| 词条 | M604 railway (Croatia) |
| 释义 |
|name =Lika railway Lička pruga[1] |image =Map Lika railway.png |image_width = |caption =Lika railway. M604 continues past Knin to Split |type =Regional railway |system = |status = |start =Oštarije |end =Knin Split-Harbour |stations = |open =1925 |close = |owner =Croatian Railways |operator =Croatian Railways |character = |stock = |linelength = |tracklength =218.6 km (Oštarije-Knin) |tracks = 1 (2) |gauge ={{RailGauge|sg}} |electrification =To be electrified in the future |speed = |elevation = |map= {{BS-map|inline=1|map={{BS2|STR||||from Zagreb}}{{BS2|BHF|||Oštarije}}{{BS2|ABZgl+l|STR+r|||}}{{BS2|STR|BST|| Krpelj}}{{BS2|BHF|STR||Ogulin}}{{BS2|STR|STR|||to Rijeka}}{{BS2||HST|7,777|Oštarije-Ravnice}}{{BS2||HST|8,920|Šušnjevo Selo}}{{BS2||BHF|10,484|Josipdol}}{{BS2||HST|17,510|Vojnovac}}{{BS2||HST|20,124|Lički Podhum}}{{BS2||HST|22,646|Latin}}{{BS2||BHF|26,938|Plaški}}{{BS2||HST|33,374|Plavča Draga}}{{BS2||BHF|37,268|Blata}}{{BS2||BHF|45,651|Lička Jesenica}}{{BS2||HST|52,451|Javornik}}{{BS2||BHF|60,563|Rudopolje}}{{BS2||BHF|68,299|Vrhovine}}{{BS2||HST|78,290|Sinac}}{{BS2||HST|81,148|Ramljani}}{{BS2||BHF|83,435|Ličko Lešće}}{{BS2||HST|88,743|Janjče}}{{BS2||HST|93,844|Studenci}}{{BS2||BHF|101,547|Perušić}}{{BS2||HST|107,165|Lički Osik}}{{BS2||BHF|115,663|Gospić}}{{BS2||HST|120,962|Bilaj-Ribnik}}{{BS2||BHF|129,284|Medak}}{{BS2||HST|133,543|Kruškovac}}{{BS2||HST|137,392|Raduč}}{{BS2||BHF|144,058|Lovinac}}{{BS2||HST|147,622|Ličko Cerje}}{{BS2||HST|151,909|Ričice}}{{BS2||HST|155,332|Štikada}}{{BS2||BHF|159,615|Gračac}}{{BS2||HST|167,897|Cerovac}}{{BS2||BHF|175,901|Malovan}}{{BS2||BHF|186,191|Zrmanja}}{{BS2||HST|194,216|Pribudić}}{{BS2||HST|197,808|Prljevo}}{{BS2||BHF|202,891|Plavno}}{{BS2||HST|206,658|Oton}}{{BS2||BHF|209,829|Pađene}}{{BS2||HST|215,727|Stara Straža}}{{BS2||ABZg+l|||to Novi Grad}}{{BS2||ABZg+r|||to Zadar}}{{BS2||BHF|223,689|Knin}}{{BS2||STR|||To Split and Šibenik}} }}}} Lika railway (Croatian: Lička pruga), officially a part of M604 railway, is a 220km-long single-track, not electrified railroad connecting Zagreb-Rijeka line with Knin railway hub. It mostly runs through Lika region. M604 railway is the only operating railway link between the continental Croatia and Dalmatia, especially its harbors of Split, Zadar (through M606), and Šibenik (M607). Lika railway, finished in 1925, is a key part of this link. The M604 line itself runs from Oštarije/Ogulin on Zagreb-Rijeka railway past Knin, to Split terminus. Its total length is 320km. Historically, much older Knin-Split section of M604 line (built in 1888) used to be known as Dalmatian railway. OperationsRail servicesCroatian Railways operate a pair of RegioSwinger tilting trains between Zagreb and Split (doubled to two during the summer). These have been often criticized due to the frequent malfunctions, during which CR are forced to replace them with buses on this line.[2][3][4][5][6][7][8][9][10] Two night trains with sleeping cars and the car shuttle services run daily throughout the year between Zagreb and Split. They usually change the electric locomotive in Ogulin to a diesel one as the track is electrified from Zagreb to there.[11]Two pairs of local trains run daily between Ogulin and Plaski and Ogulin and Josipdol each. Adria train between Budapest and Split runs daily between June and September.[12][13] HistoryConstructionAfter mapping the line was conducted during 1912, the ground breaking started in the spring of 1913. The line was built from Ogulin southwards by Grünwald und Schiffer company. The quarters for workers, water supply, connecting roads, quarries and sawmills had to be constructed as well to support the building operations. During the mapping of the future railway near Gracac in October 1913, Croatian railway engineer Nikola Turkalj accidentally discovered Cerovac caves.[14] In June 1914, 14.000 workers were employed on the construction site. Even the breakout of the First World War did not slow down the building significantly. First 27 km from Ogulin to Plaski were opened on October 14th, 1914. At the beginning of 1915, the mobilisation for the war effort and the difficulties facing the home front in Austria-Hungary affected the supply of material and labor force for the construction. On October 18th, 1917 Hungarian State Railways revised the contract with the joint stock company founded to build the Lika railway, prolonging the expected opening date to 1920. Plaski-Vrhovine section was opened for limited operation (mostly military transport) on June 12th, 1918. War prisoners, mostly Russians and Italians, were also employed on the track. In June 1918, 10.700 workers were still working on Lika line. The chaos surrounding the dissolution of Austria Hungary and the end of the war paused the construction, while pillaging, theft, and harassment of Hungarian and Austrian staff by Lika natives even reversed some progress. Between the World WarsThe severe winter of 1929 left the Lika line closed for 79 days. 1200 workers cleared the snow in March 1929 to open the line for traffic.[15] World War IIDuring the German and Italian occupation of Yugoslavia, occupying forces and the pro-Axis fascist authorities of the puppet Independent State of Croatia could not rely on the Lika railway for cargo, passenger nor military transport from Croatia's north to the south as the sparsely populated and forested terrain was especially prone to attacks, ambushes and sabotages by partisans. Partisans laid mines on tracks and sabotaged signals, blowing up and derailing trains and sections of the track. This rendered the railway useless and very insecure already from early 1942.[16] Italian army operated an armored train on Lika line to protect it.[17] After the first unsuccessful raid on Čupkovići viaduct near Oton-Bender on Knin-Gračac section of the railway in the night of May 14th/15th 1942, when the partisan forces under the command of Ivan Rukavina were pushed back by Italian army Armoured train and the Chetniks,[18] on March 15th, 1943, partisan forces of the First Croatian Corps captured the viaduct and blew it up. This definitely and permanently severed the Lika railway till the end of the war. Wehrmacht and ustaša authorities were forced to rely on a road convoy between Bihać and Knin instead.[19] After the liberation of the country and the war's end, Yugoslav Railways managed to begin regular services on Lika line in 1946. Amidst great celebrations, the first train passed the newly rebuilt Čupkovići viaduct near Plavno on Workers' Day 1946, carrying the prime minister of Croatia Vladimir Bakarić and other functioneers.[20] Socialist YugoslaviaIn the mid and late 1940s, Lika line served to transport many peasants from Lika to Vojvodina in the federal government-run resettlement operation, aimed at reducing agrarian overpopulation of infertile Lika and Dalmatian hinterland. In December 1948, 50km shorter Una railway (Bihać-Knin) was opened as an alternative rail link between Croatia's north and south. Lika line lost some of the passenger and especially cargo transport to Una line. In addition to being shorter and having a lower profile, Una line was later also electrified up to Knin, in contrast to Lika railway. This resulted in longer travelling time on Lika railway. For instance, Split-Zagreb-Budapest Maestral train reached Zagreb in 7h43' in 1987,[21] more than an hour longer than a competing train running on Una line.[22] InterCity passenger Mediteran express traversed the line from Split to Zagreb in just under 8 hours.[23] As Zadar was connected to the railway network after Zadar-Knin railway was finished in 1967, another Inter-city train, Kornat express, provided a direct connection between Šibenik/Zadar and Zagreb during summer.[24] It took Kornat express 6h30' between Zadar and Zagreb.[25][26] In December 1962, extremely strong bora wind blew an empty cargo train off Cupkovica viaduct near Oton, killing 4 crew members. 13 cars in total were blown off the viaduct.[27] On September 29th 1983, near Bilaj, Ogulin-Gracac passenger train collided with a bus, killing 25 and injuring 24 in a deadliest bus accident in Croatia up to day.[28] Croatian War of IndependenceOn the eve of the breakup of Yugoslavia, ethnic tensions and the opposition of Serbs in northern Dalmatia and Lika to the Croatian government led to a series of incidents and interruptions of rail transport on the Lika line. On October 4th 1990, the line was (allegedly) bombed near Zrmanja Vrelo; on October 17th a mine was laid on the tracks between Malovan and Gračac.[29] Passengers and railway personnel were harassed on the track segments around Knin hub and the traffic was frequently interrupted. Goods from cargo trains were also stopped in Knin and taken over by rebel Serb authorities.[30] The traffic on the line was finally severed on July 24th 1991[31] as separatist Serbs blocked the railway line leading into the Lika (from north) and Northern Dalmatia (from south) across the territories where they comprised the ethnic majority and proclaimed their secession. As the Croatian Railways were not in position to guarantee safety, they formally and officially closed the line north from Drniš and south from Gračac on August 7th.[32] The breakaway Republic of Serb Krajina controlled the most of the line between the 1991 and August 1995. Some minor local passenger traffic was organised by rebel authorities between Knin and Gračac between 1991 and 1994, plagued by the shortages and reductions of fuel.[33] Serb Krajina Army even operated an improvised armoured train (Krajina Express) on Lika railway to support its combat operations against Croatian Army.[34] After the Croatian forces overran and liberated the occupied territories during the Operation Storm in early August 1995 and Croatian Railways had taken over, CR found significant damage along the Lika line stemming from combat operations, theft and destruction. The line was severed in some places, Simac tunnel had caved in, signals, phone cables, automatic switchboards were damaged, and stations in Josipdol, Plaški, Vrhovine, Lički Osik, Gospić and Medak were damaged or destroyed. CR CEO estimated the repair cost at HRK 50 million in 1995.[31] {{External media|float = right |video1=[https://www.youtube.com/watch?v=bV709v0lQ8g Test train ride Plavno-Split-Plavno after the war in August 1995], YouTube }} The first passenger train from Zagreb to Split after the end of the war (dubbed the Freedom train) passed on Lika line on August 26th, 1995, carrying president Tuđman. On August 27th, Zagreb-Knin-Split Marjan Express passenger train continued its regular operations. Since 1995Many rail stations buildings between Knin and Ostarije were left destroyed or decrepit. Due to the mass exodus of Serb population from the area, the demand for local and regional passenger transportation dwindled. In 1999, local/regional service between Vrhovine and Knin was canceled,[35] leaving the section of the Lika line north from Knin and south from Plaški without any rail connections other than the long-distance Zagreb-Split trains.[36] By 2004/5, reconstruction of the railway tracks (reduction of too sharp bends and curves and too steep sections, new signaling devices) resulted in substantial reduction of the travel time on Lika railway.[37] In 2006, a RegioSwinger collided with a truck near Knin. On August 21st 2008, a RegioSwinger derailed in a curve near Cerovac, while in October 2008, a train of the same type hit a cow herd on the tracks near Zrmanja.[38] In February 2012, Split-Zagreb train derailed between Zrmanja and Malovan, with no-one injured.[39] In May 2012, a cargo train transporting bricks derailed in Malovan.[40] In 2014, Croatian Railways discontinued the night train between Zagreb and Split save for the summer operations, citing economic reasons.[41] However, its regular operations (three times a week per direction from October to June and daily from June to October) were reintroduced in 2016.[42] The night train assumed its daily operations the following year.[43] A cargo train derailed in Plaski in October 2018.[44] References1. ^{{cite web|title=HŽ Infrastruktura d.o.o.: Izvješće o mreži 2014|periodical=hzinfra.hr|publisher=|url=http://www.hzinfra.hr/lgs.axd?t=16&id=10144|deadurl=|format=PDF|accessdate=2018-04-25|archiveurl=https://web.archive.org/web/20131021222942/http://www.hzinfra.hr/lgs.axd?t=16&id=10144|archivedate=2013-10-21|last=|date=2012-12-05|year=|month=|day=|language=hr|pages=|quote=}} nur über Download 2. ^{{Cite news|url=https://slobodnadalmacija.hr/dalmacija/split/clanak/id/570882/39svi-su-mi-govorili-da-sam-luda39-razocaranu-splicanku-koja-nije-uspjela-nagibnim-vlakom-doci-do-zagreba-posebno-je-razljutio-odgovor-sluzbenice-na-salteru|title='Svi su mi govorili da sam luda': razočaranu Splićanku koja nije uspjela nagibnim vlakom doći do Zagreba posebno je razljutio odgovor službenice na šalteru|work=Slobodna Dalmacija|access-date=2018-10-23|language=hr-HR}} 3. ^{{Cite news|first=Tomislav |last=Šoštarić|url=http://balkans.aljazeera.net/vijesti/kako-su-se-hrvatski-vlakovi-pretvorili-u-autobuse|title=Kako su se hrvatski vlakovi pretvorili u autobuse|date=2017-09-03|work=Al Jazeera Balkans|access-date=2018-08-22|language=bs}} 4. ^{{Cite news|url=https://www.vecernji.hr/vijesti/do-splita-je-htjela-vlakom-no-oni-se-stalno-kvare-ali-bus-vam-je-super-bolje-nego-vlak-1259551|title=Do Splita je htjela vlakom no oni se stalno kvare: 'Ali bus vam je super, bolje nego vlak'|access-date=2018-08-22|language=hr}} 5. ^{{Cite news|url=http://tris.com.hr/2014/02/skretnica-s-pameti-vlak-bez-voznog-reda-vozni-red-bez-vlaka-a-oboje-bez-putnika/|title=Skretnica s pameti: vlak bez voznog reda, vozni red bez vlaka, a oboje bez putnika|date=2014-02-13|work=TRIS portal - Šibenik|access-date=2018-08-22|language=hr-HR}} 6. ^{{Cite web|url=https://web.archive.org/web/20180822102103/http://www.hzpp.hr/stanje-u-prometu-2?m=469&mp=468|title=HŽ Putnički prijevoz|date=2018-08-22|access-date=2018-08-22}} 7. ^{{Cite web|url=https://web.archive.org/web/20180828092231/http://www.hzpp.hr/stanje-u-prometu-2?m=469&mp=468|title=HŽ Putnički prijevoz|date=2018-08-28|access-date=2018-08-28}} 8. ^{{Cite news|url=https://www.jutarnji.hr/vijesti/hrvatska/kako-je-propala-najveca-investicija-hz-a-od-osam-nagibnih-vlakova-vozi-samo-jedan-a-i-njemu-je-zabranjeno-naginjanje/1358211/|title=Kako je propala najveća investicija HŽ-a: Od osam nagibnih vlakova vozi samo jedan, a i njemu je zabranjeno naginjanje|work=jutarnji.hr|access-date=2018-08-22|language=en}} 9. ^{{Cite web|url=https://web.archive.org/web/20180905232127/http://www.hzpp.hr/stanje-u-prometu-2?m=469&mp=468|title=HŽ Putnički prijevoz|date=2018-09-05|access-date=2018-09-05}} 10. ^{{Cite web|url=https://web.archive.org/web/20181105102632/http://www.hzpp.hr/stanje-u-prometu-2?p=467|title=HŽ Putnički prijevoz|date=2018-11-05|access-date=2018-11-05}} 11. ^{{Cite news|last=Pasic|first=Senad|url=https://www.jutarnji.hr/vijesti/posljednja-voznja-vlakom-prema-jugu-da-karta-je-197-kn-truckate-se-8-sati-ali-to-je-dozivljaj.../703894/|title=POSLJEDNJA VOŽNJA VLAKOM PREMA JUGU 'Da, karta je 197 kn, truckate se 8 sati, ali to je doživljaj...'|work=jutarnji.hr|access-date=2018-08-21|language=hr|date=2014-09-28}} 12. ^{{Cite news|url=http://www.hzpp.hr/vozni-red-3?m=8639&mp=468|title=Vozni red|access-date=2018-08-21}} 13. ^Vozni red 2017/18, Hrvatske zeljeznice. pp. 206-7 14. ^{{Cite journal|last=Tihomir|first=Marjanac,|date=2008-11-21|title=Cerovačke Pećine caves, outilne of geomorphology and geology|url=https://www.bib.irb.hr/372454|journal=5TH International ProGEO Symposium on Conservation of the Geological Heritage and ProGEO Working Group 1 Annual Meeting 1.-5.10.2008. 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External links{{Commonscat|Lika railway}}
5 : Railway lines in Croatia|Rail transport articles in need of updating|Karlovac County|Lika-Senj County|Šibenik-Knin County |
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