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A large 760mm rail network was constructed in the early 20th century, when the as well as were under Austrian control. Dubrovnik and Ploče The Dubrovnik area is again a special case. The part of double track existing after Vinkovci to Tovarnik is still being reconstructed, though only one track is currently functioning at reduced speed.

Dubrovnik and its surrounds are an , divided by the small corridor belonging to. This track was not intended as the shortest distance between Zagreb and Split. Archived from on 7 October 2008. Class 1141 of HŽ Cargo A total of five locomotives Class 1141 of HŽ Cargo were overhauled recently. Out of eight trainsets that were introduced in 2004, two are therefore out of service. Originally, this series was conceived to be used for express passenger traffic, mainly on flat mainlines. This results in some confusion to the relation to their previous numbers. Automatski sustav zaštite vlaka Autostop-uređaj U sklopu Europske željezničke politike nastoji se standardizirati željeznička mreža i svi prateći uređaji i vozila. Photo: Siniša Sinkec Abramović 1141 001 — Photo: Siniša Sinkec Abramović 1141 202 — Photo: Siniša Sinkec Abramović Class 2062 of HŽ Cargo 2062 119 is the first overhauled diesel of the series with five more to follow. This was performed on the , which due to the mountainous region had a need for more powerful trains than the traditional diesel powered ones.

A large 760mm rail network was constructed in the early 20th century, when the as well as were under Austrian control. Those are units: 029 and 221.

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The Croatian railway system consists of 2,974 km of rails of which 248 km is double track. Railway modernisation is set to be extended further, and a national 'railway investment plan' with funding totalling over 18 billion through 2012 was announced; following the 2008-09 financial crisis, however, the plan has yet to come to fruition. Dobova-Tovarnik line International corridor X A regional train making way for an Inter-City tilting train on the Zagreb-Split line. The railway lines , , , and linking , Zagreb and , operating the length of Croatia east-west via Zagreb, are the country's most important railway line, and part of the. It is also the most advanced and busiest, being completely and consisting mostly of. It longitudinally crosses Croatia's continental regions , and the Greater Region, connecting the most economically developed towns in Croatia with each other. The was severely damaged in the. Repairs began in 2003 and in December 2008 the line was fully reopened. As of 2007 , this line is being heavily upgraded with many sharp bends and grades removed in order to allow tilting trains to travel at nearly full speed on most parts of the track. Reducing travel time from Split to Zagreb by around a third, to 5—6 hours. This track was not intended as the shortest distance between Zagreb and Split. The line via which forms the border with , has not been reopened to passenger traffic since the wars of the 1990s. Some of the problems faced include the age of the line; it was constructed 1913-1925 and contained many curves, often in difficult terrain. Services were slow and speeds severely restricted. The modernisation has involved rebuilding entire sections of track, straightening many curvy segments by rerouting portions of the track and renewing the rails, leading to higher operational speeds. Electrification of the line is not scheduled for the near future. Numerous stations along the line that were in the area of Serbian military occupation have been abandoned. Local trains are only functioning between Ogulin-Vrhovine two per day. From Vrhovine to Knin there is as of 2013 no local passenger transport, even though some stations are in good condition e. ICN tilting trains only stop in Gospić and Gračac. Some stations are to soon be renovated or rebuilt Lovinac, Gospic ; Croatian Railways, however, currently has no plans to restart local passenger transport. International corridor V International Intercity train carriage shown at Budapest Keleti station. The part from to should become part of this corridor, as soon as the extension towards Rijeka is built. It enters Croatia at on the border with Hungary, and runs through to enter in. It enters Croatia again in Metković, in the very south-east of , where it ends at the harbour. The line crosses the Dobova-Tovarnik line in —. The line is currently being heavily modernised in order to revitalise Ploče's harbour. The part from Strizivojna-Vrpolje towards is fully electrified, and recently the modernised has been put into operation. The passenger traffic scheduled from to Slavonski Šamac now performed by is still fragmented. The line will stay single track. The Vinkovci-Osijek line Before the dissolution of Yugoslavia, the - line was one of the busiest branch lines of Croatia, linking two regional centres. As a result of the war, only about 10 kilometres of the 35-km line remained intact. Most of the track was dismantled by invading Serb forces, both in the form of vandalism as well as to use the materials in barricades. The reconstruction of this vital route was finally finished in 2008, and today the route is once again fully operational. The first test train had its maiden voyage along the route on 12 December 2008, and regular revenue service restarted two days later, on 14 December. Today, this route remains largely unused, since much of the route virtually runs over the border between and , crossing it multiple times, on the section between and. The designated border crossing along the line between the two countries is at the town of. Network connection problems There are some rail network connection problems, which have historical causes. When Croatia was part of Yugoslavia, the rail network was consistently connected and managed by. As the constituent states demerged, important rail links were severed. Istria Istria has no direct connection through Croatia. Currently, all rail operates through Slovenia, though this is planned to be solved with a tunnel north of Rijeka. Dubrovnik and Ploče The Dubrovnik area is again a special case. Dubrovnik and its surrounds are an , divided by the small corridor belonging to. Historically, the Dubrovnik region has been developed through sea travel. There has never been a direct rail link through Croatia to Dubrovnik, and none is planned in the future. A large 760mm rail network was constructed in the early 20th century, when the as well as were under Austrian control. The rail route to Dubrovnik went from via and rather than to Split and Zagreb in Croatia. In 1967 the line from Sarajevo to Čapljina was upgraded to standard gauge, and from there extended not to Dubrovnik but to terminate at the nearby , handling freight via Bosnia. The route from Čapljina to Dubrovnik was closed in 1975 by the Yugoslav Government, acting on the advice of foreign transport consultants. This was in spite of the attractive scenery of the route which has been compared to Switzerland's narrow gauge network. Proposals in 1985 to reopen the route were unsuccessful. Direct trains connect Zagreb with Ploče in thirteen hours, via Bosnia and Herzegovina. The road connection from Ploče to Dubrovnik is 100 km 62 mi and passes through Neum. The original decision in former Yugoslavia was to use 3 kV DC electrification for the railway network. This was performed on the , which due to the mountainous region had a need for more powerful trains than the traditional diesel powered ones. Consequentially a power system break existed at. All railway power systems in Croatia are exclusively of type. These trains are normally deployed on the mountainous route between the two largest Croatian cities, route - , but are also sometimes on the routes in the continental part of the country. In the case of the Zagreb-Split route, this offers passengers a much more comfortable and time-saving journey with regard to previous trains whose journey took 8 hours, whereas the tilting trains take less than 5 and a half hours, and are more quiet and better equipped as well. However, the safety of the tilting trains and their possible technical incompatibility with the conditions of the Croatian railroads are disputed after the , an incident that occurred on 24 July of that year, in which six passengers were killed and 55 were injured in the crash. Approximately 3 years before this fatal derailment, on 24 November 2006, there was another accident in which the train's engineer was killed; the tilting train crashed into a lorry at a railroad crossing that had no ramp or warning lights. Out of eight trainsets that were introduced in 2004, two are therefore out of service. The tilting train services may therefore have to be reduced as there are no longer enough train-sets to serve all scheduled ICN trains and destinations. Renumbering In 1993 renumbered all their vehicles. This results in some confusion to the relation to their previous numbers. All other companies, which have been formed after dissolution of have kept the original numbers. Some local lines previously shut down will be reactivated, and a link to has been approved and announced by Zagreb authorities. New EMUs and DMUs have been ordered from Croatian manufacturer. This has already been completed between Osijek and Slavonski Šamac. Some tests with trains from various manufacturers, mostly electric engines, have been performed already. Since this line was in a badly damaged state the reconstruction will be done in 2 phases. Phase 1 is only the necessary signalling track crossing signalling through traffic signs only. Due to this fact and the current corresponding Croatian laws, traffic must commence very carefully, and probably trains will have to stop on every crossing and then speed up again. Due to excess costs in phase 1, phase 2 will be deploy automatic track-road protection devices on all crossings, which will finally allow full nominal line speed. High-speed rail line A fully electrified line connects with , onwards towards and the ; the railway line forms part of the European 5b corridor. The plan consists of retrofitting the existing track between the Hungarian border and to a double-track configuration, as well as constructing new tracks along an entirely new alignment from to. The line's complete length will be 269 km, or 61 km shorter than the current line. Construction on the new line was announced to start in the autumn of 2008 and was to be completed before the end of 2013. The onset of the has put this project on indefinite hold. The speeds of this line will enable a trip from Rijeka to Zagreb in an hour, as opposed to the current four hours. The initial route plan is described on this link:. The line is conceived primarily to better connect the to the network of European transport, as the port serves many regions and locales across Central Europe. This is the latest news, as announced. Ridership on existing ICN lines proved to be full success. The ICN Zagreb-Osijek, Zagreb-Varaždin and Zagreb-Split ICN lines are almost always at 100% ridership capacity. This will be the first entirely original railroad line in Croatia in many years. Most of the track damaged sections between Novska and Tovarnik is completely renewed after the Croatian war of independence. The part of double track existing after Vinkovci to Tovarnik is still being reconstructed, though only one track is currently functioning at reduced speed. This route is protected by security systems St. Andrew's crosses and ramps in the whole length. Near Zagreb, and Vinkovci there are even fully separate level crossings with roads. The rest is also mostly separate level crossing. Only the signalling system and overhead catenary would need some adaptations. Before the war related closure and heavy damage in 1991, it was one of few profitable branch lines. With new changed circumstances this is now a direct and shortest connection between European corridor Vc and corridor X , it would be economically justified to electrify it, as shortest link between the two corridors towards eastern Europe. This will be a link between the corridor X branches over Sisak and Kutina. Railway Infrastructure HŽ Vuča Vlakova accumulated substantial debts; in August 2012, it was announced that it would be broken up, with locomotives allocated to the freight and passenger divisions. Retrieved 2 March 2012. Archived from on 7 October 2008. Retrieved 31 May 2010. Retrieved 31 May 2010. Retrieved 31 May 2010. Retrieved 31 May 2010. Archived from on 19 August 2012. Retrieved 19 August 2012. Retrieved 19 August 2012.