{"id":580904,"date":"2026-10-19T19:32:07","date_gmt":"2026-10-19T09:32:07","guid":{"rendered":"https:\/\/www.railfreight.com\/?p=75187"},"modified":"2026-10-19T19:32:07","modified_gmt":"2026-10-19T09:32:07","slug":"croatia-serbia-alternative-route-trial-cuts-transit-time-by-one-day","status":"publish","type":"post","link":"https:\/\/www.vibewire.com.au\/?p=580904","title":{"rendered":"Croatia-Serbia alternative route trial cuts transit time by one day"},"content":{"rendered":"

Croatian operator LOG Rail and \u017deljeznice Republike Srpske (\u017dRS) ran a test train between Croatia and Serbia on an alternative route bypassing the congested Tovarnik\u2013\u0160id border crossing. Despite adding 200 more kilometres to the journey, transit time was reduced by a day compared to the usual itinerary, LOG Rail CEO Zlatko Marti\u0107 told RailFreight.com.<\/strong>
\n<\/span>The train entered Bosnia via the Volinja\u2013Dobrljin crossing, traversing the country before entering Serbia at Zvornik Novi\u2013Brasina. Although the operation was a trial, it demonstrated the potential of an alternative route when congestion at \u0160id<\/a> makes conventional services commercially unattractive.<\/p>\n

\u201cWe are going to run more trains via this route, and in a few months we will be able to assess its real advantages,\u201d Marti\u0107 added. \u201cFor us as operators, saving a day in transit time is significant in terms of costs, even though the direct costs are higher than on the route via \u0160id, given the longer distance and the need for diesel traction on some sections.\u201d<\/p>\n

Complex solution<\/h2>\n

Recently, delays of two or three days at Tovarnik\u2013\u0160id have tied up locomotives and wagons and increased operating costs. On the other hand, the route via Bosnia-Herzegovina is considerably longer and operationally more complex, despite the good results from the pilot train.<\/p>\n

The conventional Zagreb\u2013Tovarnik\u2013\u0160id\u2013Beograd route is approximately 428 kilometres long and fully electrified. The route via Bosnia-Herzegovina, instead, covers around 685 kilometres and is electrified only until Doboj, meaning that diesel traction is required to reach Serbia, which increases costs, Marti\u0107 underlined.<\/p>\n

Reversals are also necessary at Doboj, Bosanska Poljana and Ruma, adding shunting costs and potentially extending journey times. On the Croatian section, gradients reach 16\u2030, which could necessitate double-heading for heavier westbound trains.<\/p>\n

\u017dRS invites more users<\/h2>\n

The route’s long-term viability will depend on transit times, train-path availability, border procedures, traction arrangements and infrastructure charges. It remains to be seen whether it will become a regular alternative for freight serving the ports of Rijeka and Koper or remain an occasional diversion. \u017dRS has invited other Croatian and Serbian freight operators to use the route.<\/p>\n