second track of the Divača-Koper railway line

REPUBLIC OF SLOVENIA MINISTRY OF INFRASTRUCTURE SLOVENE INFRASTRUCTURE AGENCY second track of the Divača‒Koper railway line 2 Second track of the Divača–Koper railway line List of contents 3

Acronyms used...... 7 Tunnels...... 52 LIST OF Viaducts ...... 56 Introduction...... 9 CONTENTS Other structures ...... 58 Bases for the planning and the purpose of the Superstructure...... 64 second track of the Divača–Koper railway line...... 15 General...... 64 The Divača–Koper section as part of the TEN-T network...... 16 Ballasted track...... 64 The purpose of the second track of the Divača–Koper Ballastless track ...... 65 railway line...... 18 Electrical catenary...... 66 Cargo port of Koper...... 19 Power sub-stations ...... 66 Overview of throughput in the past...... 19 Signalling and safety devices...... 67 Planned investments of Luka Koper ...... 23 Relocation of utility lines...... 67 Forecast of throughput at the cargo port of Koper...... 23 Estimated value of the selected variant...... 69 Reliability of the existing track ...... 24 Main characteristics...... 24 Effects on the environment...... 73 Main risks...... 25 Geological and relief characteristics...... 74 Traffic on the Divača–Koper rail link...... 26 Air...... 75 Capacity of the existing Divača–Koper line...... 28 Quality of soil and plants ...... 75 Measures on the existing track...... 32 Features and quality of groundwater...... 76 Modernisation of the existing track...... 32 Hydrographical features, chemical and ecological state The second track between the Dekani power sub-station of surface waters and flood safety...... 77 and Koper...... 33 Caves ...... 78 Flora, fauna and habitat types...... 79 History of the spatial placement of the Protected areas...... 81 second track between Divača and Koper...... 35 Valuable natural features and ecologically important areas ...... 82 The first round of evaluation...... 36 Cultural Heritage...... 83 Second round of evaluation...... 38 Cultural landscape and visible qualities of space...... 84 The selected variant...... 39 Agricultural land and agriculture...... 85 Description of the selected variant...... 41 Forests and forestry ...... 87 The elements used in the design...... 42 Noise...... 89 Activities after the adoption of National Site Plan...... 43 Vibrations...... 89 General description of the route...... 45 Light pollution...... 90 Basic geological data...... 48 Electromagnetic radiation...... 90 Access roads and platforms at tunnel portals...... 49 Waste...... 91 Structures...... 52 Conclusion ...... 93 4 Second track of the Divača–Koper railway line Introduction 5 6 Second track of the Divača–Koper railway line Acronyms used 7

Acronyms AC Alternating current CEF Connecting Europe Facility used CETRA Central European Transport Model DC Direct current EIA Ecologically important area ERTMS European Railway Traffic Management System ETCS European Train Control System GSM-R Global System for Mobile Communications – Railway NATM New Austrian Tunnelling Method NB Noise barrier NSP National Site Plan TBM Tunnel-boring machine TEN-T Trans-European Transport Networks 8 Second track of the Divača–Koper railway line Introduction 9

Introduction 10 Second track of the Divača–Koper railway line Introduction 11

The main transport branches in Slovenia are road nineties. It was followed by the procedure of the spa- and rail transport which run on a densely branched tial placement of the line and the determination of the nearly 40,000-kilometre network of public roads and variant for which the Government of the Republic of 1,200-kilometre network of railway lines, which together Slovenia adopted the Decree on the National Site Plan Slovenia is situated at the with airports for international passenger and freight in 2005, and the Amendments to the Decree in 2014. crossroads of the Alps, Dinaric transport and a port for the international transportation Alps, the Pannonian Plain and of goods form an integrated and developed transport On the initiative of the Ministry of Infrastructure, the the Adriatic Sea. Due to its system with more than 75 million passengers and almost spatial placement procedure was led by the Ministry 100 million tonnes of diverse cargo transported a year. of the Environment and Spatial Planning, while pro- geographical position, it is an fessional support and expertise were provided by the important traffic hub in this It was the estimates of future trade flows through the investor, the Slovenian Infrastructure Agency, which is part of Europe with crossings port of Koper that some time ago encouraged ideas a body within the Ministry of Infrastructure. In 2011, of traffic flows between North on the new railway infrastructure that would ensure project management and the implementation of other and South, and East and West. better links to the interior of the country as well as to professional consulting services included DRI uprav­ the wider European area. ljanje investicij (Družba za razvoj infrastrukture, d.o.o.) Two trans-European transport as an internal consulting engineer. corridors pass through the The existing Divača–Koper single-track line was built in country: the Baltic-Adriatic and 1967 as an industrial track and any possible increase in At the time of issuing this publication (June 2015), the Mediterranean corridor. its capacity merely by modernisation of infrastructure project designs for a building permit for the project is severely limited. of the second track between Divača and Koper were prepared and reviewed; the majority of approvals for The first research of the possibility of the new railway the project to proceed had been obtained and most of link, supported with studies, was carried out in the late the land required for construction had been acquired. 12 Second track of the Divača–Koper railway line

IN CONNECTION WITH THE PROJECT REGARDING CONSTRUCTION OF THE SECOND TRACK ON THE DIVAČA–KOPER RAILWAY LINE, THE GOVERNMENT OF THE REPUBLIC OF SLOVENIA ADOPTED THE FOLLOWING CONCLUSIONS AT THE 35TH SESSION OF CORRESPONDENCE, ON 23 FEBRUARY 2015: second track of the Divača–Koper railway LINE

1. 2. 3.

The Government of the Republic of Slovenia notes The Government of the Republic of Slovenia notes that The Government of the Republic of Slovenia instructed that the establishment of the TEN-T standard in the the realisation of the construction of the second track the Ministry of Infrastructure, the Ministry of Finance Mediterranean and the Baltic-Adriatic rail corridor is with public financial resources, due to other urgent and the Ministry of Economic Development and Tech- Investor: Project designer: Consulting engineer: in accordance with the draft of the Transport Devel- investment projects which must run in parallel on the nology to propose to the Government of the Republic opment Strategy in the Republic of Slovenia, and that road and rail infrastructure, cannot be implemented in of Slovenia possible forms of public-private partner- Republic of Slovenia, in accordance with the SŽ – projektivno podjetje Ljubljana, d.d. DRI upravljanje investicij, the implementation of the new Divača–Koper railway the period of financial perspective 2014-2020 in terms ship in accordance with the Public-Private Partnership aforementioned conclusions of the Government most www.sz-pp.si Družba za razvoj infrastrukture, d.o.o. connection (hereinafter referred to as the second of macro-fiscal consolidations. Act (Official Gazette of the Republic of Slovenia, No. probably in the capacity of public partner and promoter www.dri.si track) is important. 127/06) for implementing the investment of the second track, and to do so in the shortest possible time. 4. 5. The last point of the conclusion cited above has The Government of the Republic of Slovenia has The Government of the Republic of Slovenia instructed indeed been realised, and for the realisation of Line type: Single-track 225 KN/axle or 80 KN/m th Load: instructed all stakeholders that due to the manage- the Ministry of Infrastructure to apply to the first CEF other points, at the 27 regular session on 18 March (category D4) ment of all financial, technical and implementation call to tender, which ended on 26 February 2015, in 2015, the Government of the Republic of Slovenia Length: 27.1 km risks associated with this major investment project, the the context of the so-called national envelope with the appointed an inter-ministerial working group to pre- Rails: investment in the second track is to be dealt with as a project of upgrading the Poljčane–Slovenska Bistrica pare a set of public-private partnership forms for 60 E1 complete indivisible whole in all phases or procedures. rail link and the project of side track from the Koper the construction of the second track of the Divača– Maximum speed: 160 km/h The execution of the project cannot start prior to the freight station, including the execution of all activities Koper railway line. Track superstructure: Mostly balastless conclusion of a public-private partnership. for selecting a private partner to build a second track. Clearance: GC The project of the second track in the context of CEF This publication presents the key starting points for Haulage system: Electrical (3 kV DC) is applied to an open call to tender. With other projects, planning, purpose, the history of spatial placement Slovenia will also participate in the following CEF calls to and the technical elements of the new line. Due to the Maximum longitudinal tender, including the latest when the unused resources placement of the line in a sensitive karst area, a special 17‰ Traffic management gradient: system: ERTMS (GSM-R/ETCS level 2) of all national envelopes are available. section is devoted to the requirements regarding the impacts on the environment which will need to be strictly adhered to during the construction. 14 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 15

Bases for the planning and the purpose of the second track of the Divača–Koper RAILWAY line 16 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 17 Z aragoza L yon V enice U dine T rieste M adrid K lagenfurt G raz The Divača–Koper section as Baltic-Adriatic corridor S eville M urcia S zczecin N an P oz B rno G dansk O strava K atowice WARSAW (Graz)–Šentilj–Maribor– part of the TEN-T network Ljubljana–Koper/Trieste VENICE TRIESTE LJUBLJANA The Divača–Koper section is an integral part of the GRAZ VIENNA Mediterranean corridor Trans-European Transport Network (TEN-T network). (Venice)–Trieste/Koper– In accordance with EU Regulation No. 1316/2013, the Ljubljana–Pragersko–Hodoš– territory of the Republic of Slovenia is crossed by two (Budapest) corridors of the core network, an integral part of which is also the Divača–Koper line. These are:

• the Baltic-Adriatic corridor in the direction (Graz)– Šentilj–Maribor–Ljubljana–Koper/Trieste, and • the Mediterranean corridor in the direction (Venice)–Trieste/Koper–Ljubljana–Pragersko– Hodoš–(Budapest).

The importance of the Divača–Koper line is most evi- dent in international railway freight transport, which is understandable given the role of the cargo port of Koper in linking the hinterland Slovenian and European economies with countries overseas.

The existing line on the section in question does not meet the standards for the core network which were adopted by the Council of the EU in 2012 and are expected to be implemented by 2030. The standards are not met in the ensured speed and the length of trains. KOPER RIJEKA ZAGREB MARIBOR BUDAPEST oper T urin M ilan zilina K R ijeka q uera VIENNA Z agreb V erona N ovara alencia R avenna V B ologna B udapest M arseille A lgeciras L jubljana arragona C artagina B ratislava P erpignan B obadilla / B arcelona A nte T 18 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 19

The purpose of the second Cargo port of Koper Million Throughput at the port of Koper 2002‒2014 track of the Divača–Koper net railway line Overview of throughput in the past tonnes 20 The cargo port of Koper is almost the only generator of cargo transport on the Koper–Divača section of the 18 • To provide modern and efficient railway link between line. The port of Koper and other important North Adri- the cargo port of Koper and the rail network in the atic ports (Venice, Trieste, Ravenna, Rijeka) are attrac- 16 tive for transoceanic cargo, especially for cargo coming Republic of Slovenia, and consequently also the wider 14 European rail network; from Asia via Suez. Cargo en route from Asia arrives at these ports about a week earlier than that it would at • To finally abolish all limitations of throughput and 12 rival north European ports (Rotterdam, Antwerp etc.). transport capacity of the railway line from Koper to 10 the junction in Divača; In 2008, the company Luka Koper, d.d., signed a con- 8 • To increase reliability of the operation of the railway cession contract with the Republic of Slovenia for a line from Koper to Divača; period of 35 years for the provision of port services, the 6 • To increase the level of traffic safety; management, development and regular maintenance of port infrastructure in the Koper cargo port. 4 • To shorten travel times;

• To reduce environmental impacts and risks to the According to the data of Luka Koper, d.d., a total of 2 environment; 18,965,351 tonnes of cargo was loaded/unloaded in 0 • To additionally increase the proportion of cargo trans­ Koper in 2014. Of the total cargo handled, approxi- 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 ported by rail; mately 60% was transported by rail. • To enable and to increase the use of environmentally friendly modes of transport. LOADED UNLOADED TOTAL 20 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 21

Comparison by groups of goods for 2014 THROUGHPUT BY GROUPS 8 OF GOODS 2009‒2014 CARS 7

Million tonnes 6 GENERAL CARGO Cars 763,621 t 5 LIQUID 4 CARGO General cargo 1,643,552 t 3 CONTAINERS 2 Liquid cargo 3,073,620 t 1 BULK CARGO

0 Bulk cargo 6,724,354 t 2009 2010 2011 2012 2013 2014

Containers 6,760,204 t

Total 18,965,351 t

Estimate of throughput by markets OTHER COUNTRIES 2% AUSTRIA 32%

SLOVENIA 29%

Cars Containers SLOVAKIA 8% CZECH REPUBLIC 3%

POLAND 1% ITALY 14%

518,900 674,033 GERMANY 2% HUNGARY 9% vehicles TEU 22 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 23

Forecast of throughput Planned investments of Luka Koper at the cargo port of Koper New tanks for petroleum products For the concessionaire, Luka Koper, d.d., to be able to Regarding the given space constraints in accord- ance with the National Site Plan, it is envisaged New Ro-Ro berth increase its capacity and market share, it plans to imple- Extension and ment numerous investments of its own in the coming that with the implementation of all planned reconstruction of the years, mainly the following: measures, the concessionaire will be able to load/ coast Preparation of new unload approximately 40 million tonnes per year. hinterland areas • The maximum possible extension of the first pier and upgrading the existing coastline infrastructure; Extension of the container Livestock terminal • Increasing the number of moorings: Long-term forecast (for 2030) of the throughput at the cargo port of Koper by groups of goods* terminal on the first pier – basin II: arranging the south coast of the second pier, livestock, oil tankers; Cars New entrance and 1,081,276 t – basin III: Ro-Ro and the start of arranging the third truck terminal Deepening the inlet pier; General cargo channel • Internal linking infrastructure and transport routes (in 3,007,757 t Concentrating parallel with new entrances); containers into Liquid cargo • New storage capacities: tanks, warehouses; 3,813,721 t Deepening the first hinterland and moving • Expanding the port into the hinterland (the area of basin timber disposal sites in consolidation); Bulk cargo 10,147,776 t • Infrastructure and a passenger terminal facility. Passenger terminal Containers 17,239,593 t

Total 35,290,123 t

*Study »Evaluation of measures regarding the future Slovenian transport network, Divača–Koper Project« (PNZ svetovanje projektiranje d.o.o., November 2014). 24 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 25

Reliability of the existing Main risks Altitude graph of the existing Divača–Koper line SITUATION OF THE EXISTING TRACK track The existing single-track line between Koper and Divača is the only rail link between the port of Koper and the hinterland. The capacity and transportability of the line are Measures that will be implemented in SEŽANA LJUBLJANA strongly influenced by unexpected events as well as measures that must be imple- In the 1960s, the track between Divača and Koper the context of the modernisation, which mented on the line (maintenance works, modernisation etc.). Summer forest fires that (or between Koper and the connection to the line in is expected to be completed in 2015, are can disrupt or totally put a halt to any traffic present an extremely high risk. Rock falls, Prešnica) was built as an industrial track. An important marked. DIVAČA which are common due to the nature of the terrain, also present a risk. reason for this decision was the fact that in the former Yugoslavia the central port was Rijeka and not Koper. EXISTING STATIONS

RODIK STATION RECONSTRUCTION RIŽANA DIVAČA KOZINA ČRNOTIČE

Main characteristics HRASTOVLJE EXISTING POWER SUB-STATIONS INCREASE IN INST. POWER AND IMPLEMENTATION OF REMOTE CONTROL The existing Divača–Koper line is the main single-track NEW POWER SUB-STATIONS electrified railway line. It is made up of the following MEASURES TO BE UNDERTAKEN KOPER FREIGHT STATION KOPER ON THE CATENARY HRPELJE - KOZINA

sections: STATION PASSENGER KOPER

• Divača–Prešnica junction 16.5 km; • Prešnica junction–Bivje junction 28.1 km; KOPER FREIGHT STATION • Bivje junction–Koper 3.5 km; ČRNOTIČE PREŠNICA • Bivje junction–Koper freight station 0.9 km. DEKANI RIŽANA

The route has a great longitudinal gradient, up to 26 ‰ KOPER PASSENGER STATION RAKITOVEC between Prešnica and Bivje. Examination of route PULA

elevation shows that the highest point Rodik is 107 m h ~ 3 m h ~ 56 m h ~ 200 m h ~ 307 m h ~ 496 m h ~ 491 m h ~ 538 m h ~ 431 m higher than the destination in Divača. Therefore, there is a significant altitude loss of some 107 m. HRASTOVLJE 26 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 27

Traffic on the Transported net weight on the Divača–Koper section

Divača–Koper rail link 8.1 8.6 7.1 8.8 10.2 10.4 10.4 11.0 Million net 11 The Divača–Koper line is characterised by an uneven tonnes structure of freight transport by directions, as 70% of 10 freight transport is in the direction from Koper to Divača and 30% in the direction from Divača to Koper. This 9 non-uniformity in directions is not noticed in passenger transport. In passenger transport, a slightly higher offer 8 has been noticed during the summer months (holiday trains), while in freight transport, the scope of the 7 transport part, expressed in the number of freight trains, changes monthly and is usually the highest at the end 6 of the year. 2007 2008 2009 2010 2011 2012 2013 2014

Number of trains per day in 2012 80 On the Divača–Koper section, the number of freight trains has been increasing, 60 with the exception of a drop in 2009, and DIVAČA–KOPER transported net weight increased from 40

8.1 million tonnes in 2007 to 11 million KOPER–DIVAČA tonnes in 2014. 20 TOTAL The average for 2012 was 83 trains per 0 day, of which 10 were passenger, 19 locomotive and 54 freight trains. PASSENGER LOCOMOTIVE FREIGHT TOTAL 28 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 29

The transport capacity of the existing modernised the construction of the aforementioned parallel track. The capacity of the existing Divača–Koper line line is estimated at 14.3 million net tonnes per year, With the construction of 1.2 km of track between assuming that the entire planned modernisation of the the Dekani power sub-station and Koper, the On the Divača–Koper line after the modernisa- The capacity of a railway line is determined on the basis and the organisation of train traffic. The throughput • The transport capacity of a line is information that existing line is implemented and taking into account implementation of additional measures and the tion, the following applies: of throughput capacity and transport capacity. capacity of a line is expressed in the number of trains defines how many net tonnes of goods can be trans­ the particular configuration of freight trains - the assumption that locomotive trains do not operate on • Throughput capacity is the ability of a line to let per day which can run on an individual section at a ported on a line in a specified time period. The trans­ curtailment of locomotive trains which are driven as this section, the throughput capacity of the existing • Limited throughput capacity still remains at 85 through a certain number of trains in a specified time specified time, taking into account the actual tech- port capacity is expressed in the unit of net tonnes push-pull trains for freight trains. modernised Divača–Koper line will be 85 trains per trains per day (82 trains per day after the moder- period with the existing technical equipment of the nical equipment and transport technology and the per year. day in both directions. The transport capacity of the nisation or 85 trains per day after the construction line, a certain series and type of traction vehicles necessary quality of service. In addition to the construction of the second track existing modernised Divača–Koper line with 1.2 km of of the second track between the Dekani power on the Divača–Koper section of the railway line, the track built, one power sub-station and the optimisation sub-station and Koper); construction of the second track between the Dekani of traffic management (excluding locomotive trains or • Limited transport capacity still remains at 15.2 Throughput and transport capacity of the Divača–Koper single-track railway line THROUGHPUT TRANSPORT power sub-station and Koper is also part of the global driving with an attached push-pull train on the whole million tonnes (14.3 million net tonnes after the project and will be carried out prior to the construction route) and the maximum load of freight trains (1,600 modernisation or 15.2 million net tonnes after the construction of the second track between the 72 82 85 of the second track on the Divača–Koper section. gross tonnes) will be 15.2 million net tonnes per year in Dekani power sub-station and Koper). trains/day trains/day trains/day Therefore, line capacity is also defined with regard to both directions combined.

MODERNISED LINE WITH THE SECOND Figures for traffic load levels on the Divača–Koper PRIOR TO MODERNISATION AFTER COMPLETED MODERNISATION TRACK BETWEEN THE DEKANI POWER SUB- line are derived from the upgraded national trans- STATION AND KOPER port model, which consists of the basic CETRA model and its upgraded version with the model of maritime transport, allowing the evaluation of the 9.2 14.3 15.2 effects of individual measures on the quantity of throughput in individual North Adriatic ports. million net tonnes million net tonnes million net tonnes

The throughput capacity of the Divača–Koper line The throughput capacity of the existing and an increase in the power of power sub-stations, which before modernisation in the case of mixed traffic and modernised Divača–Koper line in the case of mixed leads to the reduction of the train-tracking interval, taking into account the operation of locomotive trains traffic and taking into account that locomotive trains resulting in the increased capacity of the line. It is clear was 72 trains per day. The transport capacity of the line do not operate is 82 trains per day in both directions. from the data on the average number of trains per day before modernisation was 9.2 million net tonnes per The increase in the capacity is mainly due to the in 2012 that the throughput capacity of the existing year. introduction of the block section on the whole line and modernised line has already been exceeded. 30 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 31

Both passenger transport and the transport of goods were modelled. loading and unloading at terminals, the cost of throughput depending In particular, the operation of the new line changes the organisation of With the investment, the throughput capacity of the existing line will The goods model was broken down into categories of goods (a total on time, and the loss in value of goods depending on time. traffic flow of freight trains, because they will use the new line for runs increase from 85 to 102 trains per day due to the modified organisation of 56 categories), and their generation, distribution and the selection in the Koper freight station–Divača direction, while the existing line of traffic flow. Taking into account the journeys of freight trains only of the means of transport were calculated. The maritime transport In 2040, 40 to 42 million net tonnes of cargo is expected according will be used for runs in the opposite direction, which will significantly in the Koper–Divača direction (on the new line) and on the basis on model is based on the assumption that in the Northern Adriatic area, to forecast, of which 60% on rail. In the concept of the train operating reduce the number of crossings on the existing line and contribute to tracking intervals, the capacity of the new line is 120 trains per day. there is one generator of maritime transport from where ships choose model, it was assumed that the existing line will be intended for freight increasing the throughput capacity. the North Adriatic ports depending on the destination of goods and trains travelling in the Divača–Koper direction, while the new line will the generalised cost of transport. The generalised price of transport be intended for freight trains travelling in the opposite direction, i.e. The representation of the capacity of the lines between Divača and Koper in case of conditions with the investment, i.e. the operation of the new includes the cost depending on the distance travelled by sea, rail and the Koper-Divača direction. The table below shows the results of the and the existing line, and in case of conditions without the investment, i.e. the operation of only the existing modernised line with the constructed road, the cost of transport, loading and unloading, depending on the redistribution of net tonnes to the existing and new line in the Divača– second track between the Dekani power sub-station and Koper. transport time for maritime, rail and road route, the direct costs of Koper direction and the Koper–Divača direction. THROUGHPUT CAPACITY OF LINES BETWEEN DIVAČA AND KOPER

Distribution of the expected volume of freight transport between the existing and new line (million net tonnes) Without investment With investment Year Existing line New line Total Modernised existing Modernised existing New single-track KP–DI DI–KP Total KP–DI DI–KP Total KP–DI DI–KP Total line* line* line

2020 0.000 5.611 5.611 8.891 0.000 8.891 8.891 5.611 14.502 Throughput capacity 85 102 120 trains/day trains/day trains/day 2030 0.000 10.135 10.135 8.278 0.000 8.278 8.278 10.135 18.413

2040 0.000 10.630 10.630 12.831 0.000 12.831 12.831 10.630 23.461 222 trains/day

10 local passenger trains (5 pairs in both directions), which will operate on the existing line, and 4 regional or international passenger trains (2 * Including the constructed second track between the Dekani power sub-station and Koper pairs in both directions), which will operate on the new line between Divača and Koper, are envisaged for the needs of passenger transport. In 2040, a total of 120 to 150 trains are expected between Divača and Koper, depending on the organisation of traffic. It is important to emphasise According to forecasts, 120 to 150 trains a day on average will run on the line from the direction of Koper. Potential connection between Trieste that after the construction of the second track, the organisation of traffic flow will change, as well as the capacity of the existing line between and Koper could result in even greater total volume of trains and freight traffic. Thus the link between the port of Trieste and Koper would represent Divača and Koper. an additional cross-border impact of this project. 32 Second track of the Divača–Koper railway line Bases for the planning and the purpose of the second track of the Divača–Koper railway line 33

Measures on the existing track The second track between the Dekani power sub-station and Koper

The project will succeed in eliminating a bottleneck on part of the joint route of the existing and The most important measures intended to increase the capacity of the existing line are the following: planned line. This measure was separated from the overall project of the second track and will be • The modernisation of the existing track, which is in the final stage of implementation, and implemented separately in order to increase the capacity of the existing line until the construction of • The construction of the second track between the Dekani power sub-station and Koper (1.2 km), the second track on the entire section between Divača and Koper (or the Dekani power sub-station). which will be implemented prior to the construction of the second track between Divača and Koper.

The measures included in this investment are the following: Modernisation of the existing track • Construction of 1.2 km-track on the section between the Koper freight station and the area of the Dekani power sub-station, The modernisation of the existing track is divided into two and all the work on the Divača–Koper open line (adaptation • Measures to increase the power supply of the electrical catenary, and phases, and the second phase into four stages. of the traffic management centre in Postojna, rearrange- • Optimisation of rail transport technology, thereby enabling the maximum possible capacity of ment of electrical installations at stations due to changes on the existing track. FIRST PHASE the return line, adaptation of signalling and safety devices). In the first phase of the modernisation of the existing Such investment will additionally increase the transport and throughput capacities of the existing Divača–Koper line, the modernisation of the signalling Stages B and C which include the reconstruction of the line after the modernisation, which will be completed in 2015, but it represents only a temporary and safety devices was implemented with new electronic Divača railway station and the Divača power sub-station or solution. Further actions are necessary for a lasting increase in the capacity of the rail link between devices that enable remote automatic traffic management the abolition of the five level crossings of road and rail and Divača and Koper. from the traffic management centre in Postojna. the construction of an underpass, are in their final stage. In the context of stage D, which is currently in progress, it The investment in question has been applied to the tender and is expected to be co-financed by the SECOND PHASE is planned to complete the works on track devices, cate- CEF funds - cohesion (national envelope). Stage A, which was concluded in October 2014, included nary, return line, outdoor lighting and signalling and safety measures in the context of the reconstruction of the devices on the part of the main port station and marshalling On the existing line, prior to the construction of the second track between Divača and Koper, addi- Hrpelje–Kozina railway station and transport power sub- group of the Koper freight station. In the context of stage D, tional technological, organisational and construction measures are planned in accordance with the station, the reconstruction of the Koper freight station and an underpass in Divača and two underpasses in the munici- professional findings and new technologies, to increase the throughput and transport capacity of the construction of the new power sub-station of Dekani, pality of Sežana and in Prešnica will be constructed. the line. 34 Second track of the Divača–Koper railway line History of the spatial placement of the second track between Divača and Koper 35

For the final spatial placement of the section of History of the spatial placement of the the line, i.e. before the National Site Plan was adopted in 2005, two rounds of evaluation and second track between Divača and Koper assessment of variants were carried out. 36 Second track of the Divača–Koper railway line History of the spatial placement of the second track between Divača and Koper 37

Six discussed variants for the route for the second track The selected variant with the working name 4.1 The first round of evaluation - with different speeds:

Activities to increase the capacity of the Divača–Koper line Variant 1: Parallel route of the second i = 17 ‰ date back to 1996, when the then Ministry of Transport and m track for V 70 km/h Communications commissioned eligibility study »Increas- max ing the capacity of the Divača–Koper single-track line« (the Variant 2: Partly a parallel route and i = 17 ‰ study »Povečanje kapacitet enotirne proge Divača–Koper«; m SŽ – Projektivno podjetje Ljubljana d.d. and Austria Rail Engi- partly a new route of the line for V = 80 km/h neering (ARE), January 1999). max

The study included surveys of technical, ecological, eco- Variant 3: A new route of the line for im = 17 ‰ nomic and financial feasibility of two single-track lines Vmax = 120 km/h between Koper and Divača. The basic findings of the eligi- (first variant) bility study were that with merely technological reorgani- sation of the existing line and interventions in the existing Variant 4: A new route of the line for im = 17 ‰ infrastructure, it is not possible to handle anticipated traffic Vmax = 120 km/h and create reserve capacities on the rail which are necessary (second variant) for the development of the port of Koper, and that the only permanent solution to the problem of capacities is the con- Variant 4.1: A new route of the line for im = 17 ‰ struction of a new railway line. Vmax = 120 km/h (second variant) As part of processing the construction of the second track of Variant 1 the line, the study presented three groups of variants of the Variant 5: A new route of the line for i = 17 ‰ Variant 2 m route of the new track: V = 160 km/h Due to the high concentration of natural value, protected ecologically important areas through which Variant 3 max • The route of the second track completly parallel to the the line is planned to run, variant 4.1 proved to be unacceptable from the environmental point of view Variant 4 existing line, Variant 6: Link to the Trieste-Ljubljana i = 12,5 ‰ mainly for two reasons: Variant 4.1 m • Partly a parallel route and partly a new route, line (new route of the line) for • This variant passes through the first zone of water protection area, which supplies the whole coast­al • A completely new route of the line, which would spatially Variant 5 region with drinking water, Vmax = 250 km/h (high-speed result in two single-track lines. Variant 6 line) • This variant passes the Karst edge twice, an area which is part of Karst Regional Park, where any development would mean the degradation of the landscape and areas of natural beauty. 38 Second track of the Divača–Koper railway line History of the spatial placement of the second track between Divača and Koper 39

Second round of evaluation

Due to the unacceptability of the proposed variant from the first round, the second round of variants dealt only with the so-called »tunnel« variants, including an analysis of possible connections in the direction of DIVAČA Trieste.

On the basis of obtained guidelines and taking into account points of view expressed at public presentations and discussions of variant I/2, a modified variant was created – variant I/3, supported by all local communities and competent ministries.

The selected variant

The second round of evaluation led to the selection of the variant for which the Gov- ernment of the Republic of Slovenia later adopted the Decree on the National Site KOPER Plan (Official Gazette of the Republic of Slovenia, No. 43/2005) and then the Decree amending the Decree on the National Site Plan (Official Gazette of the Republic of Slo- venia, No. 59/14). 40 Second track of the Divača–Koper railway line Description of the selected variant 41

Description of the selected variant 6375/13 6377/1 5792/9 ŠKOFIJE 5792/11 6316/3

5754/1 5759/1 5999/1 5753/1 Second track of the Divača–Koper railway line 5746/1 Description of the selected variant 42 5758 43 5791/4

6317 6318/1 6042/3 5757 5782/1 5752/1 6041/3 6010/5 5751 5756 5791/9 5998/1 6322 5791/6 6042/55786/3 5996/3 5996/3 6319 5996/3 5742/3 1749/1 6011/1 5994/3 6073/18 1750/1 6011/1 6320 2729/1 6321 5747/3 5742/5 3095/1 6011/1 2730/4

3104/2

3104/2 2731/4

3049/4 2732/1 3088/4 BERTOKI DEKANI 2736/7 3088/6 2734/1 3049/6 3105/1 2736/9 2736/6 3105/1

2737/3 2737/4

2738/2 2738/3 3054/5 3054/5 3003/1

2979/1 Legenda 2978/3

3106/2 MEJA POSEGA 3002/1 3089/3

Izvlecni tir -PGD(parcele) 2980/3

DKN 2981/6 2971/3 2982/3 MEJA OSNOVNEGA DPN 3081/6 KO 2983/3

The elements used in the design Line type: Single-track Activities after the adoption of the National Site Plan Length: 27.1 km On the basis of the decrees adopted by the Government of Following the adoption of the National Site Plan in 2005, some additional In addition, all approvals required to acquire a building permit were Maximum longitudinal gradient: 17 ‰ the Republic of Slovenia, which refer to the spatial place- checks were implemented, in particular with regard to double tracks on the obtained (except the consent of the Slovenian Public Agency for Railway ment of the section in question, the project design for a Maximum speed: 160 km/h entire Divača–Koper route. The possibility of additional connections to Tri- Transport regarding interoperability). A complex Environmental Consent building permit was prepared using the following elements, Clearance: GC este at the height of Črni Kal was studied, which would result in a junction of was obtained, which includes the process of cross-border impacts due to which represent the main characteristics of the new line: two directions (from Divača to Trieste or to Koper). The possibility of imple- the proximity of the Republic of Italy. The report of the impacts on the Load: 225 KN/axle or 80 KN/m (category D4) menting a double-track line to the intended junction in Črni Kal and then a environment was also presented in Italy, comments and opinions were col- Rails: 60 E1 single-track line towards Koper was also studied. In 2010, the Republic of Italy lected and appropriate answers were prepared. withdrew from the intention to link the second track with the port of Trieste. Track superstructure: Mostly balastless In accordance with the adopted National Site Plan and the prepared pro- Haulage system: Electrical (3 kV DC) The entire project documentation at the level of the project design for a ject design for a building permit, almost all the land for obtaining a building Traffic management system: ERTMS (GSM-R/ETCS level 2) building permit was made. The projects were reviewed and accordingly permit has been acquired. A small proportion of the land referred to in the amended. Some additional geological and geomechanical research was amendments to the National Site Plan, adopted in August 2014, still needs implemented and the findings were taken into account in the already sub- to be acquired. mitted project designs for a building permit. 44 Second track of the Divača–Koper railway line Description of the selected variant 45

General description of the route

After the Divača station, the route runs the first 800 m widening of the tunnel profile is also planned at this area. After the viaduct V2, the line continues into the last on the terrain or a slight embankment, and then the A passing track will be placed to the right from the main tunnel T8. The route runs in a long left curve under Plavje following 1,350 m in a cut, the height of which increases track, with the distance between the two axes of 4.75 m. and in the hinterland of Zgornje Škofije and Spodnje with chainage. At a length of 105 m before the portal Škofije. In the last part of the tunnel, the line continues of the first tunnel, the cut widens to 40 m, so that the In the last part of the tunnel where it passes from the area in a sharper right curve, which will enable a speed of front of the cut is wide enough even for the entry into of the Karst plateau, the route of the new line runs in a 120 km/h. In the hinterland of Dekani, the line passes a service (security) tunnel. The service road (connected right curve. At km 15+923 the tunnel T2 ends, a service to a widened pre-cut beyond the main road. Service to the Divača–Lokev road) will also lead to the widened platform is planned right after the portal. The Črni Kal roads will lead to both platforms at the beginning and cut in front of the entry into the tunnel, while after the power sub-station will also be built right next to the end of tunnel T8. The route continues along the valley construction of the tunnel the platform will be used platform for the purpose of powering electric catenary. of the Rižana River, where the gradient of 17‰ reduces. primarily for the access of maintenance staff and for the The line continues on an embankment, approaches the needs of safety and rescue. Right after the platform, the route passes on the first existing line and runs along it until the Bivje junction. viaduct V1-Gabrovica, and in the long curve bypasses At km 2+980, the route runs into the first tunnel T1 the village of Gabrovica pri Črnem Kalu. On the viaduct, The envisaged speed on the part of the second track where it is straight, with the exception of one gentle the line runs below the Črni Kal motorway viaduct. between Dekani and the Bivje junction gradually reduces curve. South of the Mihele village, in the upper part of from 120 km/h to 100 km/h and finishes at 80 km/h, the Glinščica valley (km 9+680), the route comes to The route then continues almost entirely in tunnels T3, which represents the maximum allowed speed in the the surface and bridges the Glinščica valley with two T4, T5 and T6 on the south-western slope of the Osp deviation at the existing junction point for the Koper bridges, and there is a gallery between them. A service valley. Access service roads in this area are connected passenger station. road will also run to this area (partly also over the route to the connecting service road T4-T7, which runs of the abandoned Kozina–Trieste line). Service or safety above the south-western slope of the Osp valley. The In the final section, the line crosses a local road and a platforms are planned in front of both portals. route continues along the incline of Tinjan above the bicycle path. The line bridges the Rižana River with a Osp valley to 19+870 km and then turns south in the new bridge which will be built next to the existing one. The entry into the second tunnel T2 is defined with the penultimate tunnel T7. After the end of the tunnel, the The installation of the point connection with the existing portal at km 9+930. At the beginning of the tunnel, the line runs in the dug-in and cut sections. With the viaduct track is planned at the last part of the common course. route runs in a curve with a radius of 1,500 m, and then V2-Vinjan, the line crosses the valley of the Vinjanski At the Bivje junction, the route of the new second track in a straight line through most of the tunnel. A passing potok stream and approaches the state border with the is completed. The second track connects to the Koper point is planned in the last part of the straight line, thus a Republic of Italy. freight station. 46 Second track of the Divača–Koper railway line Description of the selected variant 47

DIVAČA Main elements and characteristics LONGITUDINAL PROFILE OF THE SECOND TRACK OF THE DIVAČA–KOPER LINE Relocation of the existing track RECON- OPEN TRACK DIVAČA–ČRNI KAL ČRNI KAL–KOPER STRUCTION DIVAČA–KOPER SECTION SECTION OF DIVAČA STATION

Tunnel T1, 6,714 m

700 L = 128 m TUNNEL T5, TUNNEL T3, L = 330 m TUNNEL T3, TUNNEL T6, L = 359 m TUNNEL T6, VIADUCT V1, L = 452 m VIADUCT V2, L = 647 m TUNNEL T7, L = 1,163 m TUNNEL T7, TUNNEL T2, L = 6,017 m TUNNEL T2, L = 6,017 TUNNEL T4, L = 1,954 m L = 1,954 TUNNEL T4, TUNNEL T8, L = 3,808 m L = 3,808 TUNNEL T8, TUNNEL "T1", L = 6,714 m TUNNEL "T1", L = 6,714

Route length 27.1 km 600 km 26+840 P1 UNDERPASS,

Tunnels: L = 45 m GLINŠČICA GALLERY, GLINŠČICA BRIDGE 1, L = 70 m km 0+861.571 GLINŠČICA BRIDGE 2, L = 100 m T3 330 m Vmax 160 km/h T4 1,954 m 500 PASSING POINT ČRNI KAL, km 14+415 PASSING

R 1,404 m (600 m) m, km 27+253 RIŽANA BRIDGE, L = 32.0 T5 128 m min P2 UNDERPASS IN A CAISSON, m 27+368 IN A CAISSON, P2 UNDERPASS 400 T6 358 m i 17‰ T7 1,163 m Glinščica bridge 1 70 m max (Existing chainage 28+044.78) km 28+056.187 Glinščica gallery 45 m Number of tunnels 8 300

Viaduct V2, Glinščica bridge 2 100 m JUNCTION) (BIVJE DIVAČA–KOPER END OF SECTION Total length of railway tunnels 20.5 km Vinjan, 647 m Tunnel T2, 6,017 m 200 Percentage of tunnels 75% i = 17‰ Tunnel T8, 100 10‰ Longest tunnel 6,714 m 17‰ 3,808 m 10‰ Number of viaducts 2 0 KOPER Total length of railway viaducts 1,099 m CHAINAGE Viaduct V1-Gabrovica, 452 m 1/0 5/0 10/0 15/0 20/0 25/0 28/0 Percentage of viaducts 4% R = 2,500 m R = 2,500 m R = 1,500 m R = 700 m R = 1,500 m Clearance GC Second track between the Dekani power sub-station and Koper, approx. 1.2 km CHAINAGE Lengths of structures are indicative R = 1,600 m R = 1,404 m R = 2,500 m 48 Second track of the Divača–Koper railway line Description of the selected variant 49

Basic geological data Access roads and platforms at tunnel portals

On the section between Divača and Črni Kal, the differences in porosity and permeability. A high risk of barrier layers over which groundwater from limestone The route of the second track descends from Divača arranged and will be used to access tunnel portals and Given the challenging configuration of the terrain route of the second track runs on different formations water ingress on karst channels and cracks appears flows (karst springs). Due to the concentration of water, on the Karst plateau to the coastal area with an altitude water storage tanks for maintenance needs, and in the where access roads run and given the importance of of carbonate rocks characterised by numerous in the area of crushed and fault zones. In the area of the probability of the occurrence of the karst formations of a few meters above sea level. It crosses the Karst event of accidents on the second track of the railway an individual road, project speeds of Vr=40 km/h or karst features (sinkholes, cracks, caverns, tunnels, crossing the Glinščica valley (between the villages is the greatest in the area. Edge in a number of tunnels. Most tunnel portals are line, the roads will serve as intervention roads for rescu- Vr=30 km/h were taken into account. The surface of underground caves, chasms etc.). The degree of Mihele and Beka), flysch sedimentary rocks appear that located in the steep, narrow, difficult to access ravines ing from tunnels. Access roads will also be used by the the majority of access roads is asphalt, only individ- karstification of individual areas is high, crushed zones are strongly pleated and cracked due to thrusting in the Basic rocks on the section between Črni Kal and on sparsely populated Karst area with poor local road local population for access to land if access was inter- ual roads are made with macadam surface, and during appear in the area of fault zones between individual past. Sandstone strongly predominates among rocks in Dekani consist of flysch rocks, characterised by the infrastructure. Local roads are mainly narrow and rupted with the construction of the second track. After the construction, these roads must also be protected formations. Groundwater levels can vary significantly this area. The difference between the permeability of alternation of layers of clay stones, siltstones, marl lacking in visibility and allow only low driving speed, the construction of the second track is completed, a part against dust (asphalt surface at least 6 cm deep). depending on hydrological conditions as well as local flysch and limestone is such that flysch stones represent and sandstones. Because of the thrusting of carbonate while their surfaces are mainly in poor condition. Local of access road T-1b1 will be arranged as a cycle path run- massif on the flysch base, flysch rocks are pleated roads often pass through typical karst villages, where ning on the Kozina–Trieste abandoned railway line. and tectonically cracked in the area of the hinterland they run among densely placed houses and com- of Črni Kal. Under the Karst Edge, limestone rubble is mercial buildings. It is practically impossible for large, placed in a fan shape on the flysch base. Almost the heavy trucks and other construction machinery to pass entire surface of flysch is covered by weathered flysch through such villages. stone. There are almost no weathered stones on the steep slopes of erosion ravines, but they accumulate in Therefore, the implementation of appropriate access great quantities at the foot of the slopes and in beds of roads is a necessary condition for the start of the occasional watercourses. construction of the new track. Such roads must be implemented prior to the commencement of works On the section between Dekani and the Bivje junction, for the construction of tunnels and greater bridging the route of the second track runs through the valley of structures. Access roads are planned in a way that they the Rižana River where alluviums of the Rižana appear connect to the high-quality and adequately efficient 10 to 13 m in thickness on the flysch base. It is the national road network. alternation of layers of clayey silt with frequent organic remains, while sandy gravel soils appear deeper on the During the construction, implemented access roads will flysch base. A groundwater level is located at the depth be used to access the construction sites of tunnels, via- of 1 to 3 m below the surface. Surface layers are moist ducts, bridges and the route of the track. After the second and also sodden due to poorly permeable clays. track is constructed, access roads will be adequately 50 SecondNova železniška track of the proga Divača–Koper Divača–Koper railway line Description of the selected variant 51

Characteristics of access roads

No. Road Typical Length (m) No. Road Typical Length (m) cross cross section (m) section (m)

1 N1 - left 4.50 511.00 19 T-6 7.20 580.00 2 T-1a 7.00 642.96 20 T-7 7.20 1,260.83 3 Connection to R1-205/1026 Divača–Lipica 8.50 140.00 21 T-7a 7.20 487.00 4 T-1a2 4.50 1,093.55 22 T-7b 7.20 620.20 5 Access road to water storage tank V-1 5.50 149.20 23 T-7c 7.20 290.80 6 Connection of access road V-1 3.00 53.90 24 T-7d 7.20 113.10 7 T-1b1 4.50 2,900.00 25 T-8a 7.20 1,704.44 8 T-1b2 5.70 1,233.62 26 Access road along the Škofijski potok stream 5.00 654.38 9 T-2a 5.75 1,172.03 27 T-8b 7.50 301.5 10 Access road to water storage tank V-2 2.40 57.46 28 Field path DP1 4.00 372.33 11 T-2b 8.00 293.13 29 Field path DP2 4.00 65.00 12 T-3 7.20 760.41 30 Deviation of the cycle path in P1 underpass 4.00 202.41 13 T-3a 5.20 158.36 31 Deviation of the local road in P2 underpass 7.50 164.54 14 T-4a 7.20 407.93 32 Field path DP 3 4.00 44.50 15 T-4b 7.20 1,032.10 33 Field path DP 4 4.00 428.95 16 T-4c 7.20 501.48 17 Connecting service road T4-T7 7.25 2,032.14 Total length of roads 20,642.30 18 T-5 7.20 213.05

Culverts and various supporting and retaining walls, necessary for the implementation of roads, are also planned with individual roads. 52 Second track of the Divača–Koper railway line Description of the selected variant 53

Structures TYPICAL CROSS-SECTION OF THE MAIN TUBE TYPICAL CROSS-SECTION OF THE SERVICE TUBE

Tunnels

All tunnels are single-tube tunnels; tunnels T1, T2 and T8 are designed with service tubes, which are to be used for rescue operations, while tunnels T4 and T7 have transverse exit tubes.

Planned tunnels with lengths of the main tunnels, service tunnels and transverse exit (escape) tubes:

No. Structure Length (m) 1 Tunnel T1 6,714.00 2 Service tube SC-T1 6,683.11 3 Tunnel T2 6,017.34 4 Service tube SC-T2 6,028.53 6 Tunnel T3 330.00 Total length of tunnels: 7 Tunnel T4 1,953.61 8 Exit tunnel tube IPC-T4A 61.48 9 Exit tunnel tube IPC-T4B 144.75 20.5 km 10 Tunnel T5 128.00 BASIC INFORMATION: BASIC INFORMATION: 11 Tunnel T6 358.53 clearance width 5.00 m + 2 corridors of 0.75 m clearance width 3.60 m 12 Tunnel T7 1,162.58 Total length of tunnels including service and exit tubes: clearance height 6.50 m clearance height 2.50 m 13 Exit tunnel tube IPC-T7 165.00 excavation profile Drained execution of 69 m2 and non-drained excavation profile Drained execution of 40 m2 and non-drained 14 Tunnel T8 3,808.00 execution of 71 m2 execution of 44 m2 15 Service tube SC-T8 3,818.22 37.4 km Total length of tunnels including service and exit tubes 37,373.15 The axle distance between the tubes is 25.00 m. 54 Second track of the Divača–Koper railway line Description of the selected variant 55

Tunnel T1 Tunnel T2 Tunnel T3 Tunnel T4 Tunnel T5 Tunnel T6 Tunnel T7 Tunnel T8 6,714.00 m 6,017.34 m 330.00 m 1,953.61 m 128.00 m 358.53 m 1,162.58 m 3,808.00 m

Because of the length and the specific Because of the length and the specific Due to the short length of the tunnel, Because of the length and the specific The tunnel is characterised by a relatively The tunnel is characterised by low cov- Because of the length and the specific ter- Because of the length and the specific ter- terrain, the construction of service tube terrain, the construction of service tube a service tube or leading tubes are not terrain, the construction of transverse low covering and quite poor geological ering at the point of crossing the deep rain, the implementation of transverse ser- rain, the construction of service tube SC-T8 SC-T1 is planned to be used for ensuring SC-T2 is planned to be used for ensuring planned. The tunnel will be located service tubes or leading tubes IPC-T4A and geomechanical conditions. Due to transverse ravine where a cut is imple- vice tube or leading tube IPC-T7 is planned is planned to be used for ensuring safety, safety, possible evacuation of passengers, safety, possible evacuation of passengers, in the flysch rocks where a large and IPC-T4B is planned to be used for the short length of the tunnel, a service mented as well as filling with stabi- to be used for ensuring safety, possible possible evacuation of passengers, access access of emergency vehicles and fire access of emergency vehicles and fire amount of hinterland water is not ensuring safety, possible evacuation tube or leading tubes are not planned. lised material. Due to the short length evacuation of passengers, access of emer- of emergency vehicles and fire engines. engines. The service tube will be parallel engines. The service tube will be parallel expected, therefore the drainages of passengers, access of emergency The tunnel will be located in the flysch of the tunnel, a service tube or leading gency vehicles and fire engines. The tunnel The service tube will be parallel with tube with the tunnel tube. The tunnel will have to the tunnel tube. The tunnel will have will be installed for the tunnel tube vehicles and fire engines. The tunnel will rocks where a large amount of hinter- tubes are not planned. The tunnel will will be located in the flysch rocks where T8. The tunnel is characterised by low separate systems for draining ground/ separate systems for draining ground/ for draining captured rock water. The be located in the flysch rocks where a land water is not expected, therefore be located in the flysch rocks where a a large amount of hinterland water is not covering at the site of crossing the Škofijski rock water and waste water. Waste water rock water and waste water. Waste water tunnel will have separate systems for large amount of hinterland water is not the drainages will be installed for the large amount of hinterland water is not expected, therefore the drainages will be potok stream; therefore, the tunnel tube at will be discharged through an oil trap and will be discharged through an oil trap and draining ground/rock water and waste expected, therefore the drainages will be tunnel tube for draining captured rock expected, therefore the drainages will installed between the tunnel tube and this point will be implemented according a settling basin at platform level in front a settling basin at platform level in front water. Waste water will be discharged installed for the tunnel tube for draining water. The tunnel will have separate sys- be installed between the tunnel tube rocks for draining captured rock water. The to the technology of the Carinthia cover. of portal T1, the direction of Koper. The of portal T2, the direction of Koper. The through an oil trap and a settling basin captured rock water. The tunnel will have tems for draining ground/rock water and and rocks for draining captured rock tunnel will have separate systems for drain- The tunnel will be located in the flysch tunnel will be located mainly in limestone, tunnel will be located mainly in limestone, at platform level in front of portal T3, separate systems for draining ground/ waste water. Waste water is discharged water. The tunnel will have separate ing ground/rock water and waste water. rocks where a large amount of hinterland heavily karstified rocks. Special measures heavily karstified rocks. Special measures the direction of Koper. rock water and waste water. Waste through the sewage system of the plat- systems for draining ground/rock water Waste water will be discharged through an water is not expected, therefore the drain- are planned in order to deal with various are planned in order to deal with various water will be discharged through an oil form between tunnels T5 and T6 into the and waste water. Waste water will be oil trap and a settling basin at platform level ages will be installed between the tunnel karst phenomena. In the areas where the karst phenomena. In the areas where the trap and a settling basin in front of portal drainage system of tunnel T6. At platform discharged through an oil trap and a in front of tunnel T7. At the T7 portal, the tube and rocks for draining captured rock tunnel crosses the areas with possible tunnel crosses the areas with possible T4, the direction of Koper. Next to all the level in front of portal T5, the direction of settling basin at platform level between direction of Divača, of the tunnel tube and water. The tunnel will have separate sys- occasional occurrence of high ground- occasional occurrence of high ground- portals of the tunnel tube and leading Koper, an oil trap and a settling basin are tunnels T6 and T7. at the portal of the IPC-T7 leading tube, tems for draining ground/rock water and water, the tunnel tube is implemented water, the tunnel tube is implemented in tubes, structures of a power station with planned for waste water from the tunnel. two structures of a power station with waste water. Waste water will be dis- in non-drained execution, while in other non-drained execution, while in other transformer stations are planned. transformer stations are planned. charged through an oil trap and a settling areas, the tunnel tube is implemented areas, the tunnel tube is implemented in basin at platform level in front of portal T8, in the drained execution. In the struc- the drained execution. A passing point is the direction of Koper. In the structure by ture by portal T1, the direction of Divača, planned in the lower part of the tunnel and portal T8, direction of Divača, and SC8, The water for the hydrant networks of tunnels T1, T2, T4, T7 and T8 is supplied from their own water storage tanks (V1, V2, V4, V7 and SC1, the direction of Divača, and in thus the widening of the tunnel profile. direction of Divača, and in transverse links and V8) with a volume of 200 m3, which are located above the tunnels. The hydrant network of tunnel T4 also supplies tunnel transverse links between the tunnel tube Directly next to portal T2, there is a ven- between the tunnel tube and the service T3, while the network of tunnel T7 also supplies tunnel T6. Due to its short length, a hydrant network is not planned in tunnel T5. and the service tube, power stations and tilation plant for the ventilation of tunnels tube, power stations and transformer sta- transformer stations are planned. T1 and T2 and the gallery between them. tions are planned. 56 Second track of the Divača–Koper railway line Description of the selected variant 57

Viaducts V1 viaduct V2 viaduct V1 viaduct, or Gabrovica viaduct, is 452 m long and bridges the Osp V2 viaduct, or Vinjan viaduct, is 647 m long and is designed as a valley at a height of between 10 and 60 m and at an angle of approx- continuous pre-stressed reinforced concrete superstructure over imately 30 degrees crosses the existing motorway viaduct of Črni Kal. 13 fields with a static length of 630 m (40 + 11 x 50 + 40). The The height difference between the two structures is 30 m at the point cross-section of the superstructure has the shape of a box with of crossing. The incremental launching method for the construction top plate consoles. The pillars also a have box-shaped cross- of the superstructure is planned, with a launching nose of 40 m. The section, their height is up to 60 m. On the edge girder of the superstructure with a static length of 424 m is a pre-stressed rein- superstructure, a fence is attached to protect against noise, and forced concrete structure over 7 fields (52 + 5 x 64 + 52) with the on the other side, a fence to protect against the wind. shape of a trough and provides a sufficient static height of the struc- ture, while also providing adequate wind protection for trains (bora), and also adequate noise protection for the surroundings. Pillars have a polygonal box cross-section.

VIEW OF THE VIADUCT

POGLED NA VIADUKT MERILO 1 : 500 3/1

Kopitarjeva ulica 5, 2000 Maribor tel.: 02 234 14 20, fax: 02 234 14 95

sž - projektivno podjetje ljubljana, d.d. projektiranje, inženiring, svetovanje Jurčkova cesta 229, SI - 1000 Ljubljana tel.: 01 300 76 00, fax.: 01 300 76 36

ponting inženirski biro d.o.o. Strossmayerjeva 28 , SI - 2000 Maribor tel.: 02 234 40 61, fax.: 02 234 40 66

PGD za drugi tir železniške proge Divača - Koper, odsek Črni Kal - Koper TYPICAL CROSS SECTION Viadukt GABROVICA 2423-09-000214 TYPICAL OF THE SUPERSTRUCTURE

1 : 500 06.2010 3610/V1 439/09 CROSS-SECTION »IN FIELD« 58 Second track of the Divača–Koper railway line Description of the selected variant 59

Other structures Underpasses Underpass P1 is designed for crossing the existing inter- Underpass P2 is designed for crossing a categorised CROSS SECTION OF THE BRIDGE Bridging the Glinščica valley state bicycle path D8 and a road which provides access local road which on the north side connects to regional OVER THE RIŽANA RIVER Due to ventilation problems in tunnels T1 and T2, the two tunnels and structures across to individual plots in the vicinity. After the construction road R3-741 and on the south side to regional road Structure Length (m) the Glinščica valley will be connected into a single tunnel structure. Bridges Glinščica 1 of the second track is completed, the road will also be R3-625. Due to high groundwater, the underpass is used as an access road to the planned power sub-sta- designed in the form of a caisson. The underpass will be and Glinščica 2 are planned to be implemented as closed box structures, connecting to Glinščica bridge 1 70 T1 or T2 tunnel with the galleries in front of the tunnels. The bridges are designed as pre- tion Dekani. The underpass will be made under the new made under the new and under the existing track. stressed simply supported structures of a closed box-section with one clearance span Glinščica gallery with a retaining wall 45 and under the existing track. each. The gallery of Glinščica will be implemented between the two bridges. The Glinščica valley is bridged by three connected structures in a shape of a closed box structure with a Glinščica bridge 2 100 Bridge total length of 215 m. These three structures connect to tunnels T1 and T2 on both sides The bridge over the Rižana River is designed similarly as the existing bridge of a single-track line at this point, that is, as a TOTAL 215 with galleries. Thus, the impact of rail transport on the sensitive environment of the pro- frame reinforced concrete structure over three fields, with a total length of 27.40 m. On the route in the area of crossing tected area of the Glinščica valley is limited to the greatest possible degree. the Glinščica valley, there are two more bridges, which are described in the section on bridging the Glinščica valley.

VIEW OF THE TWO BRIDGES AND THE GLINŠČICA GALLERY LONGITUDINAL SECTION OF THE BRIDGE OVER THE RIŽANA RIVER

GLINŠČICA bridge 1 GLINŠČICA gallery GLINŠČICA bridge 2 60 Second track of the Divača–Koper railway line Description of the selected variant 61

Culverts Characteristics of culverts: Supporting and retaining structures

Most of the culverts are located on the sites Appropriate independent supporting and retaining structures are planned by the No. Structure Dimension Length No. Structure Dimension Length where the route of the second track crosses Glinščica gallery between the bridges Glinščica 1 and 2, next to the Črni Kal power (m) (m) (m) (m) transverse torrential ravines and smaller sub-station, and between portals of tunnels T2 and T4. Other supporting structures watercourses (edges of the Osp valley and 1. 1.00/1.00 21.31 12. 2.0/2.0 57.35 are an integral part of the portal structures of tunnels, or are located on access roads Vinjan valley). A part of the culverts are also forming an integral part of the plans of individual roads. 2. 1.15/1.00 40.84 13. 1.0/1.0 24.83 used in the drainage system - for drain- ing water from drainage ditches along the 3. 5.00/2.00 44.28 14. 1.0/1.0 22.83 railway line through the body of the line 4. 2.50/2.00 30.00 15. 1.0/1.0 12.17 embankment. On the lower part of the route 5. 1.0/1.0 61.61 16. 1.0/1.0 11.82 No. Structure Length Max. height (the valley of the Rižana river), new culverts Flat culvert are mostly on the locations of the existing 6. Flat culvert 1.0/1.0 44.28 17. 1.0/1.6 7.91 (m) (m) ones, on the route of the existing track. These 7. 1.0/1.0 32.26 18. 5.0/1.8 6.42 1. Anchored retaining wall between bridges 70.00 13.44 culverts are not lengthened but replaced by Glinščica 1 and 2 new ones under both tracks. Culverts on 8. 1.0/1.0 38.18 19. 1.6/1.5 21.02 2. Retaining wall at the Črni Kal power 85.33 10.00 access roads are an integral part of the plans 9. 2.0/2.0 52.54 20. 1.6/1.5 24.41 sub-station of individual roads. 10. 2.0/2.0 53.54 21. 1.0/1.0 16.67 3. Retaining wall between tunnels T3 and T4 114.36 7.70 11. 2.0/2.0 67.24 Total length of culverts 691.51 Total length 269.69 62 Second track of the Divača–Koper railway line Description of the selected variant 63

Noise prevention measures In accordance with the requirements of the study on noise pollution, it will be necessary to build five sets of noise barriers on the route of the second track.

Noise barriers

Code Type/Category Chainage (km) Height of UER Length Surface from km to km (m) (m) (m2)

NB 1 Absorption (A2) 15+940.00 16+075.00 2.5 135.00 337.50

NB 2 16+125.00 16+768.00 2.5-5.5 645.00 2,939.20

NB 2-1 Absorption (A2) 16+125.00 16+176.80 2.5 51.80 129.50

NB 2-2 Structure of V1 viaduct 16+176.80 16+623.30 5.5 445.20 2,439.70

NB 2-3 Absorption (A2) 16+623.30 16+768.00 2.5 148.00 370.00

NB 3 16+176.80 16+768.00 2.5-5.5 594.70 2,821.30

NB 3-1 Structure of V1 viaduct 16+176.80 16+623.30 5.5 447.50 2,453.30

NB 4 21+530.00 22+275.00 2.5 759.70 1,899.25

NB 4-1 Absorption (A2) 21+530.00 21+593.80 2.5 64.33 160.83

NB 4-2 Transparent to V2 21+593.80 22+239.40 2.5 647.50 1,618.75

NB 4-3 Absorption (A2) 22+238.50 22+275.00 2.5 47.87 119.68

NB 5 Absorption (A2) 27+175.00 27+425.00 2.5 248.50 621.25 64 Second track of the Divača–Koper railway line Description of the selected variant 65

Superstructure

General Ballasted track Ballastless track

The construction of a slab track is planned on the greater part of Rails of system 60 E1 will be installed on the section, with a Slab track system the section, while a classic track on a ballast bed is planned over length of 100 m and a quality grade of at least 900. The shape The project includes a slab track system of type OBB PORR. Train the smaller area outside tunnels and structures. and characteristics of rails are defined in SIST EN 13674-1:2004. load is transmitted through the rails to fixing points, then to the The rails are welded and at the end of the section in question, a load-bearing plate of the track, and through the elastic contact area transition rail from system 60 E1 to system 49 E1 is installed with to the track bed. The load-bearing plate of the track is the main the length of 7.2 m. load-bearing element of the structure - it is made in a concrete mixing plant as a prefabricated element from reinforced concrete. It The concrete sleepers of 260 cm of length with an axial distance has two rectangular openings through which it is poured with self- of 0.6 m are planned and must comply with SIST EN 13230- levelling concrete after it is installed at a suitable height and position. 1:2007. The lower part of load-bearing plate and the inner and outer edges are covered with an elastic contact layer. The load-bearing plate The thickness of the bed is 30 cm between the bottom edge of of the track is installed on the reinforced concrete slab for load- the sleeper and the top of the formation level (buffer layer). On distribution, the thickness of which depends on whether the track the location of underpasses, bridges and culverts, this thickness runs in a tunnel, on a bridging structure or on an open route. is a minimum 35 cm. The gradient of the bed is 1 : 1.5, with inbuilt crushed stone 32/50v in accordance with SIST 13450:2003. Rails and fixing material Rails of system 60 E1 will be installed on the section, with a length of Tracks and points are welded into a continuous welded rail 100 m and a quality grade of at least 900. The shape and character- (CWR) with aluminothermic welding. Rails welded are 100 m istics of rails are defined in SIST EN 13674-1:2004. Tracks are welded long and the welding starts at the directional and height regu- into a continuous welded rail with aluminothermic welding and by lation of tracks. taking into account the specifics of welding in tunnels. 66 Second track of the Divača–Koper railway line Description of the selected variant 67

Electrical catenary Signalling and safety devices

On the second track of the Divača–Koper railway line, the electrical On the second track of the Divača–Koper line, the ERTMS/ETCS system of level 2 will be installed. In catenary will be implemented with the system of direct current (DC) the context of the documentation of the project design for a building permit for the construction of and voltage of 3kV. The electrical catenary will be implemented so that the second track of the Divača–Koper line, detailed reports are prepared for the execution of: it is possible to later upgrade it with the system of alternating current • Signalling and safety devices; (AC) with the voltage of 25 kV. An overhead line is planned with a • GSM-R system; cross-section of 440 mm2. Steel lattice rods are planned for carrying • Video surveillance and security; overhead lines, adapted for fixing to the foundation with an anchor • Powering. plate and screws. Minimal distance of the internal edge of an overhead line rod depends on the position (straight, curves) and the height and These systems and devices will be installed on the railway line in the final stage of construction. Due the orientation of the rail heightening. This distance varies from 3.45 m to the construction of a large number of tunnels, the installation of the mentioned systems will be to 3.85 m (at the lower part of the route, by the existing track – ballasted implemented several years after the start of the construction. Given the rapid development of pro- track - the minimum distance is also 2.55 m) fessional expertise in this field, the projects of the systems discussed would already be out-dated by then. The plans of the systems and devices in question will therefore be prepared later in the context of making executive design project documentation. In the context of prepared project designs for building permit, the construction part of the installation of devices in question is adequately dealt Power sub-stations with. These are the sewage system and trenches for wiring with the necessary shafts, standing points of individual devices, phones, GSM-R base stations, all the canals and similar. Powering of the electric catenary on the second track of the Divača– Koper railway line is planned from the power sub-stations Divača, Črni Plans of the project design for a building permit are also made for the relocation of the existing sig- Relocation of utility lines Kal and Dekani. Power sub-stations Divača and Dekani will be prop- nalling and safety devices of the existing track, on the part between the Divača power sub-station erly arranged in the context of the modernisation of the existing track, and the Bivje junction where the second track runs parallel to the existing track. On this part of the On the route of the second track, the relocation of utility power lines is while the Črni Kal power sub-station will be built in the context of the route, signalling and safety devices and lines of the existing track are located on the right side of the planned, as well as some low-voltage lines and water supply pipes. This construction of the second track. The powering of the Črni Kal power track and need to be moved to the other side of the existing track prior to the construction of the will primarily be adjustments and connection of lines needed to build the sub-station will be provided with the implementation of the connection second track. second track, such as the connection of the power sub-station to the net- to the 110 kV Divača–Koper power line for powering electrical traction, work, the connection of the pumping stations of the caissons of under- and with the implementation of the connection to the 2x20 kV power Documents of the project design for a building permit also contain the prepared plans of signalling passes, locational removal of local water supply or telecommunication line of Dekani–Divača/Črnotiče power sub-station for powering safety and safety devices and lines for the deviation of the existing track after the Dekani station, which must lines. There will be no significant relocations of utility lines (high voltage systems in tunnels and the power sub-station's own use. be carried out within the context of the construction of the second track of the Divača–Koper line. power lines, the main water supply lines or gas pipes) on the route. 68 Second track of the Divača–Koper railway line Estimated value of the selected variant 69

Estimated value of the selected variant 70 Second track of the Divača–Koper railway line Estimated value of the selected variant 71

The assessment of the investment value of the construction of the second track between Divača and Koper in the amount of EUR 1,289,878,629.00 (including VAT, fixed prices in April 2013) was made in the context of the preparation of the investment programme (INVP) in October 2013. The assessment was made on the basis of the designer cost estimation of the reviewed project design for a building permit, which was made by the company SŽ - Projektivno podjetje, Ljubljana d.d., with partners. The investment programme has not yet been adopted since the financing of the project has not yet been determined. Nevertheless, we estimate that the part that refers to the amount of costs is estimated sufficiently realistically and will not change, while the investment programme can be completed and confirmed only after the exact financing of the project is known.

The assessment of the investment value is divided into several main sets:

A Implementation works EUR 890,731,206

B Other costs EUR 63,986,910

C Other services EUR 105,037,178

TOTAL EUR 1,059,755,294

VAT EUR 230,123,335

TOTAL INCLUDING VAT EUR 1,289,878,629

Implementation works (A) include all works necessary for the construction of tunnels, bridging structures, access roads and pre-cuts together with works needed to carry out the route and superstructure, catenary, signalling and safety devices, as well as video surveillance and security. This set also includes the implementation of the second track between the Dekani power sub-station and Koper, and 7% of the entire budget amount is designated for unforeseen works.

The set of other costs (B) includes the cost of disposal sites and the cost of processing of excess material, costs relating to the purchase of necessary land and the purchase of two road-rail fire trucks. This set also includes the renovation of the existing track between the Dekani power sub-station and Koper, and 5 % of the entire budget amount is designated for unforeseen works.

The set of other services (C) includes the costs required for the preparation of project documentation, archaeological investiga- tion and excavation, and cost for project supervision and management. 72 Second track of the Divača–Koper railway line Effects on the environment 73

Effects on the During the construction of the second track between Divača and Koper, it will be necessary to strictly comply with the requirements related to environmental environment impacts. These requirements also apply to potential cross-border impacts. 74 Second track of the Divača–Koper railway line Effects on the environment 75

Geological and relief characteristics Air Quality of soil and plants

The regulation of the construction site and construction works will mostly cause indirect impacts Construction will take place mainly in a scarcely pop- During the construction, soil pollution will be caused by on geological conditions and relief, which will only be short-term in nature. The greatest direct ulated area, while transport needed for construction of the increased burdening of soil with substances orig- impacts can be expected at the area of the construction of major embankments, deeper cuts, the railway line will be carried out on construction roads inating from the excavated or construction materials tunnels, and at locations of the intake of excess material. Taking into account mitigation meas- and the existing public road network. During the con- and with emissions from the transport of construction ures such as appropriate gradients of cuts and embankments, rehabilitation of temporary routes struction, emissions of particles and exhaust gases will materials and excavated material. These effects may and manipulation areas, rehabilitation of exposed areas, the impact during the construction will be increased at construction sites, construction roads include the increased emissions of dust particles, the be moderate to large. and sites where excess material will be deposited. The transport of material and related emissions, inappropri- emissions of particles from open parts of construction ate handling of run-off rainwater and contamination of Possible impacts of the intervention on the geological conditions and relief features in the sites will be the highest during preparatory earthworks soil with various surface materials. During the operation, cross-border area of the Republic of Italy are not expected. of soil excavation, transport of material and its depos- impacts are possible on the sections where the route iting on temporary and permanent deposit sites. The runs in the open and on exit areas due to improper han- impact during the construction will be moderate if mit- dling of run-off rainwater and accidents in the transport igation measures are implemented: the prevention of of dangerous or harmful substances. dusting of uncovered parts of the site and manipulation areas, regular cleaning of transport surfaces and setting By taking into account mitigation measures, the impact up construction fences near other buildings, and other during the construction will be moderate. During the mitigation measures, such as cleaning the chassis of construction, it will be necessary to strictly adhere to construction machinery when leaving the site, and it will legal restrictions and terms from approvals. also be necessary to strictly adhere to legal restrictions and terms from approvals. Cross-border impact of the construction of the second track of the Divača–Koper line on soil both during the During the construction and operation, there will be no construction and operation is reasonably not expected. cross-border impact on air quality. 76 Second track of the Divača–Koper railway line Effects on the environment 77

Features and quality Hydrographical features, chemical of groundwater and ecological state of surface waters

The route passes through the highly vulnerable and sensitive and flood safety area of karst-fissured aquifers. In the area of the route of the second track, there are four regional aquifer systems: Kras The Karst region is characterised by a shortage of permanent surface waters. (Karst) and Notranjska reka, Glinščica, Boljunec and Rižana. These appear on the edge karst areas of the lower Karst, where watertight Several negative impacts on the quantity and chemical condi- flysch rocks are found. Several watercourses are on the flysch area in the tion of groundwater will be possible during the construction lower part of the route. Impacts of limited duration are expected during and the intake of material. The main effects include changes the construction. These are impacts on the water regime and on naturally of water permeability of the surface, damage to water sources, preserved watercourses, as well as an increase in lateral and vertical erosion in changes to water balance and drainage conditions in the area exposed areas and, consequently, higher turbidity of watercourses. Due to the of the intervention, drainage of groundwater through tunnel abstraction of water for construction, there is a possibility of water discharge tubes, increased burden of soil due to transport and possibly falling below the biological minimum. Impacts during the construction will inappropriately arranged collection and drainage of rainwater. be limited to the natural preservation of watercourses, which will undergo During operation, impacts will be possible on the quantity of regulation because of the construction of the line. groundwater due to the changed water source regime and possible lowering of the level of groundwater. By taking into account mitigation measures, the impact during the construc- tion will be moderate. During the construction, it will be necessary to strictly By taking into account mitigation measures, the impact of the adhere to legal restrictions and terms from approvals. construction will be large especially during the construction of tunnels. It will be necessary to strictly adhere to legal restric- No cross-border impacts are expected if all measures to prevent pollution are tions and terms from approvals. taken.

There will be no cross-border impact with the implementation of all mitigation measures. 78 Second track of the Divača–Koper railway line Effects on the environment 79

Cavese Flora, fauna and habitat types

At the Karst area, there is a high probability that the tunnel The construction will directly destroy parts of the presence of humans in the immediate surroundings trains will be possible. Negative impacts on flora and of the route will cut through one of the passages of the habitats of plant and animal species in the entire area of the construction site. Over the entire area of the fauna of the area will also be present because of the cave system, in which case the contractor must immedi- of the route that runs on the surface, as well as in the intervention, negative impact on birds could be use of pesticides. There will be no impact on flora, ately inform the professional service for the protection of area of construction sites and locations for the intake possible due to construction works in the nesting fauna and habitat types at the sites of the intake of nature to avoid pollution or the destruction of caves and of excavated material. Impacts in the area of tunnels period when birds cannot retreat and leave their excavated material. cave contents. will be limited to a small number of species or groups. nests. During and after the intervention, there will be During the construction, this impact will primarily be a highly increased possibility of the introduction of By taking into account all mitigation measures, the By taking into account mitigation measures, the impact manifested as a direct impact on underground fauna non-native plant species to the degraded areas. The impact during the construction and operation will be during the construction and operation will be moderate. (cave beetles, cave crickets etc.) and impact on bats operation of the railway line may result in animals moderate. During the construction, it will be neces- During the construction, it will be necessary to strictly that spend nights or winters in caves. The impact getting run over. Since the majority of the railway line sary to strictly adhere to legal restrictions and terms adhere to legal restrictions and terms from approvals. on wild animals will be manifested particularly as will run in tunnels, traffic on it will have no significant from approvals. a disturbance in the daily routine and rituals of the impact on birds. Birds will in particular be affected by Since neither the construction site nor the route reach the animals, such as mating, reproduction, parturition, noise, which will reduce the density of nesting directly There will be no cross-border impact since adequate territory of the Republic of Italy, no cross-border impact feeding and similar. The cause will be an increased along the track. Birds hitting electrical lines in the technical solutions for preventing possible pollution on caves is expected during the construction or operation. pollution of the area with noise and increased areas where the track exits a tunnel and birds hitting have been planned. 80 Second track of the Divača–Koper railway line Effects on the environment 81

Protected areas

In the wider area (up to 500 m), there are three Natura 2000 areas– Karst Site of Community Importance, Karst Special Protection Area and Rižana Site of Community Importance, and several protected areas. The route physically intervenes only in the protected area of Beka–the Glinščica gorge with the valley of Griža, sinkhole caves, archaeological sites Lorenco and the castle above Botač. Impact during the construction will be manifested as permanent reduction of the habitats of qualifying and key species, increased pollution of the environment with noise, and increased presence of humans, which will mostly disturb mammals and birds. There may be negative effects on active qualifying and key nocturnal animal species in case of night lighting at construction sites and in case of chopping down wood vegetation during nesting. The operation of the railway line will disturb qualifying and key animal species primarily because of the increased pollution of the environment with noise, the possibility of birds hitting poorly visible objects and animals colliding with vehicles, and the inadequately arranged lighting of railway stations.

The impact of construction and operation will be moderate by taking into account mitigation measures such as a limited period of construction and preparatory works (chopping down woods etc.), a limited range of construction sites, and the nature conservation surveillance. During the construction, it will be necessary to strictly adhere to legal restrictions and terms from approvals.

There will be no cross-border impact because adequate technical solutions for preventing possible pollution of this kind have been planned. 82 Second track of the Divača–Koper railway line Effects on the environment 83

Valuable natural features and ecologically important areas Cultural Heritage

The route of the second track runs in the immediate This could result in a reduction in populations of animal The second track interferes with several areas of cultural her- area Dekani–archaeological site Pungerce–Buševca (heritage vicinity of the geomorphological natural values: Beka– species in the area. During the operation of the railway itage. At the beginning, it intervenes in the area of Divača– No. 3193) and in the part where the second track runs on the Ocizla cave system, S-4 (Socerb) and Miškotova jama line, negative impacts will be possible on the hydrology, archaeological site Gorenjski Radvanj (heritage No. 8268), existing corridor intervenes in the area Bertoki–archeological cave in Loke. It gets close to less than 20 m to the areas ecosystem and valuable underground geomorphologi- then it runs over the area of Lokev–archaeological site Ravni site Vale (heritage No. 9503). Towards the end of the section, Glinščica-gorge, Karst Edge, Glinščica, Radvanj–double cal natural features in the area of intervention. Negative I (heritage No. 8261), Lokev–archaeological site Ravni II (her- the second track of the line crosses a unit of cultural herit- sinkhole and Rižana, and three points of value and nat- impacts due to the operation will also be possible at the itage No. 9025), Lokev–archaeological site under Strničnik age Spodnje Škofije–Route of line Trieste–Poreč from Škofije ural beauty (Vroček, Glinščica–waterfall and Črnotiče– ecologically important area of Karst, primarily because of I (heritage No. 9450) and Lokev–archaeological site under to Bertoki (heritage No. 28579). The location of the intake of location of fossils). The route will physically interfere with noise, possible collisions and the use of biocides along Strničnik II (heritage No. 4140). The route with accompanying excavated material into the ground, Ankaranska Bonifika, is areas of expected valuable underground geomorpho- the railway track. arrangements in the area of the village of Gabrovica and Črni located in the area of Ankaran–Bonifika archaeological site logical features (carbonates) and areas of Cretaceous Kal intervenes in the area of the cultural monument Gabrovica (heritage No. 29080) and in the area of protected cultural her- rocks with fossil fish sites (karst), where it will be possible By taking into account a number of mitigation meas- pri Črnem Kalu–the historic area of Gabrovica–Osp (herit- itage Ankaran–cultural landscape Ankaranska Bonifika (herit- to discover and damage new caves and fossils during the ures, the impact of the construction and operation is age No. 1283). The railway viaduct intervenes in the area of age No. 13925). Both direct and indirect impacts are possi- construction. In the wider area of intervention (500 m on estimated as moderate. During the construction, it will influence of the cultural monument Gabrovica pri Črnem ble during the construction. Construction works may result each side of the intervention), there are two ecologically be necessary to strictly adhere to legal restrictions and Kalu–the historic area of Gabrovica–Osp (heritage No. 1283) in permanent or temporary degradation or damage to an important areas - Karst EIA and Rižana EIA. In the area terms from approvals. and in the area of influence of the cultural landscape Podpeč area or facility of cultural heritage due to excessive emission between Divača and Črni Kal, the route will run with its pri Črnem Kalu–cultural landscape Karst Edge (heritage No. of particles from a construction site, vibrations produced by tunnels, viaducts, surface area, access and service roads There will be no cross-border impact. 15087). Access road T-4a intervenes in two areas: Osp–Špina construction machinery and construction of additional access across the ecologically important area of Karst, which will 1 archaeological site (heritage No. 24205) and Osp–Špina 2 roads to construction sites or service platforms. result in the physical destruction of a part of the ecolog- archaeological site (heritage No. 3157). The route of the line ically important area and the impact on the present plant intervenes in the area of Gabrovica pri Črnem Kalu–archaeo- By taking into account mitigation measures, the impact during and animal species. During the construction, noise levels logical site Pod Tivnikom (heritage No. 8264). Access or ser- the construction will be large. During the construction, it will and the presence of humans will be increased which will vice road T-7a with a connection to the existing road inter- be necessary to strictly adhere to legal restrictions and terms primarily negatively affect large mammals and birds. Due venes in the smaller part of the protected archaeological site from approvals. to construction works in watercourses and their immedi- Osp–Zasedski potok archaeological site (heritage No. 1340). ate vicinity, water will become cloudy (increased quantity Part of access road T4-T7 is located in the areas Tinjan–cul- Since construction sites, transport paths and the second rail- of suspended substances in water), and there will also be tural landscape (heritage No. 1299), Tinjan–Vas (heritage No. way track with accompanying structures and arrangements a possibility of pollution with cement effluent and haz- 25507) and Tinjan–Tinjan hill archaeological site (heritage do not intrude upon the territory of the Republic of Italy, no ardous substances which are toxic for aquatic organisms. No. 1298). Platform T8-Kp with road T-8b intervenes in the cross-border impacts are expected. 84 Second track of the Divača–Koper railway line Effects on the environment 85

Agricultural land and agriculture

Due to the prevailing underground construction, the impacts on agricultural land will be less signifi- cant than they would be in the case of surface con- Cultural landscape and visible struction. Regarding agricultural land by land use, the route with accompanying arrangements affects qualities of space 27.8 ha, of which 22 ha is the best agricultural land and 5.8 ha other agricultural land. Negative impacts During the construction, the visible quality of space will be impacted by are expected primarily on the pedological and the construction site, temporary depositing of surplus material, con- hydrological state of agricultural space, the estab- struction machinery and additional heavy traffic, primarily in the area lished agricultural network and the network of land of service platforms, viaducts and in the area of the construction of amelioration canals, and the loss of produce. During access roads. Due to the large proportion of tunnels, the visible expo- the operation, a negative impact is the permanent sure of the route of the railway line, perceived as a whole, will be low. loss of agricultural land.

The impact of the construction and operation of the second track will Taking into account mitigation measures such as be moderate by taking into account the proper formation of slopes, preventing the pollution of agricultural land and appropriate planting and the design of structures. providing access to agricultural land, the impact of the construction will be moderate. During the con- The only part that will be visible from Italy will be the section between struction, it will be necessary to strictly adhere to tunnels T7 and T8 with viaduct V2 across the Vinjanski potok stream. legal restrictions and terms from approvals. The viaduct will create a widely recognisable spatial feature. The land- scape image and identity of the space in this area will be changed. Since the route does not run on the Italian territory, Since the infrastructure facilities are a part of everyday life, they are not there will be no cross-border impacts on agriculture perceived as negative; therefore, it is estimated that there will be no and agricultural activity during the construction and negative cross-border impact. the operation of the second track of the line. 86 Second track of the Divača–Koper railway line Effects on the environment 87

Forests and forestry

The route with its accompanying infrastructure affects and degradation of the Trnovščica forest reserve. Due etc., the impact of the construction and operation 35.5 ha of forest land. The construction of the railway to the abovementioned, greater investment in the will be moderate. During the construction, it will be track will interfere with the established network of forest protection and cultivation of forests will be needed, as necessary to strictly adhere to legal restrictions and roads and other roads, and will also cause damage to well as changes of forest management and other plans terms from approvals. the newly formed forest edge and trees. In addition to in the field. the permanent loss or damage to forests, the biggest Since the route does not run on Italian territory, there impact on forested land and forestry will be caused Taking into account the mitigation measures, such will be no cross-border impacts on forestry and by the construction of planned structures, which will as preventing soil erosion, implementing silvicultural forested land during the construction and operation of cause damage and changes in micro-location and measures for consolidating the newly-established the second track of the railway line. habitat conditions on the newly formed forest edge forest edge, planting a new forest edge, recultivation 88 Second track of the Divača–Koper railway line Effects on the environment 89

Noise Vibrations

During the construction of the second track of the Divača–Koper line, The occasional impact of vibrations on individual buildings is expected noise pollution will increase in the area of the construction of the uncov- during the construction of the second track mainly due to the drilling ered part of the route, in the area of construction site platforms of tunnels of tunnel tubes and construction of tunnels and cuts on the open parts and structures, at the construction roads, transport roads for the trans- with mining and blasting, while transport vehicles will be the predominant port of excess material, and at the areas for the intake of excess material. source of vibrations on access roads between construction platforms and In the area of construction site platforms, the dominant sources of noise the sites for the intake or loading and unloading of excavated material. will be construction machinery and trucks, ventilation devices for blowing air into the tunnel tubes, and at some construction site platforms also the An increased impact on buildings due to vibrations is also expected on operation of jaw crushers, drilling machines for mining and mobile con- transport roads between construction platforms and sites of the intake or crete plants. The transport of excess excavated material will be carried loading and unloading of excavated material. Transport of excess exca- out mainly on state roads. Noise pollution is expected to increase signif- vated material from tunnel construction sites will mostly take place on the icantly along these roads. During the intake of the excavated material in national road network and partly also on local roads. The area of impact the area of the Šalara marl quarry, Ankaranska Bonifika and the Bekovec along transport roads due to the transport of excavated material has been location, occasional excessive noise pollution is expected at the most estimated up to a distance of 10 m from access roads. As the poten- exposed buildings, but pollution is not expected to reach critical levels. tial impact on the areas of the Osp valley and the village of Lokev has been estimated as excessive, the construction of a new construction road Taking into account the mitigation measures such as the implementation T4-T7 and the use of T1-T1a have been envisaged in order to divert all of noise barriers in the total length of approximately 1.1 km, the imple- cargo traffic to an unpopulated area. mentation of passive noise protection on seven structures, and taking into account the time limits on construction, the impact of construc- During the construction, it will be necessary to strictly adhere to mitiga- tion and operation of the second track will be moderate to large, while tion measures (such as the use of appropriate devices for work and the the effect of the disposal of excess material will be moderate during the time limit for intensive construction works) for the impact to be mod- construction. It will be necessary to adhere to legal restrictions and terms erate. It will be necessary to adhere to legal restrictions and terms from from approvals. approvals.

There will be no cross-border impact with the implementation of a noise Considering that the nearest buildings on the Italian side of the border are barrier on the Vinjan viaduct, which is the closest to the border with the far away from the construction sites, there will be no cross-border impact Republic of Italy. from vibrations on the Italian side during the construction. 90 Second track of the Divača–Koper railway line Effects on the environment 91

Light pollution Electromagnetic radiation Waste

Environmental light pollution can increase primarily There will be no sources of electromagnetic radiation Most common waste during the construction will be exca- useful fractions), and the remainder of the material will be will reduce interventions required to obtain raw materi- during the construction due to the lighting of construc- during the construction of the second track of the vated material, which is not a hazardous waste. Besides used for processing into building materials. als for the production of cement or stone fractions. tion sites and construction site platforms. The impact Divača–Koper line. the excavated material, other waste will also appear during during the construction will be moderate, it will be the construction (construction waste, packaging, waste When it comes to burdening the environment with During the construction, it will be necessary to strictly necessary to consider legal restrictions and terms from The construction of the second track of the railway line oil etc.), but in small quantities. Ankaranska Bonifika and waste, the impact of the intake of excavated material adhere to mitigation measures, such as proper collec- approvals. and its operation will have no impact on the Italian side Bekovec are locations planned for the intake of excess on both locations of the intake will be positive during tion, storage and waste management to minimise the in terms of electromagnetic radiation. excavated materials into the soil, while the greater part of the lifespan of this intervention, as the soil at Ankaranska impact of the construction. There will be no cross-border impact on light pollution the excess material will be taken to the Koper freight sta- Bonifika and Bekovec locations will be improved to the during the construction and operation of the second tion and then by rail for processing to the Anhovo cement benefit of agriculture. Also, the removal and processing There will be no cross-border environmental impact track of the Divača–Koper line. factory (flysch material) and Črnotiče quarry (crushing into in relation to environmental burden will be positive, as it related to waste. 92 Second track of the Divača–Koper railway line Conclusion 93

Conclusion 94 Second track of the Divača–Koper railway line Conclusion 95

The second track of the rail link between ferent lengths, two viaducts, a bridge and a Time of the construction of the entire section conclusion Koper and Divača has been the subject of demanding crossing of the Glinščica valley. of the new line between Divača and Koper planning scrutiny and analysis since the late Certainly the construction of tunnels in the is estimated at six to seven years. This does 1990s. The process of spatial placement karst region represents a certain risk, which not take into account the potential risk of determined a variant, for which the Govern- cannot be entirely avoided despite the geo- possible complications in the procurement ment of the Republic of Slovenia adopted logical and geomechanical research that process and risks regarding any unforeseen the National Site Plan in 2005. Even later, has been conducted. During the construc- events during the construction of tunnels after the adoption of NSP, certain checks tion, special emphasis will need to be given (karst caves or abyss, water intrusion). In the were implemented regarding a partial or to following the terms and conditions which karst area, such events cannot be entirely total system of double tracks on the line, must be met in a sensitive area of the karst ruled out, despite high-quality geological but since October 2010, the route of the underground and underground waters, in and geomechanical research. The time of line has been final: it will be a single-track particular in the construction of tunnels and the construction is most affected by the line between Koper and Divača, which in crossing the Glinščica valley. execution time of the longest tunnels, fol- will, together with the existing modernised lowed by the time for equipping the entire line, represent a double-track connection Also, from the environmental point of view, section of the new line. The planned tunnel- between Koper and Divača. The route of the it will be demanding to execute accesses to ling technology is the so-called New Aus- line and its characteristics are described in tunnel portals and to the sites of other civil trian Tunnelling Method (NATM). The alter- this document. engineering structures. It is necessary to native implementation technology using a comply with the time allowed for the execu- tunnel-boring machine (TBM) to bore the The construction of the line will represent tion of works (night work) and also comply entire profile of the tunnel was, considering a challenge for those engaged in the con- with the conditions from approvals which the above mentioned findings, deemed as struction profession. It is a complex engi- at certain times even forbid construction in too risky to be used in the karst region. neering project with eight tunnels of dif- some areas. www.di.gov.si Issued and published by: Slovene Infrastructure Agency Production: DRI upravljanje investicij, d. o.o. Texts: Bojan Cerkovnik Editorial board: Tina Bučić, Borut Žličar Design: Sonja Eržen Photographs: Miran Kambič, Iztok Ambrož, Miško Kranjec, Jaka Ivančič, Zdravko Primožič, Tom Ločniškar, Milan Marčič, archive of arhiv DRI upravljanje investicij, d.o.o., archive of Porr Bau GmbH, Shutterstock Illustrations are representative only. Print: Tiskarna Januš, Miran Januš s. p.

Ljubljana, June 2015