DVA STOLJEĆA ŽELJEZNICE U SVIJETU / TWO CENTURIES OF RAILWAY IN THE WORLD

ZAGREB, 2025. dr. sc. JOSIP KAJINIĆ i prof. dr. sc. BORNA ABRAMOVIĆ DVA STOLJEĆA ŽELJEZNICE U SVIJETU TWO CENTURIES OF RAILWAY IN THE WORLD ZAGREB, 2025. dr. sc. JOSIP KAJINIĆ i prof. dr. sc. BORNA ABRAMOVIĆ DVA STOLJEĆA ŽELJEZNICE U SVIJETU Dva stoljeća od prvog plana do današnje željezničke mreže u Hrvatskoj Two centuries from the first plan to Croatia's current railway network TWO CENTURIES OF RAILWAY IN THE WORLD „Vlakovi su predivni … Putovati vlakom znači vidjeti prirodu i ljude, gradove i crkve i rijeke, u stvari putovati (njima) znači vidjeti život“ Agatha Christie „Trains are wonderful ... To travel by train is to see nature and human beings, towns and churches and rivers, in fact, to see life.“ Agatha Christie 2 UMJESTO UVODA INSTEAD OF AN INTRODUCTION Pojava željeznice izazvala je revolucionarni pomak u društvenome i gospodarskome razvoju svijeta. Omogućila je do tada nesagledivo povećanje opsega prijevoza ljudi i roba, pritom iznimno povećavši brzinu kretanja. Po dolasku bila je ispred svojeg vremena, ali poslije, pa i danas, postala je najučinkovitija kopnena vrsta prometa upravo zahvaljujući masovnome prijevozu robe i putnika. Upravo zbog toga željeznica je jedinstvena pojava u povijesti ljudske civilizacije, koja je kroz svoj razvoj imala neke iznimne društvene, gospodarske, tehničke i tehnološke dosege, od kojih su u nastavku, kako na globalnoj svjetskoj tako i na hrvatskoj razini, izdvojeni oni najvažniji i najposebniji. The advent of the railway caused a revolutionary shift in the social and economic development of the world. It enabled an unprecedented increase in the volume of transport of people and goods, while also significantly increasing the speed of movement. When it arrived, it was ahead of its time, but later, and even today, it has become the most efficient land mode of transport precisely thanks to the mass transport of goods and passengers. It is precisely because of that, that the railway is a unique phenomenon in the history of human civilisation, which, through its development, has achieved some exceptional social, economic, technical, and technological advances. The most important and remarkable of these are highlighted below, both on a global and Croatian level. Vlak od prije 200 godina i danas je tu!/A train from 200 years ago is still here today! FOTO/PHOTO: Jack Boskett 3 Darlington-Stockton željeznička prijevozna karta/Darlington–Stockton railway ticket IZVOR/SOURCE: Borna Abramović Željeznička prijevozna karta Murakeresztur — Čakovec/ Murakeresztur–Čakovec railway ticket HŽM/HŽM 4 ZAČETAK ŽELJEZNICE (1825. – 1829.) THE START OF THE RAILWAY (1825–1829) Početak željeznice veže se uz Richarda Trevithicka, koji je 21. veljače 1802. u željezari Penydarren u Merthyr Tydfilu (Wales) postavio temelje željezničkog sustava, odnosno sagradio željezničku prugu s pragovima i tračnicama, lokomotivu i teretne vagone te organizirao promet. Naravno, važno je istaknuti da je željeznički promet stvoren kako bi se prevozila roba kao odgovor na ondašnja gospodarska zbivanja, odnosno na zamah industrijalizacije.¹ Za povijest željezničkoga prometa važan je datum 27. rujna 1825. kada je George Stephenson na relaciji od 25 milja, odnosno 40,2 kilometra, od Stocktona do Darlingtona u Engleskoj, brzinom od tada nevjerojatnih 11,8 milja po satu, odnosno 19 km/h, koristeći svoj parni stroj Locomotion No. 1, prvi prevezao putnike željeznicom. Zanimljivo je da je prvi putnički vagon nosio naziv Experiment (Eksperiment). Također, Locomotion No. 1. je nakon svojega radnog vijeka dugog 31 godinu prva sačuvana muzejska lokomotiva na svijetu. George Stephenson bio je vrlo talentiran i inovativan inženjer, kako u području građevinarstva tako i u području strojarstva, koji je popularno prozvan Ocem Željeznice. Najvažnija djela Georgea Stephensona su željezničke pruge Stockton – Darlington i Liverpool – Manchester na kojima je udario temelje modernog inženjerstva u željezničkome prometu. Potrebno je istaknuti da je George Stephenson gradio pruge koristeći širinu kolosijeka od 1435 mm, odnosno od 4 stope i 8,5 inča. Iako postoji nekoliko legendi o tome kako je nastao kolosijek normalne širine, zapravo se radi o inženjerskome promišljanju i rješavanju problema. Stephenson je u početku koristio širinu kolosijeka od 4 stope i 8 inča, no kasnijim proučavanjem ulaska, prolaska i izlaska vagona iz zavoja odlučio je dodati pola inča kako bi olakšao prolazak vagona kroz zavoje.² Na engleskome govornom području ta širina kolosijeka naziva se Stephenson gauge (Stephensonova širina kolosijeka), a u ostatku svijeta kolosijek normalne širine. Te su željezničke pruge zapravo bile prototip željezničkog sustava, ne samo u tehničkome, već i u tehnološkome i organizacijskome smislu.³ Upravo na pruzi Stockton – Darlington sagrađen je prvi željeznički most preko rijeke Skerne. Arhitekt mosta bio je Ignatius Bonomi, koji je dizajnirao kameni lučni most s jednim velikim lukom koji premošćuje rijeku i dva manja otvora za poplavne tokove s obje strane rijeke. Most je pušten u promet istoga dana kada i pruga te je najstariji željeznički most na svijetu koji je još uvijek u funkciji.⁴ Za potrebe natjecanja u izboru lokomotiva na pruzi Liverpool and Manchester Railway, popularno nazvanome Rainhill Trials, George Stephenson unaprijedio je dizajn dotadašnjih parnih lokomotiva te u listopadu 1929. predstavio lokomotivu naziva Rocket (Raketa). Najvažnija inovacija na toj lokomotivi bio je višecijevni kotao koji je povećao ukupnu snagu lokomotive. Također je prvi put u praksi optimirana masa različitih dijelova na lokomotivi. Lokomotiva je izgrađena u konfiguraciji 0-2-2⁵, s ukupnom masom od 4,3 tone i sa snagom od 14,7 kW, odnosno 20 konjskih snaga, te je postizala maksimalnu brzinu od tada nevjerojatnih 29 milja na sat, odnosno 46,6 km/h. Raketa je 1862. poklonjena Muzeju znanosti u Londonu, gdje je bila u stalnome postavu. U posljednjih desetak godina bila je putujući izložbeni primjerak različitih muzeja u Velikoj Britaniji te se danas nalazi u Nacionalnom željezničkom muzeju u Yorku.6 I dok je 1825. u Engleskoj u redoviti promet već bila puštena The beginning of the railway is associated with Richard Trevithick, who on February 21, 1802, at the Penydarren ironworks in Merthyr Tydfil (Wales), laid the foundations of the railway system, i.e., he built a railway line with sleepers and rails, a locomotive, and freight wagons, and organised traffic. Of course, it is essential to note that railway transport was developed to transport goods in response to the economic developments of the time, specifically the momentum of industrialization¹. A significant date for railway history is September 27, 1825, when George Stephenson, using his steam engine Locomotion No. 1, as the first one, transported passengers by rail, over a distance of 25 miles, or 40.2 kilometres from Stockton to Darlington in England, at a speed of the then incredible 11.8 miles per hour, or 19 km/h. Interestingly, the first passenger carriage was called the Experiment. Also, after its 31-year service life, Locomotion No. 1 became the first preserved museum locomotive in the world. George Stephenson was a highly talented and innovative engineer in both civil and mechanical engineering and was named the Father of Railways. George Stephenson’s most important achievements include the Stockton-Darlington and Liverpool-Manchester railways, where he laid the foundations of modern engineering in railway transport. It must be noted that George Stephenson had built the railways using the gauge of 1435 mm, or 4 feet 8.5 inches. Although there are several legends on how standard gauge track came about, it is actually a matter of engineering reflection and problem-solving. Stephenson initially used a gauge of 4 feet 8 inches but later decided to add half an inch after studying how carriages entered and exited curves, to facilitate the passing of carriages through curves². In the English-speaking world, this gauge is called the Stephenson gauge, while in the rest of the world, it is known as the standard gauge. These railways actually served as prototypes, not only in technical, but also in technological and organisational terms³. It was precisely on the Stockton–Darlington line that the first railway bridge over the River Skerne was built. The bridge architect was Ignatius Bonomi, who designed a stone arch bridge with one large arch spanning the river and two smaller openings for flood flows on both sides of the river. The bridge was opened the same day as the railway and is the oldest railway bridge still in operation today⁴. For the competition in locomotive selection on the railway line Liverpool and Manchester Railway, known as the Rainhill Trials, George Stephenson improved design of the previous steam locomotives, and in October 1829 introduced the locomotive called the Rocket. The key innovation of this locomotive was a multi-tube boiler, which increased the total locomotive power. It was also the first time that the mass of different locomotive parts was optimised for better efficiency in practice. The locomotive was built in a 0-2-2 configuration⁵, with a total mass of 4.3 tons, and a power of 14.7 kW, or 20 horsepower, reaching a maximum speed of the then incredible 29 miles per hour, or 46.6 km/h. In 1862, the Rocket was donated to the Science Museum in London, where it was exhibited permanently. Over the last ten years, it has been a travelling exhibit of various museums across Great Britain and is now housed in the York National Railway Museum.⁶ 5 Lokomotiva No. 1/Locomotive No. 1 FOTO/PHOTO BY: Steve Knight prva željeznička pruga između Darlingtona i Stocktona, Hrvatska unatoč društveno-političkim okolnostima u kojima nije bila samostalna u donošenju odluka o gradnji pruga te ekonomskim ograničenjima nimalo nije zaostajala za svjetskim tokovima i zbivanjima, odnosno spoznajama u razvoju. Primjer koji to potkrjepljuje jesu prijedlozi riječkog industrijalca i trgovca Andrije Ljudevita Adamića, koji se kod Carevinskog vijeća zalagao za izgradnju pruge od mađarskog Soprona do Zagreba,⁷ odakle bi se cestovnim putem roba prevozila do jadranske obale. Tri godine poslije, neposredno pred smrt, donio je nacrt varijante pruge koja bi preko Körmönda povezivala Peštu sa Zagrebom i Karlovcem,⁸ odakle bi promet dalje tekao Jozefinskom cestom do Senja, Karolinskom cestom do Rijeke i Bakra odnosno Lujzijanskom do Rijeke. Ipak, prvi konkretniji elaborat djelo je kapetana Glavnoga vojnog zapovjedništva u Zagrebu Josipa Kajetana Knežića, koji je uz projektne prijedloge za izgradnju i obnovu cestovne infrastrukture Dvorskome ratnom vijeću u Beču 13. veljače 1829. predložio izgradnju viseće željeznice od Karlovca do Siska. Taj se elaborat smatra prvim pravim projektom željezničke pruge u Hrvatskoj. While in 1825 the first railway line between Darlington and Stockton had already been put into regular service in England, Croatia, despite the socio-political circumstances in which it was not independent in making decisions about the construction of railways, and economic restrictions, did not at all lag behind global trends and events, or knowledge in development. An example supporting this is the proposal of the Rijeka industrialist and merchant Andrija Ljudevit Adamić, who advocated to the Imperial Council for the construction of a railway line from Sopron in Hungary to Zagreb⁷, from where goods would be transported by road to the Adriatic coast. Three years later, shortly before his death, he presented a draft of a variant of the railway line that would connect Pest with Zagreb and Karlovac⁸ via Körmönd, from where traffic would continue along the Josephine Road to Senj, the Caroline Road to Rijeka and Bakar, or the Louisianna Road to Rijeka. However, the first more specific study was the work of Josip Kajetan Knežić, Captain of the Main Military Command in Zagreb, who, along with project proposals for the construction and renovation of road infrastructure, proposed the construction of a suspension railway from Karlovac to Sisak to the Court War Council in Vienna on February 13, 1829. This study is regarded as the first real railway design in Croatia. 6 Prva željeznica u Francuskoj 1827./The first railway in France, 1827 IZVOR/SOURCE: SNCF Replika lokomotive Rocket u National Railway Museumu/ Replica of the Rocket locomotive at the National Railway Museum FOTO/PHOTO BY: Andrew Dennes Najstariji željeznički most Skerne u Engleskoj/ The oldest railway bridge, Skerne, in England FOTO/PHOTO BY: Chris Twigg Putnički vagon s prve pruge Darlington — Stockton u National Railway Museumu u Yorku/Passenger carriage from the first Darlington–Stockton line at the National Railway Museum in York FOTO/PHOTO BY: Les Chatfield 7 Nacrt s planom viseće željeznice J. K. Knežića/Design with plan of J. K. Knežić’s suspended railway IZVOR/SOURCE: Bernard Stulli Andrija Ludovik Adamić/Andrija Ludovik Adamić IZVOR/SOURCE: Bernard Stulli, 1975. Josip Kajetan Knežić/Josip Kajetan Knežić HŽM, FOT/ HŽM, FOT 8 ŠIRENJE PRVIH ŽELJEZNICA (1830. – 1839.) EXPANSION OF THE FIRST RAILWAYS (1830–1839) Liverpool and Manchester Railway (L&MR), odnosno Liverpulska i mančesterska željeznica, bila je prva međugradska željeznička pruga na svijetu, koja je 15. rujna 1830. puštena u promet između gradova Liverpoola i Manchestera u Engleskoj. Ta željeznička pruga donijela je niz ključnih inovacija: bila je prva po kojoj su vozile isključivo parne lokomotive, prva potpuno dvokolosiječna pruga, prva sa signalizacijskim sustavom za sigurniji tijek prometa, prva s voznim redom za teretne i putničke vlakove te prva koja je prevozila poštu. Pružna je trasa bila osmišljena za brz prijevoz robe između Liverpulske luke i mančesterskih tekstilnih tvornica. Njezina je ukupna duljina iznosila 35 milja, odnosno 56 km. Pruga je izgrađena da minimizira nagibe i izbjegava velike prirodne prepreke te zato predstavlja jedinstveno inženjersko umijeće. Projekt pruge između Liverpoola i Manchestera izradio je George Stephenson, a željeznica je brzo postala financijski uspješna te uzor za razvoj željezničkih sustava diljem Velike Britanije.⁹ Već 1831. na teretnome dijelu kolodvora Park Line u Liverpoolu izgrađena je prva željeznička okretnica Armstrong.¹⁰ Okretnica je bila standardne širine kolosijeka i namijenjena ponajprije usmjeravanju teretnih vagona, no s vremenom je počela služiti za okretanje parnih lokomotiva. Königlich privilegierte Ludwigs-Eisenbahn-Gesellschaft, popularno nazvana Ludwigova željeznica po bavarskome kralju Ludwigu I. koji je 1834. izdao koncesiju za njezinu izgradnju, bila je prva komercijalna željeznička pruga u Njemačkoj, koja je puštena u promet 7. prosinca 1835. Taj se datum slavi kao rođendan željeznica u Njemačkoj. Ta je pruga povezivala Nürnberg i Fürth na trasi dugoj samo šest kilometara. Po pruzi je vozila lokomotiva Adler (Orao), koju je dizajnirao George Stephenson i koja je proizvedena u njegovoj tvornici u Newcastle upon Tyneu. Adler je izgrađen u konfiguraciji 2-2-2¹¹, s ukupnom masom od 11,4 tone i sa snagom od 26 kW, odnosno 35 konjskih snaga, te je postizala maksimalnu brzinu od tada nevjerojatnih 65 km/h, što je za to vrijeme bilo veliko tehnološko postignuće. Ludwigova željeznica ponajprije je služila za prijevoz robe i putnika između dvaju bavarskih trgovačkih središta. Njezino nasljeđe živi kroz povijesni značaj i nirnberšku podzemnu željeznicu koja od 1985. povezuje Nürnberg i Fürth gotovo istovjetnom trasom. Danas je Ludwigova željeznica simbol njemačke industrijske revolucije i tehnološkog napretka tog vremena.¹² Kako su putovanja željeznicom vremenski bila poprilično duga, London and Birmingham Railway je tijekom 1838. putnicima prvog razreda na relaciji između Londona i Lancashirea prvi put ponudila ležajeve.¹³ Zapravo je nesvjesno počela era poboljšavanja putničkoga komfora i kreiranja novih usluga u željezničkome putničkom prijevozu. Istodobno s razvojem standardne željezničke mreže razvijao se i tračnički oblik gradskog prijevoza, kojeg su prvo vukle konjske zaprege, a potom je bio na električni pogon. Zbog čvrste podloge ulica takav se oblik prijevoza u početku brže proširio na području Sjedinjenih Američkih Država, a započeo je linijom New York and Harlem Railroada 1832.,¹⁴ koju je izgradio irski graditelj John Stephenson. Tri godine poslije u Louisiani je u promet puštena tramvajska linija New Orleans The Liverpool and Manchester Railway (L&MR) was the world's first intercity railway, opening on September 15, 1830, between the cities of Liverpool and Manchester in England. This railway introduced several key innovations: it was the first to operate exclusively with steam locomotives, the first to be completely double-track, the first to have a signalling system for safer traffic flow, the first to implement a timetable for freight and passenger trains, and the first to carry mail. The railway route was designed for the rapid transport of goods between the Port of Liverpool and Manchester’s textile factories. Its total length was 35 miles (56 km). The railway was built to minimise gradients and avoid major natural obstacles, thus representing a unique feat of engineering. The Liverpool–Manchester line was designed by George Stephenson and quickly became a financial success and a model for railway system development across Great Britain.⁹ As early as 1831, the first Armstrong railway turntable¹⁰ was built on the freight section of the Liverpool Park Line station. The turntable was of standard gauge and designed primarily for directing freight wagons, but over time, it began to be used to turn steam locomotives. The Königlich privilegierte Ludwigs-Eisenbahn-Gesellschaft, popularly known as the Ludwig Railway after the Bavarian King Ludwig I, who granted a concession for its construction in 1834, was the first commercial railway in Germany, put into operation on December 7, 1835. This date is celebrated as the birthday of railways in Germany. This railway connected Nuremberg and Fürth on a route only six kilometres long. The Adler (Eagle) locomotive, designed by George Stephenson and manufactured at his factory in Newcastle upon Tyne, ran on the track. The Adler was built in a 2-2-2 configuration¹¹, with a total mass of 11.4 tons and a power of 26 kW or 35 horsepower. It reached a maximum speed of the then incredible 65 km/h, a remarkable technological feat for its time. The Ludwig Railway was primarily used to transport goods and passengers between the two Bavarian trading centres. Its legacy lives on through its historical significance and the Nuremberg Underground Railway, which has connected Nuremberg and Fürth on a nearly identical route since 1985. Today, the Ludwig Railway stands as a symbol of the German Industrial Revolution and the technological advancements of that era¹². Since rail journeys were quite long, the London and Birmingham Railway offered first-class passenger beds¹³ for the first time on the route between London and Lancashire in 1838. In fact, an era of improving passenger comfort and creating new services in rail passenger transport had begun unknowingly. Alongside the development of the standard railway network, a rail form of urban transport also emerged, which was initially pulled by horse-drawn carriages and later powered by electricity. Because of the solid street surfaces, this type of transport initially spread more quickly in the United States, beginning with the line New York and Harlem Railroad in 1832¹⁴, which was built by the Irish builder John Stephenson. Three years later, the New Orleans and Carrolton Railroad tram line¹⁵ was put into operation in Louisiana; it still exists 1315 Ploča prve pruge Leipzig — Dresden/ Plaque of the first Leipzig–Dresden line FOTO/PHOTO BY: Borna Abramović Pruga Beč — Wroclaw, 19. 11. 1837., prva s parnom vučom u Habsburškoj Monarhiji/ Vienna–Wrocław line, 19/11/1837. The first with steam traction in the Habsburg Monarchy IZVOR/SOURCE: Bernard Stulli Kraljevski vlak Belgije, prvi takve vrste u upotrebi na svijetu/ The Belgian royal train, the first of its kind in service in the world Collection SNCB – Train World Heritage/ Collection SNCB – Train World Heritage 16 Izvorna karta prve pruge u Meksiku 1837., Mexico — Veracruz/ Original map of the first railway in Mexico, 1837, Mexico–Veracruz Secretaria de Cultura CNPPCF/Secretaria de Cultura CNPPCF Plan mreže Ugarskih željeznica 1832./Plan of the Hungarian Railways network, 1832 IZVOR/SOURCE: Bernard Stulli 17 Knežićev prijedlog pruge iz 1838./Knežić’s railway proposal from 1838 WGI karta, vlasnik Marijana Đaković/WGI map, private collection of Marijana Đaković Pogon prve tvornice papira u Rijeci s prvim parnim strojem u Hrvatskoj 1833./Plant of the First Paper Factory in Rijeka, with the first steam engine in Croatia, 1833 FOTO/PHOTO BY: Josip Kajinić 18 RAZVOJ PRVIH ŽELJEZNIČKIH MREŽA U SVIJETU TE U HABSBURŠKOJ MONARHIJI (1840. – 1849.) DEVELOPMENT OF THE FIRST RAILWAY NETWORKS IN THE WORLD AND IN THE HABSBURG MONARCHY (1840–1849) Poduzetnik Thomas Cook, koji je inače bio član Temperance Movementa, društva koje je zagovaralo znatno smanjenje konzumacije alkohola, a poslije i potpunu zabranu, odlučio je 5. srpnja 1841.²⁶ organizirati izlet vlakom na okupljanje antialkoholičara. U dogovoru s Midlands Counties Railwayem zakupio je vlak na relaciji dugoj 22 milje, odnosno 35 kilometara, između Leicestera i Loughborougha. Ukupno je 485 ljudi putovalo u otvorenim vagonima trećeg razreda. Cijena karte iznosila je jedan šiling, što je uključivalo prijevoz, obrok i pratnju glazbenog sastava. To se putovanje smatra početkom organiziranoga turističkog putovanja, odnosno obilježava se kao početak modernog turizma. Taj izlet nije bio samo lokalni uspjeh, već je označio i početak onoga što će poslije postati globalno poznata turistička agencija Thomas Cook & Son.²⁷ Sljedećih je godina Thomas Cook organizirao slične izlete za članove društava u gradove poput Nottinghama, Derbyja, Birminghama i Liverpoola.²⁸ Željeznica se širila i na području Ruskog Carstva, pri čemu je glavna značajka te mreže koja se počela puštati u promet 1843. bila njezina širina od 1524 mm,²⁹ koja je i danas po duljini kolosiječne mreže druga najzastupljenija nakon one standardne, sa širinom kolosijeka od 1435 mm. Zanimljivo je kako je prva željeznička pruga na području Carske Rusije sagrađena sa kolosijekom normalne širine, i to radi povezivanja Sankt-Peterburga i Carskog Sela. Nakon toga vodila se rasprava o tome koju je širinu kolosijeka potrebno izabrati s obzirom na strateški razvoj zemlje. Odluka su uvjetovali vojni stratezi koji su smatrali kako Carska Rusija mora ostati neovisna od ostatka Europe te je izabran kolosijek širine 5 stopa, odnosno 1524 mm. U sedamdesetim godinama 20. stoljeća iz praktičnih je razloga širina kolosijeka utvrđena na 1520 mm. Tijekom četrdesetih godina 19. stoljeća počeli su se pojavljivati i prvi primjerci ekskluzivnih, luksuznih i rezidencijalnih vlakova, među kojima se posebno ističe kompozicija vagona papinskog vlaka pape Pija IX.,³⁰ koji je 1849. njime prvi počeo putovati Papinskom Državom. Primjerci vagona tog vlaka i danas se čuvaju u rimskome muzeju Montemartini.³¹ Iste godine kada se pojavio papinski vlak u Škotskoj je u promet pušten prvi moderni trajekt za prijevoz željezničkih vozila Leviathan na liniji dugoj osam kilometara u fjordu Forthu.³² Područje Hrvatske je tijekom četrdesetih godina 19. stoljeća, koje su pred kraj bile obilježene i revolucionarnim zbivanjima, i nadalje bilo obuhvaćeno tek u prijedlozima i projektima željezničkih pruga za razliku od, na primjer, austrijskih područja Monarhije, gdje su već uveliko bile izgrađene vrlo važne pružne dionice društava Austrijskih sjevernih željeznica i Austrijskih južnih željeznica, koje će uskoro imati važnu ulogu i u izgradnji i razvoju mreže na području Hrvatske. Društvo južnih željeznica je radi povezivanja Beča s jadranskom obalom i Trstom kao glavnom morskom lukom Monarhije 1842. dovršilo prugu od Beča do Gloggnitza sa sjeverne strane Semmeringa te 1844. prugu južno od njega, odnosno onu od Graza do Mürzzuschlaga,³³ koja je svoj nastavak dobila do Celja 1846. The entrepreneur Thomas Cook, who was also a member of the Temperance Movement, a society that advocated a significant reduction in alcohol consumption and later a total ban, decided on July 5, 1841²⁶, to organise a train trip to a gathering of anti-alcoholics. In agreement with the Midlands Counties Railway, he chartered a train on the 22-mile-long (35 km) route between Leicester and Loughborough. A total of 485 people travelled in open third-class carriages. The fare was one shilling, which covered transport, a meal, and the accompaniment of a music band. This trip is considered the beginning of organised tourist travel, i.e., it is celebrated as the beginning of modern tourism. This trip was not only a local success but also marked the beginning of what would later become the globally famous travel agency Thomas Cook & Son²⁷. In the following years, Thomas Cook organised similar trips for society members to cities such as Nottingham, Derby, Birmingham, and Liverpool²⁸. The railway also expanded in the Russian Empire, with the main feature of the network, which began to be put into service in 1843, being its gauge of 1524 mm²⁹. It is still the second most common gauge in terms of length after the standard gauge of 1435 mm. Interestingly, the first railway line in the territory of Imperial Russia was built with a standard gauge, connecting Saint Petersburg and Tsarskoye Selo. Afterwards, a debate arose about what gauge should be chosen for the country’s strategic development. The decision was influenced by military strategists who believed that Imperial Russia must stay independent from the rest of Europe, and a gauge of 5 feet, or 1524 mm, was chosen. In the 1870s, for practical reasons, the gauge was set at 1520 mm. During the 1840s, the first examples of exclusive, luxurious, and residential trains began to appear, among which the set of the carriages of the papal train of Pope Pius IX³⁰ stands out. He was the first to use it to travel through the Papal States in 1849. Copies of the carriages of this train are still kept in the Montemartini Museum³¹ in Rome. In the same year that the papal train appeared, the first modern ferry for transporting railway vehicles, the Leviathan, was introduced in Scotland on an eight-kilometre line in the fjord Forth.³² During the 1840s, which were also marked by revolutionary events towards the end, the territory of Croatia was still only included in proposals and designs for railway lines, unlike, for example, the Austrian territories of the Monarchy, where very significant railway sections of the Austrian Northern Railways and Austrian Southern Railways companies had already been built, and would soon play an important role in the construction and development of the network in Croatia. In order to connect Vienna with the Adriatic coast and Trieste, as the main seaport of the Monarchy, the Southern Railway Company completed the railway from Vienna to Gloggnitz on the north side of Semmering in 1842, and in 1844 the railway south of Semmering, specifically the one from Graz to Mürzzuschlag³³, which was extended to Celje in 1846 and Ljub- 19 Thomas Cook/Thomas Cook IZVOR/SOURCE: Av Ukjent te Ljubljane 1849.³⁴ Za razliku od Slovenije, koja je u tome desetljeću dobila željezničke pruge kao dio željezničke mreže austrijskih zemalja Monarhije, koja je 1848. obuhvaćala već 1267 km pruga, dok je istodobno u ugarskim zemljama bilo izgrađeno tek 359 km, u Hrvatskoj ih još nije bilo. Tek je 1840. Josip Kajetan Knežić izradio još dva elaborata za Carevinsko vijeće, s prijedlozima pruga od Siska do Gospića s cestovnom vezom do Karlobaga te od Siska do Maljevca, čija gradnja unatoč prvotnoj dozvoli Dvorskoga ratnog vijeća, koje je 3. lipnja iste godine zatražilo i izdavanje koncesije za izgradnju, ipak nije započela.³⁵ Dana 21. srpnja 1840. svoj elaborat s projektom željeznice od Karlovca do Siska, koja bi spojila postojeći plovni put Savom iz smjera istoka s cestovnim pravcima u smjeru Jadrana, izradio je i riječki industrijalac i trgovac Marco Antonio Sanfermo. Njegov je elaborat imao 566 stranica s 94 karte i situacijska plana te je u njemu prezentirana ideja da se četiri petine opsega prijevoza obavlja konjskom vučom, a jedna petina parnom vučom. Nastavno na njegov projekt direktor glavnoga brodarskog društva austrijskog Lloyda C. L. Bruck dvije godine poslije, 5. studenoga 1842., je za izgradnju iste pružne dionice uputio zahtjev za koncesiju Ugarskome namjesničkom vijeću.³⁶ ljana in 1849. Slovenia had a number of railway lines built during that decade, as part of the Austrian Empire's railway network, which already covered 1,267 km in 1848. However, in the Hungarian lands, only 359 km had been built, and none in Croatia at that time. It was only in 1840 that Josip Kajetan Knežić prepared two more studies for the Imperial Council, proposing railways from Sisak to Gospić with a road link to Karlobag, and from Sisak to Maljevac. Although these designs received initial approval from the Court War Council³⁴, which also requested the issuance of a concession for construction on June 3 of the same year, it did not begin³⁵. On July 21, 1840, the Rijeka industrialist and merchant Marco Antonio Sanfermo also prepared his study with a design of a railway from Karlovac to Sisak, which would connect the existing waterway on the Sava from the east with road routes towards the Adriatic. His study had 566 pages featuring 94 maps and situational plans. It presented the idea that four-fifths of the transport volume would be carried out by horse-drawn vehicles and one-fifth would be steam-powered. Following his design, two years later, on November 5, 1842, the director of the main Austrian shipping company Lloyd, C. L. Bruck, sent a request for a concession to the Hungarian Regency Council³⁶ for the construction of the railway section. 20 Širine željezničkih kolosijeka u svijetu/Rail gauge widths in the world IZVOR/SOURCE: CIA Factbook Prvi Papinski vagon kojim je 1849. putovao papa Pio IX./The first Papal carriage in which Pope Pius IX travelled in 1849 IZVOR/SOURCE: HŽM, ZF/480/2-1/11 21 Kartografski prikaz linije prvoga željezničkog trajekta u Škotskoj/Cartographic depiction of the line of the first railway ferry in Scotland OBRADIO/PROCESSED BY: Josip Kajinić Prva parna lokomotiva u Danskoj iz 1846./The first steam locomotive in Denmark, from 1846 Danish Railway Museum/Danish Railway Museum 22 Prva pruga u Mađarskoj od Pešte do Vaca/The first line in Hungary from Pest to Vác Mađarski željeznički muzej, MMKM-KGY-126 48/Hungarian Railway Museum, MMKM-KGY-126 48 Prva parna lokomotiva u Irskoj GSWR iz 1847./The first GSWR steam locomotive in Ireland, from 1847 FOTO/PHOTO BY: Steve Knight 23 Plan Karlovca s projektom pruge/Plan of Karlovac with the railway project IZVOR/SOURCE: Bernard Stulli, 1975./Bernard Stulli, 1975 Primjer izdane dionice za izgradnju pruge Vukovar — Rijeka/ Example of a share certificate issued to finance construction of the Vukovar–Rijeka line IZVOR/SOURCE: Bernard Stulli, 1975./Bernard Stulli, 1975 Plan M. A. Sanferma iz 1842. za prugu Sisak — Karlovac/M. A. Sanfermo’s 1842 plan for the Sisak–Karlovac line IZVOR/SOURCE: Bernard Stulli, 1975./Bernard Stulli, 1975 24 ZAMAH ŽELJEZNICE U INDUSTRIJALIZIRANOME SVIJETU I POČETAK GRADNJE U HRVATSKOJ (1850. – 1859.) THE RISE OF THE RAILWAY IN THE INDUSTRIALISED WORLD AND THE START OF CONSTRUCTION IN CROATIA (1850 – 1859) Željeznički je promet postajo sve složeniji te je i upravljanje njime postajalo sve zahtjevanije. Zato je Charles Minot, direktor tvrtke Erie Railroad, vidjevši da se telegraf masovno primjenjuje u svakodnevnoj komunikaciji, odlučio tehniku telegrafa primijeniti u upravljanju željezničkim prometom. Prva zabilježena neplanirana upotreba telegrafa dogodila se 22. rujna 1851. po nalogu Charlesa Minota kada je zatražena ad hoc telegrafska privola da putnički vlak napusti kolodvor Turner i stigne u kolodvor Monroe.³⁷ Nakon uspješne komunikacije prometnika vlakova navedeno je uspješno obavljeno te je tako ostvarena prva vožnja vlaka korištenjem privolama. Potom je Minota uspostavio niz pravila kako komunicirati telegrafom u stvarnome vremenu, odnosno kako se izdaju naredbe za kretanje vlakova, to jest utvrdio je prva pravila kretanja vlakova koja su danas dio prometnog pravilnika. Telegrafska komunikacija na željeznici još uvijek se svakodnevno primjenjuje diljem svijeta. Habsburška Monarhija aktivno je planirala željezničko povezivanje Beča s Jadranom, odnosno s Trstom kao glavnom lukom Monarhije te dalje s Milanom. Pružna je trasa planirana od Beča, preko Bečkog Novog Mjesta, Graza, Maribora, Celja, Ljubljane i Trsta te dalje preko Padove, Verone i Brescia do Milana. Pruga je imalo jako važnu vojnu ulogu, posebno zbog buđenja talijanskoga nacionalnog preporoda, Risorgimenta.³⁸ Već 5. svibnja 1852. puštena je u promet prva dionica do Gloggnitza, odnosno sjeverne strane Semmeringa,³⁹ a gradnja je nastavljena u fazama. Od 12. srpnja 1857. bilo je moguće putovati vlakom od Beča do Trsta, a od 12. listopada 1857. i od Venecije do Milana.⁴⁰ Najzanimljivija pružna dionica svakako je ona od Gloggnitza (439 mnv) do Mürzzuschlaga (681 mnv), ispod vrha Semmeringa (984 mnv), popularno nazvana Semerinška željeznica (Semmeringbahn). Duga je 42,8 kilometra, dok je zračna linija točno upola kraća i iznosi 21,4 kilometra. Njezina je gradnja bila potaknuta pozitivnim emocijama nakon ožujske revolucije 1848. u Monarhiji te velikom nezaposlenosti te su radovi počeli iz oba smjera.⁴¹ Planiranje i izgradnja te pruge povjereni su Carlu Ritteru von Ghegiju. On je ranije bio na nizu studijskih putovanja po Ujedinjenome Kraljevstvu i Sjedinjenim Američkim Državama kako bi iz prve ruke vidio razvoj željeznica s tehničkog i tehnološkog aspekta. Pruga od Gloggnitza do najvišeg vrha svladava visinsku razliku od 459 m, a od Mürzzuschlaga od 217 m.⁴² Najviši vrh nalazi se na nadmorskoj visini od 898 m u tunelu. Na pružnoj je trasi ukupno 14 tunela, uključujući stari Semmeringtunnel, dug 1434 m, te novi duljine 1512 m. Na njoj postoji i 16 vijadukata, među kojima su neki izvedeni u dvokatnoj tehnici, te više od stotinu zidanih kamenih mostova i propusta. Na gotovo 60 posto ukupne duljine nagib pruge iznosi najmanje 20 promila, dok je najveći nagib 28 promila. Pruga je samo polovinom duljine u pravcu (22,4 km), dok druga polovina (20,4 km) prolazi kroz zavoje, pri čemu 16 posto trase ima najmanji radijus zavoja od 190 m. Jedan od tehnički najimpresivnijih objekata jest vijadukt Kalte Rinne u Adlitzgrabenu (Breitensteinu). Izveden je u dvokatnoj tehnici, dug je 84 m, a visok 46 m. Ta je pruža dionica u povijest ušla kao prva brdska željeRailway traffic became increasingly complex, and its management grew increasingly demanding. Therefore, Charles Minot, director of the Erie Railroad Company, seeing that the telegraph was being widely used in daily communication, decided to apply the telegraph technology to manage railway traffic. The first recorded unplanned use of the telegraph occurred on September 22, 1851, at the request of Charles Minot, when an ad hoc telegraphic approval was requested for a passenger train to leave Turner Station and arrive at Monroe Station³⁷. After successful communication by the train dispatchers, the request was successfully completed, and the first train ride using the method of approvals was accomplished. Minota then established a series of rules for real-time telegraphic communication, i.e., how to issue orders for dispatching trains. Specifically, he established the first rules for train dispatching, which are now part of the traffic regulations. Telegraphic communication on the railway is still used daily worldwide. The Habsburg Monarchy actively planned connecting Vienna and the Adriatic by rail, with Trieste as the Monarchy‘s main port and further with Milan. The railway route was planned from Vienna, via Wiener Neustadt, Graz, Maribor, Celje, Ljubljana, and Trieste, and further via Padua, Verona, and Brescia to Milan. The railway played a vital military role, particularly in the context of the awakening of the Italian national revival, known as the Risorgimento³⁸. Already on May 5, 1852, the first section to Gloggnitz, i.e. the northern side of the Semmering³⁹, was put into service, and construction continued in phases. From July 12, 1857, it was possible to travel by train from Vienna to Trieste, and from October 12, 1857, from Venice to Milan⁴⁰. The most interesting section of the railway is certainly the one from Gloggnitz (439 m above sea level) to Mürzzuschlag (681 m above sea level), located below the Semmering peak (984 m above sea level), popularly known as the Semmering Railway (Semmeringbahn). It is 42.8 kilometres long, while the straight-line route is exactly half that, 1.4 kilometres. Its construction was prompted by positive emotions following the March Revolution of 1848 in the Monarchy and widespread unemployment, so works began in both directions⁴¹. The planning and construction of this railway was entrusted to Carl Ritter von Ghegi. He had previously taken a series of study trips to the United Kingdom and the United States of America to see firsthand the development of railways from a technical and technological perspective. The railway from Gloggnitz to the highest peak overcomes a height difference of 459 m, and from Mürzzuschlag 217 m.⁴² The highest peak is located at an altitude of 898 m in a tunnel. There are a total of 14 tunnels on the route, including the old Semmeringtunnel, 1434 m long, and the new one, 1512 m long. It also has 16 viaducts, some of which are built in the doublestorey technique, and over a hundred masonry stone bridges and culverts. On nearly 60 per cent of the total railway length, the track gradient amounts to a minimum of 20 per mille, while the highest gradient reaches 28 per mille. The line is only half of its length in a straight line (22.4 km), while the ot- 31 Blue Mountains u Novome Južnom Walesu (Australija) 1869. izgrađena je prva tzv. cik-cak željeznička pruga (Zig Zag Railway) koja može svladavati uspone odnosno padove.⁵⁵ Cik-cak sustav primjenjivao je postupak vožnje vlakova naprijed-nazad, što znači da su vlakovi morali voziti naprijed-nazad po pružnim segmentima, mijenjajući smjer na svakoj visinskoj razini kako bi se uspeli ili spustili po strmome terenu. Cik-cak željeznica bila je veliko inženjersko postignuće tog vremena te je omogućilo povezivanje Sydneya s unutrašnjim dijelovima Novoga Južnog Walesa. Na drugome kraju svijeta, točnije u Engleskoj, iste godine, odnosno 1869., izgrađen je okretni željeznički most poznat kao Goole Swing Bridge preko rijeke Ouse.⁵⁶ Goole Swing Bridge jest čelični ovjesni most s okretnim (rotirajućim) dijelom u središtu. Njegova inovativna konstrukcija omogućavala je da se srednji dio mosta rotira pomoću mehaničkog sustava pogonjenog parnim strojevima kako bi brodovi sigurno prošli ispod njega. Po prolasku brodova most se ponovno okretao kako bi željeznički promet mogao nastaviti teći bez prekida. Šezdesete godine 19. stoljeća konačno su dovele željeznički promet i na područje Hrvatske, kada je 24. travnja 1860. u promet svečano puštena pruga iz smjera Mađarske, kroz Međimurje, preko Kotoribe i Čakovca, prema Pragerskome u Sloveniji, a zatim 1. svibnja 1860. i u redoviti promet.⁵⁷ Istodobno je u promet pušten i prvi željeznički most u Hrvatskoj dug 181 m. Riječ je o mostu Murakeresztur preko rijeke Mure.⁵⁸ U međuvremenu Društvo južnih željeznica nastavilo je graditi prugu iz smjera Zidanog Mosta u Sloveniji do Zagreba i Siska te ju je svečano pustilo u promet 1. listopada 1862.,⁵⁹ pri čemu je u promet pušten i prvi željeznički kolodvor u Zagrebu, Zagreb Južni kolodvor, koji je naziv dobio po Društvu u čijemu je vlasništvu bila navedena pruga. Danas taj kolodvor nosi naziv Zagreb Zapadni kolodvor.⁶⁰ S izgradnjom pruge prema Zagrebu i Sisku 1862. u promet je pušten i prvi željeznički most preko Save,⁶¹ dug 253 m i izveden s rešetkastom konstrukcijom i sedam stupova,⁶² čiji se ostaci pri niskome vodostaju i danas, nakon izgradnje novoga dvokolosiječnog mosta 1939.,⁶³ mogu zamijetiti u koritu Save, jednako kao i njegovi upornjaci te prilazni nasip na južnoj obali Save. Zamah u izgradnji željezničkih pruga nastavljen je puštanjem u promet 48,65 km duge pruge od Zagreba do Karlovca, odnosno naselja Banije na sjevernoj obali Kupe koje tada još nije bilo sastavni dio grada Karlovca, 1. lipnja 1865.⁶⁴ Navedene pruge do Zagreba i Siska te Karlovca izgradilo je austrijsko Društvo južnih željeznica. Kao rezultat Austro-ugarske nagodbe 1867. te potom Hrvatsko-ugarske nagodbe 1868., kada je Hrvatska, uz izuzetak područja Istre i Dalmacije, postala dio ugarskog dijela Monarhije te time u sferi njezinih gospodarskih interesa, krajem šezdesetih godina 19. stoljeća počele su se graditi pruge od mađarskog Zákányja, preko Koprivnice i Križevaca do Zagreba⁶⁵ odnosno od Karlovca prema Rijeci,⁶⁶ koja je postala glavna ugarska morska luka. Railroads began to be built en masse worldwide. In 1869, the first so-called zigzag railway, which could handle ascents and descents⁵⁵, was built in the Blue Mountains of New South Wales, Australia. The zigzag system used a back-and-forth train running system, meaning that trains had to travel back and forth along the track sections, changing direction at each elevation to climb or descend steep terrain. The zigzag railway was a major engineering achievement of its era and made possible connecting Sydney with the interior of New South Wales. On the other side of the world, specifically in England, in the same year of 1869, the swing railway bridge, known as the Goole Swing Bridge, was built over the River Ouse⁵⁶. The Goole Swing Bridge is a steel suspension bridge with a swing (rotating) section in the middle. Its innovative design allowed the middle section of the bridge to rotate using a mechanical system powered by steam engines, enabling ships to pass underneath safely. After the ships had passed, the bridge would rotate again to allow rail traffic to continue without interruption. The 1860s finally brought railway traffic to Croatia as well. On April 24, 1860, the railway from Hungary, passing through Međimurje, via Kotoriba and Čakovec, towards Pragersko in Slovenia, was officially opened, and regular service began on May 1, 1860⁵⁷. At the same time, the first railway bridge in Croatia, 181 m long, was also opened. This was the Murakeresztur bridge over the Mura River⁵⁸. Meanwhile, the Southern Railways Company continued to build the railway from Zidani Most in Slovenia to Zagreb and Sisak. It officially opened on 1 October 1862⁵⁹, on which occasion the first railway station in Zagreb, Zagreb South Station, also opened. It was named after the Company that owned the railway. Today, this station is called Zagreb West Station⁶⁰. With the construction of the railway to Zagreb and Sisak in 1862, the first railway bridge over the Sava⁶¹ was opened. It was 253 m long and constructed with a lattice structure supported by seven pillars⁶², the remnants of which can still be seen in the Sava bed during low water, along with its abutments and the approach embankment on the southern bank of the Sava after the new double-track bridge was built in 1939⁶³. The momentum in railway construction continued with the opening of the 48.65 km long railway from Zagreb to Karlovac, i.e. the settlement Banija on the northern bank of the Kupa, which was not yet part of the city of Karlovac, on June 1, 1865⁶⁴. The above mentioned railways to Zagreb and Sisak and Karlovac were built by the Austrian Southern Railways Company. As a result of the Austro-Hungarian Settlement of 1867 and then the Croatian-Hungarian Settlement of 1868, when Croatia, except for the regions of Istria and Dalmatia, became part of the Hungarian part of the Monarchy and thus within its sphere of economic interests, in the late 1860s, railways began to be built from Zákány in Hungary, via Koprivnica and Križevci to Zagreb⁶⁵ that is, from Karlovac to Rijeka⁶⁶, which became the main Hungarian seaport. 32 Prvi metro u Londonu ucrtan na kartu iz 19. stoljeća/ The first Underground in London plotted on a 19th-century map WGI, vlasnik karte Marijana Đaković/WGI, private maps of Marijana Đaković Prvi metro u Londonu iz vremena parne vuče 1863./The first London Underground from the era of steam traction, 1863 London Transport Museum, 1998-75683/London Transport Museum, 1998-75683 33 Bailey Yard u Nort Plateu u Nebraski, najveći ranžirni kolodvor na svijetu s 200 kolosijeka/ Bailey Yard in North Platte, Nebraska, the largest marshalling yard in the world with 200 tracks FOTO/PHOTO BY: Kevin Standlee Mjesto spoja Union i Central Pacifica, Golden Spike 1869./ The joining point of the Union and Central Pacific, Golden Spike, 1869 FOTO/PHOTO BY: Howderfamily.com Mjesto spoja Union i Central Pacifica, Golden Spike 1869./ The joining point of the Union and Central Pacific, Golden Spike, 1869 FOTO/PHOTO BY: Howderfamily.com 34 Zig-Zag željeznica kod Lithgowa u Australiji/ The Zig-Zag Railway near Lithgow in Australia FOTO/PHOTO BY: John Merriman Kolodvor Paranapaicaba u Brazilu iz 1867. Paranapiacaba station in Brazil from 1867 FOTO/PHOTO BY: Alexandre Ferreira Kolodvor Roma Termini oko 1938./Roma Termini Station Archivo Fondazione FS Italiane/Archivo Fondazione FS Italiane Pruga u Blaenavonu s baštinskim i turističkim vlakovima otvorena 1866./ The line in Blaenavon opened in 1866, with heritage and tourist trains FOTO/PHOTO BY: Ben Salter Okretni most Goole u Engleskoj/Goole swing bridge in England FOTO/PHOTO BY: Robert Higgins 35 Kolodvor u Čakovcu iz zraka/Čakovec station from the air FOTO/PHOTO BY: Marin Mićunović Zeleni most preko Save u Zagrebu, s ostacima starog mosta iz 1862./ The Green Bridge over the Sava in Zagreb, with remains of the old bridge from 1862 FOTO/PHOTO BY: Marin Mićunović Most Murakeresztur/Murakeresztur bridge FOTO/PHOTO BY: Marin Mićunović Situacija kolodvora u Sisku/Site plan of Sisak station HŽM, ZTD, 18. kutija, 41/1/HŽM, ZTD, box 18, 41/1 Situacija kolodvora u Karlovcu/Plan of Karlovac station HŽM, ZTD, 52. kutija, 41/111/HŽM, ZTD, box 52, 41/111 Situacija Zagreb Južnog, danas Zapadnog kolodvora/ Plan of Zagreb South, today West Station HŽM, ZTD, 18. kutija, 41/1/HŽM, ZTD, box 18, 41/1 36 VIŠE OD 100 000 KM PRUGA U SVIJETU; VIŠE OD 1000 KM U HRVATSKOJ (1870. – 1879.) MORE THAN 100,000 KM OF RAILWAYS IN THE WORLD; MORE THAN 1,000 KM IN CROATIA (1870–1879) I Zemlja Izlazećeg Sunca, Japan, shvatila je nužnost željeznica, no zbog velikog nepovjerenja prema strancima njezina je izgradnja bila teško izvediva. Nakon što je japanski car omogućio da strani inženjeri prenesu znanje lokalcima te napuste Japan nakon izgradnje, počela se planirati i graditi prva željeznička pruga u Japanu. Službeno je 14. listopada 1872. za promet otvorena pruga između Tokija (Shimbashi) i Yokohame (Kanagawa), duga 29 km. To je bila prva moderna željeznička pruga u Japanu, a označila je početak brze industrijalizacije i modernizacije Japana u sklopu reformi iz razdoblja Meiji. Zanimljivo je da je pruga bila planirana da bude normalne širine kolosijeka, no tijekom izgradnje odabran je uskotračni kolosijek od 3 stope i 6 inča (1067 mm), tzv. Kap kolosijek, koji je taj naziv dobio jer se masovno počeo upotrebljavati na području današnje Južne Afrike. Pretpostavka je da je glavni inženjer izgradnje, britanski inženjer Edmund Morel, bio vrlo iskusan u gradnji željezničkih pruga s kolosijecima te širine na području Afrike i Novog Zelanda u vrlo sličnim geografskim područjima. Vlakovi poput Shinkansena glavni su promotor Japana, no globalno su danas japanske željeznice simbol tehničke i tehnološke inovacije te učinkovitosti u području željezničkog prometa.⁶⁷ U Europi su se tijekom sedamdesetih godina 19. stoljeća pojavile brojne novosti. U Lisabonu je 1873. počeo prometovati konjski tramvaj po uzoru na Sjedinjene Američke Države. S obzirom na to da se Lisabon nalazi na sedam brda, vrlo brzo počeo se razvijati sustav uspinjača. Zahvaljujući tomu, danas je Lisabon grad s prosječno najstrmijim javnim prijevozom na svijetu, kojim upravlja Carris (Companhia Carris de Ferro de Lisboa).⁶⁸ Stanovništvo je u Europi aktivno počelo koristiti željeznicu za putovanja na odmor, a posebno aktivni bili su stanovnici Ujedinjenog Kraljevstva. Zato je Thomas Cook ponovno prepoznao poslovnu priliku te je 5. srpnja 1873. njegova tvrtka Thomas Cook & Son izdala prvi Europski vozni red (European Timetable), koji je uključivao detaljan vozni red vlakova diljem Europe te informacije o cijenama prijevoza.⁶⁹ Njegov vozni red postao je standardni priručnik za putnike diljem Europe. Taj je vozni red bio popularan više od stoljeća, sve dok se izvorni vozni red nije prestao izdavati 31. kolovoza 2013. zbog sve raširenijih digitalnih voznih redova. Međutim, već 1. ožujka 2014. vozni je red ponovno pokrenut pod nazivom European Rail Timetable, a izdaju ga željeznički entuzijasti. Danas je to djelo simbol klasičnih putovanja željeznicom i nezaobilazan priručnik za ljubitelje željeznica.⁷⁰ Kanadska transkontinentalna željeznica, poznata kao Canadian Pacific Railway (CPR),⁷¹ jedno je od najvećih inženjerskih dostignuća u povijesti Kanade. Njezina je izgradnja započela 1871. kao uvjet pridruživanja Britanske Kolumbije Kanadskoj konfederaciji, a cilj je bio povezati istočne i zapadne dijelove zemlje te potaknuti naseljavanje i gospodarski razvoj. Radovi su službeno započeli 1875., a projekt su obilježili izazovi poput prelaska Stjenjaka (Rocky Mountains) i udaljenih negostoljubivih središnjih kanadskih terena. Pruga je dovršena 7. studenoga 1885., kada je posljednji čavlić, poznat kao Last Spike, zabijen kod Craigellachieja u Britanskoj Kolumbiji. Radnici koji su gradili željeznicu bili su iz različitih dijelova svijeta, a među The Land of the Rising Sun, Japan, also recognised the necessity of railways, but due to great distrust of foreigners, its construction was challenging to implement. After the Japanese emperor allowed foreign engineers to share their knowledge with the locals and leave Japan after construction, the first railway in Japan began to be planned and built. The 29 km (18 mi) long line between Tokyo (Shimbashi) and Yokohama (Kanagawa) was officially opened on 14 October 1872. It was Japan’s first modern railway, and marked the beginning of Japan’s rapid industrialisation and modernisation as part of the Meiji period reforms. Interestingly, the line was planned to be of standard gauge, but during construction, a narrow gauge of 3 feet 6 inches (1,067 mm) was chosen, known as the Cape gauge. This name comes from its widespread use in what is now South Africa. It is assumed that the chief construction engineer, British engineer Edmund Morel, was highly experienced in building railways with this gauge in Africa and New Zealand in very similar geographical areas. While trains like the Shinkansen are the leading promoters of Japan, today Japanese railways are globally a symbol of technical and technological innovation and efficiency in railway transport.⁶⁷ In Europe, during the 1870s, numerous innovations emerged. In Lisbon, a horse-drawn tram began operating in 1873, modelled after those in the United States. Given that Lisbon is situated on seven hills, a funicular system began to develop rapidly. Thanks to this, Lisbon is today the city with the steepest public transport in the world on average, operated by Carris (Companhia Carris de Ferro de Lisboa).⁶⁸ The population in Europe began to actively use the railway for holiday travel, with residents of the United Kingdom being especially eager. That is why Thomas Cook again recognised a business opportunity and on July 5, 1873, his company Thomas Cook & Son published the first European Timetable, which included a detailed train schedule across Europe and information on transport prices⁶⁹. His timetable became a standard manual for travellers across Europe. This timetable was popular for over a century, until its publication ceased on 31 August 2013 due to the increasing use of digital timetables. However, as early as 1 March 2014, the timetable was reintroduced as the European Rail Timetable, published by rail enthusiasts. Today, it stands as a symbol of classic rail travel and an indispensable resource for railway enthusiasts⁷⁰. The Canadian Transcontinental Railway, known as the Canadian Pacific Railway (CPR)⁷¹, is one of the most outstanding engineering achievements in Canadian history. Its construction began in 1871 as a condition for British Columbia's accession into the Canadian Confederation, with the aim to connect the eastern and western parts of the country and encourage settlement and economic growth. Work officially started in 1875, and the project was marked by challenges such as crossing the Rocky Mountains and the remote, inhospitable terrain of central Canada. The line was completed on November 7, 1885, when the last nail, known as the Last Spike, was driven in at Craigellachie, British Columbia. The workers who built the railway originated from all over the world, including 37 njima isticali su se kineski doseljenici koji su često radili u opasnim uvjetima. Canadian Pacific Railway nije samo prometno povezao Kanadu, već je postao simbol nacionalnog jedinstva i razvoja. Danas je željeznica ključni dio kanadske povijesti i gospodarstva, a CPR i dandanas prometuje teretnim i turističkim vlakovima. Krajem desetljeća na Industrijskoj izložbi u Berlinu 31. svibnja 1879. tvrtka Siemens & Halske demonstrirala je potencijal elektrifikacije željezničkog prometa,⁷² što je bio znatan zaokret u odnosu na parne lokomotive. Trasa je bila duga 300 metara, a vlak koji je pokretao električni motor snage 2,2 kW mogao je prevesti 26 putnika po vožnji. Električna se energija dovodila tračnicama, a struju je isporučivala Siemensova generator-postaja. Vlak je mogao doseći brzinu od 13 km/h. Tijekom izložbe tim se vlakom vozilo više od 90 000 posjetitelja, što je bio dokaz toga da elektrifikacija može biti sigurna i isplativa. Taj projekt označio je povijesni tehnički razvoj željeznice i poslužio kao preteča modernih električnih sustava javnog prijevoza. Siemensov projekt ostaje zabilježen kao povijesni trenutak važan za globalni napredak željezničke tehnologije.⁷³ I dok je u svjetskim razmjerima željeznička mreža prešla ukupnu duljinu od 100 000 km, područje Hrvatske je do kraja sedamdesetih godina 19. stoljeća, po dovršetku u prethodnome desetljeću započetih pruga od Zákányja, preko Koprivnice i Križevaca do Zagreba (puštena u promet 4. siječnja 1870.),⁷⁴ od Erduta, preko Dalja do Osijeka (puštena u promet 20. prosinca 1870.)⁷⁵ odnosno od mađarskog Villányja, preko Belog Manastira do Osijeka (puštena u promet 14. rujna 1871.)⁷⁶ u kontinentalnome dijelu Hrvatske, dosegnulo ukupnu duljinu veću od 1000 km. Pritom je sve do izgradnje mosta 1917. promet preko Dunava tekao skelom.⁷⁷ U smjeru jadranske obale dovršene su dvije pruge u smjeru Rijeke, i to od slovenske Pivke do Rijeke 24. lipnja 1873.⁷⁸ odnosno od Karlovca do Rijeke 23. listopada iste godine.⁷⁹ Bile su to prve pruge koje su povezale hrvatsku jadransku obalu. Na pruzi Karlovac – Rijeka, nedaleko od Delnica, u kolovozu 1871. otvoren je tunel Resnjak, prvi željeznički tunel u Hrvatskoj, dug 197,85 m.⁸⁰ Na istoj pruzi, između Delnica i Skrada u siječnju 1872.⁸¹ dovršen je i tunel Kupjak, s 1222,9 m najdulji željeznički tunel u Hrvatskoj. Ta pruga od Karlovca prema Rijeci ujedno je prva brdska željeznica na kojoj je izgrađeno ukupno 17 tunela uz brojne druge zahtjevne geotehničke i konstruktorske objekte izgrađene uz puno uloženoga ljudskog ručnog rada.⁸² U istome desetljeću dovršena je pruga u Istri te su 20. rujna 1876. u promet puštene pruga od slovenske Divače do Pule te njezin odvojak od Kanfanara do Rovinja.⁸³ Također, 4. listopada 1877. na području Dalmacije za promet je otvorena prva pruga koja je povezala Split i Siverić s odvojkom iz Perkovića prema Šibeniku.⁸⁴ Desetljeće je završilo puštanjem u promet pruge od Dalja do Borova 13. rujna 1878.,⁸⁵ od Borova, preko Vinkovaca do Broda (Slavonskog), s odvojkom od Vrpolja do Šamca (Slavonskog), 22. studenoga 1878.⁸⁶ te željezničkog mosta koji je 5. srpnja 1879. povezao dva Broda,⁸⁷ Slavonski i Bosanski. Chinese immigrants who often worked under dangerous conditions. The Canadian Pacific Railway not only connected Canada by rail but also became a symbol of national unity and development. Today, the railway remains a vital part of Canada's history and economy, and the CPR continues to operate freight and tourist trains. At the end of the decade, during the Berlin Industrial Exhibition on May 31, 1879, Siemens & Halske demonstrated the potential of electrifying rail transport⁷², marking a major shift from steam locomotives. The route was 300 meters long, and the train, powered by a 2.2 kW electric motor, could carry 26 passengers per trip. Electricity was supplied to the rails, and a Siemens generator station supplied the power. The train could reach speeds of 13 km/h. During the exhibition, more than 90,000 visitors rode the train, proving that electrification could be safe and cost-effective. This project marked the historic technical development of railways and served as a precursor to modern electric public transport systems. The Siemens project remains recorded as a historic moment in the global advancement of railway technology.⁷³ While the railway network worldwide had a total length of over 100,000 km, by the end of the 1870s, following the completion of the railways started in the previous decade from Zákány, passing Koprivnica and Križevci to Zagreb (opened on January 4, 1870)⁷⁴, from Erdut, passing Dalj to Osijek (opened for traffic on December 20, 1870⁷⁵), and from Villány in Hungary, via Beli Manastir to Osijek (opened on September 14, 1871⁷⁶) in the continental part of Croatia, the total length of the railway network had reached the length over 1000 km. At the same time, until the construction of the bridge in 1917, traffic across the Danube was carried out by ferry⁷⁷. In the direction of the Adriatic coast, two railways were completed in the direction of Rijeka: from Pivka in Slovenia to Rijeka on June 24, 1873⁷⁸, and from Karlovac to Rijeka on October 23, in the same year⁷⁹. These were the first railways to connect the Croatian Adriatic coast. On the Karlovac – Rijeka railway, not far from Delnice, in August 1871 the Resnjak tunnel was opened, the first railway tunnel in Croatia, 197.85 m long⁸⁰. On the same railway, between Delnice and Skrad, in January 1872⁸¹ the Kupjak tunnel was completed, as the longest railway tunnel in Croatia with 1222.9 m of length. This railway from Karlovac to Rijeka is also the first mountain railway on which a total of 17 tunnels were built, along with several other demanding geotechnical and structural structures, all constructed with considerable manual labour⁸². In the same decade, the railway in Istria was completed, and on September 20, 1876, the railway from Slovenian Divača to Pula and its branch from Kanfanar to Rovinj⁸³ were opened. Also, on October 4, 1877 the first railway in Dalmatia was opened. It connected Split and Siverić with a branch from Perković to Šibenik.⁸⁴ The decade ended with the opening of the railway from Dalj to Borovo on September 13, 1878⁸⁵, from Borovo, via Vinkovci to Brod (Slavonski), with a branch from Vrpolje to Šamac (Slavonski), on November 22, 1878⁸⁶, and the railway bridge which connected the two Brods⁸⁷, Slavonski and Bosanski, on July 5, 1879. 38 Povijest željeznice u Japanu/The history of railways in Japan FOTO/PHOTO BY: Robert Hufstutter Prva japanska parna lokomotiva serijske proizvodnje/ The first Japanese steam locomotive in series production FOTO/PHOTO BY: S. Shankar Transkontinentalna željeznica u Kanadi 1879./The transcontinental railway in Canada, 1879 WGI, vlasnik karte Marijana Đaković/WGI, private maps of Marijana Đaković Siemens i Halske električna vuča 1879./ Siemens & Halske electric traction, 1879 DB Museum-Inv. Nr. 2021.00396/DB Museum, Inv. No. 2021.00396 Prva rudarska željeznica u Pulacayu u Boliviji izgrađena 1870./ In 1870 the first mining railway was built in Pulacayo, Bolivia FOTO/PHOTO BY: Manuel Menal 39 Tramvaj u Lisabonu/Tram in Lisbon FOTO/PHOTO BY: Josip Kajinić Mreža pruga u Parizu i okolici 1879., crveno označena/ Network of lines in Paris and its surroundings in 1879, marked in red WGI, vlasnik karte Marijana Đaković/WGI, private maps of Marijana Đaković Mreža pruga u Napulju i okolici 1879., crveno označena/ Network of lines in Naples and its surroundings in 1879, marked in red WGI, vlasnik karte Marijana Đaković/WGI, private maps of Marijana Đaković Mreža pruga u Rimu i okolici 1879., crveno označena/ Network of lines in Rome and its surroundings in 1879, marked in red WGI, vlasnik karte Marijana Đaković/WGI, private maps of Marijana Đaković 40 Pristanište željezničke skele na Dunavu u Dalju/ Pier of the railway ferry on the Danube at Dalj HŽM, ZR, 8068/4-1/HŽM, ZR, 8068/4-1 Tunel Kupjak/Kupjak tunnel FOTO/PHOTO BY: Josip Kajinić Spoj pruga iz Splita i Šibenika kod Perkovića/ Junction of the lines from Split and Šibenik near Perković FOTO/PHOTO BY: Marin Mićunović Karta pruge Pivka — Rijeka iz 1930./ Map of the Pivka–Rijeka line from 1930 HŽM, ZTD, 46. kutija, 41/48/ HŽM, ZTD, box 46, 41/48 Kolodvor Opatija-Matulji/Opatija–Matulji station FOTO/PHOTO BY: Marin Mićunović Nacrt najstarijeg tunela u Hrvatskoj Resnjaka iz 1871./ Plan of Croatia’s oldest tunnel, Resnjak, from 1871 HŽM, ZTD,55. kutija, 35/1.01/HŽM, ZTD, box 55, 35/1.01 47 Razglednica Osječki konjski tramvaj/Postcard of the Osijek horse tram GPP Osijek/GPP Osijek Tunel na dionici uskotračne pruge od Sarajeva i Mostara prema Dubrovniku/ Tunnel on the section of the narrow-gauge line from Sarajevo and Mostar towards Dubrovnik FOTO/PHOTO BY: Josip Kajinić Zakon o vicinalnim željeznicama u Austro-Ugarskoj iz 1880./ Vicinal Railways Act in Austria-Hungary from 1880 HŽM/HŽM 48 48 POČETAK ELEKTRIFIKACIJE PRUGA U SVIJETU (1890. – 1899.) THE BEGINNING OF THE ELECTRIFICATION OF RAILWAYS IN THE WORLD (1890–1899) Prekretnica za londonski sustav metroa (Tube) doživio dogodila se 4. studenoga 1890. kada je u promet puštena prva podzemna željeznica na svijetu koja je koristila električna vozila.¹⁰¹ Također, na toj su liniji za pristup peronima umjesto stuba ugrađena dizala. Zanimljivo je da je ta linija postala dio današnjeg Northern Linea. Već 1893. u Liverpoolu su u promet uvedene i prve električne motorne garniture.¹⁰² One su prometovale na liniji Liverpool Overhead Railway (LOR), poznatoj kao prva nadzemna električna željeznica na svijetu koja je koristila izravno napajanje iz kontaktne tračnice. Garniture vlakova bile su inovativan koncept jer su omogućavale da više vagona u vlaku bude opremljeno vlastitim elektromotorima, čime je uklonjena potreba za zasebnom lokomotivom. Taj je sustav omogućio veću učinkovitost, bolju raspodjelu snage i lakše upravljanje vlakom. Danas su motorne garniture standard željezničkih vozila u svijetu. Na američkom se kontinentu velika promjena dogodila s prugom Baltimore Belt Line, koju je Baltimore and Ohio Railroad (B&O) izgradio 1895. kako bi se nova pruga prema Philadelphiji i New Yorku/Jersey Cityju povezala s ostatkom B&O mreže u Baltimoreu (Maryland).¹⁰³ Ta pruga bila je ključna za integraciju sjeveroistočnih dionica s glavnim relacijama na jugu i zapadu, čime je olakšan promet teretnih i putničkih vlakova kroz grad. Najvažnija tehnička dostignuća bila su inovativan Howard Street Tunnel, koji je omogućio prolazak vlakova ispod Baltimorea, kolodvor Mount Royal Station, koji je služio za putničke vlakove Royal Blue Line, te prva elektrificirana glavna pruga u Sjedinjenim Američkim Državama. Elektrifikacija je provedena zbog operativnih izazova u tunelu poput loše ventilacije tijekom prolaska parnih lokomotiva. Zanimljivo je da je napajanje lokomotiva omogućeno pomoću treće tračnice. Pred sam kraj 19. stoljeća počeo je teći oblik prijevoza koji je i danas vrlo važan za Italiju. Gospodarski razvoj Sicilije bio je u punome zamahu, no prekrcaj robe na brodove usporavao ga je. Zato je 1. kolovoza 1899. počela ploviti redovita trajektna linija za prijevoz teretnih vlakova preko Mesinskog tjesnaca, čime je kopno povezano sa Sicilijom te nije bilo potrebe za prekrcajem robe na brodove.¹⁰⁴ Trajektna je usluga bila ključna zbog strateške važnosti Sicilije za poljoprivredu i industriju. Redoviti prijevoz teretnih vlakova omogućio je jednostavniji prijevoz sicilijanskih proizvoda poput agruma, vina i ostalih poljoprivrednih dobara prema sjevernijim dijelovima Italije i europskim tržištima. Poslije, točnije od 15. rujna 1905., ta je usluga proširena i prilagođena za prijevoz putničkih vlakova, zahvaljujući čemu su Sicilija i ostatak Italije postali još povezaniji. Današnji trajektni sustav, iako moderniziran, još je uvijek u potpunoj funkciji te svakodnevno prevozi putničke i teretne vlakove. I dok su se u svijetu, uz nastavljeno brzo širenje mreže, pruge počele elektrificirati, na području Hrvatske izgrađeni su neki vrlo raritetni objekti, ali su se nastavile širiti i pruge standardnoga te uskotračnoga kolosijeka. Na samome početku zadnjeg desetljeća 19. stoljeća počela se graditi i širiti mreža gospodarskih uskotračnih željeznica na području Podravine i A turning point for the London Underground (Tube) system occurred on November 4, 1890, when the world's first underground railway using electric vehicles was put into service.¹⁰¹ Also, on this line, elevators replaced stairs to access the platforms. Interestingly, this line became part of today's Northern Line. As early as 1893, the first electric multiple units were introduced in Liverpool¹⁰². They operated on the Liverpool Overhead Railway (LOR), known as the world's first overhead electric railway to use direct power from the contact rail. Multiple units were an innovative concept because they allowed multiple carriages in a train to be equipped with their own electric motors, thus eliminating the need for a separate locomotive. This system allowed for greater efficiency, better power distribution and easier train control. Today, multiple units are the standard for railway vehicles worldwide. On the American continent, a major change occurred with the Baltimore Belt Line, built by the Baltimore and Ohio Railroad (B&O) in 1895 to connect a new line to Philadelphia and New York/Jersey City with the rest of the B&O network in Baltimore, Maryland¹⁰³. That line was vital for the integration of the northeastern sections with the main routes to the south and west, thus facilitating the traffic of freight and passenger trains through the city. The most important technical achievements were the innovative Howard Street Tunnel, which allowed trains to pass under Baltimore, the Mount Royal Station, which served the Royal Blue Line passenger trains, and the first electrified main line in the United States of America. Electrification was implemented due to operational challenges in the tunnel, such as poor ventilation during the passage of steam locomotives. Interestingly, powering the locomotives was made possible using the third rail. Towards the very end of the 19th century, a transport method that is still very important for Italy began to develop. Sicily's economic development was in full swing, but the process of transferring goods onto ships created delays. Therefore, on August 1, 1899, a regular ferry service began operating to transport freight trains across the Strait of Messina, connecting the mainland with Sicily and eliminating the need for goods to be transferred onto ships¹⁰⁴. The ferry service was crucial due to Sicily's strategic importance for agriculture and industry. Regular transport of freight trains made it easier to transport Sicilian products such as citrus fruits, wine, and other agricultural goods to the northern parts of Italy and European markets. Later, specifically since September 15, 1905, this service was expanded and adapted for the transport of passenger trains, making Sicily and the rest of Italy even more connected. The current ferry system, although upgraded, remains fully operational and carries both passenger and freight trains daily. While the world, with the continued rapid expansion of the network, began to electrify railways, in Croatia, some facilities, which are a rarity, were built. Still, the standard-gauge and narrow-gauge railways also continued to expand. At the very beginning of the last decade of the 19th century, the 49 sjeverne Slavonije koja je izgrađena kapitalom obitelji Gutmann, koja je u vlasništvu imala pilane i tvornicu papira u Belišću za čije je potrebe trebalo dopremati velike količine drvne građe. Mreža tih pruga, čija je duljina iznosila 165 km, ispočetka je ponajprije bila namijenjena za teretni prijevoz. Počela se graditi 1890.,¹⁰⁵ a do kraja stoljeća povezala je Osijek, Belišće, Valpovo, Našice, Slatinu, mađarski St. Lörinz, a poslije i Voćin, Orahovicu te brojna druga mjesta. Iste godine kada se počela širiti mreža Gutmannove željeznice u Zagrebu je izgrađena uspinjača između Donjeg i Gornjeg grada, koja je s svojom duljinom od samo 66 m najkraća tračnička linija te vrste na svijetu.¹⁰⁶ Svečano je puštena u rad 8. listopada 1890. Sve do 1934. bila je pogonjena parnom vučom, a potom električnom. Iste godine, 1890., u Rijeci je dovršen i u promet pušten novi objekt prijamne kolodvorske zgrade čiji je arhitekt bio Ferenc Pfaff,¹⁰⁷ glavni projektant Mađarskih kraljevskih željeznica za željezničke kolodvore. Kolodvor je smješten neposredno uz lučke objekte glavne morske luke ondašnje Ugarske, a danas Hrvatske. Dvije godine poslije, 2. listopada 1892., u promet je pušten i Zagreb Državni kolodvor,¹⁰⁸ koji danas nosi naziv Zagreb Glavni kolodvor. On je također izgrađen po nacrtima Ferenca Pfaffa. Riječ je o danas najvećemu putničkom kolodvoru na području Hrvatske. Uz Zagreb Državni kolodvor je dvije godine poslije izgrađen i glavni pogon za održavanja, popravak i izradu željezničkih vozila mađarskog MÁV-a,¹⁰⁹ iz kojeg se poslije razvila tvornica Janko Gredelj. Prije nje, još 1878., počela je raditi manja radionica. Bilo je to ključno mjesto za održavanje vozila Mađarskih kraljevskih željeznica, ponajprije parnih lokomotiva, smješteno na pola puta od Budimpešte do jadranske obale, odnosno Rijeke. U Rijeci je na ušću Rječine, u Mrtvome kanalu 1896. izgrađen okretni most, jedinstven na području Hrvatske,¹¹⁰ ali i šire, koji je omogućavao prelazak vlakova iz Brajdice prema kolodvoru u Rijeci, a pomicanjem u smjeru zapada po potrebi i prolazak plovila. Sam kraj 19. stoljeća obilježila je izgradnja više vicinalnih željeznica među kojima se posebno ističu one koje su 1894. povezale Bjelovar iz smjera Križevaca¹¹¹ odnosno Požegu iz smjera Našica i Osijeka te Pleternice i kolodvora Nova Kapela-Batrina.¹¹² Iako u 19. stoljeću na području Hrvatske još nije počela elektrifikacija željezničkih pruga, to je prvi put izvedeno na riječkome tramvaju 7. studenoga 1899.¹¹³ construction and expansion of a network of commercial narrow-gauge railways began in Podravina and northern Slavonia, built with the capital of the Gutmann family. The family owned sawmills and a paper factory in Belišće, for whose needs large quantities of timber had to be delivered. The network of these railways, which spanned a length of 165 km, was initially intended primarily for freight transport. Construction began in 1890,¹⁰⁵ and by the end of the century, it connected Osijek, Belišće, Valpovo, Našice, Slatina, Hungarian St. Lörinz, and later Voćin, Orahovica and numerous other places. In the same year that the Gutmann Railway network began to expand, a funicular railway was built in Zagreb between the Lower and Upper Towns, which, with its length of only 66 m, is the shortest rail line of its kind in the world¹⁰⁶. It was officially opened on 8 October 1890. Until 1934, it was powered by steam traction, and then by electricity. In the same year, 1890, a new station building was completed and opened in Rijeka. The architect of the building was Ferenc Pfaff¹⁰⁷, the chief designer of the Hungarian Royal Railways for railway stations. The station is located right next to the port facilities of the main seaport of what was then Hungary, and now Croatia. Two years later, on October 2, 1892, Zagreb Državni Kolodvor - the Zagreb State Station¹⁰⁸, which today bears the name Zagreb Main Station, was opened. It was also built according to drawings by Ferenc Pfaff. It is now the largest passenger station in Croatia. Two years later, next to the Zagreb Državni kolodvor, the main facility for the maintenance, repair, and production of railway vehicles of the Hungarian MÁV¹⁰⁹ was built, from which the Janko Gredelj factory later developed. Before that, as early as 1878, a smaller workshop began operating. It was a central place for the maintenance of vehicles of the Hungarian Royal Railways, primarily steam locomotives, located halfway between Budapest and the Adriatic coast, specifically Rijeka. In Rijeka, at the mouth of the Rječina River, in Mrtvi kanal (the Dead Channel), a swing bridge was built in 1896, unique in Croatia¹¹⁰ and beyond, which enabled the crossing of trains from Brajdica to the Rijeka railway station, and by moving westward if necessary, also the passage of vessels. The very end of the 19th century was marked by the construction of several vicinal railways, among which those that in 1894 connected Bjelovar from the direction of Križevci¹¹¹, and Požega from the direction of Našice and Osijek, as well as Pleternica and the Nova Kapela-Batrina railway station, stand out¹¹². Although electrification of railways had not yet begun in Croatia in the 19th century, it was first implemented on the Rijeka tram on November 7, 1899¹¹³. 50 Logo Londonskog metroa/London Underground logo Prvi elektrificirani metro u Londonu 1890./ The first electrified Underground in London, 1890 London Transport Museum, 1998-84917/London Transport Museum, 1998-84917 Baltimore Belt Line/Baltimore Belt Line FOTO/PHOTO BY: Kopiersperre Forth Bridge dug 2,5 km dovršen 1890., najveći konzolni most/ The Forth Bridge, 2.5 km long, completed in 1890, the largest cantilever bridge FOTO/PHOTO BY: Ian Dick Central Peruvian Railway dovršen 1893./Central Peruvian Railway completed in 1893 FOTO/PHOTO BY: David Gubler Prijevoz vlakova trajektom do Sicilije i u Messinskom tjesnacu/ Transport of trains by ferry to Sicily and across the Strait of Messina FOTO/PHOTO BY: Borna Abramović 51 Kolodvor Randazzo na Circumetnei/Randazzo station on the Circumetnea FOTO/PHOTO BY: Borna Abramović Budimpeštanski metro otvoren 1896. kao drugi najstariji na svijetu/ Budapest Metro opened in 1896, the second oldest in the world MMKM-KGY-127 01, Mađarski željeznički muzej/ MMKM-KGY-127 01, Hungarian Railway Museum Na Peloponezu 1896. otvorena uskotračna zupčasta željeznica Diakofto — Kalavryta/ On the Peloponnese in 1896 the narrow-gauge rack railway Diakofto–Kalavryta was opened FOTO/PHOTO BY: Zoe 52 Vijadukt Manari na jedinstvenoj Peloponeškoj željeznici, izgrađen 1898./Manari viaduct on the unique Peloponnese railway, built in 1898 IZVOR/SOURCE: Grčke željeznice/Greek Railways Tramvaj Santa Teresa u Rio de Janeiru, pokrenut 1896./ Santa Teresa tram in Rio de Janeiro, launched in 1896 FOTO/PHOTO BY: Dennis Jarvis 52 Zagrebačka uspinjača, najkraća na svijetu/ Zagreb funicular, the shortest in the world FOTO/PHOTO BY: Goran Kekić Prostori bivše tvornice Gredelj, čiji početci sežu u 1894./ Premises of the former Gredelj factory, whose origins date back to 1894 FOTO/PHOTO BY: Marin Mićunović Vozni red Gutmannove željeznice između Osijeka i Noskovaca iz 1917./Timetable of the Gutmann railway between Osijek and Noskovci from 1917 HŽM, ZVR/HŽM, ZVR 53 Zagreb Glavni kolodvor/Zagreb Main Station FOTO/PHOTO BY: Marin Mićunović Okretni most u Rijeci iz 1896./Swing bridge in Rijeka from 1896 HŽM/HŽM Okretni most u Rijeci iz 1896./Swing bridge in Rijeka from 1896 FOTO/PHOTO BY: Marin Mićunović Riječki električni tramvaj pokrenut 7. 11. 1899./ Rijeka electric tram launched on 7/11/1899 FOTO/PHOTO BY: Antonija Celin Situacija Zagreb Glavnog kolodvora/Plan of Zagreb Main Station HŽM, ZTD, 52. kutija, 43/114/HŽM, ZTD, box 52, 43/114 54 IZNIMNI PRUŽNI OBJEKTI U SVIJETU I HRVATSKOJ, GDJE SE ŠIRE USKOTRAČNE PRUGE (1900. – 1909.) EXCEPTIONAL RAILWAY FACILITIES IN THE WORLD AND CROATIA, WHERE NARROW-GAUGE RAILWAYS WERE EXPANDING (1900 – 1909) Inženjeri uvijek tragaju za rješenjima koja su učinkovita, efektivna i ekonomična u putničkome prijevozu, no put od ideje do realizacije često je dugotrajan. Takav je bio slučaj i s visećom željeznicom (Schwebebahn) u Wuppertalu.¹¹⁴ Taj tehnički poduhvat zahtijevao je prevladavanje brojnih izazova. Wuppertal, smješten u uskoj dolini rijeke Wupper, razvio je snažnu industriju, od tekstilne do kemijske. Razvoj industrije privukao je mnogobrojne stanovnike, što je stvorilo potrebu za učinkovitim prometnim sustavom. Ograničeni prostor, rastuće stanovništvo, širenje industrije i politika zajednički su potaknuli donošenje odluke o gradnji viseće željeznice. Čitava trasa, duga 13,3 kilometra, puštena je u promet 1903. te neometano prometuje već dulje od 120 godina. Osamdeset posto trase nalazi se iznad rijeke Wuppera. Ta inovacija pratila je povijesne promjene grada, preživjela svjetske ratove, ali je bila i pokretač pozitivnog razvoja, posebno šezdesetih godina 20. stoljeća. U posljednjih petnaestak godina projekt je u cijelosti obnovljen: renovirani su trasa i stajališta, a u promet su uvedena i moderna vozila generacije 15 s novim sustavom upravljanja ETCS razine 2+. Taj sustav omogućuje maksimalnu brzinu od 60 km/h i interval polazaka vlakova od samo tri minute. Danas se visećom željeznicom preveze 82 000 putnika na dan. Postala je simbol Wuppertala, privlačeći posjetitelje iz cijelog svijeta jer na jedinstven način povezuje tehnologiju, funkcionalnost i estetiku.¹¹⁵ Radi povezivanja izoliranih jugoistočnih alpskih zajednica s ostatkom Švicarske i Europe izgrađena je željeznička pruga Albula – Bernina kojom upravlja Retska željeznica (RhB).¹¹⁶ Pruga započinje u St. Moritzu, a završava u Italiji, u gradiću Tiranu. Na ruti Albulske željeznice između Tiefencastela i Filisura nalazi se vijadukt Landwasser, jedan od najimpresivnijih građevinskih pothvata u Švicarskoj. Vijadukt se nalazi u kantonu Graubündenu, visok je 65 m, dug 136 m, a izgrađen je od prirodnog vapnenca. U promet je pušten 1. srpnja 1903. Sastoji se od šest velikih lukova i završava impresivnim ulazom u tunel isklesanim u stijeni planine Landwassera. Vijadukt Landwasser spoj je funkcionalnosti i estetike te je s vremenom postao simbol švicarskoga preciznog inženjerstva. Danas je ključna atrakcija panoramskog vlaka Glacier Express i privlači ljubitelje arhitekture, povijesti i prirodnih ljepota. Prepoznat je i na svjetskoj razini te je 7. srpnja 2008. upisan na UNESCOov popis zaštićene spomeničke svjetske baštine.¹¹⁷ Dolina Valtellina, koja se nalazi u alpskome području talijanske pokrajine Lombardije, od 4. rujna 1902. svjetski je poznata po prvoj u cijelosti elektrificiranoj željezničkoj pruzi.¹¹⁸ Ta pruga povezuje gradiće Lecco i Sondrijo i duga je 66 kilometara. U kontekstu vremena elektrifikacija željezničke pruge imala je čitav niz izazova i prepreka, no zahvaljujući inženjerskim vizionarima tvrtke Ganz iz Budimpešte odabran je sustav napajanja od 3000 V s frekvencijom od 15 Hz. Elektrifikacija je bila odgovor na izazove korištenja parnih lokomotiva u alpskim područjima poput strmih uspona, zavoja i ograničene opskrbe gorivom i vodom. Uspješna elektrifikacija pokazala je mnoge prednosti: veću energetsku učinkovitost, tiši pogon te Engineers keep seeking solutions that are efficient, effective and economical in passenger transport, but the path from idea to realisation is often long-lasting. This was also the case with the Wuppertal suspension railway (Schwebebahn¹¹⁴). This technical feat required overcoming numerous challenges. Wuppertal, located in the narrow valley of the Wupper River, developed a strong industry, ranging from textiles to chemicals. Industry growth attracted many residents, creating a need for an efficient transport system. Limited space, a growing population, the expansion of industry, and politics, all together prompted the decision to build a suspension railway. The entire route, 13.3 kilometres long, was opened in 1903 and has been operating without interruption for more than 120 years. Eighty per cent of the route is located above the Wupper River. This innovation has followed the historical changes of the city, survived the world wars, and also served as a catalyst for positive development, especially in the 1960s. Over the last fifteen years, the project has undergone complete renovation: the route and stops have been upgraded, and new generation 15 vehicles equipped with the new ETCS level 2+ control system have been introduced. This system allows a maximum speed of 60 km/h and train departure intervals of just three minutes. Today, the suspension railway carries 82,000 passengers per day. It has become a symbol of Wuppertal, attracting visitors from around the world because it uniquely combines technology, functionality, and aesthetics¹¹⁵. The Albula–Bernina railway, operated by the Rhaetian Railway (RhB)¹¹⁶, was built to connect the isolated southeastern Alpine communities with the rest of Switzerland and Europe. The line begins in St. Moritz and ends in Italy, in the town of Tirano. On the Albula Railway route between Tiefencastel and Filisur, there is the Landwasser Viaduct, one of the most impressive engineering projects in Switzerland. Located in the canton of Graubünden, the viaduct is 65 m high, 136 m long, and made of natural limestone. It was opened on July 1, 1903. The structure features six large arches and ends with an impressive entrance to a tunnel carved into the rock of the Landwasser mountain. The Landwasser Viaduct combines functionality and aesthetics and has become a symbol of Swiss precision engineering over time. Today, it is a key attraction of the Glacier Express panoramic train and draws visitors interested in architecture, history, and natural beauty. It is also recognized worldwide, and on July 7, 2008, it was added to the UNESCO World Heritage List¹¹⁷. The Valtellina valley, located in the Alpine region of the Italian province of Lombardy, has been world famous since September 4, 1902 for having the world's first fully electrified railway line¹¹⁸. This line connects the towns of Lecco and Sondrio and measures 66 kilometres in length. In the context of the time, electrifying the railway faced many challenges and obstacles, but thanks to the engineering visionaries at the Ganz company in Budapest, a 3000 V power supply system with a frequency of 15 Hz was selected. Electrification offered a so- 55 smanjenje štetnih emisija i operativnih troškova. Osim toga omogućila je bolju prilagodbu uspinjanju po strmim nagibima, što je bilo ključno u planinskome području. Prugom Valtellina postavljeni su temelji šire elektrifikacije željezničkih pruga diljem Europe. I grad koji nikad ne spava, New York, uključio se u obaranje rekorda u željezničkome prometu te je 10. lipnja 1903. počela izgradnja Grand Central Terminala, puno poznatijeg kao Grand Central Station.¹¹⁹ Kolodvor se smjestio na Manhattanu, između 42. ulice i Park Avenuea, a nakon deset godina intenzivnih radova službeno je otvoren 2. veljače 1913. Projekt su izradile arhitektonske tvrtke Warren & Wetmore i Reed & Stem. Kolodvor je izgrađen u neoklasicističkome stilu s prepoznatljivim pročeljem i glavnom dvoranom, poznatom po svodu ukrašenome konstelacijama. S 44 perona i 67 kolosijeka, koji su svi u cijelosti elektrificirani, Grand Central najveći je željeznički kolodvor na svijetu. Velika tehnička inovacija bila je organizacija prometnog sustava na dvije razine, čime je maksimalno iskorišten prostor i omogućena protočnost putnika. Uz prometnu funkciju kolodvor je stekao i kulturnu ulogu jer je postao simbol američkoga urbanog razvoja i povijesnog nasljeđa. Krajem 20. stoljeća suočio se s prijetnjama rušenja, no zahvaljujući javnim inicijativama, uključujući one Jacqueline Kennedy Onassis, kolodvor je očuvan i prošao temeljitu obnovu 1998. Danas Grand Central Station nije samo prometno središte, već turistička atrakcija te simbol inovacije, povijesti i arhitektonske ljepote New Yorka. Carska Rusija, najveća država na svijetu, brzo je uvidjela moć željeznice u razvoju i upravljanju državom. U najistočnijemu gradu Carstva, Vladivostoku, 31. svibnja 1891., kada je budući car Nikola II. ceremonijalno položio temeljni kamen, službeno je započela izgradnja Transsibirske pruge.¹²⁰ Pruga je građena s kolosijekom širine 1524 mm, što je postao standard Carske Rusije, no i svih država sljednica. Ta monumentalna pruga koja povezuje Moskvu s Vladivostokom proteže se na nevjerojatnih 9289 kilometara te je najduža željeznička pruga na svijetu. Njezina je izgradnja bila podijeljena na četiri dionice. Izgradnja prve dionice, zapadnosibirske, započela je 1891., dok je sjeverni dio usurijske dionice (od Vladivostoka do rijeke Usurije) završen 1897. Dionica između Čeljabinska i Omska otvorena je za promet 1896., a srednjosibirska dionica završena je 1899. Radovi su bili vrlo izazovni zbog nepristupačnih terena i klimatskih uvjeta (sibirske zime), često su ih ručno izvodili najamni radnici, seljaci, zatvorenici i vojnici. Premda je velik dio pruge, u duljini od oko 7000 kilometara, bio funkcionalan i pušten u promet 14. srpnja 1904., time nije bila završena cijela trasa jer još nije bila završena amurska dionica. Pruga je u cijelosti dovršena tek 5. listopada 1916., čime je omogućena neprekidna željeznička veza između Moskve i Vladivostoka. U istome razdoblju car Aleksandar III. imenovao je Sergeja Wittea za ministra puteva i komunikacija, što je bio važan iskorak u modernizaciji Carske Rusije. Witte je prepoznao stratešku moć željeznice odnosno željezničke mreže kao osnovu za gospodarski razvoj zemlje te utvrdio tarife za prijevoz robe, što je dovelo do velike dobiti željeznica, a Sergej Witte poslije je promoviran u ministra financija. Danas je pruga simbol tehnoloških i strateških dostignuća, povezuje sedam vremenskih lution to the difficulties of using steam locomotives in Alpine areas, such as steep climbs, curves, limited fuel and water supplies. Successful electrification has shown many advantages, including greater energy efficiency, quieter operation, and reduced harmful emissions and operating costs. It also enabled better handling of steep slopes, which was crucial in a mountainous area. The Valtellina line laid the foundations for the wider electrification of railways throughout Europe. The city that never sleeps, New York, also joined in breaking records in railway traffic. So on June 10, 1903, construction began of Grand Central Terminal, better known as Grand Central Station¹¹⁹. Located in Manhattan, between 42nd Street and Park Avenue, the station took ten years of intensive work, before officially opening on February 2, 1913. The project was designed by the architectural firms Warren & Wetmore and Reed & Stem. Built in neoclassical style with a distinctive facade and a main hall, known for its vault decorated with constellations. With 44 platforms and 67 tracks, all of which are fully electrified, Grand Central is the largest railway station in the world. A major technical innovation was the organisation of the transport system into two levels, maximising the use of space and facilitating the flow of passengers. Beyond its transport purpose, the station also acquired a cultural role, as it became a symbol of American urban development and historical heritage. In the late 20th century, it faced threats of demolition, but thanks to public initiatives, including those of Jacqueline Kennedy Onassis, the station was preserved and underwent a major renovation in 1998. Today, Grand Central Station stands not just as a transport hub, but also as a tourist attraction and a symbol of the innovation, history, and architectural beauty of New York City. Imperial Russia, the world’s largest country, quickly recognised the power of railways in the development and governance of the state. In the easternmost city of the Empire, Vladivostok, on May 31, 1891, when the future Tsar Nicholas II ceremonially laid the foundation stone, construction of the Trans-Siberian Railway¹²⁰ officially began. The railway was built with a gauge of 1524 mm, which became the standard gauge of Imperial Russia, as well as of all its successor states. This monumental line connecting Moscow to Vladivostok stretches for an incredible 9,289 kilometres and is the longest railway in the world. Its construction was divided into four sections. Construction of the first section, the West Siberian, began in 1891, while the northern part of the Ussuri section (from Vladivostok to the Ussuri River) was completed in 1897. The section between Chelyabinsk and Omsk was opened in 1896, and the Central Siberian section was completed in 1899. The work was very challenging due to the inaccessible terrain and climatic conditions (Siberian winters), and was often carried out manually by hired workers, peasants, prisoners, and soldiers. Although a large part of the railway, about 7,000 kilometres long, was functional and opened on July 14, 1904, this did not complete the entire route, as the Amur section had not yet been completed. The railway was not fully completed until October 5, 1916, enabling an uninterrupted rail link between Moscow and Vladivostok. During the same period, Tsar Alexander III appointed Sergei Witte as Minister 56 zona i ključna je prometna arterija Rusije odnosno poveznica Azije i Europe.¹²¹ Prvo desetljeće 20. stoljeća u Europi bilo je obilježeno izgradnjom velikog broja vrlo važnih geotehničkih i konstruktorskih objekata, a jedan od njih jest vijadukt Brusio na Berninskoj pruzi, u švicarskome kantonu Graubündenu, izgrađen kao kružni kameni vijadukt kako bi se savladali strmi usponi.¹²² Pruga je puštena u promet 1. srpnja 1908. Vijadukt ima promjer od 110 m, dug je 142 m, a maksimalni nagib pruge iznosi sedam posto. Izgrađen je od lokalnoga kamena i sastoji se od devet lukova, svaki raspona od 10 m, čija struktura omogućava ravnomjernu raspodjelu masa i siguran prolazak vlakova. Rješenje u obliku kružnog vijadukta osmišljeno je kako bi se omogućilo postupno penjanje ili spuštanje, čime je izbjegnuta potreba za dugim tunelima ili ekstremnim nagibima. Njegov dizajn ne samo da poboljšava funkcionalnost, nego pruža spektakularan pogled na alpski krajolik. Vijadukt Brusio je zbog svoje tehničke, povijesne i estetske vrijednosti uvršten na UNESCO-ov popis svjetske baštine 7. srpnja 2008. Danas je je glavna atrakcija panoramskog vlaka Bernina Express.¹²³ Jednako kao i u svijetu, i na području Hrvatske u to su vrijeme u promet pušteni neki vrlo važni pružni objekti, među kojima se ponajviše ističe tunel Brajdica u Rijeci dug 1837,9 m, koji je u promet pušten 27. ožujka 1900. Zahvaljujući svojoj spiralnoj izvedbi pod kutom od 315° i s nagibom od 25 promila te dva odzračnika,¹²⁴ i danas je raritetan u svjetskim razmjerima. Njime je riješen problem visinske razlike između prilazne pruge gradu Rijeci te lučkih kolosijeka na Brajdici, do kojih se od otvorenja pruge do Rijeke 1873. pa sve do 1900. moralo voziti po principu zig-zag sve do kolodvora u Rijeci, odakle se teretne vagone vuklo kroz riječku Rivu, odnosno kroz samo središte grada. Navedeni je tunel imao posebno važnu ulogu u vrijeme dok je na Rječini bila granica Kraljevine Italije i Kraljevine SHS/ Jugoslavije jer je omogućavao prilazak teretnih vlakova do luke unutar državnih granica.¹²⁵ U to su vrijeme izgrađeni još neki posebni tuneli, među kojima treba izdvojiti tunel Paulovac, dug 360 m, na pruzi između Bjelovara i Kloštra, koji je za promet otvoren 2. siječnja 1900.,¹²⁶ a koji je poseban zbog tehnike gradnje podzidavanjem, što je svojstveno za izgradnju tunelskih rovova u rudnicima. Godine 1905. u promet je puštena i pruga Osijek – Đakovo – Strizivojna-Vrpolje,¹²⁷ čime je dovršena željeznička veza između Mađarske te Bosne i Hercegovine na današnjemu međunarodnom koridoru RH3. Godinu poslije, 27. kolovoza 1906., dovršena je i pruga od Vojnog Siska, danas Sisak Capraga, do Karlovca, čija je dionica do Vrginmosta u promet puštena već 29. srpnja 1903.¹²⁸ Međutim, prvo desetljeće 20. stoljeća u Hrvatskoj su uz produljenje dionica postojećih pruga obilježili izgradnja i puštanje u promet više uskotračnih pruga, s kolosijecima širine 760 mm, koje su odigrale neprocjenjivu ulogu u društvenome i gospodarskome razvoju područja na kojemu su se nalazile. Iako su tijekom 20. stoljeća bile postupno ukidane, njihovo je nasljeđe i danas sveprisutno. Prva od tih pruga bila je puštena u promet 16. siječnja 1901. između Zagreba i Samobora,¹²⁹ dobivši naziv Samoborček. Glavno svojstvo te uskotračne pruge bila je njezina duljina od 19,6 km s osam stajališta te mostom preko Save kod Podsuseda, koji je ispočetka bio željezničko-cestovni.¹³⁰ Pruga of Roads and Communications, which was an important step in the modernisation of Imperial Russia. Witte recognised the strategic power of the railway, i.e. the railway network, as the basis for the country's economic development and established tariffs for the transport of goods, which led to large profits for the railways, and Sergei Witte was later promoted to Minister of Finance. Today, the railway is a symbol of technological and strategic achievements, connecting seven time zones and representing a key transport artery of Russia, that is, the link between Asia and Europe.¹²¹ The first decade of the 20th century in Europe was marked by the construction of a large number of very important geotechnical and structural structures, one of which is the Brusio Viaduct on the Bernese Oberland in the Swiss canton of Graubünden, built as a circular stone viaduct to overcome steep gradients¹²². The line was opened on July 1, 1908. The viaduct had a diameter of 110 m, was 142 m long, and had a maximum gradient of seven per cent. It was built of local stone and consisted of nine arches, each 10 m in span, whose structure allowed for an even distribution of masses and the safe passage of trains. The viaduct solution, in the form of a circle, was conceived to allow for gradual ascent or descent, thus avoiding the need for long tunnels or extreme gradients. Its design not only improves functionality but also provides spectacular views of the Alpine landscape. Due to its technical, historical, and aesthetic value, the Brusio Viaduct was included in the UNESCO World Heritage List on July 7, 2008. Now it is the main attraction of the Bernina Express panoramic train¹²³. Just as in the world, some very important railway facilities were put into service in Croatia at that time, among which the most notable is the Brajdica tunnel in Rijeka, 1837.9 m long. It was put into service on March 27, 1900. Thanks to its spiral design at an angle of 315° and with a gradient of 25 per mille and two vents¹²⁴, it still represents a rarity on a global scale. It solved the problem of the height difference between the access railway to the city of Rijeka and the port tracks on Brajdica, to which, from the opening of the railway to Rijeka in 1873 to 1900, it was necessary to drive in a zig-zag manner all the way to the station in Rijeka, from where freight wagons were hauled through Rijeka's Riva, that is, through the very city centre. The tunnel played a particularly important role at the time, when the Rječina River represented the border between the Kingdom of Italy and the Kingdom of Serbs, Croats, and Slovenes/Yugoslavia, as it enabled freight trains to reach the port within the state borders.¹²⁵ At that time, some other special tunnels were built, among which the Paulovac tunnel, 360 m long, on the railway between Bjelovar and Klošter, opened on January 2, 1900¹²⁶. It was special because of its construction technique of supporting walls, which is typical for the construction of tunnel trenches in mines. In 1905, the Osijek – Đakovo – Strizivojna-Vrpolje railway¹²⁷ was also put into service, thus completing the railway link between Hungary and Bosnia and Herzegovina on the current international corridor RH3. A year later, on August 27, 1906, the railway from Vojni Sisak, today Sisak Caprag, to Karlovac was completed, the section of which to Vrginmost was al- 63 Transandska željeznica otvorena 1908., s nagibom od 5,5 %/ Trans-Andean Railway opened in 1908, with a gradient of 5.5% FOTO/PHOTO BY: Kate Tann Ulični vlak u Hanoiju/Street-running train in Hanoi FOTO/PHOTO BY: Steve Knight Željeznica Matheran Hill u Indiji, otvorena 1907./ Matheran Hill Railway in India, opened in 1907 FOTO/PHOTO BY: Guntunpalli Karunakar Prolazak vlakova na pruzi Roma — Fiuggi 1968./ Train in transit along the Roma-Fiuggi railway 1968 Archivo Fondazione FS Italiane/Archivo Fondazione FS Italiane Postojeći dio uskotračne pruge u Rimu, koji vodi do Giardinettija/ Existing section of the narrow-gauge line in Rome, which leads to Giardinetti FOTO/PHOTO BY: Josip Kajinić Solkanski most u Sloveniji, izgrađen 1906., s najvećim kamenim lukom na svijetu/ The Solkan Bridge in Slovenia, built in 1906 with the largest stone arch in the world FOTO/PHOTO BY: Kristina Pavlović 64 Padine bivše uskotračne pruge kod Dubrovnika/ Embankments of the former narrow-gauge line near Dubrovnik FOTO/PHOTO BY: Josip Kajinić Željeznička stručno-zanatska škola, danas Tehnička škola Zagreb/ Railway vocational school, today the Technical School Zagreb FOTO/PHOTO BY: Borna Abramović Vozni red Parenzane 1917./Timetable of the Parenzana, 1917 HŽM, ZVR/HŽM, ZVR Zagreb Državni kolodvor 1900./Zagreb State Station 1900 HŽM, FOT/HŽM, FOT Nacrt spiralnog tunela Brajdica u Rijeci/ Plan of the spiral tunnel Brajdica in Rijeka HŽM, ZTD, 51. kutija, 45/3/ HŽM, ZTD, box 51, 45/3 Tunel Mihanići u Konavlima/Mihanići tunnel in Konavle FOTO/PHOTO BY: Josip Kajinić 65 Vetminov most s burobranima na dionici Sinjske rere/Vetmin Bridge with windbreak barriers on the Sinj railway section FOTO/PHOTO BY: Josip Kajinić Viadukt Freski na trasi Parenzane/Freski viaduct on the Parenzana route FOTO/PHOTO BY: Ivan Zupanc 66 POJAVA I ŠIRENJE NOVIH OBLIKA VUČE, NOVI OBJEKTI I PRVI SVJETSKI RAT (1910. – 1919.) THE EMERGENCE AND SPREAD OF NEW FORMS OF TRACTION, NEW FACILITIES, AND THE FIRST WORLD WAR (1910–1919) U segmentu željezničke vuče Rudolf Diesel je s Adolfom Kloseom i tvrtkom Gebrüder Sulzer iz Švicarske 9. kolovoza 1906. osnovao tvrtku Diesel-Sulzer-Klose GmbH radi razvoja i proizvodnje dizelskih lokomotiva. Tvrtka je bila pionir konstrukcije dizelske tehnologije, a Sulzer je proizvodio dizelske motore još od 1898. Pruske državne željeznice (Preußische Staatseisenbahnen) naručile su od te tvrtke dizelsku lokomotivu 1909., što je bio važan korak u primjeni te, u to vrijeme nove tehnologije u željezničkome prometu. Lokomotiva je prošla testiranja na trasi između Winterthura i Romanshorna u Švicarskoj, a isporučena je u Berlin u rujnu 1912.¹³⁷ Prva dizelska lokomotiva imala je masu od 95 tona, snagu od 883 kW (1184 KS) i postizala je maksimalnu brzinu od 100 km/h. Iako tehnički napredna, imala je probleme s pouzdanosti kao što su pregrijavanje i nepouzdan mehanički prijenos, pogotovo tijekom 1913. Početak Prvoga svjetskog rata 28. srpnja 1914. prekinuo je njezino daljnje testiranje i razvoj, čime je zaustavljen napredak te tehnologije.¹³⁸ Unatoč ograničenome uspjehu Diesel-Sulzer-Kloseova lokomotiva ostaje povijesni pionirski pothvat koji je otvorio put široj primjeni dizelske tehnologije u željezničkome prometu,¹³⁹ pogotovo nakon Drugoga svjetskog rata. Istodobno je u jeku ratnih zbivanja, točnije 22. listopada 1917., u Australiji izgrađena pruga Trans Australian Railway Line, jedna od najvažnijih željezničkih linija u Australiji. Linija povezuje Port Augustu u Južnoj Australiji s Kalgoorliejem u Zapadnoj Australiji, prelazeći sušni i nepregledni Nullarbor Plain. Izgradnja te pruge, duge 1692 km, započela je 14. rujna 1912. kao nacionalni projekt povezivanja zapadnog dijela Australije sa središnjim i istočnim regijama zemlje. Pruga je bila strateški i politički ključna u jačanju nacionalne povezanosti nakon što su se australske kolonije ujedinile u federacije 1901. Tehnički je ruta jedinstvena zbog ravnine od 478 km, najduže neprekinute ravne željezničke dionice na svijetu. Prvotno je izgrađena s kolosijecima standardne širine od 1435 mm te je omogućila lakši prijevoz robe i putnika kroz negostoljubivo područje. I danas je ta pruga životno važna za australsku ekonomiju i turizam jer se na njoj pružaju usluge poznatim vlakovima poput Indian Pacifica koji omogućuje spektakularna putovanja između Sydneya i Pertha.¹⁴⁰ Prvi svjetski rat, poznat i kao Veliki rat, vođen je od 28. srpnja 1914. do 11. studenoga 1918.¹⁴¹ Bio je to globalni sukob najvećih svjetskih sila podijeljenih u dva saveza: Antantu (Velika Britanija, Francuska, Rusija, poslije i Italija, Sjedinjene Američke Države, Bugarska) i Centralne sile (Njemačka, Austro-Ugarska, Osmansko Carstvo, Bugarska). Rat je započeo nakon atentata na austrougarskog prestolonasljednika Franza Ferdinanda u Sarajevu 28. lipnja 1914., što je izazvalo lančani učinak deklaracija rata. Glavna bojišta bila su Zapadni front (dvostruka linija rovova koja se protezala od Belgije do Francuske), Istočni front (između Rusije i Centralnih sila) i druge regije poput Balkana, Bliskog istoka i Afrike. Rat je bio prvi industrijalizirani sukob, u kojemu su tenkovi, zrakoplovi, podmornice, otrovni plinovi i mitraljezi našli široku primjenu. Ratovanje u rovovima uzrokovalo je velike ljudske gubitke. Bilo je mobiliziIn the railway traction segment, on August 9, 1906, Rudolf Diesel founded the Diesel-Sulzer-Klose company with Adolf Klose and the Gebrüder Sulzer company from Switzerland, to develop and produce diesel locomotives. The company was a pioneer in the construction of diesel technology, and Sulzer had been producing diesel engines since 1898. The Prussian State Railways (Preußische Staatseisenbahnen) ordered a diesel locomotive from the company in 1909, which was an important step in the application of this, at that time, new technology in railway transport. The locomotive passed tests on the route between Winterthur and Romanshorn in Switzerland and was delivered to Berlin in September 1912¹³⁷. The first diesel locomotive had a mass of 95 tons, a power of 883 kW (1,184 hp), and reached a maximum speed of 100 km/h. Although technically advanced, it suffered from reliability problems such as overheating and unreliable mechanical transmission, especially in 1913. The outbreak of World War I on July 28, 1914, interrupted further testing and development, halting the progress of the technology¹³⁸. Despite its limited success, the Diesel-Sulzer-Klose locomotive remains a historic pioneering effort that paved the way for the broader application of diesel technology in rail transport¹³⁹, especially after World War II. At the same time, amid the war, on October 22, 1917, the Trans Australian Railway Line, one of the most important railway lines in Australia, was built. The line connects Port Augusta in South Australia with Kalgoorlie in Western Australia, crossing the arid and vast Nullarbor Plain. Construction of the 1,692 km long line began on September 14, 1912 as a national project to connect the western part of Australia with the central and eastern regions of the country. The line was strategically and politically crucial in strengthening national cohesion after the Australian colonies were united into a federation in 1901. Technically, the route is unique because of its 478 km of straight track, the longest continuous railway straight section in the world. Originally built with standard gauge 1435 mm tracks, it facilitated the movement of goods and passengers through the inhospitable terrain. Currently, the line remains vital to Australia's economy and tourism, operating trains such as the Indian Pacific, which offers spectacular journeys between Sydney and Perth¹⁴⁰. The First World War, also known as the Great War, was fought from July 28, 1914, to November 11, 1918.¹⁴¹ It was a global conflict between the major global powers, divided into two alliances: the Entente (Great Britain, France, Russia, and later Italy, the United States, and Bulgaria) and the Central Powers (Germany, Austria-Hungary, the Ottoman Empire, Bulgaria). The war began after the assassination of the Austro-Hungarian heir to the throne Franz Ferdinand, in Sarajevo on June 28, 1914, which caused a chain reaction of declarations of war. The main battlefields were the Western Front (a double line of trenches stretching from Belgium to France), the Eastern Front (between Russia and the Central Powers), and other regions such as the Balkans, the Middle East, and Africa. The war was the first industrialised conflict, in which the tanks, aircraft, submarines, poison gas, and machine guns were 67 rano više od 70 milijuna vojnika, a poginulo je više od 8,5 milijuna ljudi uz još nekoliko milijuna ranjenih. Prvi svjetski rat imao je katastrofalan utjecaj na civilno stanovništvo zbog gladi, zračnih napada i epidemija poput epidemije španjolske gripe. Pad Ruskog Carstva uzrokovala je ruska Oktobarska revolucija 1917., dok su se Austro-Ugarska Monarhija i Osmansko Carstvo raspali nakon rata. Rat je završio 11. studenoga 1918. kapitulacijom Centralnih sila. Primirje je potpisano u vagonu broj 2419D koji je tijekom Prvoga svjetskog rata koristio francuski maršal Ferdinand Foch.¹⁴² Prije rata bio je to vagonski restoran u sastavu vlakova poznate tvrtke Compagnie Internationale des Wagons-Lits (CIWL) koji su vozili između Pariza i Atlantskog oceana. Vagon je bio i mjesto u kojemu je potpisana kapitulacija Francuske u Drugome svjetskom ratu. Izvorni je vagon uništen u Drugome svjetskom ratu, a replika se nalazi u muzeju šume Compiègne, čuvajući sjećanje na oba povijesna trenutka. Prvi svjetski rat preoblikovao je geopolitičku kartu svijeta i donio neviđene društvene, političke i tehnološke promjene.¹⁴³ U desetljeću koje je obilježio Prvi svjetski rat prvi događaj koji je obilježio to razdoblje na području Hrvatske bio je početak prometovanja električnih tramvaja u Zagrebu 18. kolovoza 1910.,¹⁴⁴ iz kojeg će se kasnije razviti najveća tramvajska mreža u Hrvatskoj dulja od 116 km i s kolosijecima širine 1000 mm. Dana 23. studenoga iste godine u promet je puštena pruga od Vinkovaca, preko Gaboša do Osijeka, čime su Vinkovci postali najveće željezničko čvorište u Hrvatskoj,¹⁴⁵ jer su se u kolodvoru Vinkovci uz prugu iz smjera Osijeka spajale i pruge iz smjera Zagreba i Slavonskog Broda s prugom iz smjera Vukovara, Tovarnika te Srbije, s prugom iz smjera Gunje te Bosne i Hercegovine te s prugom iz smjera Županje.¹⁴⁶ Nastavak desetljeća, neposredno pred početak rata, obilježilo je dovršavanje dvaju vrlo važnih pružnih objekata. Godine 1913. dovršen je lokomotivski depo s 22 garaže kružnog oblika, smješten uz pripadajuću okretnicu, a koji su u današnjemu obliku izgrađeni u gradskome predjelu Mlaci u Rijeci.¹⁴⁷ Taj je kompleks i danas najveći takve vrste u Hrvatskoj, ali i u široj regiji, te s izostankom njegove nekadašnje prvotne namjene može biti idealno mjesto, po uzoru na brojne dobre primjere u svijetu, za smještaj željezničkih vozila muzejske namjene. Iste godine kada je otvoren depo u Rijeci, 25. listopada u Zagrebu u promet je pušten prvi željeznički podvožnjak u Hrvatskoj,¹⁴⁸ i to onaj u Miramarskoj ulici duljine 21,81 m, koji je s četiri prometna traka te s pratećim bočnim nogostupima omogućio prolazak vozila i pješaka ispod pruge.¹⁴⁹ To je bio začetak postupnoga deniveliranja prometa u glavnome gradu Hrvatske, što je (bilo) neophodno zbog sve većeg povećanja opsega cestovnog prometa koji je otežavao normalan tijek željezničkog prometa. Za Prvoga svjetskog rata željeznica je imala vojnu svrhu, zbog čega je počela i intenzivna gradnja pruge prema Dalmaciji.,¹⁵⁰ Počele su se graditi i druge pruge pa je 18. lipnja 1916. u promet puštena i posljednja vicinalna pruga u Austro-Ugarskoj Monarhiji, i to 12 km duga pruga od stajališta Hum-Lug kod Zaboka do Gornje Stubice.¹⁵¹ Po završetku Prvoga svjetskog rata i s raspadom Monarhije, 1. studenoga 1918. izdana je Uredba Narodnog vijeća Države SHS¹⁵² o osnivanju Generalnog ravnateljstva željeznica Države SHS u Zagrebu, koje će widely used. Trench warfare resulted in significant human losses. Over 70 million soldiers were mobilised, and over 8.5 million people died, with several million more wounded. World War I had a catastrophic impact on the civilian population due to famine, air raids, and epidemics such as the Spanish flu epidemic. The fall of the Russian Empire was caused by the Russian October Revolution of 1917, while the Austro-Hungarian Monarchy and the Ottoman Empire disintegrated after the war. The war ended on November 11, 1918, with the surrender of the Central Powers. The armistice was signed in a carriage number 2419D, which French Marshal Ferdinand Foch used¹⁴² during World War I. Before the war. It was a dining car on the trains of the famous Compagnie Internationale des WagonsLits (CIWL) that operated between Paris and the Atlantic Ocean. The carriage was also the site where France's surrender was signed during World War II. The original carriage was destroyed in World War II, and a replica is housed in the Compiègne Forest Museum, preserving the memory of both historical moments. World War I transformed the geopolitical landscape and led to unprecedented social, political, and technological changes.¹⁴³ During the decade marked by the First World War, the first significant event in Croatia was the start of electric tram traffic in Zagreb on August 18, 1910¹⁴⁴. This event led to the development of the largest tram network in Croatia, which later extended over 116 km and featured tracks that were 1000 mm wide. On November 23 of that year, the line from Vinkovci, via Gaboš to Osijek, was put into service, making Vinkovci the largest railway junction¹⁴⁵ in Croatia. This is because Vinkovci station connects not only the line from Osijek but also lines from Zagreb and Slavonski Brod with the line from Vukovar, Tovarnik, and Serbia, along with the line from Gunja and Bosnia and Herzegovina, as well as the line from Županja¹⁴⁶. The continuation of the decade, immediately before the start of the war, was marked by the completion of two very important railway facilities. In 1913, a locomotive depot with 22 circular garages was completed, situated next to the associated turntable, which was built in its current form in the Mlaci district of Rijeka¹⁴⁷. This complex remains the largest of its kind in Croatia and the wider region. Without its original purpose, it can serve as an ideal place - drawing inspiration from many successful examples worldwide - for housing railway vehicles for museum purposes. The same year the depot opened in Rijeka, on October 25, the first railway underpass¹⁴⁸ in Croatia was opened in Zagreb, specifically in Miramarska ulica. 21.81 m long, with four traffic lanes and accompanying side sidewalks, it made possible the passage of vehicles and pedestrians under the tracks.¹⁴⁹ This was the beginning of the gradual grade-separation of traffic in the Croatian capital, which has been necessary due to the increasing volume of road traffic, disrupting the normal flow of railway traffic. During World War I, the railway served a military purpose, which is why intensive construction of the railway towards Dalmatia¹⁵⁰ began. Other railways also began to be built, and on June 18, 1916, the last vicinal railway in the Austro-Hungarian Monarchy was put into service, a 12 km long railway from 48 68 Prva dizelska vuča u svijetu, Winterthur — Romasborn/The first diesel traction in the world, Winterthur–Romanshorn Verlage-AG der akademischen tehnischen Vereine, 61.-62., 1913./Verlage-AG der akademischen technischen Vereine, 61–62, 1913 zatim postati dio Jugoslavenskih državnih željeznica (JDŽ). I u novonastaloj državnoj tvorevini nastavljena je izgradnja pruge prema Dalmaciji te je promet revitaliziran. Godine 1919. kroz Zagreb Glavni kolodvor počeo je prometovati vlak Simplon Orient Express, jedan od svjetski najpoznatijih ekskluzivnih turističkih vlakova koji je tada povezivao Pariz i francusku sjevernu morsku obalu, posredno i London, s Istanbulom. Kroz Alpe prolazio je kroz 19 km dug dvokolosiječni tunel Simplon, po kojemu je i dobio naziv.¹⁵³ S vremenom je u smjeru istoka dobio više ruta kojima je prometovao. Kroz Hrvatsku je prolazio preko Zagreba, Slavonskog Broda i Vinkovaca iz smjera Ljubljane prema Beogradu ili prema Subotici pa kroz Mađarsku i Rumunjsku. the Hum-Lug station near Zabok to Gornja Stubica¹⁵¹. After the end of World War I and the collapse of the monarchy, on November 1, 1918, the Decree of the People's Council of the State of SHS¹⁵² was issued to establish Generalno ravnateljstvo željeznica Države SHS - the General Directorate of Railways of the State of SHS in Zagreb, which later became part of the Yugoslav State Railways (JDŽ). In the newly created state, construction of the railway towards Dalmatia also continued, and traffic was revitalized. In 1919, the Simplon Orient Express train, one of the world's most famous exclusive tourist trains, which at the time connected Paris and the French northern coast, and indirectly also London, with Istanbul, began operating through Zagreb Main Station. Through the Alps it passed through the 19 km long double-track Simplon Tunnel, after which it was named¹⁵³. Over time, it gained more routes heading east, which it operated. It passed through Croatia via Zagreb, Slavonski Brod and Vinkovci, coming from Ljubljana towards Belgrade or towards Subotica and then through Hungary and Romania. 69 Trans Australian Railway; 1917. otvorena 478 km duga ravna dionica, najduža takva na svijetu/ Trans-Australian Railway, in 1917 a 478 km long straight section was opened, the longest of its kind in the world Australian Railways, State Library in Queensland/Australian Railways, State Library in Queensland Ligne de Cardegne u Pirenejima, dovršena 1910./Ligne de Cerdagne in the Pyrenees, completed in 1910 FOTO/PHOTO BY: Luis Ignacio Alonso 70 Compiègne Wagon, mjesto potpisivanja završetka Prvog svjetskog rata/Compiègne wagon, the place of signing the end of the First World War FOTO/PHOTO BY: Jean de Lauxois Portuglaski predsjednički vlak, u prometu od 1910., najdugovječniji takav primjerak u svijetu/ Portuguese presidential train, in service since 1910, the longest-lived such example in the world IZVOR/SOURCE: Fondacija Muzeja Portugalskih željeznica, FMNFENT 00001-1/ Foundation of the Portuguese Railway Museum, FMNFENT 00001-1 71 Početak električnog tramvaja u Zagrebu 1910./Start of electric tram service in Zagreb, 1910 Arhiv ZET-a/ZET Archives Kolodvor Virpazar, na najstarijoj, uskotračnoj pruzi u Crnoj Gori/ Virpazar station, on the oldest narrow-gauge line in Montenegro HŽM, FOT/HŽM, FOT 72 Vozni red Simplon Orient Expressa, primjer iz 1950./Simplon Orient Express timetable, example from 1950 HŽM, ZVR/HŽM, ZVR Oznaka JDŽ/JDŽ emblem HŽM/HŽM 79 Tunel Sinac dug 2273,6 m, najdulji u Hrvatskoj, izgrađen 1920./ The longest in Croatia, the Sinac tunnel 2,273.6 m long, built in 1920 FOTO/PHOTO BY: Marin Mićunović Pogoni tvornice Đuro Đaković, osnovane 1921./ Workshops of the Đuro Đaković factory, started in 1921 FOTO/PHOTO BY: Marin Mićunović Nadstrešnica kolodvora u Sisku, jedina nad cijelim kolodvorom u Hrvatskoj/ Canopy of the station in Sisak, the only one covering an entire station in Croatia HŽM/HŽM Most Ćupković dovšen 1925., najveći masivni u Hrvatskoj/ Ćupković Bridge completed in 1925, the largest masonry bridge in Croatia FOTO/PHOTO BY: Marin Mićunović Svečani doček vlaka u Kninu 25. 7. 1925. prilikom dovršetka pruge do Dalmacije/Ceremonial reception of the train in Knin on 25/7/1925 upon completion of the line to Dalmatia HŽM, FOT/HŽM, FOT Lokomotiva serije 01, najčešća u upotrebi Srpskih, a zatim Željeznica Kraljevine SHS/Jugoslavije/ Class 01 locomotive, the most commonly used by Serbian Railways and then the Railways of the Kingdom of SHS/Yugoslavia IZVOR/SOURCE: Dragan Jovanović 80 DALJNJI RAZVOJ ŽELJEZNICE U SVIJETU I U HRVATSKOJ (1930. – 1939.) FURTHER DEVELOPMENT OF RAILWAYS IN THE WORLD AND IN CROATIA (1930 – 1939) Zbog povećanja potreba za mobilnosti stanovništva u Njemačkoj je razvijen vlak Leteći Hamburžanin (Fliegender Hamburger).¹⁶⁴ Vlak je proizveden pod serijom DRG SVT 877 i bio je prvi visokobrzinski dizelski električni motorni vlak na svijetu. Proizveden je 1932. za Njemačke državne željeznice (Deutsche Reichsbahn) te je primjer tehnološkog napretka u međuratnome razdoblju. Postizao je maksimalnu brzinu od 160 km/h, a za pogon su služili dizelski motori Maybach od 302 kW (405 KS), uz prijenos snage pomoću električnog sustava. Vlak je imao kapacitet 98 putnika, a unutrašnjost je pružala visok stupanj udobnosti, uključujući klimatizaciju, što je bilo vrlo inovativno za to doba. Vlak je bio dug 41,92 metra i imao je masu od 85 tona. Izveden je kao dvodijelni, vrlo naglašenih aerodinamičkih linija te je prvi put upotrijebljeno postolje Jakobs. Postolje Jakobs jest inovativan sustav za okretna postolja koji je nazvan po njemačkome inženjeru Wilhelmu Jakobsu. Dakle, umjesto da svaki vagon ima svoja postolja na oba kraja, postolje Jakobs omogućuje da dva vagona dijele jedno postolje. Taj je koncept rezultirao manjom ukupnom masom vlaka, višom razinom stabilnosti vlaka odnosno višom razinom sigurnosti i nižim troškovima održavanja zbog smanjenog broja postolja. Danas se postolje Jakobs koristi u mnogim modernim vlakovima poput njemačkog ICE-a, francuskog TGV-a, hrvatskog Končara i drugih elektromotornih vlakova. Sustav je posebno koristan u vlakovima velikih brzina i motornim kompozicijama zbog svoje učinkovitosti. U svoje je vrijeme Leteći Hamburžanin bio najbrži vlak na svijetu za redovitu liniju, a relaciju Hamburg – Berlin od 286 kilometara prelazio je za samo 138 minuta, uključujući zaustavljanja. Upotrijebljen je kao model za buduće generacije brzih vlakova i utro put za razvoj modernih željeznica velikih brzina u Europi.¹⁶⁵ Napredak je uslijedio i na američkome kontinentu. Burlington Zephyr, poznat i kao Pioneer Zephyr, bio je prvi uspješan dizelelektrični putnički vlak u Sjedinjenim Američkim Državama, simbol nove ere u željezničkome prometu tijekom tridesetih godina prošlog stoljeća.¹⁶⁶ Taj legendarni vlak, izgrađen u tvornici Budd Company za željezničku tvrtku Chicago, Burlington and Quincy Railroad (CB&Q), predstavljen je 1934. i ubrzo je postavio standarde za tzv. aerodinamički dizajn, brzinu i učinkovitost. Njegovo aerodinamično kućište i moderna tehnologija potaknuli su intenzivan razvoj putničkih vlakova, osobito u konkurenciji automobila i zrakoplova. Prva vožnja Burlington Zephyra bila je organizirana 26. svibnja 1934. na čuvenome promotivnom putovanju poznatom kao „Utrka od sumraka do zore“ (Dawn-to-Dusk Dash). Zephyr je prešao udaljenost od 1633 kilometra između Denvera i Chicaga za tada nevjerojatnih 13 sati i pet minuta i prosječnom brzinom od 124 km/h. Burlington Zephyr sagrađen je od laganoga nehrđajućeg čelika, što je omogućilo znatno smanjenje mase, dok je vlak zadržavao robusnost i izdržljivost. Bio je to trodijelni vlak koji je između vagona koristio postolje Jakobs. Pogonio ga je dizelski motor Winton 201A, koji je razvijao snagu od 660 konjskih snaga, a prenosio ju je električni sustav tvrtke General Electric. Zahvaljujući svojemu aerodinamičnom obliku mogao je postići maksimalnu brzinu od 181 km/h. Kapacitet vlaka bio je 72 putnika, a imao je moderno uređenu unutrašnjost, što je Due to the growing demand for population mobility, the Flying Hamburger train¹⁶⁴ (Fliegender Hamburger) was developed in Germany. The train was produced under the DRG SVT 877 series and was the world's first high-speed diesel-electric multiple unit. It was built in 1932 for the German State Railways (Deutsche Reichsbahn) and exemplifies technological progress during the interwar period. It could reach a top speed of 160 km/h and was powered by 302 kW (405 hp) Maybach diesel engines, with power transmission through an electrical system. The train had a capacity of 98 passengers, and its interior provided a high level of comfort, including air conditioning, which was a very innovative feature for the time. The train was 41.92 meters long and had a mass of 85 tons. It was designed as a two-part, with very pronounced, aerodynamic lines, and was the first to use the Jakobs bogie. The Jakobs bogie is an innovative bogie system named after the German engineer Wilhelm Jakobs. So, instead of each carriage having its own bogie at both ends, the Jakobs bogie allows two carriages to share one bogie. This concept led to a lower total train mass, increased train stability, enhanced safety, and reduced maintenance costs due to fewer bogies. Today, the Jakobs bogie is used in many modern trains such as the German ICE, the French TGV, the Croatian Končar, and other electric trains. The system is especially useful in highspeed trains and multiple units because of its efficiency. At its time, the Flying Hamburger was the fastest train in the world for a regular line, covering the 286-kilometre Hamburg– Berlin route in just 138 minutes, including stops. It was used as a model for future generations of high-speed trains and paved the way for the development of modern high-speed railways in Europe¹⁶⁵. Progress continued on the American continent as well. The Burlington Zephyr, also known as the Pioneer Zephyr, was the first successful diesel-electric passenger train in the United States, symbolising a new era in rail transport during the 1930s¹⁶⁶. Built by the Budd Company for the Chicago, Burlington and Quincy Railroad (CB&Q), this legendary train was introduced in 1934 and quickly established the standard for aerodynamic design, speed, and efficiency. Its streamlined housing and modern technology fuelled the rapid growth of passenger trains, especially in competition with automobiles and aeroplanes. The Burlington Zephyr made its first run on May 26, 1934, on a famous promotional trip known as the “Dawn-to-Dusk Dash.” The Zephyr covered the 1,000-mile (1,633 km) distance between Denver and Chicago in a then-incredible 13 hours and five minutes at an average speed of 77 mph (124 km/h). The Burlington Zephyr was constructed of lightweight stainless steel, which allowed for significant mass reduction while maintaining its strength and durability. It was a three-part train that used a Jakobs bogie between the carriages. It was powered by a Winton 201A diesel engine, which developed a power of 660 horsepower, and was transmitted by an electrical system from General Electric. Thanks to its aerodynamic design, it could reach a maximum speed of 181 km/h. The train had a capacity of 72 passengers and had a modern interior, which included air conditioning. Now, the 81 uključivalo i klimatizaciju. Danas se izvorni Burlington Zephyr čuva u Muzeju znanosti i industrije (Museum of Science & Industry) u Chicagu kao podsjetnik na jednu od najvažnijih inovacija u povijesti željezničkog prometa, posebno na američkome kontinentu. Tridesete godine 20. stoljeća poznate su i po tome što je u to vrijeme u promet puštena i danas najkraća željeznička mreža jedne države u svijetu, sa standardnom širinom kolosijeka od 1435 mm. Riječ je o Vatikanskim željeznicama, koje su u promet službeno puštene 2. listopada 1934. na pruzi na kojoj su probne vožnje testirane već 1932.¹⁶⁷ Pruga je izgrađena na temelju akata Lateranskih sporazuma potpisanih 11. veljače 1929. između Kraljevine Italije i Svete Stolice,¹⁶⁸ a kojima je Vatikan dobio svoju državnost te su uređeni svi odnosi sa susjednom Italijom, tako i oni gospodarske prirode, koji uključuju regulaciju prometa, u ovome slučaju onog željezničkog. Radovi na izgradnji te pruge započeli su u travnju 1929. te je uz prijamnu kolodvorsku zgradu i pristupni vijadukt izgrađeno 300 m pruge s ukupno 1270 m kolosijeka, izvlačnim tunelom te čeličnim vratima za ulazak u kolodvor. Tridesete godine 20. stoljeća nisu prošle ni bez iznimno važnog pothvata u Engleskoj, kolijevci željeznice. Leteći Škot (Flying Scotsman) jedna je od najpoznatijih i najvažnijih parnih lokomotiva u povijesti željeznica i ikona britanske inženjerske i kulturne baštine.¹⁶⁹ Izgrađena je 1923. u tvornici Doncaster Works za London and North Eastern Railway (LNER). Prva je dobila službeni broj 4472 i naziv po prestižnome brzom vlaku koji je povezivao London i Edinburgh. Flying Scotsman postavio je brojne rekorde i simbolizira zlatno doba parnog pogona. Lokomotivu je dizajnirao slavni inženjer Sir Nigel Gresley kao dio svoje serije A1, a bila je namijenjena za vuču brzih odnosno luksuznih ekspresnih vlakova. Odmah po puštanju u promet Flying Scotsman postao je svjetski poznata lokomotiva. Jedan od njezinih najvećih uspjeha zabilježen je 30. studenoga 1934. kada je postala prva lokomotiva na svijetu koja je postigla brzinu od 100 milja na sat (161 km/h), što ju je učinilo simbolom brzine i tehnologije tog razdoblja. Flying Scotsman jest parna lokomotiva serije A1¹⁷⁰, a poslije je nadograđena na serije A3. Pokreću je veliki parni kotao i dva cilindra. Njezina ukupna masa iznosi 96 tona, a karakteriziraju je pogonski kotači promjera 2,03 metra. Ne samo da je bila tehnološki i kulturni simbol Velike Britanije, već je postala svjetski poznata tijekom svojih međunarodnih turneja, uključujući one u SAD-u i Australiji, gdje je postavila rekord najduže ne prekidne vožnje parne lokomotive na ruti od 679 kilometara. Danas je jedan od najvažnijih muzejsko-restauriranih vlakova i dio kolekcije Nacionalnog muzeja željeznica u Yorku. Lokomotiva nastavlja voziti posebnim turističkim rutama.¹⁷¹ U istom je desetljeću još jedna parna lokomotiva iz Engleske ostavila iznimno dubok trag postavivši rekorde. Lokomotiva Mallard (LNER Class A4 No. 4468) jedna je od najpoznatijih parnih lokomotiva u povijesti i simbol britanskoga inženjerskog genija.¹⁷² Dizajnirao ju je slavni inženjer Sir Nigel Gresley. Postala je svjetski poznata po postavljanju apsolutnoga svjetskog brzinskog rekorda za parne lokomotive, koji se održao do danas. Lokomotiva pripada seriji A4, poznatoj po aerodioriginal Burlington Zephyr is housed in the Museum of Science and Industry in Chicago as a reminder of one of the most significant innovations in the history of railway transport, especially on the American continent. The 1930s are also notable for the fact that, at that time and today, the shortest railway network of a single country in the world was put into service, featuring a standard gauge of 1,435 mm. These are the Vatican Railways, which were officially put into service on October 2, 1934, on a line where test runs had already taken place in 1932¹⁶⁷. The line was built based on the Lateran Treaties signed on February 11, 1929 between the Kingdom of Italy and the Holy See¹⁶⁸, which granted the Vatican its statehood and regulated all relations with neighbouring Italy, including those of an economic nature, which include the regulation of traffic, in this case, railway traffic. Construction on this railway began in April 1929. In addition to the station reception building and access viaduct, 300 meters of line were built, along with a total of 1,270 meters of track, a turnout tunnel, and steel gates for entering the station. The 1930s did not pass without an exceptionally important undertaking in England, the cradle of railways. The Flying Scotsman is one of the most famous and important steam locomotives in railway history, and an icon of British engineering and cultural heritage¹⁶⁹. It was built in 1923 at Doncaster Works for the London and North Eastern Railway (LNER). The first was assigned the official number 4472 and it was named after the prestigious high-speed train that connected London and Edinburgh. The Flying Scotsman set numerous records and symbolises the golden age of steam propulsion. The locomotive was designed by the famous engineer Sir Nigel Gresley as part of his A1 series and was intended to haul highspeed, or luxury express trains. Immediately after its putting into service, the Flying Scotsman became a world-famous locomotive. One of its greatest successes was recorded on November 30, 1934 when it became the first locomotive in the world to reach a speed of 100 miles per hour (161 km/h), which made it a symbol of speed and technology of the period. The Flying Scotsman is a steam locomotive of the A1 series¹⁷⁰ and was later upgraded to the A3 series. It is powered by a large steam boiler and two cylinders. Its total mass is 96 tons, and it is characterised by driving wheels with a diameter of 2.03 meters. Not only was it a technological and cultural symbol of Great Britain, but it also gained worldwide fame during its international tours, including those in the USA and Australia, where it set the record for the longest continuous run of a steam locomotive on a route of 679 kilometres. Today, it is one of the most important restored trains in the York National Railway Museum collection. The locomotive continues to run along special tourist routes¹⁷¹. During the same decade, another steam locomotive from England made a significant impact by setting records. The Mallard locomotive (LNER Class A4 No. 4468) is one of the most renowned steam locomotives in history and a symbol of British engineering genius¹⁷². It was designed by the famous engineer Sir Nigel Gresley. It became world famous for setting 82 namičnome dizajnu i impresivnim performansama. Brzinski je rekord Mallard postavio 3. srpnja 1938. Na ravnoj pružnoj dionici mjesta Little Bythama i Essendinea, u blizini Granthama u Engleskoj, dostigla je nevjerojatnu brzinu od 126 milja na sat (202,58 km/h). Taj rekord učinilo je mogućim nekoliko čimbenika: aerodinamični oblik lokomotive, snažan parni pogonski sustav te precizno dizajnirani veliki pogonski kotači promjera 2,03 metra. Mallard ima dvocilindarski pogonski sustav uz dodatni cilindar, što je povećavalo njegovu snagu. Lokomotiva ima masu od 165 tona s punim spremnikom vode i goriva. Aerodinamičan oblik dao je lokomotivi jedinstven i prepoznatljiv izgled, a tamnoplava boja (tzv. garter blue) učinila je Mallard elegantnim i lako prepoznatljivim. Nakon više desetljeća rada umirovljena je 1963., a danas je dio kolekcije Nacionalnog muzeja željeznica u Yorku. Italija je također tijekom tridesetih godina 20. stoljeća intenzivno radila na modernizaciji željezničkog sustava. Tako je u cijelosti modernizirana i elektrificirana središnja željeznička veza Italije Milano – Bologna – Firenca – Rim – Napulj. Elektrifikacija je izvedena istosmjernim sustavom od 3000 V. Tijekom modernizacije javila se potreba za izgradnjom odgovarajućeg vlaka. Tehničko sveučilište u Torinu je primjenom čelika u planiranju te aerodinamičkih tunela u krajnjoj konstrukciji razvilo vlak vrlo naprednog izgleda i visoke razine funkcionalnosti. Proizvodnju vlakova preuzela je tvornica Società Italiana Ernesto Breda iz Milana. Serija vlaka bila je ETR 200. ETR jest skraćenica za električni brzi vlak, a brojka 200 predviđala je maksimalnu brzinu vlaka.¹⁷³ Vlak je konfiguriran kao elektromotorna garnitura sastavljena od triju vagona i četiriju postolja, a od kojih su dva bila tada vrlo moderna postolja Jacobs. Vlak je dug 62,8 metara, masa mu iznosi 116,8 tona, snaga 1050 kW, a redovita maksimalna brzina 160 km/h. Ukupno je proizvodno 18 vlakova, a Drugi svjetski rat zaustavio je njegovu daljnju proizvodnju. Dana 20. srpnja 1939. postignut je brzinski rekord na pruzi Firenza – Milano od 203 km/h. Garnitura je sačuvana u izvornome i voznome stanju. Najveće promjene u željezničkome prometu u Hrvatskoj u tome desetljeću dogodile su se 21. travnja 1936. nakon što je u promet puštena elektrovučna postaja i kada su vlakovi na pruzi iz smjera Pivke prema Rijeci počeli voziti na temelju električne vuče.¹⁷⁴ Prugu je elektrificirala talijanska tvrtka Ferrovie dello Stato (FS), pod čijom se željezničkom upravom u međuraću nalazila ta pruga. Pruga je pritom elektrificirana naponom od 3 kV istosmjerne struje. Dvije godine poslije, točnije 20. srpnja 1938., u promet su prvi put na području Hrvatske uvedene i dizel-motorne putničke garniture proizvedene u Tvornici vagona, strojeva i mostova d.d., a od 1947. u tvornici Đuro Đaković, namijenjene prometu po uskotračnim prugama s kolosijecima širine 760 mm.¹⁷⁵ Na prugama prema Dubrovniku bile su u prometu sve do šezdesetih godina 20. stoljeća, kada su zamijenjene serijom 802. Iste godine u Zagreb Glavnom kolodvoru ugrađen je elektromehanički signalno-sigurnosni uređaj sustava VES Siemens & Halske, prvi takve vrste u Hrvatskoj, proizveden u Njemačkoj, koji je zamijenio dotadašnje svjetlosne i mehaničke postavne uređaje.¹⁷⁶ Kraj četvrtog desetljeća 20. stoljeća obilježila je izgradnja i 1939. dovršetak novoga dvokolosiječnog mosta dugog 317 m preko Save u Zathe absolute world speed record for steam locomotives, a record that has stood to this day. The locomotive is part of the A4 series, recognised for its aerodynamic design and impressive performance. Mallard set the speed record on July 3, 1938. On a straight section of track between Little Bytham and Essendine, near Grantham, England, it reached an incredible speed of 126 miles per hour (202.58 km/h). This record was made possible by several factors: the locomotive's aerodynamic shape, its powerful steam propulsion system, and its precisely designed large driving wheels, with a diameter of 2.03 metres. Mallard had a two-cylinder propulsion system with an extra cylinder, which increased its power. The locomotive had a mass of 165 tons with a fully loaded water and fuel tank. The aerodynamic shape gave the locomotive a unique and distinctive look, and the dark blue colour (so-called garter blue) made Mallard elegant and easily recognisable. After several decades of operation, it was retired in 1963, and now it is part of the collection at the National Railway Museum in York. Italy also worked intensively during the 1930s to modernise its railway system. Thus, the central railway connection of Italy, Milan - Bologna - Florence - Rome - Naples, was completely modernised and electrified. Electrification was carried out with a direct current system of 3000 V. During the modernization, the need arose to build an appropriate train. The Technical University of Turin, using steel in the planning and aerodynamic tunnels in the final construction, designed a train with a very advanced appearance and a high level of functionality. The Società Italiana Ernesto Breda factory in Milan took over the production of the trains. The train series was ETR 200. ETR stands for electric express train, and the number 200 indicates the predicted maximum speed of the train¹⁷³. The train was configured as an electric motor set consisting of three carriages and four bogies, two of which were Jacobs bogies, highly modern at the time. The train was 62.8 meters long, weighed 116.8 tons, had a power of 1050 kW, and a regular maximum speed of 160 km/h. A total of 18 trains were produced, and World War II stopped their further production. On July 20, 1939, a speed record of 203 km/h was achieved on the Florence–Milan line. The set has been preserved in its original and operational condition. The most significant changes in railway traffic in Croatia during that decade occurred on April 21, 1936, after the electric traction station was put into operation, and when trains on the line from Pivka to Rijeka began to operate on electric traction¹⁷⁴. The line was electrified by the Italian company Ferrovie dello Stato (FS), which managed the line during the interwar period. The line was electrified with a voltage of 3 kV direct current. Two years later, specifically on July 20, 1938, diesel-engine passenger sets manufactured at the Tvornica vagona, strojeva i mostova d.d., and from 1947 at the Đuro Đaković factory, were introduced into service for the first time on narrow-gauge lines with a 760 mm gauge¹⁷⁵ in Croatia. They were in service on the lines to Dubrovnik until the 1960s, when they were replaced by the 802 series. That same year, a VES Siemens & Halske electromechanical signalling and safety device of the VES Siemens & Halske system, the first of its 83 U Njemačkoj po prvi put u prometu EMU Fliegender Hamburger/In Germany, the EMU Fliegender Hamburger enters service for the first time DB Museum, Inv. No. 2018.002540/DB Museum, Inv. No. 2018.002540 grebu, koji je izveden s prepoznatljivom Langerovom gredom.¹⁷⁷ Riječ je o tada najvećemu mostu takve vrste u Europi i svijetu. Ima dva kolosijeka, pri čemu je zapadni onaj koji se na južnoj obali Save odvaja prema Karlovcu, dok se istočni odvaja prema Sisku. Istodobno s izgradnjom mosta počelo je razdoblje izgradnje dvokolosiječnih pruga, koje je započelo iz smjera Slovenije, preko Zaprešića do Zagreba. kind in Croatia, was installed at Zagreb Main Station. It was manufactured in Germany and replaced the previous lighting and mechanical signalling devices¹⁷⁶. The construction and completion of a new 317 m long double-track bridge over the Sava River in Zagreb, which was built with the recognisable Langer girder¹⁷⁷, marked the end of the fourth decade of the 20th century in 1939. It was the largest bridge of its kind in both Europe and the world at that time. It has two tracks. The western one branches off towards Karlovac on the southern bank of the Sava River, while the eastern one branches off towards Sisak. At the same time as the construction of the bridge, the period of construction of double-track railways began, from the direction of Slovenia, via Zaprešić to Zagreb. 84 U promet 2. 10. 1934. puštena najkraća mreža željeznica standardnog kolosijeka, u Vatikanu/On 2/10/1934 the shortest standard-gauge railway network was opened, in the Vatican FOTO/PHOTO BY: Josip Kajinić Od 1932. do 1944. u prometu najkraća mreža uskotračnih željeznica na svijetu, u San Marinu/From 1932 to 1944 the shortest narrow-gauge railway network in the world was in operation, in San Marino FOTO/PHOTO BY: Petar Kajinić Nacrt najstarijih primjera vagona za intermodalni promet/ Drawing of the earliest examples of wagons for intermodal transport HŽM, ZTD, 17. kutija, 25.2.01/ HŽM, ZTD, box 17, 25.2.01 Suvremeni intermodalni prijevoz/Modern intermodal transport HŽM, ZTD, 16. kutija, 34/1.07/HŽM, ZTD, box 16, 34/1.07 Intermodalni promet gotovo stoljeće od prvih početaka u Njemačkoj/ Intermodal transport almost a century after its beginnings in Germany FOTO/PHOTO BY: Borna Abramović Prva elektrificirana pruga u Australiji 1932./ The first electrified line in Australia, 1932 State Library NSW, SLNSW, FL 1638166/State Library NSW, SLNSW, FL 1638166 85 Flying Scotsman parna lokomotiva, prva koja je 30.11.1934. ostvarila brzinu od 100 milja na sat/ Flying Scotsman steam locomotive, the first to reach 100 mph on 30/11/1934 FOTO/PHOTO BY: Allan Harris Parna lokomotiva Mallard u prometu od 1938., s brzinom od 203 km/h najbrža parnjača u povijesti/ Mallard steam locomotive in service since 1938, at 203 km/h the fastest steam locomotive in history FOTO/PHOTO BY: Tony Hisgett 86 Šinobus Arpad tvornice Ganz iz 1930-ih, na pruzi Beč — Budimpešta/ Árpád railcar by Ganz from the 1930s, on the Vienna–Budapest line Mađarski željeznički muzej, MMKM-TFGY-1622.6/ Hungarian Railway Museum, MMKM-TFGY-1622.6 Okretnica s ložionicom u Torontu iz 1930-ih, od 2010. Željeznički muzej/ Turntable with engine shed in Toronto from the 1930s, a Railway Museum since 2010 FOTO/PHOTO BY: S. Shankar Telgarska slučka u Slovačkoj, višestruki spiralni tunel iz 1936./Telgárt loop in Slovakia, multi-spiral tunnel from 1936 FOTO/PHOTO BY: Borna Abramović Karakteristične parne lokomotive u Poljskoj u međuraću, Pm 36-1 i Pi-kna/ Characteristic steam locomotives in Poland in the interwar period, Pm36-1 and Pi-kna Stacja Museum, Helene Arch 1340-9/Stacja Museum, Helene Arch 1340-9 Model londonskog metroa iz 1938., prvi s električnom vučom na 3. tračnicu/ Model of the London Underground from 1938, the first with electric traction on the third rail London Transport Museum, 2003-20443/London Transport Museum, 2003-20443 87 Najpoznatiji primjer parne lokomotive mađarskog MAV-a/The best-known example of a steam locomotive of Hungarian MÁV Mađarski željeznički muzej, MMKM-TFGY-13.440-1/Hungarian Railway Museum, MMKM-TFGY-13.440-1 Depo Carris u Lisabonu 1939./Carris depot in Lisbon, 1939 Fotoarchiv Museo Carris, 92-B-3704/Fotoarchiv Museo Carris, 92-B-3704 48 88 Lokomotiva E 636, prva na električnu vuču u Hrvatskoj/ Locomotive E 636, the first with electric traction in Croatia FOTO/PHOTO BY: Josip Kajinić Aluminijski vlak DMU serije 802 za uskotračne pruge/ Aluminium DMU Class 802 for narrow-gauge lines HŽM, ZTD, 16. kutija, 34/1.01/HŽM, ZTD, box 16, 34/1.01 Elektromehanička signalizacija u Zagreb Glavnom kolodvoru, postavni stol/ Electro - mechanical signalling at Zagreb Main Station, lever frame FOTO/PHOTO BY: Borna Abramović Lokomotiva E 636, prva na električnu vuču u Hrvatskoj/ Locomotive E 636, the first with electric traction in Croatia HŽM, FOT/HŽM, FOT Elektrovučna postaja Matulji/Electric Traction Station FOTO/PHOTO BY: Josip Kajinić ETR 200, prvi električni vlak sa sustavom Jacobs/ ETR 200 – the first electric train with Jacobs tilting bogies Archivo Fondazione FS Italiane/Archivo Fondazione FS Italiane 95 Razaranja željeznice u Drugom svjetskom ratu/ Destruction of the railway in the Second World War IZVOR/SOURCE: Borna Abramović Razaranja željeznice u Drugom svjetskom ratu/ Destruction of the railway in the Second World War IZVOR/SOURCE: Borna Abramović Razaranja željeznice u Drugom svjetskom ratu/ Destruction of the railway in the Second World War IZVOR/SOURCE: Borna Abramović Razaranja željeznice u Drugom svjetskom ratu/ Destruction of the railway in the Second World War IZVOR/SOURCE: Borna Abramović Razaranja željeznice u Drugom svjetskom ratu/ Destruction of the railway in the Second World War IZVOR/SOURCE: Borna Abramović 96 Parna lokomotiva serije 62 donirane kroz projekt UNRRA/Class 62 steam locomotives donated through the UNRRA project FOTO/PHOTO BY: Josip Kajinić Oznaka JŽ/JŽ emblem HŽM/HŽM 97 Unutrašnjost Plavog vlaka/Blue Train interior FOTO/PHOTO BY: Borna Abramović Unutrašnjost Plavog vlaka/Blue Train interior FOTO/PHOTO BY: Borna Abramović 48 98 UBRZANI RAZVOJ ŽELJEZNICE U SVIJETU I HRVATSKOJ; ŠIRENJE DIZELSKE I DIZEL-ELEKTRIČNE VUČE (1950. – 1959.) ACCELERATED DEVELOPMENT OF RAILWAYS IN THE WORLD AND IN CROATIA; EXPANSION OF DIESEL AND DIESEL-ELECTRIC TRACTION (1950–1959) Nakon teških godina po završetku Drugog svjetskog rata pedesete godine prošlog stoljeća počele su nizom inovacija u željezničkome prometu. Prvi i jedinstveni metro s gumiranim kotačima uveden je u promet u Parizu 19. travnja 1951. na liniji 11.¹⁹⁰ Taj sustav, razvijen u suradnji RATP-a, Michelina i Renaulta, predstavljao je nov pristup metrosustavima, omogućujući udobniju vožnju, bolju vuču te sposobnost savladavanja strmijih nagiba i oštrijih zavoja. Uvođenje takvog rješenja u Parizu potaknuli su potreba za ekonomičnosti u poraću te za štednjom, jer je pneumatsko rješenje tada bilo puno povoljnije. Racionalizacija je uvjetovala i pronalaženje odgovarajućeg rješenja za problem vuče vlakova po prugama s različitim sustavima električnog napona. Tako je CC 6051, poslije poznata kao CC 20001, bila prva francuska dvosustavna električna lokomotiva izgrađena za SNCF (Francuske državne željeznica).¹⁹¹ To revolucionarno vozilo dizajnirano je za rad na dvama sustavima: od 20 kV i 50 Hz na eksperimentalnoj pruzi Aix-lesBains – Annecy – La Roche-sur-Foron, koji je u svibnju 1953. standardiziran na 25 kV i 50 Hz, te od 1,5 kV kao standardnome francuskom istosmjernom sustavu. Prva je lokomotiva predstavljena 9. rujna 1950. To je prva višesustavna lokomotiva na svijetu. Izgradili su je švicarski proizvođači SLM i MFO, a isporučena je u depo Chambéry. Prva vožnja bila je organizirana na dionici Aix-les-Bains – Annecy već 16. rujna 1950., dok je kompletna pruga do La Roche-sur-Forona za promet otvorena 10. svibnja 1951. Početkom 1952., točnije od 22. veljače do 23. ožujka, lokomotiva je testirana na njemačkoj pruzi Höllentalbahn, što je bio ključan trenutak za usvajanje višesustavne tehnologije u obje zemlje. Lokomotiva CC 20001 je već u testnome periodu prešla 460 000 kilometara bez većih poteškoća. Zbog uspjeha eksperimenta SNCF je naručio devet dodatnih lokomotiva serije CC 25000. Lokomotiva je povučena iz prometa u travnju 1980., nakon što je prešla nevjerojatnih 2 430 000 kilometara. Nakon što je povučena iz prometa, bila je smještena u depoe Clermont-Ferrand i Montluçon, a u 1999. bili su planirani njezina obnova i postavljanje izložbe u gradu La Roche-sur-Foronu. Zbog birokratskih poteškoća grad je odustao od projekta. Od 2005. vlasništvo nad CC 20001 preneseno je na udruženje Association pour la Préservation du Matériel Ferroviaire Savoyard (APMFS), koje ju je obnovilo izvana, a intenzivno se razmatra opcija njezine potpune funkcionalne restauracije. Novost koja je uvedena pedesetih godina 20. stoljeća bili su i autovlakovi (njem. Autoreisezug), koji su postali važan dio njemačkoga željezničkog sustava sredinom 20. stoljeća, kada je Deutsche Bundesbahn (DB) prepoznao potrebu za prijevozom putnika i njihovih automobila na dugim relacijama.¹⁹² Taj sustav omogućavao je putnicima da udobno putuju dok im se automobili prevoze na posebnim vagonima. Prvi autovlak u Njemačkoj službeno je pokrenut 1. srpnja 1956. na relaciji između Hamburga i Münchena. Ta inicijativa bila je dio šire modernizacije njemačkih željeznica nakon Drugoga svjetskog rata, kada je rast opsega automobilskog prometa u zemlji stvoAfter the hard years following the end of World War II, the 1950s saw a series of innovations in railway transport. The first and unique metro with rubber wheels was introduced in Paris on April 19, 1951, on line 11¹⁹⁰. This system, developed through collaboration between RATP, Michelin and Renault, represented a new approach to metro systems, enabling a more comfortable ride, improved traction, and the ability to handle steeper gradients and sharper turns. The introduction of such a solution in Paris was driven by the need for cost savings in the post-war period, as the pneumatic solution was much more affordable at the time. Rationalisation also required finding an appropriate solution to the problem of train traction on tracks with different electrical voltage systems. Thus, CC 6051, later known as CC 20001, was the first French dual-system electric locomotive built for the SNCF (French State Railways)¹⁹¹. This revolutionary vehicle was designed to operate on two systems: 20 kV and 50 Hz on the experimental line Aix-les-Bains – Annecy – La Roche-sur-Foron, which was standardized to 25 kV and 50 Hz in May 1953, and 1.5 kV as the standard French DC system. The first locomotive was introduced on September 9, 1950. It was the world's first multi-system locomotive. It was built by Swiss manufacturers SLM and MFO and delivered to Chambéry depot. The first run was organised on the Aix-les-Bains – Annecy section as early as September 16, 1950, while the entire line to La Roche-sur-Foron was opened on May 10, 1951. In early 1952, specifically from February 22 to March 23, the locomotive was tested on the German Höllentalbahn, marking a key moment for the adoption of multi-system technology in both countries. The CC 20001 locomotive had already covered 460,000 kilometres during the test period without any major issues. Due to the experiment's success, the SNCF ordered nine more CC 25000 series locomotives. The locomotive was withdrawn from service in April 1980 after covering an incredible 2,430,000 kilometres. After being withdrawn from service, it was stored in the depots of Clermont-Ferrand and Montluçon. In 1999, there were plans to restore it and set up an exhibition in the town of La Roche-sur-Foron. Due to bureaucratic difficulties, the city abandoned the project. Since 2005, ownership of CC 20001 has been transferred to the Association pour la Préservation du Matériel Ferroviaire Savoyard (APMFS), which has restored its exterior. The full restoration of its functionality is being actively considered. The innovation introduced in the 1950s was also the car train (German: Autoreisezug), which became an important part of the German railway system in the mid-20th century, when the Deutsche Bundesbahn (DB) recognised the need to transport passengers and their cars over long distances¹⁹². This system allowed passengers to travel comfortably while their cars were transported in special wagons. The first car train in Germany officially began operating on July 1, 1956, on the route between Hamburg and Munich. This initiative was part of a broader modernisation of German railways after World War II, 99 rio potrebu za učinkovitim prijevozom automobila. Usluga je odmah postala popularna jer je vozačima omogućavala da izbjegnu zamorno višednevno putovanje autocestama koje su još bile u razvoju. Tijekom sedamdesetih i osamdesetih godina 20. stoljeća autovlakovi su doživjeli vrhunac svoje popularnosti. Velik broj njemačkih obitelji koristio je tu vrstu prijevoza za putovanja prema jugu Europe, posebno u ljetnim mjesecima. Relacije autovlakova omogućavale su putovanje iz njemačkih gradova prema odredištima poput Verone, Firence, Züricha pa čak i Splita ili Atene. Najpoznatiji polazni kolodvori za autovlakove bile su Hamburg Altona, Düsseldorf, Berlin i München. Tehnički je sustav bio jednostavan: automobili su se ukrcavali na specijalne vagone u polaznim terminalima, dok su putnici putovali u pogodnim putničkim vagonima, pri čemu su mogli birati između vagona sa sjedalima ili ležajevima te spavaćih vagona. Tipične rute trajale su od osam do 12 sati. U drugoj polovini desetljeća nastavljen je razvoj novih električnih lokomotiva. Jedna od najpoznatijih eksperimentalnih električnih lokomotiva Francuskih državnih željeznica (SNCF) jest serija BB 9004.¹⁹³ Proizvedena je kao dio serije lokomotiva za razvoj električnog istosmjernog sustava 1,5 kV, koji je sredinom 20. stoljeća bio standard u Francuskoj. Lokomotivu BB 9004 proizvele su 1954. tvrtke Jeumont-Schneider i Le Matériel de Traction Électrique (MTE) za SNCF. Bila je poznata po svojemu osovinskom rasporedu Bo-Bo, što znači da je imala četiri pogonske osovine raspoređene na dvama postoljima. Osim što je bila u redovitome prometu, lokomotiva BB 9004 služila je za testiranja velikih brzina u sklopu istraživanja za unapređenje električnih lokomotiva. Najveći uspjeh postigla je u ožujku 1955. kada je sudjelovala u brzinskim testovima s lokomotivom CC 7107. Dana 29. ožujka 1955. lokomotiva BB 9004 postavila je svjetski brzinski rekord za električne lokomotive. Na posebno pripremljenoj testnoj dionici između gradova Bordeauxa i Daxa lokomotiva je postigla nevjerojatnu brzinu od 331 km/h. Tadašnji testovi bili su ključni za razumijevanje aerodinamičkih sila i električnih sustava pri velikim brzinama. Taj rekord bio je važan korak prema razvoju TGV (Train à Grande Vitesse) sustava u Francuskoj. BB 9004 koristi tradicionalne istosmjerne motore, ali optimirane za testiranje velikih brzina. Postavljanje rekorda bilo je posebno važno jer je pokazalo pouzdanost električne tehnologije u vremenu kada su u mnogim zemljama još uvijek dominirale parne lokomotive. Snaga lokomotiva iznosi 3500 kW, duga je 17 metara te ima masu od 80 tona. Danas je BB 9004 očuvana kao povijesna lokomotiva i izložena u Cité du Train (Muzeju željeznice) u Mulhouseu u Francuskoj. Osim što su se pojavile brojne inovacije vezane uz željeznička vozila, pojavile su se i one vezane uz pružne objekte. Harlem River Lift Bridge, poznat i kao Park Avenue Bridge, pušten je u promet 18. srpnja 1956. kako bi zamijenio izvorni okretni most izgrađen 1897.¹⁹⁴ Smješten između Manhattana i Bronxa, prelazi rijeku Harlem i ključna je poveznica za željezničku mrežu Metro-North Railroad, jer povezuje glavni njujorški kolodvor Grand Central Station s predgrađima sjeverno od grada. Most je čelične konstrukcije i dizajniran kao vertikalni podizni most, omogućujući neometan prolazak većih brodova pri podizanju when the growth of automobile traffic in the country created a need for efficient transport of cars. The service quickly gained popularity because it enabled drivers to avoid exhausting multi-day trips on the still-developing motorways. During the 1970s and 1980s, car trains reached their peak of popularity. Many German families used this mode of transport to travel to southern Europe, especially during the summer months. Car train routes allowed travel from German cities to destinations such as Verona, Florence, Zurich, or even Split or Athens. The most famous departure stations for car trains were Hamburg Altona, Düsseldorf, Berlin, and Munich. The technical system was simple: cars were loaded onto special carriages at departure terminals, while passengers travelled in suitable passenger carriages, with options for seats, berths, and sleeping arrangements. Typical routes took between eight and 12 hours. The development of new electric locomotives continued in the second half of the decade. One of the most famous experimental electric locomotives of the French National Railways (SNCF) is the BB 9004 series¹⁹³. It was produced as part of a series of locomotives for developing the 1.5 kV direct current system, which was the standard in France in the mid20th century. The BB 9004 locomotive was produced in 1954 by Jeumont-Schneider and Le Matériel de Traction Électrique (MTE) for the SNCF. It was known for its Bo-Bo axle arrangement, which means that it had four driving axles arranged on two bogies. In addition to being in regular service, the BB 9004 locomotive was used for high-speed testing as part of research into improving electric locomotives. Its greatest success was achieved on March 19, 1955, when it participated in speed tests with locomotive CC 7107. On March 29, 1955, locomotive BB 9004 set the world speed record for electric locomotives. On a specially prepared test section between the cities of Bordeaux and Dax, the locomotive reached an incredible speed of 331 km/h. The tests at the time were essential for understanding aerodynamic forces and electrical systems at high speeds. This record was an important step towards the development of the TGV (Train à Grande Vitesse) system in France. BB 9004 uses traditional DC motors but is optimised for high-speed testing. Setting the record was particularly important because it demonstrated the reliability of electric technology at a time when steam locomotives still dominated in many countries. The locomotive's power is 3,500 kW. It is 17 meters long and weighs 80 tons. Today, BB 9004 is preserved as a historic locomotive and is exhibited at the Cité du Train (Railway Museum) in Mulhouse, France. In addition to the numerous innovations related to railway vehicles, those concerning track facilities also emerged. The Harlem River Lift Bridge, also known as the Park Avenue Bridge, opened on July 18, 1956, to replace the original swing bridge built in 1897¹⁹⁴. Located between Manhattan and the Bronx, it crosses the Harlem River and serves as a key link for the Metro-North Railroad network, connecting New York City's Grand Central Station with the suburbs to the north. The bridge has steel construction and is designed as a vertical lift bridge, allowing the unhindered passage of larger ships when the central section is raised to a height of 130 feet (41 m). The 100 središnjeg dijela na visinu od 41 metar. Projekt koristi sustav električnog podizanja koji može podići središnji dio od 400 tona za nekoliko minuta. Most je dvokolosiječan, što omogućuje istodobni promet vlakova u oba smjera na glavnim linijama Hudson, Harlem i New Haven, kojima se svakodnevno vozi velik broj putnika. Unatoč modernizaciji tijekom godina osnovni dizajn ostao je nepromijenjen, a mostom se danas upravlja daljinski kako bi se prilagodio prometnim prioritetima. Harlem River Lift Bridge i dalje je vitalan dio njujorške željezničke i plovidbene mreže, spajajući učinkovitost i funkcionalnost, što ga čini jednim od važnijih inženjerskih dostignuća 20. stoljeća. Pedesete godine 20. stoljeća na području Hrvatske dovele su do najveće promjene u načinu prijevoza putnika odnosno u vuči vlakova zbog pojave vozila na dizel-motorni, dizel-hidraulični te dizel-električni pogon. Sve je započelo 1955. s pojavom prvih dizel-motornih vlakova serija 812 i 818, tzv. šinobusa,¹⁹⁵ njemačke proizvodnje koji su se od 1958. prema licenci nastavili proizvoditi i u pogonima u Jugoslaviji, a obilježili su gotovo cijelu drugu polovinu 20. stoljeća u putničkome prijevozu, ponajprije na lokalnim i regionalnim prugama. Istaknuli su se svojom ekonomičnošću. Vlakovi su najčešće bili sastavljeni od dvaju, a ponekad i od četiriju međusobno spojenih vozila, a poslije su na kraćim relacijama vozila i samo pojedinačna vozila. Po osamostaljenju Hrvatske ta su vozila dobila serijsku oznaku HŽ 7221.¹⁹⁶ Velika promjena u vuči vlakova dogodila se s pojavom dizel-hidrauličnih lokomotiva njemačke tvornice Krauss-Maffei, proizvedenih 1957. s oznakom D66,¹⁹⁷ čija su tri primjerka pod serijskom oznakom JŽ 761 1958. Jugoslavenske željeznice stavile u službu vuče Plavog vlaka. Za potrebe vuče ostalih vlakova uvezene su dizel-električne lokomotive, koje su se za potrebe željeznica u Jugoslaviji počele proizvoditi 1959. u američkoj tvornici General Motors, dobivši serijsku oznaku JŽ 661.¹⁹⁸ Nakon remonta u Tvornici željezničkih vozila Gredelj u Zagrebu 1991. dobile su oznaku HŽ 2061.¹⁹⁹ Poslije su uslijedile i brojne druge podserije s određenim razlikama u izvedbi i voznim karakteristikama. project uses an electric lifting system that can raise the 400ton central section in several minutes. The bridge is doubletrack, enabling trains to run in both directions at the same time on the Hudson, Harlem, and New Haven main lines, which daily carry many passengers. Despite modernisation over the years, the basic design has stayed the same, and the bridge is now remotely operated to adapt to traffic priorities. The Harlem River Lift Bridge remains a vital part of New York's rail and waterway network, combining efficiency and functionality, making it one of the most important engineering achievements of the 20th century. The 1950s in Croatia brought about the greatest change in the mode of passenger transport, or rather in train traction, due to the appearance of diesel-engine, diesel-hydraulic, and diesel-electric powered vehicles. It all began in 1955 with the emergence of the first diesel-engine trains of the 812 and 818 series, known as railbuses¹⁹⁵, made in Germany. These trains continued to be produced under license in Yugoslavian factories from 1958 as well, marking the passenger transport in nearly the whole second half of the 20th century, mainly on local and regional routes. They stood out for their economy. Trains were usually made up of two, and sometimes four, interconnected vehicles; however, on shorter routes, single vehicles were later used. After Croatia gained independence, these vehicles were assigned the serial designation HŽ 7221¹⁹⁶. A major change in train traction occurred with the introduction of diesel-hydraulic locomotives from the German Krauss-Maffei factory, produced in 1957 with the D66 designation¹⁹⁷. Three of these were put into service by the Yugoslav Railways under the serial number JŽ 761 in 1958 to haul the Blue Train. For the purpose of traction of other trains, diesel-electric locomotives were imported, which began to be produced for the needs of the railways in Yugoslavia in 1959 at the American General Motors factory, receiving the serial designation JŽ 661¹⁹⁸. After the overhaul at the Gredelj Railway Vehicle Factory in Zagreb in 1991, they received the HŽ 2061 designation¹⁹⁹. This was followed by a number of other subseries with specific differences in design and operational characteristics. 101 Lokomotiva CC6051 u Francuskoj, prva višesustavna u svijetu/ Locomotive CC6051 in France, the first multi-system locomotive in the world IZVOR/SOURCE: www.trainsdepot.org Prvi vagoni za prijevoz automobila u Njemačkoj od 1954./ First car-carrier wagons in Germany from 1954 DB Museum Inv. Nr. 2024.007603/DB Museum Inv. Nr. 2024.007603 Prvi metro s pneumaticima u Parizu od 1951./ The first pneumatic-tyred metro in Paris since 1951 IZVOR/SOURCE: RATP 20744 Prvi metro s pneumaticima u Parizu od 1951./ The first pneumatic-tyred metro in Paris since 1951 IZVOR/SOURCE: RATP 20774 Električna lokomotiva BB9004 u Francuskoj 29. 3. 1955. postavila brzinski rekord od 332 km/h/Electric locomotive BB 9004 in France set a speed record of 332 km/h on 29 March 1955 IZVOR/SOURCE: SNCF, Photoarchive 03386-02 Metro u Rimu, na stajalištu San Paolo 1955./Roma Metro, San Paolo stop 1955 IZVOR/SOURCE: Archivo Fondazione FS Italiane 102 Tipična dizel-električna lokomotiva britanskih željeznica od sredine 20. stoljeća, serija 45 Delta/ Typical British Rail diesel-electric locomotive from the mid-20th century, Class 45 Delta FOTO/PHOTO BY: Steve Knight Karakteristična garnitura talijanskih željeznica od sredine 20. stoljeća ALn 668/Characteristic Italian State Railways trainset from the mid-20th century, ALn 668 FOTO/PHOTO BY: David Gubler ETR 300 Settebello pri ukrcaju putnika 1952./ETR 300 Settebello for a passenger service 1952 IZVOR/SOURCE: Archivo Fondazione FS Italiane 103 Dizel-motorni vlakovi serije 812, popularni šinobusi, u prometu od 1955./ Class 812 diesel railbuses (“šinobus”), in service since 1955 HŽM, ZTD, 14. kutija, 32/1.02/HŽM, ZTD, box 14, 32/1.02 Nacrt dizel-električne lokomotive General Motorsa serije 661/ Drawing of the General Motors Class 661 diesel-electric locomotive HŽM, ZTD, 14. kutija, 32/1.04/HŽM, ZTD, box 14, 32/1.04 Dizel-motorni vlakovi serije 812, popularni šinobusi/ Class 812 diesel railbuses (“šinobus”) HŽM, ZTD, 14. kutija, 32/1.02/HŽM, ZTD, box 14, 32/1.02 Dizel-hidraulična lokomotiva D66 Krauss Maffei/ Krauss-Maffei D66 diesel-hydraulic locomotive HŽM, ZTD, 14. kutija, 32/1.02/HŽM, ZTD, box 14, 32/1.02 Lokomotiva D66 Krauss Maffei u vuči Plavog vlaka/ Krauss-Maffei D66 locomotive hauling the Blue Train FOTO/PHOTO BY: Dragan Jovanović 104 DOLAZAK VLAKOVA VELIKIH BRZINA U SVIJETU; POJAVA NOVIH VLAKOVA I NOVE NAPONSKE MREŽE U HRVATSKOJ (1960. – 1969.) THE ARRIVAL OF HIGH-SPEED TRAINS IN THE WORLD; THE EMERGENCE OF NEW TRAINS AND A NEW VOLTAGE NETWORK IN CROATIA (1960 – 1969) Tōkaidō Shinkansen, poznat i kao vlak metak, prva je željeznička linija velikih brzina na svijetu, koja je puštena u promet 1. listopada 1964. povezavši Tokio i Osaku te revolucioniravši promet.²⁰⁰ Izgradnja pruge započela je 1959., a bila je zamišljena tako da premosti udaljenost od 515 kilometara između dvaju najvećih japanskih gradova brzinom dotad nezamislivom za željeznički promet. Svakako treba spomenuti dvije osobe koje su zaslužne za njezinu izgradnju: ministra financija EiIsakua Sata i glavnog inženjera Hidea Shimu. Oni su imali ideju da se pruga minimalno financira iz državnog proračuna zbog političke nestabilnosti, odnosno, kako bi se dugoročno osigurala izgradnja pruge, otišli su u Svjetsku banku u New Yorku zatražiti kredit. Nažalost, Svjetska banka odobrila je tek 15 posto zatraženog iznosa. Tijekom izgradnje troškovi su se znatno povećavali te su Satō i Shima podnijeli ostavke. Prvi vlakovi, tzv. nulta serija Shinkansena, postizali su maksimalnu brzinu od 210 km/h, što je putovanje skratilo na četiri sata, dok su danas moderni vlakovi sposobni postići brzine do 285 km/h, skraćujući vrijeme putovanja na 2,5 sati. Pruga je projektirana kao posve odvojeni sustav dvokolosiječne pruge, elektrificirane na izmjenični napon od 25 kV i 50 Hz, što je omogućilo siguran rad, bez ometanja konvencionalnoga željezničkog prometa. Automatski sustav kontrole vlakova eliminirao je klasične signale i omogućio visoku razinu sigurnosti, dok su geometrijski elementi i parametri trase osigurali velike brzine. Tipični vlakovi Shinkansen imaju konfiguraciju osi od 12 do 16 vagona, kapacitet do 1300 putnika, masu od oko 715 tona i aluminijsku konstrukciju koja smanjuje masu vlaka. Zahvaljujući svojoj tehnološkoj briljantnosti, tom je linijom prevezeno više od 5,6 milijardi putnika bez ijedne nesreće izazvane tehničkim kvarovima, dok više od 400 vlakova na dan prometuje uz preciznost voznog reda mjerenu u sekundama. Osim brzine i sigurnosti Tōkaidō Shinkansen simbol je japanskoga industrijskog i ekonomskog čuda, ubrzao je povezivanje Tokija, Nagoje i Osake te od početka postavio standard za željeznice velikih brzina širom svijeta. Različiti podsustavi, odnosno modovi javnog prijevoza (vlakovi, podzemna željeznica, tramvaji, autobusi, trolejbusi, brodovi…), razvijali su se uglavnom odvojeno, uz užu ili širu suradnju prijevoznika tijekom vremena. Ideja o integriranome putničkom prijevozu potekla je od samih prijevoznika odnosno stručnjaka koji su se bavili mobilnosti. Budući da se prijevoznici „ujedinjuju“ radi suradnje u zajedničkome prijevoznom sustavu te da uspostavljaju sustav zajedničkih karata (tarifa), takvo se udruživanje naziva prijevozno-tarifnom unijom. Prvi lokalni integrirani prijevozni sustav na svijetu osnovan je 1965. u Hamburgu, u Njemačkoj.²⁰¹ Zajedničke tarife i usklađivanje voznih redova ugovorno su zapečatila četiri poduzeća: upravitelj podzemne željeznice i nekih autobusnih linija Hamburger Hochbahn AG, Deutsche Bundesbahn (danas Deutsche Bahn AG), brodski lokalni prijevoznik HADAG Seetouristik und Fährdienst AG i regionalni autobusni prijevoznik Verkehrsbetriebe Hamburg - Holstein (VHH). Zahvaljujući tomu The Tōkaidō Shinkansen, also known as the bullet train, is the world's first high-speed railway line, which was put into service on October 1, 1964. It connected Tokyo and Osaka, and revolutionised transport traffic²⁰⁰. Construction of the line started in 1959 and was designed to span the 515-kilometre distance between Japan's two largest cities at a speed once considered impossible for rail travel. Two individuals responsible for its construction should definitely be mentioned: Finance Minister EiIsaku Satō and Chief Engineer Hideo Shima. They had the idea to finance the line with minimal funding from the state budget due to political instability. Therefore, to ensure the long-term construction of the line, they went to the World Bank in New York to request a loan. Unfortunately, the World Bank approved only 15 per cent of the requested amount. During construction, costs rose significantly, and Satō and Shima resigned. The first trains, the so-called Zero series of Shinkansen, reached a maximum speed of 210 km/h, reducing the journey to four hours. Today’s modern trains can reach speeds of up to 285 km/h, shortening the journey to 2.5 hours. The line was designed as a completely separate system of double-track line, electrified at an alternating voltage of 25 kV and 50 Hz, which enabled safe operation, without disrupting conventional rail traffic. The automatic train control system eliminated traditional signals and provided a high level of safety, while the geometric features and route parameters ensured high speeds. Typical Shinkansen trains have an axle configuration of 12 to 16 carriages, a capacity of up to 1,300 passengers, a mass of around 715 tonnes, and an aluminium structure that reduces the mass of the train. Thanks to its technological excellence, the line has carried more than 5.6 billion passengers without a single accident caused by technical failures, while more than 400 trains per day operate with timetable precision measured in seconds. In addition to its speed and safety, the Tōkaidō Shinkansen is a symbol of Japan's industrial and economic miracle. It accelerated the connection of Tokyo, Nagoya, and Osaka and set the standard for high-speed railways worldwide from the beginning. The various subsystems, that is, the modes of public transport (trains, subways, trams, buses, trolleybuses, ships, etc.), have mainly developed separately, with varying degrees of cooperation between carriers over time. The idea of integrated passenger transport originated from the carriers themselves, that is, mobility experts. Since carriers "unite" to collaborate in a shared transport system and create a system of common tickets (tariffs), such an association is called a transport-tariff union. The first local integrated transport system in the world was founded in 1965 in Hamburg, Germany²⁰¹. Joint tariffs and timetable coordination were contractually sealed by four companies: the operator of the subway and some bus lines, Hamburger Hochbahn AG, the Deutsche Bundesbahn (now Deutsche Bahn AG), the local ferry operator HADAG Seetouristik und Fährdienst AG and the regional bus 111 Vodostanica u kolodvoru Šibenik/Water station at Šibenik station FOTO/PHOTO BY: Marin Mićunović Aluminijski vlak Gredelja serije 612 iz 1954./Gredelj aluminium train, Class 612, from 1954 HŽM, ZTD, 15. kutija, 34/1.03.01/HŽM, ZTD, box 15, 34/1.03.01 Vozni red na pruzi Zagreb — Rijeka iz 1967./ Timetable on the Zagreb–Rijeka line from 1967 HŽM, ZVR/HŽM, ZVR Vozni red Kvarner expressa iz 1968./ Kvarner Express timetable, 1968 HŽM, ZVR/HŽM, ZVR Primjer čeonog kolodvora Ploče, izgrađenog 1966./ Example of the terminus station at Ploče, built in 1966 FOTO/PHOTO BY: Marin Mićunović Primjer čeonog kolodvora Zadar, izgrađenog 1967./ Example of the terminus station at Zadar, built in 1967 FOTO/PHOTO BY: Marin Mićunović 112 Prva pruga s naponom od 25 kV i 50 Hz u Hrvatskoj, pruga Metković — Ploče/ The first 25 kV 50 Hz electrified line in Croatia, the Metković–Ploče line FOTO/PHOTO BY: Marin Mićunović Elektromehanička signalizacija u Zagreb Glavnom kolodvoru/ Electromechanical signalling at Zagreb Main Station FOTO/PHOTO BY: Nenad Buzjak 13113 Električna lokomotiva ASEA serije 1141/ ASEA Series 1141 Electric Locomotive FOTO/PHOTO BY: Končar d.d. 114 NOVE TEHNOLOGIJE I SUSTAVI U SVIJETU; ŠIRENJE ELEKTRIFIKACIJE U HRVATSKOJ (1970. – 1979.) NEW TECHNOLOGIES AND SYSTEMS IN THE WORLD; EXPANSION OF ELECTRIFICATION IN CROATIA (1970–1979) Metro u Pekingu prvi je sustav metroa izgrađen u Kini i jedan od najvažnijih infrastrukturnih projekata u povijesti te zemlje. Njegova izgradnja započela je u srpnju 1965., a sustav je službeno pušten u promet 15. siječnja 1971.²¹² Taj datum označava početak rada prve linije, koja je u početku bila duga 21,6 kilometara, protežući se od kolodvora Gongzhufen do Pingguoyuana. Pokretanje te linije bilo je dio napora Narodne Republike Kine da razvije vojno i civilno korisnu prometnu mrežu u prijestolnici tijekom Hladnog rata. Pekinški metro bio je izgrađen s dvostrukom namjenom: kao civilni prometni sustav i strateški vojni objekt. U početku sustav je bio rezerviran ponajprije za vojsku, vladine i komunističke dužnosnike te je javnosti bio ograničen pristup. Njegova glavna funkcija bila je brzi prijevoz osoblja i sigurnosne opreme u slučaju hitnih situacija, no operativni problemi poput loše ventilacije, čestih tehničkih kvarova i početnih poteškoća s održavanjem znatno su umanjivali njegovu učinkovitost. Tek je nakon modernizacija sustav postao pouzdaniji za širu javnu upotrebu. Širenje pekinškog metroa počelo je tijekom osamdesetih i devedesetih godina prošlog stoljeća, a ključni je trenutak bio otvaranje dijelova Linije 2 1981., koja povezuje unutarnju jezgru grada i prati nekadašnji tijek gradskih zidina starog Pekinga. Tijekom priprema za Olimpijske igre 2008. Peking je pokrenuo masovno širenje mreže metra. U razdoblju od 2001. do 2008. ukupna duljina sustava skočila je s 114 kilometara na gotovo 200 kilometara. Danas je pekinški metro jedan od najvećih i najprometnijih na svijetu. Do 2023. mreža se sastojala od 27 linija, više od 783 kilometra pruga i više od 450 aktivnih postaja. Svakoga dana preveze više od 10 milijuna putnika. Sustav je poznat po svojoj pristupačnosti i učinkovitosti. Metro je na visokoj tehnološkoj razini, što uključuje beskontaktno plaćanje i integrirane mobilne aplikacije. Začeci suvremenih sustava nagibne tehnologije na željeznici su u šezdesetim te ponajviše sedamdesetim godinama 20. stoljeća. Naime, talijanski inženjeri došli su na ideju da poboljšaju pasivnu tehnologiju nagibnih vlakova te su osmislili aktivnu nagibnu tehnologiju. Sustav je razvila talijanska tvrtka FIAT Ferroviaria.²¹³ Povijest tog sustava započela je krajem šezdesetih godina prošlog stoljeća, kada su talijanski inženjeri istraživali način kako povećati brzine i razinu udobnosti vlakova na postojećim prugama, a bez potrebe za velikim infrastrukturnim nadogradnjama. Njihovo je rješenje bilo uvođenje sustava naginjanja vlaka kako bi se smanjile centrifugalne sile u zavojima, što je omogućilo brže kretanje bez smanjenja razine sigurnosti ili udobnosti. Prvi eksperimentalni vlak koji je implementirao tu tehnologiju bio je ETR 401, koji je izgrađen 1972., a u promet je pušten 1976.²¹⁴ Maksimalna brzina vlaka u teoriji je iznosila 250 km/h, dok je njegova redovita komercijalna brzina iznosila 200 km/h. Vlak je činila elektromotorna garnitura koja se sastojala od četiriju vagona. Ukupni kapacitet vlaka bio je oko 200 putnika. Pogonski sustav koristio je električno napajanje od 3 kV istosmjerne struje, a svaki pojedinačni vagon bio je opremljen vlastitim elektromotorom. Trup vlaka izgrađen je od laganih aluminijskih legura kako bi se povećala razina učinkovitosti i smanjila ukupna masa. SuThe Beijing Metro is the first metro system built in China and one of the most significant infrastructure projects in the country's history. Its construction began in July 1965, and the system was officially put into operation on January 15, 1971²¹². This date marks the beginning of the operation of the first line, which was initially 21.6 kilometres long, extending from Gongzhufen Station to Pingguoyuan. The launch of this line was part of the People's Republic of China's efforts to develop a military and civilian transport network in the capital during the Cold War. The Beijing Metro was built with a dual purpose: as a civilian transport system and a strategic military facility. Initially, the system was reserved mainly for the military, government, and communist officials, and public access was limited. Its main function was to quickly transport personnel and safety equipment during emergencies, but operational issues such as poor ventilation, frequent technical failures, and initial maintenance difficulties significantly reduced its effectiveness. The system became more reliable for the wider public only after modernisation. The expansion of the Beijing Metro began during the 1980s and 1990s, and a key moment was the opening of parts of Line 2 in 1981, which connects the inner city and follows the former course of the city walls of old Beijing. In preparation for the 2008 Olympics, Beijing launched a massive expansion of the metro network. Between 2001 and 2008, the total length of the system increased from 114 kilometres to nearly 200 kilometres. Today, the Beijing Metro is one of the largest and busiest in the world. By 2023, the network consisted of 27 lines, over 783 kilometres of track, and over 450 active stations. It carries more than 10 million passengers every day. The system is known for its accessibility and efficiency. The metro is at a high technological level, which includes contactless payment and integrated mobile applications. The origins of modern tilting technology systems on the railway date back to the 1960s and, most notably, the 1970s. Namely, Italian engineers conceived the idea of improving the passive technology of tilting trains and came up with active tilting technology. The system was developed by the Italian company FIAT Ferroviaria²¹³. The history of this system dates back to the late 1960s, when Italian engineers sought a way to enhance the speed and comfort of trains on existing lines without requiring major infrastructure upgrades. Their solution was to introduce a tilting system for trains to reduce centrifugal forces on curves, enabling faster travel without compromising safety or comfort. The first experimental train to implement this technology was the ETR 401, which was built in 1972 and entered service in 1976²¹⁴. The train's theoretical maximum speed was 250 km/h, while its regular commercial speed was 200 km/h. The train consisted of an electric motor unit consisting of four carriages. The train's total capacity was approximately 200 passengers. The propulsion system used a 3 kV direct current electrical supply, and each carriage was equipped with its own electric motor. The train body was constructed from lightweight aluminium alloys to improve efficiency and lower overall mass. The suspension system was 13115 stav ovjesa dizajniran je tako da omogući naginjanje vlaka te omogući stabilnost. Duljina vlaka iznosila je 87 metara, dok je njegova ukupna masa iznosila 160 tona. Aktivna nagibna tehnologija primjenjivala je sustav senzora i aktuatora koji su analizirali zavoj, zakrivljenost tračnica te automatski naginjali vlak prema unutrašnjosti zavoja pod kutom do osam stupnjeva, čime su smanjili lateralne sile koje putnici osjećaju tijekom vožnje. ETR 401 uspješan je primjer primjene aktivne nagibne tehnologije te se ona nastavila razvijati. Od tada Italija je sve više počela prednjačiti ne samo u proizvodnji inovativnih i visokotehnoloških vlakova, već i u razvoju željezničke mreže s prugama namijenjenima isključivo vlakovima velikih brzina. Pruga pod nazivom Roma – Firenze Direttissima jedna je od najvažnijih željezničkih veza u Italiji, koja je znatno utjecala na razvoj željezničkog prometa velikih brzina u svijetu.²¹⁵ Direttissima, odnosno „najizravnija“, bila je prvi talijanski pokušaj stvaranja posebne željezničke pruge dizajnirane za velike brzine u cilju skraćivanja putovanja između ključnih gradova Rima i Firence. Radovi na Direttissimi započeli su davne 1911., u razdoblju Kraljevine Italije, ali su se izvodili sporo zbog brojnih tehničkih, političkih i financijskih prepreka. Za Prvoga svjetskog rata gradnja je gotovo u cijelosti bila zaustavljena, a radovi su nastavljeni tek tijekom dvadesetih godina prošlog stoljeća, uz obnovljena obećanja o modernizaciji talijanske željezničke infrastrukture. Prva dionica pruge, ona između kolodvora Firenze Campo di Marte i Rovezzano, otvorena je za promet 1934., donoseći prvi funkcionalni segment na toj ambicioznoj trasi. Veliko tehničko postignuće projekta bila je izgradnja tunela Appennino, dugog gotovo 18 kilometara, koji je probijen 1934. i koji je u to vrijeme bio jedan od najdužih željezničkih tunela na svijetu. Međutim, Drugi svjetski rat ponovno je zaustavio napredak projekta, ostavljajući radove nedovršenima. Pruga je skraćivala udaljenost između Rima i Firence za približno 30 kilometara, a omogućila je bržu i učinkovitiju prometnu vezu. Ukupna duljina Diretissime iznosi 237 kilometara. Završni radovi nastavljeni su tek desetljećima kasnije, a kompletna trasa Direttissime službeno je otvorena za promet 24. veljače 1977. Tada je konačno postala prva talijanska željeznička linija prilagođena velikim brzinama, s maksimalnom operativnom brzinom od 250 km/h. Nakon što je izgradnja Direttissime završena, putovanje između Rima i Firence skraćeno je sa šest na samo dva sata, što je označilo ogroman korak prema modernizaciji željeznice u Italiji. Direttissima je bila preteča današnjih talijanskih željezničkih pruga velikih brzina, utirući put sustavu Frecciarossa (Crvena strijela). Iako danas dijeli promet s modernom linijom velikih brzina poznatom kao Linea Alta Velocità, starija Direttissima i dalje ima važnu ulogu, posebno u prometu regionalnih i teretnih vlakova. Pruga je također postala simbol tehničkog napretka svojeg vremena, inspirirajući jaku talijansku tradiciju u dizajnu i razvoju željezničkih sustava. Pruga je dovršena nakon više od 65 godina, no zauvijek ostaje simbol tehničke ambicije i modernizacije Italije u 20. stoljeću. Sedamdesete godine 20. stoljeća u Engleskoj su obilježene osnivanjem danas najprestižnijega željezničkog muzeja na svijetu. Nacionalni željeznički muzej (National Railway Museum) u Yorku, u Ujedinjenome Kraljevstvu, jedan je od najpoznatijih željezničkih muzeja na svijetu bogate povijesti koja designed to allow tilting of the train and provide stability. The train was 87 meters long, while its total mass was 160 tons. Active tilting technology uses a system of sensors and actuators that analyse the curve and the track's curvature, automatically tilting the train towards the inside of the curve at an angle of up to eight degrees, and thus reducing the lateral forces experienced by passengers during the ride. The ETR 401 is a successful example of the application of active tilting technology, and it has continued to develop. Since then, Italy has increasingly begun to lead not only in the production of innovative and high-tech trains, but also in the development of a railway network with lines designed exclusively for highspeed trains. The line called Roma – Firenze Direttissima is one of the most important railway connections in Italy, which has significantly influenced the development of high-speed rail transport in the world.²¹⁵ Direttissima, or “the most direct”, was the first Italian attempt to create a special railway line designed for high speeds in order to shorten the journey between the key cities of Rome and Florence. Work on the Direttissima began back in 1911, during the Kingdom of Italy, but was carried out slowly due to numerous technical, political and financial obstacles. During World War I, construction was nearly completely halted, and it was not until the 1920s that the works were resumed, with renewed promises to modernise Italy's railway infrastructure. The first section of the line, the one between the stations of Firenze Campo di Mar. and Rovezzano, opened to traffic in 1934, bringing the first functional segment on the ambitious route. The project's major technical achievement was the construction of the Appennino Tunnel, nearly 18 kilometres long, which was opened in 1934 and was at the time one of the longest railway tunnels in the world. However, World War II again halted the project's progress, leaving the work unfinished. The line shortened the distance between Rome and Florence by approximately 30 kilometres, while providing a faster and more efficient transport link. The total length of the Direttissime is 237 kilometres. Final works continued only decades later, and the complete Direttissime route was officially opened to traffic on 24 February 1977. It then finally became the first Italian railway line designed for high speeds, with a maximum operating speed of 250 km/h. After the construction of the Direttissima was completed, the journey between Rome and Florence was reduced from six to just two hours, marking a huge step towards the modernisation of railways in Italy. The Direttissima was the precursor to today's Italian high-speed railways, paving the way for the Frecciarossa (Red Arrow) system. Although it currently shares traffic with the modern high-speed line known as the Linea Alta Velocità, the older Direttissima still plays an important role, especially in regional and freight train traffic. The line also became a symbol of the technical progress of its time, inspiring a strong Italian tradition in the design and development of railway systems. The line was completed after more than 65 years, but it remains forever a symbol of Italy's technical ambition and modernisation in the 20th century. The 1970s in England were marked by the founding of what is now the world's most prestigious railway museum. The National Railway Museum in York, United Kingdom, is one of the 116 prati razvoj željeznice od njezinih početaka do modernog doba.²¹⁶ Muzej je svečano otvoren za javnost 27. rujna 1975. u sklopu obilježavanja 150. obljetnice prve javne željeznice na svijetu odnosno pruge Stockton and Darlington Railway. Muzej je zapravo omogućio stvaranje nacionalnog centra za očuvanje i predstavljanje britanskoga željezničkog naslijeđa. Muzej je smješten na povijesnoj lokaciji, u bivšemu željezničkom depou uz kolodvor York, jednom od najvažnijih željezničkih čvorišta u Engleskoj. Dio je Science Museum Groupa, što mu omogućuje dijeljenje resursa i organizaciju bogatih postava i izložbi. U trenutku otvorenja Muzej je preuzeo zbirku željezničkih artefakata iz Londonskog muzeja znanosti, uključujući mnoge poznate lokomotive, vagone, signalizacijsku opremu i drugu povijesnu dokumentaciju povezanu s razvojem željeznica u Ujedinjenome Kraljevstvu. U muzejskoj zbirci nalaze se i legendarna parna lokomotiva Mallard, replika prve parne lokomotive Stephenson's Rocket te izvorni Flying Scotsman. Osim lokomotiva i vlakova Muzej čuva i velik broj ostalih zanimljivih eksponata, uključujući kraljevske vagone koje su koristili članovi britanske kraljevske obitelji, povijesne željezničke signale i satove te alate i planove koji čine povijest željeznica. Jedan od najzanimljivijih eksponata jest kraljevski vagon kraljice Viktorije iz 1869., koji je svjedok luksuznih putovanja iz prošlosti. Muzej se također bavi obrazovanjem i javnim interakcijama, donoseći priče o željeznici kroz interaktivne izložbe i događanja. Tijekom godina Muzej je proširen i moderniziran. Danas je Nacionalni željeznički muzej jedno od najposjećenijih mjesta u Ujedinjenome Kraljevstvu jer privlači gotovo milijun posjetitelja na godinu. Ulaz u Muzej besplatan je od otvorenja 1975., što širokoj javnosti omogućuje sudjelovanje u očuvanju povijesti željeznice. Muzej organizira i posebna događanja poput restauracije poznatih lokomotiva i vožnji povijesnim vlakovima te je nezaobilazno odredište ljubitelja povijesti, vlakova i tehnologije. Sedamdesete godine 20. stoljeća na području Hrvatske obilježila je elektrifikacija željezničke mreže novim naponom od 25 kV i 50 Hz. Godine 1970.²¹⁷ dovršena je elektrifikacija navedenim naponom pruge od Tovarnika do Zagreba, a zatim do Savskog Marofa i Dobove, a 1972. elektrificirana je pruga od Zagreba do Siska.²¹⁸ Uz više različitih modela električnih lokomotiva koji su prometovali na pruzi od Zagreba do Rijeke te od Rijeke prema Pivki pod naponom od 3 kV²¹⁹ odnosno do Ploča, od Tovarnika do Zagreba i Dobove te od Zagreba do Siska pod naponom od 25 kV i 50 Hz²²⁰ 1977. u promet su uvedene i prve elektromotorne garniture proizvedene u mađarskoj tvornici Mávaga, koje su i danas u upotrebi pod serijskom oznakom HŽ 6111.²²¹ Od 1972. promet poslovnih vlakova na neelektrificiranim prugama obilježile su dizel-električne motorne garniture serije 7021,²²² koje su nadomjestile aluminijske vlakove iz prethodnog desetljeća, a koje su se pokazale neekonomičnima. Nove dizel-električne motorne garniture bile su poznate pod nazivom Francuz, a proizvedene su u francuskoj tvornici Brissonneau et Lotz te su ostale upamćene po vrlo visokoj razini udobnosti putovanja. Sedamdesete godine 20. stoljeća obilježili su veliki geotehnički i konstruktorski zahvati na pojedinim prugama, ponajprije onima kroz gradska područja Splita i Zagreba. Tako je 27. most famous railway museums in the world, with a rich history that traces the development of railways from their beginnings to the modern era²¹⁶. The museum opened to the public on 27 September 1975 to mark the 150th anniversary of the world's first public railway, the Stockton and Darlington Railway. The museum has actually made it possible to create a national centre for the preservation and presentation of Britain's railway heritage. The museum is housed in a historic site, a former railway depot next to York station, one of England's most important railway junctions. It is part of the Science Museum Group, which allows it to share resources and organise a wide range of displays and exhibitions. At the time of its opening, the museum acquired a collection of railway artefacts from the Science Museum in London, including many famous locomotives, carriages, signalling equipment and other historical documents relating to the development of railways in the United Kingdom. The museum's collection also includes the legendary steam locomotive Mallard, a replica of the first steam locomotive Stephenson's Rocket, and the original Flying Scotsman. In addition to locomotives and trains, the Museum also houses many other interesting exhibits, including royal carriages used by members of the British royal family, historic railway signals and clocks, and tools and plans that make up the history of railways. One of the most interesting exhibits is Queen Victoria's royal carriage from 1869, which is a witness to the luxurious journeys of the past. The Museum also deals with education and public interaction, bringing the stories of railways through interactive exhibitions and events. Over the years, the Museum has been expanded and modernised. Today, the National Railway Museum is one of the most visited places in the United Kingdom, attracting almost a million visitors a year. Admission to the Museum has been free since its opening in 1975, allowing the general public to participate in preserving the history of the railway. The Museum also organises special events such as the restoration of famous locomotives and rides on historic trains, and is an indispensable destination for lovers of history, trains and technology. The 1970s in Croatia were marked by the electrification of the railway network with a new voltage of 25 kV and 50 Hz.²¹⁷ In 1970, the electrification of the railway from Tovarnik to Zagreb, and then to Savski Marof and Dobova was completed, and in 1972, the railway from Zagreb to Sisak²¹⁸ was electrified. Besides several different models of electric locomotives that operated on the railway from Zagreb to Rijeka and from Rijeka to Pivka under a voltage of 3 kV²¹⁹, or to Ploče, from Tovarnik to Zagreb and Dobova and, from Zagreb to Sisak under a voltage of 25 kV and 50²²⁰ Hz, in 1977 the first electric multiple units manufactured in the Hungarian Mávaga factory were introduced into service, which are still in use today under the serial number HŽ 6111²²¹. Since 1972, the operation of business trains on non-electrified railways has been marked by diesel-electric multiple units of the 7021 series²²², which replaced the aluminium trains from the previous decade, which had proven uneconomical. The new diesel-electric multiple units were known as Francuz and were produced in the French factory Brissonneau et Lotz and are remembered for their very high level of travel comfort. 117 The 1970s were marked by major geotechnical and structural interventions on individual lines, primarily those through the urban areas of Split and Zagreb. Thus, on November 27, 1970, the longest massive bridge on the railway network in Croatia, the Držićeva – Harambašićeva viaduct, 1589.6 m long²²³, was put into service, which grade-separated the line on the eastern approach to Zagreb Main Station and significantly facilitated both rail and road urban transport. On the other hand, at the end of the decade, with the intention of facilitating urban, but also rail transport through Split, the longest doubletrack tunnel in Croatia, the Split Tunnel, 1893 m²²⁴ long, was built, burying the line through the city centre. Certainly, the largest infrastructure project at a single location was realised with the opening of the Zagreb Marshalling Yard in Zagreb on May 27, 1978²²⁵. At that time, it was the largest and most modern complex of its kind in all of Southeast Europe, where electronic devices enabled the shunting of up to 6,000 freight wagons per day on a total of 48 tracks with a hump system or a lowering device for directing wagons to the desired tracks. This project displaced freight transport through Zagreb Main Station, which also gained significantly greater capacity for passenger transport. studenoga 1970. u promet pušten najduži masivni most na željezničkoj mreži u Hrvatskoj, vijadukt Držićeva – Harambašićeva, dug 1589,6 m,²²³ kojim je denivelirana pruga na istočnome prilazu Zagreb Glavnom kolodvoru te znatno olakšan kako željeznički tako i cestovni gradski prijevoz. S druge strane, krajem desetljeća, s namjerom da se olakša gradski, ali i željeznički prijevoz kroz Split, izgrađen je najdulji dvokolosiječni tunel u Hrvatskoj, tunel Split dug 1893 m,²²⁴ kojim je pruga kroz središte grada ukopana u zemlju. Svakako najveći infrastrukturni zahvat na jednoj lokaciji realiziran je puštanjem u promet Zagreb Ranžirnoga kolodvora u Zagrebu 27. svibnja 1978.,²²⁵ tada najvećega i najsuvremenijega kompleksa te vrste u cijeloj jugoistočnoj Europi, u kojemu je pomoću elektroničkih uređaja omogućeno ranžiranje i do 6 000 teretnih vagona na dan na ukupno 48 kolosijeka sa sustavom grbine, odnosno tzv. spuštalice za usmjeravanje vagona na željeni kolosijek. Tim je projektom izmješten teretni prijevoz preko Zagreb Glavnog kolodvora, koji je ujedno dobio znatno veći kapacitet za putnički prijevoz. Od 1976. u prometu nagibni vlak ETR 401 s brzinom od 250 km/h/1976 – ETR 401 in regular service, a tilting EMU with speeds up to 250 km/h Archivo Fondazione FS Italiane/Archivo Fondazione FS Italiane 118 Shema nove nagibne tehnike kod talijanskog vlaka ETR 471/ Diagram of the new tilting technology on the Italian ETR 471 train HŽM, ZTD, 16. kutija, 43/1.04/HŽM, ZTD, box 16, 43/1.04 Metro u Pekingu, otvoren 1971., danas najveći na svijetu s 815 km i 27 linija. Mreža metroa/ Beijing Metro, opened in 1971, today the largest in the world with 815 km and 27 lines. Metro network Peking Metro Transit Railway/Beijing Metro Transit Railway Ekspresni vlak na Direttissimi Rim — Firenca 1978./Rome-Florence Direttissima High Speed Railway line 1978 Archivo Fondazione FS Italiane/Archivo Fondazione FS Italiane 119 Pružna dionica Direttissime, otvorene između Firence i Rima 1970., prve pruge isključivo za vlakove velikih brzina. Frecciarossa na Direttisssimi/ Section of the Direttissima, opened between Florence and Rome in 1970, the first lines dedicated exclusively to high-speed trains. Frecciarossa on the Direttissima FOTO/PHOTO BY: David Gubler Marseille 1977. otvorio metro za vozila s pneumatskim kotačima/ In 1977 Marseille opened a metro with pneumatic-tyred trains FOTO/PHOTO BY: Josip Kajinić Švedski željeznički muzej u Galveu otvoren 1970./ The Swedish Railway Museum in Gävle, opened in 1970 FOTO/PHOTO BY: Daniel Bernstal 120 National Railway Museum u engleskom Yorku, osnovan 1975./The National Railway Museum in York, England, founded in 1975 FOTO/PHOTO BY: Borna Abramović Bristol Parkway Station u Engleskoj, prvi kolodvor u svijetu s P&R sustavom od 1972./ Bristol Parkway station in England, the first in the world with a park-and-ride system since 1972 FOTO/PHOTO BY: Matt Buck Model vlaka s Jubile Linea u Londonu iz 1979./ Model of a train from the Jubilee Line in London, 1979 London Transport Museum, 2002-12756/ London Transport Museum, 2002-12756 127 TGV na relaciji Pariz — Lyon/TGV on the Paris–Lyon route UIC, SNCF, No. 27972/UIC, SNCF, No. 27972 Docklan Light Railways u Londonu, pokrenut 1987., prvi u svijetu kojim ne upravlja strojovođa/ Docklands Light Railway in London, launched in 1987, the first in the world to be driverless FOTO/PHOTO BY: Ana Jakovčić 128 Dvorazinski prijevoz kontejnera/Double-stack container transport FOTO/PHOTO BY: James St. John Vatikanske željeznice, od 1984. na popisu UNESCO-ove svjetske baštine/ Vatican Railways, on the UNESCO World Heritage List since 1984 FOTO/PHOTO BY: Josip Kajinić Le TGV Poste/Le TGV Poste FOTO/PHOTO BY: Florian Fèvre Muzej Orsay otvoren 1986. u prostoru kolodvora izgrađenog 1900./ Musée d’Orsay, opened in 1986 in a station building constructed in 1900 FOTO/PHOTO BY: Josip Kajinić Otvorenje Nacionalnog željezničkog muzeja Italije u Pietrarsi 7. 10. 1989./ Pietrarsa National Railway Museum inauguration on 7. October 1989 Archivo Fondazione FS Italiane/Archivo Fondazione FS Italiane 129 Dizel-motorni vlak Macosa/Macosa diesel multiple unit FOTO/PHOTO BY: Josip Kajinić Fakultet prometnih znanosti Sveučilišta u Zagrebu osnovan 1984./Faculty of Transport and Traffic Sciences at the University of Zagreb,founded in 1984 FOTO/PHOTO BY: Fakultet prometnih znanosti/ Faculty of Transport and Traffic Sciences Električna lokomotiva Končara serije 442/Končar Class 442 electric locomotive Končar d.d./Končar d.d. Električna lokomotiva Končara serije 442/Končar Class 442 electric locomotive HŽM, ZTD, 15. kutija, 33/1.05/HŽM, ZTD, box 15, 33/1.05 Parna lokomotiva serije 51-144, koja je 1988. odvezla posljednji redoviti vlak parnom vučom u Hrvatskoj/Steam locomotive 51-144, which in 1988 hauled the last scheduled steam-hauled train in Croatia FOTO/PHOTO BY: Josip Kajinić Logo Fakulteta prometnih znanosti Sveučilišta u Zagrebu/Faculty of Transport and Traffic Sciences University of Zagreb logo 130 ŠIRENJE MREŽE BRZIH VLAKOVA, VELIKI PRUŽNI OBJEKTI I ŠIRENJE UNESCO-ove ZAŠTITE ŽELJEZNIČKE BAŠTINE U SVIJETU; OSNIVANJE HRVATSKIH ŽELJEZNICA (1990. – 1999.) Devedesete godine 20. stoljeća obilježio je iznimno brz razvoj putničkog prijevoza. Sustav InterCityExpress (ICE), odnosno vlakova i pruga velikih brzina u Njemačkoj, simbol je tehnološkog napretka i evolucije željezničkog prometa u toj zemlji.²³⁶ Početak ICE mreže leži u potrebi da se konkurira rastućemu opsegu zračnog i cestovnog prometa te modernizira način prijevoza između glavnih njemačkih gradova. Razvoj ICE-a započeo je sedamdesetih godina 20. stoljeća kada su njemačke željeznice (Deutsche Bahn, tada Deutsche Bundesbahn) prepoznale potrebu za kreiranjem vlakova velikih brzina koji će povezivati ključna gospodarska i administrativna središta. Prva faza razvoja uključivala je prototip vlaka velikih brzina poput InterCityExperimental (ICE-V), koji je testiran tijekom osamdesetih godina 20. stoljeća. Taj je prototip 1. svibnja 1988. postigao svjetski brzinski rekord od 406,9 km/h, što je označilo spremnost Njemačke da postigne tehnološku izvrsnost u segmentu željezničkog prometa. Nakon dugogodišnjeg planiranja i testiranja prvi komercijalni ICE vlak, poznat kao ICE 1, pušten je u promet 2. lipnja 1991. Linija koja je pokrenula njemačku mrežu vlakova velikih brzina bila je Hamburg – München. Pruga je uključivala dionice posebno izgrađene za velike brzine, omogućujući maksimalnu brzinu do 250 km/h, koja je poslije na novijim dionicama povećana na 280 – 300 km/h. Uz ICE vlakove razvijena je i infrastruktura za velike brzine, uključujući nove pruge velikih brzina (Neubaustrecke) i modernizaciju postojećih konvencionalnih pruga. Ključna dionica bila je ona između Würzburga i Hannovera, čija je izgradnja započela 1973., a završena 1991. Vlakovi ICE 1, koji su činili prvi naraštaj sustava, imali su modularni dizajn, pružajući putnicima visoki standard udobnosti, uključujući klimatizirane vagone, tihi rad te prvorazredne sadržaje. Njihova maksimalna duljina veća od 400 metara i kapacitet od 700 putnika omogućavali su masovni prijevoz na učinkovit način. Od svojega početka 1991. ICE se neprekidno razvijao uvođenjem novih generacija poput ICE 2 (1996.), ICE 3 (2000.) te ICE 4 (2017.). Osim unutar Njemačke mreža je proširena na međunarodna odredišta u Nizozemskoj, Belgiji, Francuskoj, Švicarskoj i Austriji, čineći ICE ključnim „igračem“ u europskoj mreži vlakova velikih brzina. Danas je ICE simbol njemačke industrije, kvalitete i preciznosti te povezuje više od 180 gradova unutar Njemačke i Europe. Njegovo pokretanje 1991. označilo je prijelomni trenutak u povijesti željeznice, stvarajući osnovu za daljnji razvoj željeznica velikih brzina u Europi. Razvoju prometa u Europi znatno je doprinijela i izgradnja iznimnih pružnih objekata. Eurotunel, odnosno Channel Tunnel, jedan je od najambicioznijih inženjerskih projekata 20. stoljeća koji povezuje Ujedinjeno Kraljevstvo i Francusku ispod Engleskoga kanala (La Manche).²³⁷ Tunel, sagrađen između Dovera u Engleskoj i Calaisa u Francuskoj, dug je 50,5 kilometara, a od toga se 37,9 kilometara proteže ispod morskog dna, što ga The 1990s were marked by an exceptionally rapid development of passenger transport. The InterCityExpress (ICE), a system of high-speed trains and railways in Germany, marks a significant milestone in the country's technological progress and evolution of rail transport²³⁶. The origins of the ICE network stem from the need to compete with the increasing volume of air and road traffic, as well as to modernise the mode of transport between major German cities. The development of the ICE began in the 1970s when the German railways (Deutsche Bahn, then Deutsche Bundesbahn) recognised the need to create high-speed trains that would connect key economic and administrative centres. The initial development phase included a prototype high-speed train like the InterCityExperimental (ICE-V), which was tested in the 1980s. This prototype set a world speed record of 406.9 km/h on May 1, 1988, which signalled Germany's readiness to achieve technological excellence in rail transport technology. After years of planning and testing, the first commercial ICE train, known as ICE 1, commenced service on June 2, 1991. The line that launched the German high-speed train network was Hamburg–Munich. The line included sections specially built for high-speed operation, allowing a maximum speed of up to 250 km/h, which was later increased to 280–300 km/h on newer sections. In addition to the ICE trains, high-speed infrastructure was also developed, including new high-speed lines (Neubausstrecke) and the modernisation of existing conventional lines. A key section was the one between Würzburg and Hanover, whose construction began in 1973 and was completed in 1991. The ICE 1 trains, which formed the first generation of the system, had a modular design, providing passengers with a high standard of comfort, including air-conditined carriages, quiet operation, and first-class amenities. Their maximum length of over 400 meters and a capacity of 700 passengers enabled efficient mass transport. Since its launch in 1991, the ICE has been continuously developed, introducing new generations such as the ICE 2 (1996), ICE 3 (2000), and ICE 4 (2017). Besides serving Germany, the network has been expanded to international destinations in the Netherlands, Belgium, France, Switzerland, and Austria, making the ICE a “key player” in the European high-speed rail network. Today, the ICE is a symbol of German industry, quality, and precision, connecting more than 180 cities in Germany and Europe. Its launch in 1991 marked a turning point in the history of railways, laying the foundation for the further development of high-speed railways in Europe. The construction of exceptional railway facilities has also contributed significantly to the development of transport in Europe. The Eurotunnel, also known as the Channel Tunnel, is one of the most ambitious engineering projects of the 20th century, linking the United Kingdom and France under the THE EXPANSION OF THE HIGHSPEED TRAIN NETWORK, LARGE RAILWAY FACILITIES, AND THE EXPANSION OF UNESCO'S PROTECTION OF RAILWAY HERITAGE IN THE WORLD; ESTABLISHMENT OF CROATIAN RAILWAYS (1990–1999) 131 je u to vrijeme (prije izgradnje Seikanskog tunela u Japanu) činilo najdužim podvodnim tunelom na svijetu. Ideja o povezivanju Britanije i kontinentalne Europe datira još iz 1802., kada je francuski inženjer Albert Mathieu-Favier predložio izgradnju prvog tunela za kočije s konjskom zapregom s ventilacijskim otvorima na umjetno izgrađenim otocima. Tijekom 19. stoljeća bilo je još nekoliko pokušaja planiranja tunela, no strah od invazije s kontinenta, posebno između Engleske i Francuske, onemogućio je početak radova. Na primjer, osamdesetih godina 19. stoljeća Engleska je počela kopati eksperimentalne tunele, ali je projekt zaustavljen zbog zabrinutosti za sigurnost. Pregovori između Ujedinjenog Kraljevstva i Francuske ozbiljno su intenzivirani tek šezdesetih godina 20. stoljeća. Prvi konkretan plan dogovoren je 1973., no financijske poteškoće dovele su do otkazivanja projekta. Konačno, prijedlog tunela kakvog danas poznajemo odobren je 1986. sporazumom između francuske i britanske vlade. Projekt je povjeren privatnoj tvrtki Eurotunnel, dok su radove izvodile različite tvrtke s obje strane kanala. Gradnja je započela 1. prosinca 1987., a u probijanju tunela upotrebljavali su se ogromni strojevi za bušenje tunela (Tunnel boring machine – TBM). S britanske i francuske strane radilo se istodobno te su dvije strane spojene pod morem 1. prosinca 1990., kada su se radnici s obje strane prvi put susreli. Tunel je službeno otvoren 6. svibnja 1994. na ceremoniji kojoj su prisustvovali britanska kraljica Elizabeta II. i francuski predsjednik François Mitterrand. Eurotunel skratio je vrijeme putovanja između Londona i Pariza na samo dva sata i 15 minuta, a putnicima omogućuje brz i pouzdan prelazak između dviju zemalja. Također služi za teretni prijevoz, olakšavajući trgovinu između Ujedinjenog Kraljevstva i Europske unije. Unatoč visokim troškovima gradnje, koji su premašili devet milijardi funti, danas je Eurotunel simbol povezanosti Europe. Krajem devedesetih godina 20. stoljeća prvi je put jedan isključivo željeznički objekt, točnije pruga, uvršten na UNESCO-ov popis. To se dogodilo 1998. kada je na popis svjetske baštine uvrštena 41 km duga dionica željezničke pruge preko prijevoja Semmering, između kolodvora Gloggnitz i Mürzzuschlag, koja je dovršena 1854. kao dio pruge Beč – Trst.²³⁸ Tu dionicu dvokolosiječne pruge, remek-djelo graditeljstva, čini čak 14 tunela i 16 vijadukata, pri čemu je svladana visinska razlika od 460 mnv na 41 km pruge. Na 60 posto te dionice konstantni je nagib između 20 i 25 promila. Već 1999. na UNESCO-ov popis uvrštena je i nova željeznička pruga u Indiji, jedinstvena u svijetu. Riječ je o uskotračnoj pruzi, širine kolosijeka od 610 mm, koja je u promet puštena 1881. za britanske kolonijalne uprave u Indiji pod nazivom Darjeeling Himalayan Railway.²³⁹ Posebnost te pruge na području indijske savezne države Zapadni Bengal jest to što ona brojnim i iznimnim željezničkim pružnim objektima i tehničkim rješenjima kao što su višespiralni nadvožnjaci i pružne dionice zig-zag u ukupnoj duljini od 88 km povezuje grad New Jalpaiguri, smješten na 100 mnv, s gradom Darjeelingom, smještenim na 2200 mnv. Iz toga proizlazi da je prosječni nagib te pruge gotovo 24 promila, što je uistinu raritetno. Na području Hrvatske devedesete godine 20. stoljeća bile su obilježene društveno-političkim promjenama: 1991. osamoEnglish Channel (La Manche ).²³⁷The tunnel, connecting Dover, England, and Calais, France, measures 50.5 kilometres (31 miles) in length, with 37.9 kilometres (23 miles) running under the seabed, making it the longest underwater tunnel in the world at the time - before the construction of the Seikan Tunnel in Japan. The idea of connecting Britain and continental Europe dates back to 1802, when French engineer Albert Mathieu-Favier proposed building the first tunnel for horsedrawn carriages, with ventilation openings on artificial islands. There were several other attempts to plan tunnels during the 19th century, but fears of invasion from the continent, especially between England and France, prevented work from beginning. For example, in the 1880s, England began digging experimental tunnels, but the project was halted due to security concerns. Negotiations between the United Kingdom and France did not make significant progress before the 1960s. The first concrete plan was agreed upon in 1973, but financial difficulties led to the project's cancellation. Ultimately, the proposal for the tunnel as we know it today was approved in 1986 through an agreement between the French and British governments. The project was entrusted to the private company Eurotunnel, with various companies carrying out work on both sides of the Channel. Construction began on 1 December 1987, using large tunnel boring machines (TBMs). Work was carried out simultaneously on the British and French sides, and the two sides were connected under the sea on 1 December 1990, when workers from both sides met for the first time. The tunnel was officially opened on 6 May 1994 at a ceremony attended by Queen Elizabeth II of the United Kingdom and French President François Mitterrand. The Eurotunnel has reduced the journey time between London and Paris to just two hours and 15 minutes, enabling passengers to cross the two countries quickly and reliably. It also facilitates freight transport, promoting trade between the United Kingdom and the European Union. Despite the high construction costs, which exceeded nine billion pounds, the Eurotunnel now stands as a symbol of European connectivity. In the late 1990s, for the first time, a purely railway facility, or rather a railway, was included in the UNESCO list. This happened in 1998, when it was added to the World Heritage List— specifically, the 41 km long section of the railway over the Semmering Pass, between Gloggnitz and Mürzzuschlag stations. This section was completed in 1854 as part of the Vienna-Trieste railway²³⁸. This section of the double-track railway, a masterpiece of engineering with no fewer than 14 tunnels and 16 viaducts, overcoming an elevation of 460 meters above sea level over its 41 km length. About 60 per cent of this section maintains a constant gradient between 20 and 25 per mille. Already in 1999, a new railway in India, unique in the world, was also included on the UNESCO list. It is a narrow-gauge railway with a gauge of 610 mm, which was put into service in 1881 during the British colonial administration under the name Darjeeling Himalayan Railway²³⁹. The unique feature of this railway in the Indian state of West Bengal is that it connects the city of New Jalpaiguri, situated at 100 meters above sea level, with the city of Darjeeling, at 2200 meters above sea level. It boasts numerous and exceptional 132 staljenjem i 1992. međunarodnim priznanjem. U tim su se okolnostima osamostalile i željeznice u Hrvatskoj. Dana 1. siječnja 1991. počelo je poslovati poduzeće HŽP – Hrvatsko željezničko poduzeće, koje je 31. ožujka 1992. promijenilo naziv u HŽ – Hrvatske željeznice.²⁴⁰ U međuvremenu je 19. ožujka 1991., na inicijativu zaposlenika te uz podršku prof. dr. Antuna Bauera i drugih istaknutih zagovornika, s radom počeo Hrvatski željeznički muzej,²⁴¹ prvi takav na području Hrvatske. Muzej je osnovan na temelju inicijative iz osamdesetih godina 20. stoljeća, koja se temeljila na željama iz šezdesetih godina 20. stoljeća. Međutim, okolnosti u kojima je osnovan bile su vrlo nezahvalne, pogotovo zbog početka Domovinskog rata, uvjetovanog neophodnom obranom od velikosrpske agresije, koji je potrajao od 1991. do kraja kolovoza 1995. odnosno kraja lipnja 1996. na istoku Slavonije, uslijed čega je na velikome broju pruga željeznički promet bio obustavljen te su brojni pružni objekti bili oštećeni, razoreni ili uništeni. Promet je u to vrijeme u cijelosti bio obustavljen na području Baranje, između Osijeka i Vinkovaca te na svim prugama istočno od njih, zatim između Novske i Nove Gradiške, Banove Jaruge i Pčelića, Siska i Novske, Siska i Volinje, Siska i Karlovca, Josipdola i Unešića te na čitavoj pruzi između Knina i Zadra. Ponovna uspostava redovitoga željezničkog prometa prema Dalmaciji svečano je obilježena Vlakom slobode, kojim je hrvatski državni politički vrh 26. kolovoza 1995., nakon oslobađanja okupiranih područja u vojno-redarstvenoj operaciji „Oluja“ početkom kolovoza, doputovao iz Zagreba, preko Knina u Split.²⁴² Time je simbolično upravo vlak bio sredstvo kojim su označeni kraj rata i društveno-gospodarska normalizacija u Hrvatskoj, čiji su sastavni dijelovi bili obnova i ponovna uspostava željezničkog prometa na svim prugama u Hrvatskoj. Nakon što je željeznički promet ponovno uspostavljen uslijedila je obnova kolodvora, željezničkih pruga i drugih pružnih objekata, ali i željezničkih vozila. Tako se, među ostalim, od 1996. u prometu na lokalnim i regionalnim prugama, kao svojevrsni nasljednik šinobusa, pojavio dizel-hidraulični vlak serije HŽ 7122, proizveden u kooperaciji švedske tvornice Kalmar i talijanskog Fiat Ferroviaria.²⁴³ railway facilities and technical solutions, such as multi-spiral overpasses and zig-zag railway sections, covering a total length of 88 km. This results in an average gradient of nearly 24 per mille, which is truly remarkable. In Croatia, the 1990s were marked by socio-political changes: independence in 1991 and international recognition in 1992. In these circumstances, the railways in Croatia also became independent. On January 1, 1991, the company HŽP – Hrvatsko željezničko poduzeće– Croatian Railway Company began operating. Which changed its name to HŽ – Hrvatske željeznice²⁴⁰ – Croatian Railways on March 31, 1992. Meanwhile, on March 19, 1991, at the initiative of employees and with the support of Prof. Dr. Antun Bauer and other prominent advocates, Hrvatski željeznički muzej²⁴¹the Croatian Railway Museum, the first of its kind in Croatia, began operating. The museum was founded based on an initiative from the 1980s, reflecting the wishes of the 1960s. However, its founding circumstances were highly unfavourable, especially due to the start of the Homeland War, which was driven by the need to defend against Greater Serbian aggression. This conflict lasted from 1991 until the end of August 1995, or until June 1996 in eastern Slavonia. As a result, rail traffic was suspended on a large number of railway lines, and numerous railway facilities were damaged or destroyed. At that time, traffic was completely suspended in the Baranja region, between Osijek and Vinkovci, on all lines east of them, and then between Novska and Nova Gradiška, Banova Jaruga and Pčelić, Sisak and Novska, Sisak and Volinja, Sisak and Karlovac, Josipdol and Unešić, as well as on the entire line between Knin and Zadar. Resuming regular rail traffic toward Dalmatia was solemnly marked by the Freedom Train, on which the Croatian state political leadership arrived from Zagreb, via Knin to Split²⁴² on 26 August 1995, after the liberation of the occupied territories in the military-police operation "Storm" at the beginning of August. Thus, symbolically, it was precisely the train that marked the end of the war and the socio-economic normalisation in Croatia. Its integral parts were the reconstruction and re-establishment of rail traffic on all lines in Croatia. After rail traffic was re-established, the reconstruction of stations, railway lines, track facilities, and railway vehicles followed. Thus, among other developments, since 1996, the diesel-hydraulic train series HŽ 7122, produced through collaboration between the Swedish Kalmar factory and the Italian Fiat Ferroviaria²⁴³, started operating on local and regional lines as a kind of successor to the railbus. 133 Bailey Yard u Nort Plateu u Nebraski, najveći ranžirni kolodvor na svijetu s 200 kolosijeka/ Bailey Yard in North Platte, Nebraska, the largest marshalling yard in the world with 200 tracks FOTO/PHOTO BY: Kevin Standlee Kompozicija vlaka serije 9013/Trainset of Class 9013 FOTO/PHOTO BY: Paul David Smith Eurotunnel otvoren 1994., na izlaznoj strani kod Calaisa u Francuskoj/ Eurotunnel opened in 1994, on the portal side near Calais in France FOTO/PHOTO BY: David Gubler ICE u Njemačkoj u kolodvoru u Kölnu, pokrenut 1991./ICE in Germany at Cologne station, launched in 1991 DB Museum, Inv. Nr. HF-DB-11973/DB Museum, Inv. Nr. HF-DB-11973 134 Željezničko-cestovni most Ostersun otvoren 1999. između Danske i Švedske/Øresund rail–road bridge, opened in 1999 between Denmark and Sweden FOTO/PHOTO BY: Silvia Man Dionica pruge kod Semmeringa u Austriji/The line section near Semmering in Austria FOTO/PHOTO BY: Miroslav Volek 135 U Švedskoj 1990. pokrenuti vlakovi velikih brzina. Primjer vlaka serije SJ 2021/In Sweden, high-speed trains introduced in 1990. Example of an SJ 2021 series train Švedski željeznički muzej/Swedish Railway Museum Daarjeling Himalajan Railway u Indiji/Darjeeling Himalayan Railway in India Inidian Railways/Inidian Railways Početak prometa vlakova velikih brzina u Španjolskoj 1992. AVE na pruzi Madrid — Sevilla/Start of high-speed services in Spain in 1992: AVE on the Madrid–Seville line Museo del Ferrocarril de Madrid/Museo del Ferrocarril de Madrid Vlak velikih brzina Eurostar pokrenut 1994. između Londona, Pariza i Bruxellesa/ Eurostar high-speed service launched in 1994 between London, Paris and Brussels Collection SNCB – Train World Heritage/Collection SNCB – Train World Heritage Brdska željeznica Kalka — Shimla/Kalka–Shimla Railway Inidian Railways/Inidian Railways 136 HŽ oznaka HŽ/HŽ emblem HŽM/HŽM Logo Hrvatskog željezničkog muzeja/Croatian Railway Museum logo HŽ logo/HŽ logo HŽM/HŽM Dizel-hidraulični vlak serije HŽ 7122/ HŽ Class 7122 diesel-hydraulic train FOTO/PHOTO BY: Marin Mićunović Putnički vlak s povijesnim vagonima Baat i dizel-električnom lokomotivom/ Passenger train with historic Baat coaches and a diesel-electric locomotive FOTO/PHOTO BY: Borna Abramović Vlak Talgo u Zagrebu/Talgo train in Zagreb FOTO/PHOTO BY: Borna Abramović 143 Tibetanska željeznica dovršena 2006., sa stajalištem na najvišoj visini, na 5072 mnv, pod nazivom Tanggula/The Tibetan railway completed in 2006, with the highest-altitude station at 5,072 MASL, named Tanggula Kineske željeznice/Chinese Railways Dovršena metro stanica Park Pobedy u Moskvi na 84 m dubine/ Park Pobedy metro station in Moscow completed at a depth of 84 m FOTO/PHOTO BY: Martin Deutsch Željeznička infrastruktura ugljenokopa Zollverein kod Essena/ Railway infrastructure of the Zollverein coal mine near Essen FOTO/PHOTO BY: Harry, NL, Flickr U Kopenhagenu 2004. otvoren kolodvor Flintholm s križanjem dviju pruga u dvije razine/In Copenhagen in 2004 Flintholm station was opened, with two lines crossing on two levels FOTO/PHOTO BY: Kurt Jeppesen Širenje mreže TGV-a u Francuskoj/Expansion of the TGV network in France FOTO/PHOTO BY: Josip Kajinić Od 2004. u Južnoj Koreji pokrenuti vlakovi velikih brzina s vlakovima serije KTX/ From 2004 high-speed services launched in South Korea with KTX trainsets FOTO/PHOTO BY: David Gubler 144 Albula/Bernina željeznička pruga u Švicarskoj te Italiji/ The Albula/Bernina railway in Switzerland and Italy Glacier Express/Glacier Express Francuski TGV 2007. u trenutku obaranja svjetskog rekorda brzinom od 574,8 km/h/ French TGV in 2007 at the moment of breaking the world record with a speed of 574.8 km/h UIC, SNCF, Nr. 101782/UIC, SNCF, Nr. 101782 13145 Finski vlakovi velikih brzina u prometu od 2006. Primjer Pendolino vlaka serije 3/Finnish high-speed trains in service since 2006. Example: Pendolino, series 3 FOTO/PHOTO BY: David Gubler Početak prometovanja vlaka velikih brzina Frecciargento u Italiji od 2008./Start of Frecciargento high-speed services in Italy from 2008 FOTO/PHOTO BY: David Gubler 146 U Pekingu 2008. otvoren suvremeni kolodvor za vlakove velikih brzina Beijingnan/In Beijing in 2008 the modern high-speed station Beijingnan (Beijing South) was opened Kineske željeznice/Chinese Railways Privatni projekt vlakova velikih brzina Italo, pokrenut 2006. u Italiji/Italo, a private high-speed project, launched in Italy in 2006 FOTO/PHOTO BY: David Gubler 147 Nagibni vlak u prometu na hrvatskim prugama od 2004. Primjer vlaka serije HŽ 7123 u kolodvoru Knin/ Tilting train in service on Croatian lines since 2004. Example: HŽ Class 7123 at Knin station FOTO/PHOTO BY: Josip Kajinić Logotip HŽPP-a/Logo HŽPPLogotip HŽ Infrastrukture/Logo HŽ InfrastrukturaLogotip HŽ Carga/Logo of HŽ Cargo Niskopodni tramvaj Končara/Končar low-floor tram Končar d.d./Končar d.d. 48 148 REKORDNI OBJEKTI I VOZILA U SVIJETU TE POČETAK VELIKE MODERNIZACIJE ŽELJEZNICE U HRVATSKOJ (2010. – 2019.) RECORD-BREAKING FACILITIES AND VEHICLES IN THE WORLD, AND THE BEGINNING OF A MAJOR MODERNISATION OF THE RAILWAY IN CROATIA (2010 - 2019) Drugo desetljeće 21. stoljeća obilježeno je velikom ekspanzijom željezničke mreže na području Kine. Veliki most Danyang – Kunshan najduži je most na svijetu, s nevjerojatnom duljinom od 164,8 kilometara.²⁵⁵ Most je dio željezničke pruge velikih brzina Peking – Šangaj, koja povezuje dva najveća grada u Kini, omogućujući vlakovima vožnju brzinom do 350 km/h i skraćujući vrijeme putovanja između tih dvaju gradova na sa mo četiri sata i 18 minuta. Konstrukcija mosta dizajnirana je kako bi prelazila rijeku Chang Jiang i njezine močvarne regije, uključujući polja riže, kanale i jezerca. Oslanja se na dvije tisuće nosivih stupova od čelika i betona, čime se osigurava stabilnost čak i u izazovnim uvjetima tla. Prosječna visina konstrukcije iznad tla iznosi 31 metar, a most prelazi i preko poznatog jezera Yangcheng. Most je građen kao višekolonska struktura pojačana s oko 450 000 tona čelika i milijunima kubnih metara betona, što omogućuje njegovu trajnost. Izgradnja mosta započeta je 2008., a završena je u rekordnome vremenu te je za promet otvoren 30. lipnja 2011. Njegov dizajn osmišljen je i za otpornost na potrese snage do 8 stupnjeva po Richterovoj ljestvici. Veliki most Danyang – Kunshan ne samo da je tehnološko remek-djelo, već je ključni dio kineske mreže vlakova velikih brzina. Kao najduži most na svijetu upisan je u Guinnessovu knjigu rekorda, čime se dodatno ističu njegova globalna važnost i tehnološka izvrsnost. Željeznička linija između grada Yiwua u Kini, poznatog po trgovini, i Madrida u Španjolskoj, najvažnijega gospodarskog središta u jugozapadnoj Europi, najduži je teretni željeznički pravac na svijetu.²⁵⁶ Linija je pokrenuta 18. studenoga 2014. kada je prvi vlak krenuo na put dug čak 13 052 kilometra, prolazeći kroz osam zemalja, i to Kinu, Kazahstan, Rusiju, Bjelorusiju, Poljsku, Njemačku, Francusku i Španjolsku. Ta željeznička linija ključan je dio kineske inicijative Jedan pojas, jedan put (Belt and Road Initiative), s ciljem promoviranja trgovine između Azije i Europe kroz ekonomičniji i ekološki održiviji prijevoz. Tehnički, linija koristi standardni kolosijek širine 1435 mm u Poljskoj, Njemačkoj i Francuskoj, ali u Kazahstanu, Rusiji i Bjelorusiji širine 1520 mm, a na području Španjolske širine 1668 mm. Prilagodba se obavlja na graničnim terminalima, na primjer, između Kazahstana i Kine te Poljske i Bjelorusije pa Francuske i Španjolske, gdje se teret prebacuje u odgovarajuće vagone. Prosječna brzina kretanja je oko 40 km/h, a putovanje traje 21 dan, što je znatno brže od pomorskog prijevoza, koji na istoj ruti traje oko 45 dana. Vlakovi na toj liniji mogu prevoziti do 82 kontejnera, služeći kao središnji kanal za izvoz kineskih proizvoda, uključujući elektroniku, odjeću i kućanske proizvode, dok se u povratku često prevoze prehrambeni proizvodi, vino i luksuzna roba iz Europe. Linija smanjuje emisiju ugljika te rasterećuje pomorske rute, pri čemu svaki vlak smanjuje emisije za oko 80 posto u usporedbi s brodovima. Drugo desetljeće 21. stoljeća donijelo je i novi zamah vlakova velikih brzina, pogotovo u Italiji. Vlak velikih brzina Frecciarossa 1000 (Crvena strijela 1000), odnosno serija vlaka ETR 1000, vrhunac je tehnologije talijanskih vlakova velikih brzina.²⁵⁷ The second decade of the 21st century was marked by a significant expansion of China's railway network. The Danyang– Kunshan Great Bridge is the longest bridge in the world, with an incredible length of 164.8 kilometres²⁵⁵. It is part of the Beijing–Shanghai high-speed railway, which connects China's two largest cities, enabling trains to reach speeds of up to 350 km/h and reducing travel time between them to just four hours and 18 minutes. The bridge structure is designed to cross the Chang Jiang River and its wetlands, including rice fields, canals and ponds. It rests on two thousand steel and concrete pillars, ensuring stability even on challenging ground conditions. The average height of the structure above the ground is 31 meters, and the bridge also crosses the famous Yangcheng Lake. Built as a multi-column structure, it was reinforced with about 450,000 tons of steel and millions of cubic meters of concrete, which guarantees its durability. Construction began in 2008 and was completed quickly, opening to traffic on June 30, 2011. Its design is also built to withstand earthquakes of up to 8 on the Richter scale. The Danyang-Kunshan Grand Bridge is not only a technological masterpiece, but also a vital part of China's high-speed rail network. It was listed in the Guinness Book of World Records as the longest bridge in the world, further emphasising its global importance and technological excellence. The railway line between the city of Yiwu in China, known for its trade, and Madrid in Spain, the most important economic centre in southwestern Europe, is the longest freight railway route in the world²⁵⁶. The line was launched on November 18, 2014, when the first train began its journey covering as many as 13,052 miles, passing through eight countries: China, Kazakhstan, Russia, Belarus, Poland, Germany, France, and Spain. The railway line is a key part of China's Belt and Road Initiative, which aims to promote trade between Asia and Europe through more economical and environmentally sustainable transport. Technically, the line uses a standard gauge of 1435 mm in Poland, Germany, and France, but 1520 mm in Kazakhstan, Russia, and Belarus, and 1668 mm in Spain. The adjustment is made at border terminals, such as between Kazakhstan and China, Poland and Belarus, and France and Spain, where the cargo is transferred to appropriate wagons. The average speed is about 40 km/h, and the journey takes 21 days, which is considerably faster than sea transport, taking roughly 45 days on the same route. Trains on the line can carry up to 82 containers, acting as a central channel for exporting Chinese goods, including electronics, clothing, and household items, while the return trip often carries food, wine, and luxury goods from Europe. The line reduces carbon emissions and relieves maritime routes, with each train cutting emissions by about 80 per cent compared to ships. The second decade of the 21st century has also introduced a new wave of high-speed trains, especially in Italy. The Frecciarossa 1000 (Red Arrow 1000) high-speed train, or ETR 1000 series, is the peak of Italian high-speed train technology²⁵⁷. It 149 Dizajnirala ga je tvrtka Hitachi Rail (bivši AnsaldoBreda) u suradnji s Bombardierom, a u promet je pušten 2015. pod upravom talijanskoga nacionalnog željezničkog prijevoznika Trenitalije. Vlak Frecciarossa 1000 simbol je inovacije i udobnosti, dizajniran za maksimalnu brzinu od 360 km/h, iako na trenutačno operativnim linijama vozi brzinom do 300 km/h. Vlak se tehnički odlikuje visokom razinom učinkovitosti zahvaljujući pogonskome sustavu koji koristi električnu vuču s distribucijom snage na sve osovine, čime se postižu visoke performanse i iznimna stabilnost pri velikim brzinama. Ukupna duljina vlaka iznosi 202 metra, a sastoji se od osam vagona kapaciteta od 457 sjedala podijeljenih u nekoliko razreda (Standard, Premium, Business i Executive). Unutrašnjost vlaka dizajnirana je tako da putniku omogući maksimalnu udobnost. Opremljen je Wi-Fijom, utičnicama za uređaje i ergonomskim sjedalima. Aerodinamički optimirani dizajn smanjuje otpor zraka i razinu buke, dok aluminijska konstrukcija omogućuje smanjenje mase i veću energetsku učinkovitost. Frecciarossa 1000 koristi europski sustav upravljanja željezničkim prometom (ERTMS), omogućujući interoperabilnost na prugama velikih brzina diljem Europe te je vlak certificiran za međunarodni promet u zemljama poput Francuske, Švicarske, Njemačke i Španjolske. Simbol je modernog i održivog prijevoza, koji spaja talijansku tehničku izvrsnost i europsku povezanost u jednu cjelinu. Njegova pouzdanost, brzina i udobnost čine ga ključnim sredstvom za promicanje željezničkog prometa kao glavne opcije za putovanja budućnosti. Drugo desetljeće 21. stoljeća, ali i čitavo stoljeće, pa i željezničku povijest općenito, obilježila je i izgradnja baznog tunela Gotthard (GBT) u Švicarskoj. Riječ je o najdužemu i najdubljemu željezničkom tunelu na svijetu. Njegova ukupna duljina iznosi 57,1 kilometar.²⁵⁸ Tunel prolazi ispod masiva Gotthard u Alpama i povezuje mjesta Erstfeld na sjeveru i Bodio na jugu. Tunel je službeno otvoren 1. lipnja 2016., nakon 17 godina gradnje, te je ključni dio švicarskog projekta AlpTransit, osmišljenog za modernizaciju i ubrzanje željezničkog prometa kroz Alpe. Dio je šire europske željezničke mreže, povezujući sjevernu i južnu Europu. Bazni tunel Gotthard sastoji se od dviju paralelnih jednokolosiječnih cijevi dugih 57,104 kilometra i 57,017 kilometara. Cijevi su međusobno povezane servisnim prolazima na svakih 325 metara koji ujedno služe za evakuaciju. Tunel doseže maksimalnu dubinu od 2300 metara ispod površine planine, što ga čini ne samo najdužim nego i najdubljim na svijetu. Dizajniran je za vlakove velikih brzina, omogućujući putničkim vlakovima postizanje maksimalne brzine od 250 km/h, dok teretni vlakovi voze brzinom do 160 km/h. Tunel je izgrađen za intenzivan opseg prometa, i to za 260 teretnih vlakova i 65 putničkih vlakova na dan. Tijekom gradnje korištena su četiri ogromna stroja za bušenje tunela (TBM), svaki dug 450 metara i mase veće od 3000 tona, koja su probila 28,2 milijuna tona stijena. Uz TBM dijelovi stijena uklonjeni su konvencionalnim eksplozijama kako bi se radovi ubrzali. Najvažniji dio gradnje bilo je održavanje preciznosti probijanja. Dva stroja za bušenje su se pri spajanju cijevi susrela uz odstupanje od samo osam centimetara, što je vrhunac švicarske inženjerske preciznosti. Tunel ima napredne sigurnosne sustave, uključujući automatske senzore za nadzor temperature, dima i vibracija. Postoji sedam poprečnih was designed by Hitachi Rail (formerly AnsaldoBreda) in collaboration with Bombardier and entered service in 2015 under the management of Italy's national railway carrier, Trenitalia. The Frecciarossa 1000 train is a symbol of innovation and comfort, designed for a maximum speed of 360 km/h, although on currently operational lines it runs at speeds of up to 300 km/h. The train is technically distinguished by a high level of efficiency due to a propulsion system that uses electric traction with power distributed to all axles, which delivers high performance and exceptional stability at high speeds. The total length of the train is 202 meters, and it consists of eight carriages with a capacity of 457 seats divided into several classes (Standard, Premium, Business, and Executive). The interior of the train is designed to maximise passenger comfort. It features Wi-Fi, device sockets, and ergonomic seats. The aerodynamically optimised design reduces air resistance and noise, while the aluminium structure allows for mass reduction and greater energy efficiency. The Frecciarossa 1000 uses the European Rail Traffic Management System (ERTMS), allowing interoperability on high-speed lines across Europe, and is certified for international traffic in countries such as France, Switzerland, Germany, and Spain. It is a symbol of modern, sustainable transport, blending Italian technical excellence with European connectivity into a single whole. Its reliability, speed and comfort make it a key tool for promoting rail transport as the main travel option of the future. The second decade of the 21st century, as well as the entire century and railway history in general, was marked by the construction of the Gotthard Base Tunnel (GBT) in Switzerland. It is the longest and deepest railway tunnel in the world. Its total length is 57.1 kilometres. The tunnel passes beneath the Gotthard massif in the Alps, connecting the towns of Erstfeld in the north and Bodio in the south. It was officially opened on June 1, 2016, after 17 years of construction, and serves as a key part of the Swiss AlpTransit project, designed to modernise and speed up rail transport through the Alps. The GBT is integrated into the broader European rail network, linking northern and southern Europe. It consists of two parallel single-track tubes, measuring 57.104 kilometres and 57.017 kilometres in length²⁵⁸. These tubes are connected by service passages every 325 meters, which also function as evacuation routes. The tunnel reaches a maximum depth of 2,300 meters below the mountain surface, making it both the longest and deepest in the world. Designed for high-speed trains, passenger trains can reach speeds of up to 250 km/h, while freight trains operate at speeds of up to 160 km/h. Built for heavy traffic, the tunnel accommodates 260 freight trains and 65 passenger trains per day. Four enormous tunnel boring machines (TBMs), each 450 meters long and weighing over 3,000 tons, were used during construction, cutting through 28.2 million tons of rock. In addition to the TBMs, sections of rock were removed using conventional blasting to accelerate the process. Maintaining the precision of the boring was a crucial part of the construction. The two boring machines met within just eight centimetres of each other when connecting the pipes, showcasing a peak of Swiss engineering precision. The tunnel is equipped with advanced 150 prostorija koje omogućuju evakuaciju u hitnim slučajevima, a moderni ventilacijski sustavi osiguravaju optimalan protok zraka. Za potrebe napajanja izgrađena je jedinstvena električna mreža koja podržava rad tunela i njegovih sustava. Tunel je projektiran da izdrži jake potrese i ekstremne uvjete. Ukupni troškovi projekta iznosili su oko 12 milijardi švicarskih franaka (11 milijardi eura), a u gradnji je sudjelovalo više od 2400 radnika. Bazni tunel Gotthard znatno skraćuje vrijeme putovanja koje na relaciji Zürich – Milano traje sat kraće. Kapacitet tunela omogućuje velik prelazak robe s kamiona na željeznicu, čime se čuvaju alpski ekosustavi i smanjuje emisija CO₂. Bazni tunel Gotthard vrhunac je modernog inženjerstva i ekološki odgovornog prijevoza, simbolizirajući švicarsku preciznost i predanost održivome razvoju. Na području Hrvatske početak drugog desetljeća 21. stoljeća obilježio je prvi prototip niskopodnoga elektromotornog vlaka proizvedenog 2010. u suradnji tvornica TŽV Gredelj i Končar KEV, koji je na linijama HŽ Putničkog prijevoza počeo redovito prometovati na elektrificiranim prugama 2011., dobivši serijsku oznaku HŽ 6112.²⁵⁹ Istodobno su tijekom 2011. i 2012. postupno iz prometa povlačene električne lokomotive serija HŽ 1061²⁶⁰odnosno elektromotorni vlakovi serije HŽ 6011,²⁶¹ koji su s potpunim prelaskom na napon od 25 kV i 50 Hz na svim elektrificiranim prugama 2013. postali nekompatibilni zbog svojeg pogona koji koristi napon od 3 kV.²⁶² Osim izmjena na naponskoj mreži, koja su izvedene na pružnim dionicama od Moravica do Rijeke te od Rijeke do Šapjana, čime cijela željeznička mreža na elektrificiranim prugama u Hrvatskoj ima jedinstveni napon, početkom desetljeća počeli su se uvoditi i najsuvremeniji signalno-sigurnosni sustavi upravljanja željezničkim prometom. Na pruzi Vinkovci – Tovarnik – državna granica uspješno je instaliran i pušten u promet europski sustav upravljanja željezničkim prometom (ERTMS) razine 1 (ETCS 1). U studenome 2012. završeno je restrukturiranje željezničkog sustava, pri čemu je dotadašnja Vuča vlakova d.o.o. razdijeljena između osamostaljenih tvrtki HŽ Putnički prijevoz d.o.o. i HŽ Cargo d.o.o., a samostalna je postala i HŽ Infrastruktura d.o.o., koja je preuzela upravljanje nad željezničkim pružnim objektima i prugama u Republici Hrvatskoj.²⁶³ Drugu polovinu desetljeća obilježio je početak projektiranja izgradnje novih željezničkih pruga, pri čemu se najviše napravilo na pravcu međunarodne pruge M201 Dugo Selo – Križevci – Koprivnica – državna granica,²⁶⁴ odnosno projekti vezani uz obnovu i proširenje željezničkih kapaciteta veznih uz luku Rijeka.²⁶⁵ Desetljeće je završeno puštanjem u promet pruge između kolodvora Gradec i Sveti Ivan Žabno, prve potpuno novoizgrađene željezničke pruge od osamostaljenja Hrvatske, odnosno još od 1970. kada je izgrađena pruga standardnoga kolosijeka širine 1435 mm između Bizovca i Osijeka, kako bi nadomjestila istodobno ukinutu uskotračnu prugu sa širinom kolosijeka od 1000 mm, tzv. Gutmannove željeznice.²⁶⁶ Novoizgrađena pruga L214 između kolodvora Gradec i Sveti Ivan Žabno duga je 12,52 km, a u promet je puštena 16. prosinca 2019.,²⁶⁷ čime je znatno skraćeno putovanje između Zagreba i Bjelovara, a ujedno je prvi put izgrađen jedan željeznički pravac u Hrvatskoj koji je trasiran isključivo prema hrvatskim društvenim, gospodarskim i političkim interesima. Naime, prvotna pruga koja je 1894. željeznički povezala Bjelovar bila je safety systems, including automatic sensors that monitor temperature, smoke, and vibration. It features seven crosschambers designed for emergency evacuations, and modern ventilation systems ensure optimal airflow. A dedicated electrical network was built to support the tunnel's operation and its systems. The tunnel was built to withstand strong earthquakes and extreme conditions. The total project cost was about 12 billion Swiss francs (11 billion euros), and over 2,400 workers took part in the construction. The Gotthard Base Tunnel significantly reduces travel time, now making the trip an hour shorter between Zurich and Milan. The tunnel's capacity allows for a large transfer of goods from trucks to rail, helping preserve Alpine ecosystems and lowering CO₂ emissions. The Gotthard Base Tunnel represents the pinnacle of modern engineering and environmentally responsible transport, symbolising Swiss precision and commitment to sustainable development. In Croatia, the start of the second decade of the 21st century was marked by the production of the first prototype of a low-floor electric multiple unit in 2010 through collaboration between the factories TŽV Gredelj and Končar KEV. It started regular service on the lines of HŽ Putnički prijevoz - HŽ Passenger Transport on electrified routes in 2011, receiving the serial number HŽ 6112²⁵⁹. During 2011 and 2012, the HŽ 1061 series²⁶⁰ electric locomotives and HŽ 6011 series²⁶¹ electric multiple units were gradually withdrawn from service, and with the complete switch to 25 kV and 50 Hz voltage on all electrified lines in 2013, they became incompatible due to their drive systems using 3 kV voltage²⁶². Besides changes to the voltage network, which were carried out on the rail sections from Moravice to Rijeka and from Rijeka to Šapjane, which provided the entire railway network on electrified lines in Croatia with a single voltage, the introduction of the most modern signalling and interlocking systems for railway traffic control began at the beginning of the decade. The European Railway Traffic Management System (ERTMS) level 1 (ETCS 1) was successfully installed and put into operation on the Vinkovci – Tovarnik – state border line. In November 2012, the restructuring of the railway system was completed. Former Vuča vlakova d.o.o. was divided between the independent companies HŽ Putnički prijevoz d.o.o. and HŽ Cargo d.o.o. HŽ Infrastruktura d.o.o. also became independent and took over the management of railway track facilities and lines in the Republic of Croatia²⁶³. The second half of the decade was marked by the beginning of the design of new railway lines, with most of the work being done on the international railway line M201 Dugo Selo – Križevci – Koprivnica – state border²⁶⁴, i.e. projects related to the renovation and expansion of railway capacities connected to the port of Rijeka²⁶⁵. The decade closed with the opening of the railway line between Gradec and Sveti Ivan Žabno stations, the first entirely new railway line built since Croatia gained independence, i.e., since 1970, when a standard-gauge line with a width of 1435 mm was constructed between Bizovac and Osijek. This replaced the narrow-gauge line with a width of 1000 mm, the so-called Gutmann railway²⁶⁶, which was also abolished. The newly built L214 railway line, spanning 12.52 km between Gradec and Sveti Ivan Žabno stations, was opened on December 16, 151 Vijadukt Danyang — Kunshan, s dužinom od 164,8 km najdulji na svijetu, izgrađen u Kini 2010./ Danyang–Kunshan viaduct, at 164.8 km the longest in the world, built in China in 2010 Kineske željeznice/Chinese Railways ona iz smjera Križevaca odnosno Budimpešte, iz čega je razvidno kako su se pruge gradile radijalno, šireći se iz ondašnjeg središta dualno podijeljene Monarhije. Pruga Gradec – Sveti Ivan Žabno prva je pruga sagrađena iz smjera Zagreba. 2019²⁶⁷. It has significantly shortened the journey between Zagreb and Bjelovar. It was also for the first time that a railway line was built in Croatia, with the route formed exclusively according to Croatian social, economic, and political interests. Namely, the first railway line connecting Bjelovar by rail in 1894 was from the direction of Križevci, i.e., Budapest, which indicates that the railways were built radially, expanding from the then centre of the dual monarchy. The Gradec – Sveti Ivan Žabno railway line was the first railway line built from the direction of Zagreb. 152 Otvorenje Gottharda 2016./Opening of the Gotthard in 2016 SBB Historic Archive, 10561/SBB Historic Archive, 10561 Unutrašnjost tunela Gotthard/Interior of the Gotthard tunnel SBB Historic Archive, 10561/SBB Historic Archive, 10561 Tunel Gotthard u Švicarskoj, s cijevima dugim 57,104 km i 57,017 km, najdulji na svijetu i otvoren 2016./ The Gotthard Base Tunnel in Switzerland, with bores 57,104 km and 57,017 km long, the longest in the world, opened in 2016 SBB Historic Archive, 10561/SBB Historic Archive, 10561