CZ/SK verze

The modernisation of the Belgrade – Budapest line (Serbian section): The third part

The modernisation of the Belgrade – Budapest line (Serbian section): The third part
photo: Archives/Railway
06 / 05 / 2021

The main technical parameters for the line are set out in the Table II-32 below.

Forecast of Traffic Volume

The forecasted passenger flows set out in the table below have been calculated taking into consideration the following passenger traffic:

-Commuter and suburban trains (105 trains – as per current traffic volume) on the Belgrade – Batajnica section,

- International and regional trains on the Belgrade – Stara Pazova section, (Belgrade – Šid – Croatia route),

- International and regional trains on the Belgrade – Subotica – Hungary route, on all sections.

Freight traffic estimated in Table II-34 has been forecasted based on the following: analysis of data on the current volume of rail traffic on the Belgrade – Subotica section and information for Corridor X, data on international road traffic at the border crossings with Hungary, specific assumptions on modal shift and the average growth in the volume of transport.

The following passenger trains will be operated on the Beograd Center – Batajnica section:

- Suburban/commuter trains,

- international and regional trains in direction Beograd – Šid – Croatia

- international and regional trains in direction Beograd – Subotica – Hungary.

Freight trains run through Railway marshaling yard and Ostruznica

Planned timetable

Upon the completion of the modernisation project the following number of intercity trains is scheduled as in Table II-37

The tables below show the planned level of regional traffic for the Belgrade – Novi Sad section(Table II-39) and the Novi Sad – Subotica section (Table II-39).

Economic effects of the project

Following a detailed assessment of the project, the main findings of the pure financial assessment were:

-       the internal rate of return is -4.23% (negative and below discount rate);

-       the net present value is negative EUR -1,020 m;

-       the cost/benefit ratio is 0.078, which is lower than 1.

The wider economic analysis gave the following results:

-       the internal rate of return is 11.50% (it is positive and higher than discount rate);

-       the net present value is positive, EUR 1,048.9 m;

-        the cost/benefit ratio is 2.407 which is higher than 1.

The assumptions for the different "scenarios" and the results of the sensitivity analysis for the economic analysis are given in Table II-40 below however, as a result of these calculations and the expected economic benefits the project was deemed viable.

 

Tags

Cookies nám pomáhají k Vaší spokojenosti

Tento web používá soubory cookies k poskytování služeb, personalizaci reklam a analýze návštěvnosti.
Používáním tohoto webu s tím souhlasíte.

Další informace