Tractatenblad 2023, 85

54 (1991) Nr. 16

A. TITEL

Europese Overeenkomst inzake belangrijke lijnen voor het internationaal gecombineerd vervoer en daarmee samenhangende installaties (AGTC) (met Bijlagen);

Genève, 1 februari 1991

Voor een overzicht van de verdragsgegevens, zie verdragsnummers 004649 en 013925 in de Verdragenbank.

B. TEKST

In overeenstemming met artikel 15 van de Overeenkomst heeft de Werkgroep voor Intermodaal Transport en Logistiek op 22 oktober 2021 wijzigingen van Bijlagen I en II bij de Overeenkomst aangenomen. Deze wijzigingen zijn in overeenstemming met artikel 15, vierde lid, op 22 december 2022 aanvaard. De geconsolideerde Engelse tekst¹⁾ van de Overeenkomst, zoals gewijzigd in 2021, luidt als volgt:

Annex I
Railway lines of importance for international combined transport

Annex II
Installations important for international combined transport

A. Terminals of importance for international combined transport

Armenia
Austria
Linz-Stadthafen	Wels Vbf
Graz Süd/Werndorf	Wien Freudenau Hafen
Salzburg Hauptbahnhof/Liefering	Güterzentrum Wien Süd
Villach Süd
Azerbaijan
Baku (Keshla)
Belarus
Brest Minsk
Belgium
Antwerpen	Genk (Hasselt)
Athus	Muizen (Mechelen)
Bressoux-Renory (Liège)	Zeebrugge
Bruxelles
Bosnia and Herzegovina
Sarajevo
Bulgaria
Burgas	Ruse
Dimitrovgrad Sever	Sofija
Filipovo	Stara Zagora
Gorna Oriahovitza	Svilengrad
Kaspichan	Varna
Croatia
Rijeka	Split
Slavonski Brod	Zagreb
Czech Republic
Brno	Paskov
Česká Třebová	Přerov
Havířov	Praha Uhříněves
Lovosice	Ústí nad Labem
Mělník
Denmark
Arhus	København
Glostrup	Padborg
Estonia
Tallin	Tartu
Tapa	Valga
Finland
Helsinki-Pasila
France
Avignon-Courtine	Paris-Noisy-Le-Sec
Bordeaux-Bastide	Paris-Pompadour
Dunkerque	Paris-Rungis
Hendaye	Paris-Valenton
Le Havre	Perpignan
Lille-St. Sauveur	Rouen-Sotteville
Lyon-Vénissieux	Strasbourg
Marseille-Canet	Toulouse
Paris-La Chapelle
Georgia
Akhalkalaki	Poti
Batumi	Tbilisi-Junction
Germany
Augsburg-Oberhausen	Karlsruhe HBF
Basel Bad GBF	Kiel HGBF
Berlin	Köln Eifeltor
Bielefeld Ost	Leipzig
Bochum-Langendreer	Lübeck HBF
Bremen-Grolland Roland	Ludwigsburg
Bremerhaven-Nordhafen	Mainz Gustavsburg
Dresden	Mannheim RBF
Duisburg-Ruhrort Hafen	München HBF
Düsseldorf-Bilk	Neuss
Frankfurt (Main) Ost	Neu-Ulm
Freiburg (Breisgau) GBF	Nürnberg HGBF
Hagen HBF	Offenburg
Hamburg-Rothenburgsort	Regensburg
Hamburg-Süd	Rheine
Hamburg-Waltershof	Rostock
Hamburg-Wilhelmsburg	Saarbrücken HGBF
Hannover-Linden	Schweinfurt HBF
Ingolstadt Nord	Wuppertal-Langefeld
Greece
Alexandroupolis	Thessaloniki
Ikonio	Thriassio Freight Center
Igoumenitsa	Volos
Patras (important terminal for international combined transport for multimodal freight transport/ transportation by ship to/from Italy)
Hungary
BILK Kombiterminál Budapest	Sopron
Budapest Kikötő	Szeged-Kiskundorozsma
Debrecen	Szolnok
Miskolc-Gömöri	Záhony
Ireland
Dublin-North Wall
Italy
Bari-Lamasinata	Napoli Traccia
Bologna-Interporto	Novara
Brindisi	Padova-Interporto
Busto Arsizio	Pescara-P.N.
Livorno	Pomezia-S.P.
Milano Greco Pirelli	Rivalta Scrivia
Milano-Rogoredo	Torino-Orbassano
Modena	Trieste
Napoli-Granili	Verona-Q.E
Kazakhstan
Arys I	Tyuratam
Karaganda-Sortirovochnaya	Turkestan
Semipalatinsk	Zhezkazgan
Dostyk	Altynkol
Astana (Sorokovaya)	Chimkent
Kyrgyzstan
Osh
Latvia
Riga	Rezekne
Ventspils	Daugavpils
Liepaja
Lithuania
Draugystė (Klaipėda)	Kaunas
Klaipėda	Šeštokai
Paneriai (Vilnius)
Luxembourg
Bettembourg
Netherlands
Ede	Rotterdam-Noord
Rotterdam-Haven	Venlo
Norway
Narvik	Trondheim
Oslo-Alnabru
Poland
Gdańsk	Pruszkow
Gdynia	Sosnowiec
Gliwice	Swinoujscie
Krakow	Szczecin
Lodz	Warszawa
Malaszewicze	Wroclaw
Poznan
Portugal
Alcântara (Lisboa)	Lisboa-Bobadela Leixões
Republic of Moldova
Ungeny	Chişinau
Romania
Bucureşti	Craiova
Constanţa	Oradea
Russian Federation
Batareinaya (Irkutsk)	Moskva-Tovarnaya-Paveletskaya
Bazaikha (Krasnoyarsk)	Moskva-Tovarnaya-Smolenskaya
Blochnaya (Perm)	Nakhodka-Vostonchnaya
Brjansk-Lgovskiy (Brjansk)	Novorossiysk-Port
Chernyakhovsk (Chernyakhovsk terminal and logistics centre)	Omsk-Vostochnyi
Chita I	Rostov-Tovarnyi (Rostov-na-Donu)
Dzerzhinskaya Novaya (Kaliningrad terminal and logistics centre)	Smolensk
Khabarovsk II	St. Petersburg Port
Kirov-Kotlasskiy (Kirov)	St. Petersburg-Tovarnyi-Vitebskiy
Kleschikha (Novosibirsk)	Sverdlovsk-Passagirskiy (Ekaterinburg)
Kostarikha (Nizhniy Novgorod)	Taltsy (Ulan-Ude)
Kuntsevo II (Moskva)	Voinovka (Tumen)
Kutum (Astrakhan)	Volzhskiy (Volgograd)
Mikhailo-Chesnokovskaya (Belogorsk)	Vorsino (“Vorsino” terminal and logistics centre)
Moskva-Kievskaya	Ussuriysk
Moskva-Tovarnaya-Oktyabrskaya
Serbia
Belgrade-ZIT Belgrade	Sremska Mitrovica-Port of Sremska Mitrovica
Belgrade-NELT	Novi Sad-Port of Novi Sad
Belgrade-Port of Belgrade	Šabac-Port of Šabac
Smederevo-Port of Smederevo	Pancevo-Port of Pancevo
Prahovo-Port of Prahovo	Port of Bogojevo
Senta-Port of Senta
Slovakia
Bratislava	Košice
Čierna nad Tisou	Žilina
Slovenia
Koper	Ljubljana
Spain
Algeciras	Portbou
Barcelona	Tarragona
Irún	Valencia(-Silla)
Madrid
Sweden
Göteborg	Malmö
Helsingborg	Stockholm-Årsta
Switzerland
Aarau-Birrfeld	Lugano-Vedeggio
Basel SBB	Luzern
Berne	Renens
Chiasso	Zürich
Genève
The Former Yugoslav Republic of Macedonia
Skopje
Turkey
Bandirma	Izmir
Derince	Mersin
Iskenderun	Samsun
Istanbul
Turkmenistan
Ukraine
Chop	Kharkov Chervonozavodskoy
Dnepropetrovsk Gruzovoy	Lvov
Kiev	Lugansk Gruzovoy
Kiev-Lisky	Usatovo
United Kingdom
Belfast	Ipswich
Birmingham	Leeds
Bristol	Liverpool-Garston
Cardiff	London-Stratford
Cleveland	London-Willesden
Coatbridge (Glasgow)	Manchester-Trafford Park
Glasgow	Southampton
Harwich	Tilbury
Holyhead
Uzbekistan
Andijan (North)	Sergeli
Bukhara-2	Tashkent
Chukursai	Termez
Margilan	Ulugbek

B. Border crossing points of importance for international combined transport¹⁾

Vilar Formoso (CP)	–	Fuentes de Oñoro (RENFE)
Marvão (CP)	–	Valencia de Alcántara (RENFE)
Irún (RENFE)	–	Hendaye (SNCF)
Portbou (RENFE)	–	Cerbère (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)	–	Røcierna Rødby (DSB)
Passau (DB/OBB)
Salzburg (DB/OBB)
Kufstein (DB/OBB)
Buchs (SBB-CFF/OBB)
Luino (SBB-CFF/FS)
Chiasso (SBB-CFF/FS)
Brennero (FS/OBB)
Tarvisio (FS)	–	Arnoldstein (OBB)
Charlottenberg (NSB/SJ)
Kornsjö (NSB/SJ)
Vassijaure (JBV/Banverket)
Storlien (JBV/Banverket)
Malmö (SJ)	–	København (DSB)
Trelleborg (SJ)	–	Sassnitz (DB)
Ystad (SJ)	–	Swinoujscie (PKP)
Gedser (DSB)	–	Rostock (DB)
Göteborg (SJ)	–	Frederikshavn (DSB)
Malmö (SJ)	–	Travemünde (DB)
Frankfurt/O. (DB)	–	Kunowice (PKP)
Ebenfurth (OBB)	–	Sopron (GYSEV/MAV)
Nickelsdorf (OBB)	–	Hegyeshalom (MAV)
Horka (DB)	–	Węgliniec (PKP)
Kelebia (MAV)	–	Subotica (IŽS)
Lökösháza (MAV)	–	Curtici (CFR)
Preševo (IŽS)	–	Tabanovci (CFARYM)
General Janković (UNMIK Railways)	–	Volkovo (CFARYM)
Dimitrovgrad (IŽS)	–	Dragoman (BDZ)
Prijepolje/Vrbnica (IŽS)	–	Bijelo Polje (ŽICG)
Episcopia Bihor (CFR)	–	Biharkeresztes (MAV)
Giurgiu (CFR)	–	Ruse (BDZ)
Svilengrad (BDZ)	–	Kapikule (TCDD)
Vidin (BDZ)	–	Calafat (CFR)
Kulata (BDZ)	–	Promachon (OSE)
Turku (VR)	–	Stockholm (SJ)
Kapiköy (TCDD)	–	Razi (RAI)
Nusaybin (TCDD)	–	Kamishli (CFS)
Marchegg (OBB)	–	Devínska Nová Ves (ŽSR)
Kittsee (OBB)	–	Bratislava (ŽSR)
Gdynia (PKP)	–	Ystad, Stockholm (SJ)/Helsinki (VR)
Schirnding (DB)	–	Cheb (SZCZ)
Chalupki (PKP)	–	Bohumín (SZCZ)
Bad Schandau (DB)	–	Děčín (SZCZ)
Zawidów (PKP)	–	Frýdlant v Čechách (SZCZ)
Lúky pod Makytou (ŽSR)	–	Horní Lideč (SZCZ)
Bernhardsthal (OBB)	–	Břeclav (SZCZ)
Summerau (OBB)	–	Horní Dvořiště (SZCZ)
Vainikkala (VR)	–	Buslovskaya (RZD)
Joniškis (LG)	–	Meitene (LDZ)
Kybartai (LG)	–	Nesterov (RZD)
Chernyshevskoe (RZD)	–	Kybartai (LG)
Sovetsk (RZD)	–	Pagėgiai (LG)
Braniewo (PKP)	–	Mamonovo (RZD)
Skandawa (PKP)	–	Zheleznodorozhny (RZD)
Obeliai (LG)	–	Eglaine (LDZ)
Kena (LG)	–	Gudogai (BC)
Orsha (BC)	–	Krasnoye (RZD)
Indra (LDZ)	–	Bigosovo (BC)
Meitene (LDZ)	–	Šarkiai (LG)
Zernovo (UZ)	–	Suzemka (RZD)
Ivangorod (RZD)	–	Narva (EVR)
Valga (EVR)	–	Lugaži (LDZ)
Lobok (RZD)	–	Ezjarysca (BC)
Raz. Posin (RZD)	–	Zilupe (LDZ)
Valuiki (RZD)	–	Topoli (UZ)
Gukovo (RZD)	–	Krasnaya Mogila (UZ)
Zauralie (RZD)	–	Presnogorkovskaya (KTZ)
Aksaraiskaya (RZD)	–	Diny Nurpeisovoi (KTZ)
Kanisay (RZD)	–	Iletsk I (KTZ)
Naushki (RZD)	–	Sukhe-Bator (Mongolian Railways)
Zabaikalsk (RZD)	–	Manchzhuria (CR)
Hasan (RZD)	–	Tumangan (Railways of the Democratic People’s Republic of Korea)
Veseloe (RZD)	–	Gantiadi (JSC Georgian Railway)
Canbaz (TCDD)	–	Kartsakhi (JSC Georgian Railway)
Dostyk (KTZ)	–	Alashankou (CR)
Dogu Kapi (TCDD)	–	Akhuryan (ARM)
Trakiszki (PKP)	–	Mockava (LG)
Dorohusk (PKP)	–	Izov (UZ)
Zwardoń (PKP)	–	Skalite (ŽSR)
Zebrzydowice (PKP)	–	Petrovice u Karviné (SZCZ)
Miedzylesie (PKP)	–	Lichkov (SZCZ)
Čadca (ŽSR)	–	Mosty u Jablunkova (SZCZ)
Kúty (ŽSR)	–	Lanžhot (SZCZ)
Čierna nad Tisou (ŽSR)	–	Chop (UZ)
Komárno (ŽSR)	–	Komarom (MAV)
Štúrovo (ŽSR)	–	Szob (MAV)
Rusovce (ŽSR)	–	Rajka (MAV)
Čaňa (ŽSR)	–	Hidasnémeti (MAV)
Plaveč (ŽSR)	–	Muszyna (PKP)
Magyarbóly (MAV)	–	Beli Manastir (HZ)
Gevgelia (CFARYM)	–	Idomeni (OSE)
Dikea (OSE)	–	Svilengrad (BDZ)
Kristallopigi (OSE)	–	(HSH)
Patras/Igoumenitsa (OSE)	–	Brindisi (FS)
Patras/Igoumenitsa (OSE)	–	Trieste (FS)
Patras/Igoumenitsa (OSE)	–	Ancona (FS)
Patras/Igoumenitsa (OSE)	–	Bari (FS)
Volos (OSE)	–	Latakia (CFS)
Kafkasos (OSE)	–	Kremenica (CFARYM)
Poti Port (JSC Georgian Railway)	–	Port of Varna (BDZ)
Batumi Port (JSC Georgian Railway)	–	Port of Varna (BDZ)
Poti Port (JSC Georgian Railway)	–	Port Kavkaz (RZD)
Stamora Moraviţa (CFR)	–	Vršac (IŽS)
Halmeu (CFR)	–	Deakovo (UZ)
Vicşani (CFR)	–	Vadul Siret (UZ)
Pythion (OSE)	–	Uzunköprü (TCDD)
Islahiye (TCDD)	–	Meydan Ekbez (CFS)
Doğukapi (TCDD)	–	Ahuryan (ARM)
Kotoriba (HZ)	–	Murakeresztúr (MAV)
Koprivnica (HZ)	–	Gyékényes (MAV)
Čakovec (HZ)	–	Središće (SZ)
Savski Marof (HZ)	–	Dobova (SZ)
Erdut (HZ)	–	Bogojevo (IŽS)
Tovarnik (HZ)	–	Sid (IŽS)
Slavonski Šamac (HZ)	–	Bosanski Šamac (ZBH)
Metkovič (HZ)	–	Čapljina (ZBH)
Volinja (HZ)	–	Dobrljin (ZBH)
Strmica (HZ)	–	Ripać (ZBH)
Šapjane (HZ)	–	Ilirska Bistrica (SZ)
Lupoglav (HZ)	–	Podoorje (SZ)
Rosenbach (OBB)	–	Jesenice (SZ)
Spielfeld Strass (OBB)	–	Šentilj (SZ)
Središče (SZ)	–	Čakovec (HZ)
Hodoš (SZ/MAV)
Villa Opicina (FS)	–	Sežana (SZ)
Terespol (PKP)	–	Brest (BC)
Medyka (PKP)	–	Mostiska (UZ)
Záhony (MAV)	–	Chop (UZ)
Ungheni (CFM)		Iaşi (CFR)
Kvashino (UZ)	–	Uspenskaya (RDZ)
Berezhest (UZ)	–	Slovechno (BC)
Giurgiuleşti (CFM)	–	Galaţi (CFR)
Novosavyske (CFM)	–	Kuchurgan (UZ)
Gardabani (JSC Georgian Railway) -	–	Beyuk -Kyasik (Azerbaijan Railways CJSC)
Poti Port (JSC Georgian Railway)	–	Chornomorsk Sea Port (UZ)
Batumi Port (JSC Georgian Railway)	–	Chornomorsk Sea Port (UZ)
Baku (AZ)	–	Turkmenbashi (TRK)
Sarakhs (RAI)	–	Serahs (TRK)
Sary-Agach (KTZ)	–	Keles (UR)
Beyneu (KTZ)	–	Kungrad (UR)
Oasis (KTZ)	–	Karakalpakstan (UR)
Altynkol (KTZ)		Khorgos (CR)
Alat (UR)	–	Chardzhev (TRK)
Andizhan (UR)	–	Jalalabad (Kyrgyzstan Railways)
Andizhan (UR)	–	Osh (Kyrgyzstan Railways)
Galaba (UR)	–	Khairaton (Afghanistan Railways)
Termis (UR)	–	Karshi (UR)
Sadakhlo (JSC Georgian Railway)	–	Ayrum (CJSC South Caucasus Railway)
Bolashak (KTZ)		Serhetyaka (TRK)

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

		Interchange technique applied
Stations between railway systems with different rail gauges	Countries concerned	Change of wagon axles/ bogies	Transshipment of loading units by crane/other handling equipment
Irún – Hendaye	Spain – France	X	X
Portbou – Cerbère	Spain – France	X	X
Hanko	Finland	X
Čierna nad Tisou – Chop	Slovakia – Ukraine		X
Záhony – Chop	Hungary – Ukraine	X X	X X
Iaşi – Ungheni	Romania – Republic of Moldova	X	X X
Galaţi – Giurgiuleşti	Romania - Republic of Moldova	X	X
Vicşani – Vadul Siret	Romania – Ukraine	X X	X X
Halmeu** – Deakovo	Romania – Ukraine	X	X X
Varna	Bulgaria	X	X
Małaszewicze*** – Brest	Poland – Belarus	X	X X
Medyka – Mostiska	Poland – Ukraine	X X	X X
Esen	Ukraine – Hungary	X
Šeštokai ****	Lithuania	–	X
Mockava	Lithuania	X	X
Trakiszki	Poland	–	–
Akhalkalaki ***	Georgia – Republic of Turkey	X	X
Zabaikalsk – Manchzhuria	Russian Federation – China	X X	X X
Hasan – Tumangan	Russian Federation – Democratic People’s Republic of Korea	X	X X
Dostyk – Alashankou	Kazakhstan – China	X	X
Altynkol – Khorgos	Kazakhstan – China

Note: Gauge interchange stations are also border crossing points.

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

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

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

**** Not a border crossing point.

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

Holyhead	– Dublin	(United Kingdom – Ireland)
Calais	– Dover	(France – United Kingdom)
Oostende	– Dover	(Belgium – United Kingdom)
Dunkerque	– Dover	(France – United Kingdom)
Stranrear	– Larne	(United Kingdom)
Zeebrugge	– Harwich	(Belgium – United Kingdom)
Zeebrugge	– Dover	(Belgium – United Kingdom)
Puttgarden	– Rødby	(Germany – Denmark)
Lübeck – Travemünde	– Hanko	(Germany – Finland)
Gedser	– Rostock (Warnemünde)	(Denmark – Germany)
Göteborg	– Frederikshavn	(Sweden – Denmark)
Malmö	– Travemünde	(Sweden – Germany)
Trelleborg	– Sassnitz	(Sweden – Germany)
Ystad	– Swinoujscie	(Sweden – Poland)
Helsinki	– Gdynía	(Finland – Poland)
Helsinki	– Stockholm	(Finland – Sweden)
Turku	– Stockholm	(Finland – Sweden)
Samsun	– Constanţa	(Turkey – Romania)
Mersin	– Venezia	(Turkey – Italy)
Gdynía	– Ystad	(Poland – Sweden)
Gdynía	– Stockholm	(Poland – Sweden)
Gdynía	– Helsinki	(Poland – Finland)
Patras/Igoumenitsa	– Brindisi	(Greece – Italy)
Patras/Igoumenitsa	– Trieste	(Greece – Italy)
Patras/Igoumenitsa	– Ancona	(Greece – Italy)
Patras/Igoumenitsa	– Bari	(Greece – Italy)
Bar	– Bari	(Serbia – Italy)
Bar	– Ancona	(Serbia – Italy)
Volos	– Latakia	(Greece – Syrian Arab Republic)
Calafat	– Vidin	(Romania – Bulgaria)
Kaliningrad	– Lübeck	(Russian Federation – Germany)
Baltyisk	– Lübeck	(Russian Federation – Germany)
Nakhodka	– Yokohama	(Russian Federation – Japan)
Vostochnyi	– Poussan	(Russian Federation – Republic of Korea)
Draugystė (Klaipėda)	– Mukran (Sassnitz)	(Lithuania – Germany)
Sassnitz	– Baltiysk	(Germany – Russian Federation)
Varna	– Odessa	(Bulgaria – Ukraine)
Varna	– Novorossiysk	(Bulgaria – Russian Federation)
Varna	– Poti/Batumi	(Bulgaria – Georgia)
Burgas (port)	– Novorossiysk	(Bulgaria – Russian Federation)
Burgas (port)	– Poti	(Bulgaria – Georgia)
Odessa		(Ukraine – ..........)
Illichivsk		(Ukraine – ..........)
Mariupol		(Ukraine – ..........)
Batumi	– Chornomorsk	(Georgia – Ukraine)
Poti	– Kavkaz	(Georgia – Russian Federation)
Kavkaz	– Samsun	(Russian Federation – Turkey)
Kavkaz	– Varna	(Russian Federation – Bulgaria)
Baku	– Turkmenbashi	(Azerbaijan – Turkmenistan)
Aqtau – Port	– Alyat	(Kazakhstan – Azerbaijan)
Kuryk – Port	– Alyat	(Kazakhstan – Azerbaijan)

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

Annex III
Technical characteristics of the network of important international combined transport lines

Preliminary remarks

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

Lines have been divided into two main categories:

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

• b) New lines to be built.

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

Infrastructure parameters for the network of important international combined transport lines

				A		B
				Existing lines which meet the infrastructure requirements and lines to		New lines be improved or reconstructed
				at present	target values
1.	Number of tracks		(not specified)	(not specified)		2
2.	Vehicle loading gauge			UIC B^2		UIC C^2
1.	Minimum distance between track centres^1
				4,0 m		4,2 m
4.	Nominal minimum speed^3			Line category	Speed	Line category	Speed
				F1	120	F1	120
				F2	120	F2	120
			100 km/h	F3	100	F3	100
				F4	n.a.	F4	n.a.
				F1520	120	F1520	120
				F1600	100	F1600	100
5.	Authorized mass per axle:
	Wagons	≤ 100 km/h	20 t	22,5 t		22,5 t
		≤ 120 km/h	20 t	20 t		20 t
6.	Maximum gradient^1		(not specified)	(not specified)		12.5 mm/m
7.	Minimum useful siding length		600 m	750 m		750 m

¹ Not of immediate relevance for combined transport, but recommended for efficient international combined transport.

² UIC: International Union of Railways.

³ Minimum standards for combined transport trains (see annex IV).

Explanation of the parameters contained in the table above:

• 1. Number of tracks

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

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

• 2. Vehicle loading gauge

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

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

  The C gauge allows, for instance:

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

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

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

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

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

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

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

  • The transport of ISO containers, 2.44 m wide and 2.90 m high, on flat container-wagons with a loading height 1.18 m above rail level;

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

  • The transport of semi-trailers on recess wagons;

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

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

• 1. 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.

• 2. Authorized mass per axle

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

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

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

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

7. Minimum useful siding length

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

Annex IV
Performance parameters of trains and minimum infrastructure standards

A. Requirements for efficient international combined transport services

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

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

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

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

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

• 2. These requirements should be fulfilled through:

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

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

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

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

  • e) Organizational measures to improve the flow of transport by using modern telecommunication systems.

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

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

B. Performance parameters of trains

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

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

  * These values should be achieved approximately by the year 2000. They shall not exclude earlier achievement of higher standards as long as these do not impede the international development of combined transport.

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

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

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

C. Minimum standards for railway lines

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

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

D. Minimum standards for terminals

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

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

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

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

    • It is easily and quickly accessible by road from the economic centres;

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

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

E. Minimum standards for intermediate stations

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

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

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

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

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

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

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

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

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

a) Stations for the exchange of wagon groups

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

b) Border-crossing points

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

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

  • By stopping only once, if at all, at joint border stations.

c) Gauge interchange stations

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

d) Ferry links/ports

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

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

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

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

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

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

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

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

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D. PARLEMENT

De wijzigingen van 22 oktober 2021 van Bijlagen I en II bij de Overeenkomst behoeven ingevolge artikel 7, onderdeel f, van de Rijkswet goedkeuring en bekendmaking verdragen niet de goedkeuring van de Staten-Generaal.

G. INWERKINGTREDING

De wijzigingen van 22 oktober 2021 van Bijlagen I en II bij de Overeenkomst zijn ingevolge artikel 15, vijfde lid, van de Overeenkomst op 30 maart 2023 voor alle partijen, waaronder het Koninkrijk der Nederlanden, in werking getreden.

Wat betreft het Koninkrijk der Nederlanden, gelden de wijzigingen van 22 oktober 2021 van Bijlagen I en II bij de Overeenkomst alleen voor Nederland (het Europese deel).

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In overeenstemming met artikel 19, tweede lid, van de Rijkswet goedkeuring en bekendmaking verdragen heeft de Minister van Buitenlandse Zaken bepaald dat de wijzigingen van 22 oktober 2021 van Bijlagen I en II bij de Overeenkomst zullen zijn bekendgemaakt in Nederland (het Europese deel) op de dag na de datum van uitgifte van dit Tractatenblad.

Uitgegeven de eenentwintigste juli 2023.

De Minister van Buitenlandse Zaken, W.B. HOEKSTRA

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1) De Franse en de Russische tekst zijn niet opgenomen.

1) * After each border crossing point the relevant railway administration using the station is indicated in brackets.

If only one station is listed it is jointly used by both railway administrations.