ScienceDirect. Feasibility Study on Railway From Urban Zone Bitola to Urban Zone Mesheishta

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1 Available online at ScienceDirect Procedia Engineering 117 (2015 ) International Scientific Conference Urban Civil Engineering and Municipal Facilities, SPbUCEMF-2015 Feasibility Study on Railway From Urban Zone Bitola to Urban Zone Mesheishta Ivona Nedevska, Zoran Krakutovski, Darko Moslavac, Zlatko Zafirovski *, Ivana Nedevska Ss. Cyril and Methodius University in Skopje, Faculty of Civil Engineering, blvd. Partizanski Odredi 24,1000 Skopje, Republic of Macedonia Abstract Trains and railways affect our lives in a variety of ways we may not always realize. Passengers traveling across country get there safely and quickly with the use of train and railway system. In many countries around the world, the train is a necessary form of transportation as the communities are very far apart and though there are rough roads and not many people have cars. Urban cities came up with importance of railways and railways stations in particular. More than any other technical design or social institution, the railway stands for modernity. Railway tracks were purpose build: nothing else could run on them and trains could run on nothing else. The railway stations are a major attraction around which town developed, the railway stations became a new and dominant urban space The The Authors. Authors. Published Published by Elsevier by Elsevier Ltd. This Ltd. is an open access article under the CC BY-NC-ND license ( Peer-review under responsibility of the organizing committee of SPbUCEMF Peer-review under responsibility of the organizing committee of SPbUCEMF-2015 Keywords: urban civil engineering, urban space, railway, corridor, infrastructure, transport systems, urban area, track, urban civil engineering, organization and planning in municipal facilities 1. Introduction Railways in Republic of Macedonia are significant segment in the development of economy, but also they have great political significance. Main initiators for construction and development of railways on the territory of Republic * Corresponding author. Tel.: ; fax: address: zafirovski@gf.ukim.edu.mk The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license ( Peer-review under responsibility of the organizing committee of SPbUCEMF-2015 doi: /j.proeng

2 Ivona Nedevska et al. / Procedia Engineering 117 ( 2015 ) of Macedonia were western European countries, who were interested for economic and political development of the country. Development of rail transport was very slow, but brought significant changes in the economic life of the country, enabling quick transport of goods and passengers. Public Enterprise Macedonian Railways Infrastructure efforts in maintaining and developing the railway infrastructure, in order to offer superior and safer transport of passengers and goods transport. The total length of railway line in Macedonia is 698,621 km, of which 226,887 km represents the total length of the marginal tracks, and 234,494 km is electrified track. The need of a railway connecting between urban zone Bitola and urban zone Mesheishta stems from the position of the two pan European corridors (Corridor 10 and Corridor 8) on the territory of Republic of Macedonia. Both corridors are very important for the economic and political development of the country. Single point of connection of the two corridors is in the city of Skopje, and therefore there is a need to provide other links between these two corridors. Section Bitola Mesheishta represents an extension of the branch line 10d of the corridor 10, which allows the connection between Macedonia and Greece. The railway connection of this section will achieve relatively quick and massive transport, low transport costs and a high degree of safety [1-33]. 2. Basic data required Terrain features: The section between urban zone Bitola and urban zone Mesheishta is characterized by extremely difficult field conditions. It is a mountainous terrain that in places where the route passes reaches up to 1200 meters. The whole section is mountainous, full of peaks and valleys, which imposes major application of objects that additionally increases the cost of the project. Fig.1.Air distance Bitola Mesheishta from Google Earth The initial and final station are located at a different high distance. The initial station Bitola is 693 meters above sea level, while the terminal station Mesheishta is located 800 meters above sea level. The air distance between the initial and terminal station is 53 km and 420 m. Geological features:

3 536 Ivona Nedevska et al. / Procedia Engineering 117 ( 2015 ) From the available geological maps of the Republic of Macedonia, can be seen that the period of which the rock dates, in the region of newly provided alignment of the railway, dates back to the oldest geological period, i.e. Paleozoic. Fig.2.Geological map of Republic of Macedonia. The composition of soil and rocks, along the region where the new alignment is established, is composed of alluvial soils, lithosols and cambisols, carbonate lithosoles. Fig.3.Lithology map of Republic of Macedonia.

4 Ivona Nedevska et al. / Procedia Engineering 117 ( 2015 ) Hydrological features: About 2% of the territory of country are under water surface. There are about 35 rivers and 53 natural and artificial lakes. Fig.4.Hydrological map of Republic of Macedonia. Near the designed alternative solutions, for the route of the railway line from the urban area Bitola to the urban area Mesheishta, are Shemnica River, Opejnichka River, Black River and the artificial Lake Strezhevo. One of the alternatives designs passes near the Lake of Ohrid. Existing infrastructure: Section Bitola Mesheishta is connected with road network, with a length of 83,9 km. the link is done with the A3 motorway, from the exit of Bitola through Resen, Leskoec, Kosel, Ohrid, Trebenishta reaches Mesheishta. With the construction of a railway line, to connect these two urban areas, it would present a rivalry to the existing road infrastructure.

5 538 Ivona Nedevska et al. / Procedia Engineering 117 ( 2015 ) Fig.5.Existing road infrastructure connecting the two urban areas from Google Earth Existing communities: The alignment of the future railway line passes through or beside several populated areas, starting from Bitola as initial station, one of the designs passes through the villages Mogila, Lopatica and Smilevo, then passes near the town of Resen, from where passes through the village of Vapila and ends at the terminal station Mesheishta. Second alternative solution to the city of Resen passes through the same populated areas, and from Resen passes near the city of Ohrid and ends in Mesheishta. Fig.6.Layouts of communities in Republic of Macedonia

6 Ivona Nedevska et al. / Procedia Engineering 117 ( 2015 ) Description of the alternatives solutions The alignment of a railway line in a situation and longitudinal section is subjected to strict design criteria of safety and functional character. In order to connect Bitola (as initial station) and Mesheishta (terminal station), are constructed out two alternative solutions that are led between the valleys and other more accessible locations, in order to reduce the number and length of the objects, but therefore increases the overall length of the alignment, in order to satisfy the prescribed standards and driving dynamics. When designing the both solutions designing requirements are fulfilled: Maximum longitudinal slope, imax=25 ; Minimum radius of the horizontal curve, Rmin=300m; Minimum radius of the horizontal curve in station, Rmin=500m; Maximum longitudinal slope in station, imax=1,5 ; Distance between stations 6-16 km; Minimum station plateau 800m; Maximum longitudinal slope in tunnels longer than 500m, imax=14. The most important official places of the railway are the railway stations. Railway stations are official places where trains are retained, because of the entry and exit of passengers, loading and unloading of goods and to carry out various technical operations. Stations carry out all necessary and preparatory works that precede of the process of transport. Notably, in order to convey passengers and goods, it is necessary to perform a series of preliminary operations and preparations, that may only be done if a single car or the whole composition is in condition of abeyance. At this stage of designing were solved principle issues, and were taken general attitudes, at both alternative solutions is provided a main passable track and two tracks crossed on the same, with four woofers. Alternative solution 1: Starting station is urban area Bitola located at 639 meters above sea level, and terminal station is urban area Mesheishta located at 800 meters above sea level, where is needed to build a node station to connect the Corridor 8 with rail that will be up to the airport in Ohrid. In order to meet the prescribed standards of designing and the necessary driving dynamic, but also because of the extremely difficult terrain conditions (mountainous terrain, with valleys and peaks), is projected alignment with greater length, in order to avoid hardly available peaks and to reduce the number of expensive facilities that would occurred along the route. The total length of the alignment amounts 84,60 km. In situation is took into consideration the minimum allowed horizontal radius Rmin=300m, minimum horizontal radius in station Rmin=500m, and minimum direction between two curves to amount 150 m for the purpose of placing the spiral curves in the following stages of design. Along the route are constructed large number of horizontal curves, all together 21 curves, the minimum used radius is 300 m, and the maximum radius is 1000 m. Despite the attempts of bypassing and avoiding the highest and the most difficult accessible places, occurs great high differences for which overcoming are used maximal longitudinal slopes, and there is a need of constructing tunnels and bridge structures. The maximal longitudinal slope is 23, assuming that with additional curve resistances would approach to the slope of 25. There are envisaged 7 bridge structures, of which one is with larger length, and 5 tunnels of which two are with larger lengths. As to the stations, attention has been devoted, the maximum longitudinal slope to be 1,5, if it is possible to be placed in direction with minimal length of the marginal station plateau of 800 m, and if the station is positioned in horizontal curve, the minimal radius is 500 m. Along the alignment five stations are envisaged, not counting the initial station in Bitola and the terminal station on Mesheishta.

7 540 Ivona Nedevska et al. / Procedia Engineering 117 ( 2015 ) Fig.7. Layout of stations from Google Earth From Bitola the next station is near the settlement Mogila, the next station (station number 3) is near the village Lopatica, station number 4 is near area Smilevo and part of this station is in horizontal curve with radius R=700m, next station is in the city of Resen I great part of the station is in a horizontal curve with R=750m. Before the terminal station is projected a station in the village Vapila, and part of this station is on a bridge construction and in a horizontal curve with radius R=500m. And the terminal station is of course in the urban area Mesheishta. Alternative solution 2: When considering the possibilities to guide the alignment for the alternative solution 2, because of the relatively harsh terrain conditions between the initial and the terminal station, that need to be linked by a railway line, it is foreseen that the leading of the alignment from chainage 0+000,00 to chainage ,00 to be same as solution 1. On chainage ,00 the alternative solutions split. This solution continues to city of Resen towards the city of Ohrid, passes near Ohrid and village near Ohrid, Trebenishta, and ends in the terminal station Mesheishta. The total length of the alignment amounts 83,06 km. this alternative solution is designed with 19 horizontal curves, with special consideration for the minimal allowed horizontal radius Rmin=300m, minimal allowed horizontal radius in station Rmin=500m and minimal direction between two horizontal curves of 150m. In the longitudinal profile very often, in order to overcome the great high differences, is used maximal longitudinal slope of 23. Slope from 25 wasn t taken, because of the need to ensure a reserve of 2 for the additional curve resistances. Six stations are provided between the initial station, in the urban area Bitola, and the terminal station, in the urban area Mesheishta, and special attention has been devoted to the maximal longitudinal slope imax=1,5, if station is located in a horizontal curve radius should be less than 500 meters and the minimal length of the marginal station plateau should be 800 meters. First station is the initial station in the urban area Bitola. Second station is located near the settlement Mogila, next station is near the village Lopatica. Fourth station is near area Smilevo and part of this station is in horizontal curve with radius R=700m. The following station is positioned near the village Kozjak, and great part of the station

8 Ivona Nedevska et al. / Procedia Engineering 117 ( 2015 ) is in a horizontal curve with radius R=650m. The sixth station is located near city Resen, and the same is completely in direction. The following station is near the city of Ohrid. And last station is the terminal station in the urban area Mesheishta. Fig.7. Layout of stations from Google Earth Table 1. Characteristics of Alternative 1 and Alternative2 Alternative 1 Alternative 2 Total length of the alignment m m Length of the alignment in direction m m Length of the alignment in curve m m Maximal longitudinal slope Number of stations 5 6 Average radius of curves 650 m 730 m Minimal radius of curve 300 m 300 m 4. Summary The railway is ecologically the most efficient traffic system, that enables quick transport of goods and passengers. Railways in different countries achieved a high degree of unification the regulations, on standardization of the

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