, which significantly reduces the cost of freight trains. On the way from Budapest to Thessaloniki avoids Fruska hills and mountains of northern Šumadija, the only hill sections in this direction. 2) Covering major towns in Hungary, Szeged, Kecskemét and Ceglédi. Hungary has the potential to work much more influential party of Serbia. 3) The need to direct freight and passenger trains bypass the Belgrade railway junction in a wide arc, which is expected to continue to be, highly loaded. |
However, the big question is whether we are in a position to repay such a railway, when the country still has big problems to make and far less infrastructure projects. It is much more likely that if he made this work, it was probably not so favorable concessions. Success Stories concessions are mainly related to the state with a much more coherent justice than ours.
What is in the interest of Serbia?
Today the railways in Serbia in far worse position than at the end of the 80s, and the more tasks themselves should orient to renew our staffing and technical railway operations, and that at the beginning we insist on the transfer standard, a speed of 160 km / s, as technically and economically viable. In an effort to include domestic building companies in this business, it is reasonable to expect a share of about 40%, more difficult than that. Of course, that means the pripremame for quick and easy transition to a speed of 300km / s. Thereby forming the rail transit freight line through the Banat for us long term profitable, because with him Corridor 10 receives strategic competitive position in relation to the Corridor 4 and Hungary and the Chinese side at the beginning of the most needed a fast and reliable transport of goods, which would acceptance transitional standards were acceptable. The rule is that the track intended for speeds over 160 km / s does not carry the burden, and all the more in the purchase of land necessary to provide space for additional tracks for high speed. In terms of connectivity Novi Sad and Subotica, it is possible to achieve the organization of traffic so that one part of the train from Budapest to turn those cities. Within the Novi Sad and Subotica would have an additional problem if superfast trains passing through the cities, and that is that these trains had to slow down through the urban areas of these cities because of the noise and preoštrih curve embedded in the urban fabric. In addition, the trains would stop in Novi Sad and Subotica on the line of 300 km / s would not be able to achieve an average speed over 180 km / s, which cancels the effect of high-speed remote for most of the passengers. Next convenience of passing high-speed lines in the Banat which would in that direction high-speed were up before the Pancevo bridge, a major station for high-speed trains would Danube cells. So relieved and very limited capacity of the central part of the Belgrade railway hub for the city's railways. We would especially convenient was that to the future railway to Niš then went across the southern Banat to Smederevo, avoiding hills and landslides northern Šumadija, as the unfavorable terrain set for construction and maintenance of railway lines for high-speed trains.
This can be a great opportunity, but there are many reasons to doubt. The most important is that it has not been presented to the public at least a rough economic evaluation of the whole idea, based on serious research common for projects of this kind.
This can be a great opportunity, but there are many reasons to doubt. The most important is that it has not been presented to the public at least a rough economic evaluation of the whole idea, based on serious research common for projects of this kind.
text by ;
Charles Polak.
Charles Polak.
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