Communication from the Ministry of Foreign Affairs No. 35 / 1995 Coll.
Communication from the Ministry of Foreign Affairs on the negotiation of the Europe Agreement on the most important routes of international combined transport and related objects (AGTC)
Valid
Effective from 20.11.1994
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35
COMMUNICATION
Ministry of Foreign Affairs
The Ministry of Foreign Affairs states that on 1 February 1991 the European Agreement on the most important routes of international combined transport and related objects (AGTC) was negotiated in Geneva.
On behalf of the Czech and Slovak Federal Republic, the agreement was signed in Prague on 30 October 1991.
On 2 June 1993, the Czech Republic notified the Secretary-General of the United Nations, the depositary of the Agreement, that it was considered as a Contracting State to the European Agreement on the most important routes of international combined transport and related objects (AGTC) of 1 February 1991 with effect from 1 January 1993.
The instrument of approval of this Agreement by the Czech Republic was deposited with the Secretary-General of the United Nations on 22 August 1994.
The Agreement entered into force on 20 October 1993 pursuant to Article 10 (1) and entered into force on 20 November 1994 for the Czech Republic pursuant to Article 3.
The Czech translation of the agreement is announced simultaneously.
The English version of the Agreement can be consulted at the Ministry of Foreign Affairs and the Ministry of Transport.
EUROPEAN AGREEMENT
on the most important routes of international combined transport and related objects (AGTC)
Contracting Parties
Desiring to contribute to facilitating international transport of costs,
Recognising the expected increase in international cost transport due to increasing international trade,
Recognising the adverse environmental consequences of such development,
highlighting the important role of combined transport in reducing tensions in the European road network, in particular in the Transalpine region, as well as in reducing environmental damage,
Believed that, in order to increase the efficiency of international combined transport in Europe and its attractiveness to customers, the definition of rights determining the coordinated development plan for combined transport and the infrastructure necessary for its implementation is essential, based on agreed international parameters and standards,
agree as follows:
CHAPTER I
GENERAL PRINCIPLES
Definitions
When applying this Agreement:
(a) the term "combined transport" means the transport of costs in one and the same transport unit using several modes of transport;
(b) the term "network of the most important routes of international combined transport" shall include all railway lines considered relevant for international combined transport, provided that:
(i) are currently used for regular international combined transport (e.g. swap bodies, containers, road semi-trailers),
(ii) are important connections for international combined transport,
(iii) they are expected to become important routes of combined transport in the near future (as indicated in points (i) and (ii));
(c) the term "relevant objects" includes terminals used for combined transport, border stations, wagon groups exchange stations, track gauge stations as well as ferry lines or ports which are important for international combined transport.
Definition of the network
The Contracting Parties shall consider the provisions of this Agreement as an agreed international plan for the development and use of the network of the most important lines of international combined transport and relevant objects, hereinafter referred to as "international combined transport networks' which they intend to implement under national programmes. The international combined transport network shall include railway lines listed in Annex I to this Agreement, combined transport terminals, border stations, track gauge stations, ferry lines or ports which are relevant for international combined transport and which are listed in Annex II to this Agreement.
Technical characteristics of the network
The railway lines of the international combined transport network shall comply with the characteristics set out in Annex III to this Agreement or shall comply with the provisions of this Annex during further improvements in the national programmes.
Operational objectives
In order to facilitate international combined transport services on the international combined transport network, the Contracting Party shall take appropriate measures to achieve performance parameters and minimum standards for combined transport train links and for the relevant objects listed in Annex IV to this Agreement.
Annexes
The Annexes to this Agreement shall form an integral part of the Agreement. New Annexes containing other aspects of combined transport may be attached to the Agreement in accordance with the amendment procedure provided for in Article 14.
CHAPTER II
FINAL PROVISIONS
Designation of depositary
The Secretary-General of the United Nations shall be the depositary of this Agreement.
Signature
1. This Agreement is open and may be signed at the United Nations Office in Geneva by States which are members of the United Nations Economic Commission for Europe or may participate in the work of the Commission on the basis of an advisory status in accordance with points 8 and 11 of the Principles on the negotiating circle of the Commission, from 1 April 1991 to 31 March 1992.
2. Such signatures shall be subject to ratification, acceptance or approval.
Ratification, acceptance or approval
1. This Agreement shall be the subject of ratification, acceptance or approval in accordance with paragraph 2 of Article 7.
2. Ratification, acceptance or approval shall be made by the deposit of the relevant document with the Secretary-General of the United Nations.
Access
1. This Agreement shall be open to access by any State under paragraph 1 of Article 7 from 1 April 1991.
2. Access must be made by depositing the relevant document with the Secretary-General of the United Nations.
Entry into force
1. This Agreement shall enter into force 90 days after the date on which the Governments of the eight States transmit for deposit a document of ratification, acceptance, approval or accession, provided that one or more lines of the international combined transport network continuously link the territories of at least four States which have transmitted for deposit such a document.
2. If this condition is not fulfilled, the Agreement shall enter into force 90 days after the date of deposit of the instrument of ratification, acceptance, approval or accession, thereby fulfilling that condition.
3. For each State which deposits a document of ratification, acceptance, approval or accession after the 90-day period referred to in paragraphs 1 and 2 of this Article, the Agreement shall enter into force 90 days after the date of deposit of the document.
Restrictions on the implementation of this Agreement
1. Nothing in this Agreement may be construed as an obstacle to the adoption by either Party of measures which it considers necessary to ensure its external or internal security, provided that they are compatible with and defined by the United Nations Charter.
2. Such measures, which are of a temporary nature, shall be immediately informed by the depositary and shall be indicated as to their nature.
Settlement of disputes
1. Any dispute between two or more Contracting Parties concerning the interpretation or implementation of this Agreement which the Parties cannot settle by negotiation or other means shall be brought to the conciliation procedure if requested by either Contracting Party and shall be transmitted to one or more arbitrators designated by mutual agreement by those Parties. If the Parties to the dispute do not agree on the selection of the arbitrator or arbitrators within three months of the request for conciliation, one of these Parties may request the Secretary-General of the United Nations to appoint one arbitrator to whom the dispute shall be referred for decision.
2. The opinion of the arbitrator or arbitrators appointed in accordance with paragraph 1 of this Article shall be binding on the parties to the dispute.
Reservations
Any State may, when signing this Agreement or imposing a instrument of ratification or a document of acceptance, approval or accession, notify the depositary that it does not feel bound by Article 12 of this Agreement.
Amendment of the Agreement
1. This Agreement may be amended in accordance with the procedure laid down in this Article with the exception referred to in Articles 15 and 16.
2. At the request of the Contracting Party, any proposed amendment shall be discussed in the Working Party on Combined Transport of the United Nations Economic Commission for Europe.
3. If the amendment is approved by a two-thirds majority of the Contracting Parties present and voting, the Secretary-General of the United Nations shall notify it to all Contracting Parties for adoption.
4. Any proposed amendment notified in accordance with paragraph 3 of this Article shall enter into force for all Contracting Parties three months after the expiry of the 12 months following the date of its notification, provided that, within the 12 months referred to above, a State which is a Contracting Party does not notify the Secretary-General of the United Nations of its objection to the proposed amendment.
5. Where, pursuant to paragraph 4 of this Article, an objection to the proposed amendment has been notified, the amendment shall not be deemed to have been accepted and shall not enter into force.
Amendment to Annexes I and II
1. Annexes I and II to this Agreement may be amended in accordance with the procedure referred to in this Article.
2. Any amendment to Annexes I and II proposed by a Contracting Party shall be discussed at its request in the Working Party on Combined Transport of the United Nations Economic Commission for Europe.
3. If the amendment is adopted by a majority of the Contracting Parties present and voting, the Secretary-General of the United Nations shall send it directly to the interested parties for adoption. For the purposes of this Article, a Contracting Party shall be deemed to be directly involved if, in the event of the inclusion of a new line, an important terminal, a border station, a track gauge or a ferry line / port change or if, in the event of their change, this line passes through its territory or is directly connected to a significant terminal or if an important terminal, a border station, a track gauge station or a ferry / port end point are located in that territory.
4. Any proposed supplement, transmitted in accordance with the provisions of paragraphs 2 and 3 of this Article, shall be deemed to have been accepted unless either Party informs the Secretary-General of the United Nations within six months of the date on which the supplement was notified that it has objected to the proposed supplement.
5. Any supplement thus accepted shall be forwarded by the Secretary-General of the United Nations to all Contracting Parties and shall enter into force three months after the date of its notification by the depositary.
6. Where, pursuant to paragraph 4 of this Article, an objection to the proposed amendment has been notified, the amendment shall not be deemed to have been accepted and shall not enter into force.
7. The depositary shall be immediately informed by the Secretariat of the European Economic Commission for Europe of the Contracting Parties directly concerned by the proposed amendment.
Amendments to Annexes III and IV
1. Annexes III and IV to this Agreement may be amended in accordance with the procedure referred to in this Article.
Any amendment to Annexes III and IV proposed by a Contracting Party shall be discussed at its request in the Working Party on Combined Transport of the United Nations Economic Commission for Europe.
3. Where an amendment is approved by a two-thirds majority of the Contracting Parties present and voting, it shall be notified by the Secretary-General of the United Nations to all Contracting Parties for adoption.
4. Any proposed amendment notified in accordance with paragraph 3 of this Article shall enter into force six months after the date of notification, unless one fifth of the Contracting Parties have notified the Secretary-General of the United Nations of their objections to the proposed amendment. Otherwise, the amendment shall enter into force for all Contracting Parties except those notified to the Secretary-General before the date of its entry into force that they have not accepted the proposed amendment.
5. Any amendment adopted shall be notified by the Secretary-General to all Contracting Parties and shall enter into force three months after the date of such notification.
6. Where, pursuant to paragraph 4 of this Article, an objection to the proposed amendment has been notified, the amendment shall not be deemed to have been accepted and shall not enter into force.
Reinsurance provisions
The provisions of this Agreement cannot prevail over those by which States are bound by other multilateral conventions such as the 1957 Rome Agreement establishing the European Economic Community.
Termination
1. Any Contracting Party may terminate this Agreement by written notification to the Secretary-General of the United Nations.
2. The denunciation shall take effect one year from the date on which that notification was received by the Secretary-General.
Termination
If, after the entry into force of this Agreement, the number of Contracting Parties in any period of 12 months would be reduced to less than eight, the Agreement shall cease to apply 12 months after the date on which eight States ceased to be Contracting Parties.
Notification and communication of the depositary
In addition to the notifications and communications provided for in this Agreement, the Secretary-General of the United Nations will perform the functions under Part VII of the Vienna Convention on the Law of Treaties, negotiated in Vienna on 23 May 1969.
Authentic texts
The original of this Agreement, the English, French and Russian texts of which are equally authentic, shall be deposited with the Secretary-General of the United Nations.
In order to prove the signature below, duly authorised to do so, they signed this Agreement.
Done at Geneva, 1 February 1991.
Příloha I.
Annex I. AGTC
Important lines of international combined transport
Příloha II
Annex II
Objects of important importance for international combined transport
A. Terminals of important importance for international combined transport
| Rakousko |
| Graz-Messendorf Linz Salzburg Villach-Fürnitz Wels Wien |
| Belgie |
| Antwerpen Bressoux (Liège) Bruxelles Chaâtelet Lauwe LAR Zeebrugge |
| Bulharsko |
| Burgas Dimitrovgrad Sever Gorna Oriahovitza Filipovo Ruse Sofija Stara Zagora Varna |
| Česká a Slovenská Federativní Republika |
| Bratislava Brno České Budějovice Cheb Čierna n. Tisou Děčín Jihlava Kolín Košice Lovosice Ostrava Plzeň Praha Žižkov Přerov Žilina |
| Dánsko |
| Arhus Glostrup Kobenhavn Padborg |
| Finsko |
| Helsinki-Pasila |
| Francie |
| Avignon-Courtine Bordeaux-Bastide Dunkerque Hendaye Le Havre Lille-St. Sauveur Lyon-Venissieux Marseille-Canet Paris-La Chapelle Paris-Noisy-Le-Sec Paris-Pompadour Paris-Rungis Paris-Valenton Perpignan Strasbourg Rouen-Sotteville Toulouse |
| Německo |
| Augsburg-Oberhausen Basel Bad GBF Berlin-Frankfurter Allee Bielefeld Ost Bochum-Langendreer Bremen-Grolland Roland Bremerhaven-Nordhafen Dresden Düsseldorf-Bilk Duisburg-Ruhrort Hafen Frankfurt (Main) Ost Freiburg (Breisgau) GBF Hagen HBF Hamburg-Wilhelmsburg Hamburg-Rothenburgsort Hamburg-Süd Hamburg-Waltershof Hannover-Linden Ingoldstadt Nord Karlsruhe HBF Kiel HBGF Köln Eifeltor Leipzig Lübeck HBF Ludwigsburg Mainz Gustavsburg Mannheim RBF München HBF Neuss Neu Ulm Nürnberg HGBF Offenburg Regensburg Rheine Rostock Saarbrücken HGBF Schweinfurt HBF Wuppertal-Langefeld |
| Řecko |
| Aghii Anargyri (Athinai) Thessaloniki |
| Maďarsko |
| Budapest Sopron Záhony Szeged Debrecen |
| Irsko |
| Dublin-North Wall |
| Itálie |
| Bari-Lamasinata Bologna-Interporto Brindisi B Busto-Arsizio Livorno Milano-G. Pirelli Milano-Rogoredo Modena Napoli-Granili Napoli-Traccia Novara Padova-Interporto Pescara-P. N. Pomezia-S. P. Rivalta Scrivia Torino-Orbassano Trieste Verona-Q. E. |
| Lucembursko |
| Bettembourg |
| Nizozemí |
| Rotterdam-Haven Rotterdam-Noord Venlo Ede |
| Norsko |
| Oslo-Alnabru |
| Polsko |
| Gdansk Gdynia Krakow Lodz Malaszewicze Poznan Sosnowiec Szczecin Swinoujscie Warszawa Wroclaw |
| Portugalsko |
| Alcantara (Lisboa) Espinho Leixoes Lisboa-Beirolas |
| Rumunsko |
| Bucuresti Constanta Craiova Oradea |
| Španělsko |
| Algeciras Barcelona Irun Madrid Port-Bou Tarragona Valencia (-Silla) |
| Švédsko |
| Göteborg Helsingborg Malmö Stockholm-Arsta |
| Švýcarsko |
| Aarau-Birrfeld Basel SBB Berne Chiasso Genève Lugano-Vedeggio Luzern Renens Zürich |
| Turecko |
| Bandirma Derince Iskenderum Istanbul Mersin Samsun |
| Svaz sovětských socialistických republik |
| Brest Cop Kiev Moskva-Lvow |
| Spojené království |
| Belfast Birmingham Bristol Cardiff Cleveland Coatbridge (Glasgow) Glasgow Harwich Holyhead Ipswich Leeds Liverpool-Garston London-Stratford London-Willesden Manchester-Trafford Park Southampton Tilbury |
| Jugoslávie |
| Beograd Koper Ljubljana Rijeka Zagreb |
B. Border crossing points of importance for international combined transport1)
| Vilar Formoso (CP) - Fuentes de Onoro (RENFE) Marvao (CP) - Valencia de Alcantara (RENFE) Irun (RENFE) - Hendaye (SNCF) Port Bou (RENFE) - Cerbè (SNCF) Dublin (CIE) - Holyhead (BR) |
| Dundalk (CIE) - Newry (NIR) Dover (BR) - Calais (SNCF) - Dunkerque (SNCF) - Oostende (SNCB) Harwich (BR) - Zeebrugge (SNCB) Menton (SNCF) - Ventimiglia (FS) Modane (SNCF) - Bardonecchia (FS) |
| Brig (SBB-CFF) - Domodossola (FS) Bâle (SNCF) - Basel (SBB-CFF) Strasbourg (SNCF) - Kehl (DB) Forbach (SNCF) - Saarbrücken (DB) Apach (SNCF) - Perl (DB) |
| Thionville (SNCF) - Bettembourg (CFL) Feignies (SNCF) - Quévy (SNCB) Jeumont (SNCF) - Erquelinnes (SNCB) Tourcoing (SNCF) - Mouscron (SNCB) Roosendaal (NS) - Essen (SNCB) Emmerich (DB/NS) |
| Venlo (NS/DB) Bad Bentheim (DB/NS) Montzen (SNCB) - Aachen (DB) Sterpenich (SNCB) - Kleinbettingen (CFL) Basel (DB/SBB-CFF) |
| Flensburg (DB) - Padborg (DSB) Puttgarden (DB) - Rodby (DSB) |
| Schirnding (DB) - Cheb (ČSD) Passau (DB/OBB) Salzburg (DB/OBB) Kufstein (DB/OBB) Buchs (SBB-CFF/OBB) Luino (SBB-CFF/FS) Chiasso (SBB-CFF/FS) Brennero (FS/OBB) |
| Villa Opicine (FS) - Sezana (JZ) Tarvisio (FS) - Arnoldstein (OBB) Charlottenberg (NSB/SJ) Kornsjö (NSB/SJ) Helsingborg (SJ) - Kobenhavn (DSB) Trelleborg (SJ) - Sassnitz (DR) |
| Ystad (SJ) - Swinoujscie (PKP) Göteborg (SJ) - Frederikshavn (DSB) Malmö (SJ) - Travemünde (DB) Gedser (DSB) - Rostock (DR) Rosenbach (OBB) - Jesenice (JZ) Spielfeld-Strass (OBB) - Sentily (JZ) Ebenfurth (OBB) - Sopron (GYSEV/MAV) |
| Nickelsdorf (OBB) - Hegyeshalom (MAV) Bernhardsthal (OBB) - Břeclav (ČSD) Summerau (OBB) - Horní Dvořiště (ČSD) Frankfurt/O. (DR) - Kunowice (PKP) Görlitz (DR) - Zgorzelec (PKP) |
| Bad Schandau (DR) - Děčín (ČSD) Terespol (PKP) - Brest (SZD) Medyka (PKP) - Mostiska (SZD) Zebrzydovice (PKP) - Petrovice (ČSD) Zawidow (PKP) - Frýdlant (ČSD) |
| Medzylesie (PKP) - Lichkov (ČSD) Čierna (ČSD) - Čop (SZD) Komárno (ČSD) - Komarom (MAV) Štúrovo (ČSD) - Szob (MAV) Rajka (MAV) - Rusovce (ČSD) |
| Murakearesztur (MAV) - Kotoriba (JZ) Gyékenyes (MAV) - Botovo (JZ) Keleba (MAV) - Subotica (JZ) Zahony (MAV) - Cop (SZD) Lököshàza (MAV) - Curtici (CFR) |
| Dimitrovgrad (JZ) - Dragoman (BDZ) Gevgelia (JZ) - Idomeni (CH) Iasy (CFR) - Ungeny (SZD) Giurgiu (CFR) - Ruse (BDZ) Svilegrad (BDZ) - Kapikule (TCDD) Vidin (BDZ) - Calafat (CFR) Kulata (BDZ) - Promachon (CH) Vainikkala (VR) - Luzhaika (SZD) Turku (VR) - Stockholm (SJ) Kapiköy (TCDD) - Razi (RAI) Nusaybin (TCDD) - Kamischli (CFS) |
C. Diversion stations of important importance for international combined transport *)
| Irun | - Hendaye | (Španělsko - Francie) |
| Port Bou | - Cerbere | (Španělsko - Francie) |
| Hanko | (Finsko) | |
| Terespol | - Brest | (Polsko - SSSR) |
| Przemysl | - Mostiska | (Polsko - SSSR) |
| Čierna | - Čop | (ČSFR - SSSR) |
| Zahony | - Čop | (Maďarsko - SSSR) |
| Iasi | - Ungeny | (Rumunsko - SSSR) |
Note: Disclosure stations are also border crossing stations.
D. Ferry lines / ports covered by the international combined transport network
| Holyhead | - Dublin | (Velká Británie - Irsko) |
| Calais | - Dover | (Francie - Velká Británie) |
| Oostende | - Dover | (Belgie - Velká Británie) |
| Dunkerque | - Dover | (Francie - Velká Británie) |
| Stanrear | - Larne | (Velká Británie) |
| Zeebrugge | - Harwich | (Belgie - Velká Británie) |
| Zeebrugge | - Dover | (Belgie - Velká Británie) |
| Puttgarden | - Rodby | (Německo - Dánsko) |
| Kobenhavn | - Helsingborg | (Dánsko - Švédsko) |
| Lübeck-Travemünde | - Hanko | (Německo - Finsko) |
| Gedser | - Rostock (Warnemünde) | (Dánsko - Německo) |
| Göteborg | - Frederikshavn | (Švédsko - Dánsko) |
| Trelleborg | - Sassnitz | (Švédsko - Německo) |
| Malmö | - Travemünde | (Švédsko - Německo) |
| Ystad | - Swinoujscie | (Švédsko - Polsko) |
| Helsinki | - Gdynia | (Finsko - Polsko) |
| Helsinki | - Stockholm | (Finsko - Švédsko) |
| Turku | - Stockholm | (Finsko - Švédsko) |
| Samsun | - Constanta | (Turecko - Rumunsko) |
| Mersin | - Venezia | (Turecko - Itálie) |
Note: Ferry lines are also border crossings with the exception of Stanear - Larne.
Příloha III
Annex III
Technical characteristics of the network of the most important international transport lines
Preliminary remarks
The parameters are given in the table below. Values in column The tables must be taken as important targets, which must be achieved in line with national railway development plans. Any deviation from these values shall be considered an exception.
The lines are divided into two basic categories:
(a) existing lines which may be upgraded if necessary; often difficult, sometimes it is impossible to change their geometric characteristics, for example, so the requirements for these lines must be less stringent;
(b) new lines to be built.
By analogy, ferry services which form an integral part of the rail network shall also be included in the data set out in the table below where appropriate.
Parameters of network infrastructure of the most important routes of international combined transport
| A | B | ||
|---|---|---|---|
| Existující tratě, které odpovídají požadavkům na infrastrukturu, a tratě, které je třeba modernizovat nebo rekonstruovat | Nové tratě | ||
| současné ukazatele | cílové hodnoty | ||
| 1. Počet kolejí | není stanoven | 2 | |
| 2. Ložná míra vozidel | UIC B2) | UIC C12) | |
| 3. Minimální vzdálenost mezi osami kolejí1) | 4,0 m | 4,2 m | |
| 4. Minimální traťová rychlost | 100 km/h3) | 120 km/h3) | 120 km/h3) |
| 5. Dovolená hmotnost na nápravu vagony: ≤ 100 km/h | 20 t | 22,5 t | 22,5 t |
| ≤ 120 km/h | 20 t | 20 t | 20 t |
| 6. Maximální sklon1) | není stanoven | 18,5 % | |
| 7. Minimální užitečná délka staničních kolejí | 600 m | 700 m | 750 m |
Explanatory notes to the parameters given in the previous table
1. Number of tracks
International combined transport lines must be of high permeability and allow strict compliance with transport graphics. Basically, these two requirements can only be met on lines where there are at least two tracks.
2. Loading rate
This is the minimum gauge for international combined transport lines.
The use of large passages on new lines usually does not require large investments, so the UIC "C1" loading rate was chosen.
The C1 gauge allows for e.g.:
- transport of lorries and road combination vehicles (lorries with trailers, combination vehicles, tractors and semi-trailers) corresponding to the European road gauge (height 4 m and width 2,5 m), on special wagons whose load area is 60 cm above the top of the track;
- transport of ordinary road semi-trailers 2,5 m wide, 4 m high on pocket wagons equipped with ordinary chassis;
- transport of ISO containers at a width of 2.44 m and a height of 2.9 m on ordinary platform wagons;
- transport of swap bodies 2.5 m wide on ordinary platform wagons;
- transport of containers (swap bodies) of 2,6 m width and 2,9 m height on the corresponding wagons.
On existing lines running through mountain areas (e.g. Pyrenees, Central Masives, Alps, Jura, Apenins, Carpathians) there are numerous tunnels which have a cross-section corresponding to the cross-sections of the technical cargo units or somewhat larger than the height in the line axis. Virtually in all cases their enlargement to the UIC C1 cross-section is not economically and financially possible. Therefore, a cross section of UIC B has been selected for existing lines, which allows e.g.:
- the transport of ISO containers at a width of 2,44 and a height of 2,9 on flat container wagons whose loading area is at a height of 1,18 m above the top of the rail;
- transport of swap bodies at a width of 2,5 m and a height of 2,6 m on ordinary platform wagons (loading area at a height of 1,246 m);
- transport of semi-trailers on special pocket wagons;
- transport of containers / swap bodies width 2.6 m and height 2.9 m by special very low wagons.
Most of the existing routes of international combined transport have at least a cross-section of UIC "B '. The provision of such cross-section on lines which do not comply with this standard generally does not require more investment.
4. Minimum line speed
The minimum track speed determines the selection of geometric characteristics of the route (radius of turns and curves), safety devices (stopping distance) and vehicle braking coefficients.
5. Vacation mass per axle
It is the maximum permissible axle load allowed on the route of international combined transport. The routes of international combined transport must withstand the movement of the most modern existing and future vehicles, in particular:
- wagons with a axle mass of 20 tonnes corresponding to the mass of Class C UIC; On the basis of recent UIC decisions, 22,5 t axle mass is accepted at speeds up to 100 km / h. The UIC rules provide for a axle load limit of up to 20 tonnes at a speed of 120 km / h.
In accordance with UIC rules, the axle loads are permitted at least 840 mm in diameter.
7. Minimum length of station tracks
The minimum useful length of station tracks on international combined transport lines is only relevant for combined transport trains (Annex IV).
Příloha IV
Annex IV
Effective train parameters and minimum infrastructure standards
A. Requirements for effective international combined transport services
1. In order to ensure the efficiency and speed of transport on transport routes subject to current methods of production and distribution of goods, international combined transport services shall comply in particular with the following requirements:
(a) departure / arrival in accordance with customer requirements (in particular determination of later loading time and earlier delivery times), execution of regular shipments;
(b) short duration of transport from door to door, high accuracy in compliance with timetable, guaranteed delivery dates;
(c) reliable and timely information on transport procedures, simple documentation, low risk of damage;
(d) the ability to transport containers of all standard types as well as all cargo units which may be carried by car in international traffic in Europe. In this context, account should be taken of trends in the weight and dimensions of the cost units that can be expected.
2. These requirements shall be met by:
(a) increasing the speed of transport (from the place of departure to the place of destination, taking into account all stops) which must correspond or be higher than the speed of transport by car from home to home;
(b) the use of out-of-work hours of recipients of cargo (e.g. overnight transport) so that the goods can be delivered in the morning, as requested by the customers;
(c) appropriate and adequate equipment and adequate infrastructure capacity (e.g. with adequate loading dimensions);
(d) where possible, the use of direct trains (i.e. exclusion or reduction to the minimum of transhipment of consignments to other trains during transport);
(e) taking organisational measures to improve transport through better use of modern telecommunications systems.
3. In order to meet and comply with the above requirements, trains and infrastructure must ensure an adequate level of efficiency, i.e. they must comply with certain minimum standards which must be complied with by all relevant authorities in the direction of transport concerned.
4. The parameters and standards listed below are laid down in particular for lines with a large volume of international traffic, i.e. for directions where regular carriage by direct trains or at least large groups of wagons takes place. The carriage of individual wagons or specialised consignments could be carried out as before by normal freight trains, provided that this is in line with the requirements of customers and relevant railways.
B. Operating characteristics of trains
5. Trains used for international combined transport shall comply with the following minimum requirements:
| Současné | Cílové hodnoty*) | |
| Minim. stanovená rychlost | 100 km/h | 120 km/h |
| Délka vlaku | 600 m | 750 m |
| Hmotnost vlaku | 1200 t | 1500 t |
| Nápravový tlak (vagony) | 20 t | 20 t (22,5 t při rychlosti 100 km/h) |
Where direct trains cannot be formed, trains shall, as far as possible, consist of only a small number of wagon groups, the wagons of each group being directed to the same station of destination. Where possible, stops during the journey should also be excluded for operational or border control reasons.
6. The vehicle fleet shall comply with the above-mentioned axle speed and mass standards and ensure that all freight units can be transported with respect to their weight.
7. Combined transport trains shall be considered as having a maximum advantage. The graphics of their driving must be assembled to meet customers' requirements for the reliability and regularity of transport.
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Regulation Information
| Citation | Communication from the Ministry of Foreign Affairs No. 35 / 1995 Coll., on the negotiation of the Europe Agreement on the most important routes of international combined transport and related objects (AGTC) |
|---|---|
| Regulation Type | - |
| Author | - |
| Collection | Code of Laws |
| Date of Promulgation | 03.03.1995 |
|---|---|
| Effective from | 20.11.1994 |
| Effective until | - |
| Status | Valid |
The regulation text is for informational purposes only.
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