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5 MAI 1999. - An Act to Accredit the European Agreement on Main International Combined Transport Lines and Related Facilities (AGTC), and Annexes I, II, III and IV, made in Geneva on 1 February 1991 (1)

ALBERT II, King of the Belgians,
To all, present and to come, Hi.
The Chambers adopted and We sanction the following:
Article 1^er. This Act regulates a matter referred to in Article 77 of the Constitution.
Art. 2. The European Agreement on Main International Combined Transport Lines and Related Facilities (AGTC), and Annexes I, II, III and IV, made in Geneva on 1^er February 1991, will come out of their full effect.
Promulgate this law, order that it be clothed with the seal of the State and published by the Belgian Monitor.
Given in Brussels on 5 May 1999.
ALBERT
By the King:
Minister of Foreign Affairs,
E. DERYCKE
Minister of Transport,
Mr. DAERDEN
Seal of the state seal:
Minister of Justice,
T. VAN PARYS
____
Note
(1) Session 1998-1999.
Senate.
Documents. - Bill tabled on 6 November 1998, No. 1-1144/1. - Report, no. 1-1144/2. - Text adopted in session and transmitted to the Chamber. - Text adopted by the Commission, No. 1-1144/3.
Annales parliamentarians. - Discussion. Session of 11 February 1999. - Vote. Session of 11 February 1999.
Session 1998-1999.
House of Representatives.
Documents. - Project transmitted by the Senate, No. 49-1995/1. - Report. - Text adopted in plenary and subject to Royal Assent, No. 49-1995/2.
Annales parliamentarians. - Discussion. Session of February 25, 1999. - Vote. Session of February 25, 1999.

European Agreement on Main International Combined Transport Lines and Related Installations (AGTC)
The contracting parties,
Desirous of facilitating, international transport of goods,
Knowing that the international transport of goods should develop due to the increase in international trade,
Aware of the negative consequences that such evolution could have on the environment,
Stressing the importance of the role of combined transport in alleviating the burden on the European road network and in particular on transalpine traffic, as well as limiting environmental damage,
Convinced that it is essential, in order to make Europe's combined international transport more efficient and attractive to customers, to establish a legal framework that establishes a coordinated plan for the development of combined transport services and the infrastructure necessary for the operation of these services, based on internationally agreed parameters and performance standards,
The following agreed:
CHAPTER I^er. - General
Definitions
Article 1. For the purposes of this Agreement:
(a) The term "combined transport" refers to the carriage of goods in a single transport unit using more than one mode of transport;
(b) The term "network of international combined transport lines" means all railway lines considered important for combined international transport:
(i) if they are commonly used in the context of regular combined international transport (e.g. by removable body, container, semi-trailer);
(ii) if they serve as important intake lines for combined international transport;
(iii) if it is anticipated that they will become important combined transport lines in the near future [as defined in (i) and (ii)];
(c) The term "related facilities" refers to combined transport terminals, border crossing points, railway stations where the exchange of car groups, shifting stations and ports or connections by trans-shipment vessels play an important role in combined international transport.
Network designation
Art. 2. The Contracting Parties shall adopt the provisions of this Agreement in the form of a coordinated international plan for the establishment and operation of a network of broad international combined transport lines and related facilities referred to as the "combined international transport network" which they intend to establish within the framework of national programmes. The combined international transport network is constituted by the railway lines referred to in Annex I to this Agreement as well as by the combined transport terminals, border crossing points, shifting stations and ports or connections by trans-shipment vessels that play an important role in combined international transport and are referred to in Annex II to this Agreement.
Technical characteristics of the network
Art. 3. The railway lines of the combined international transport network shall conform to the characteristics set out in Annex III to this Agreement or shall be aligned with the provisions of this Annex during improvement work to be carried out in accordance with national programmes.
Operational objectives
Art. 4. In order to facilitate international combined transport services on the combined international transport network, Contracting Parties shall take appropriate measures to ensure that the performance parameters and minimum standards for combined transport trains and related facilities referred to in Annex IV to this Agreement are applied.
Annexes
Art. 5. The annexes to this Agreement shall be an integral part of this Agreement. Additional annexes covering other aspects of combined transport may be added to the Agreement in accordance with the amendment procedure described in Article 12.
CHAPTER II. - Final provisions
Designation of the depositary
Art. 6. The Secretary General of the United Nations is the depositary of the Agreement.
Signature
Art. 7. 1. This Agreement shall be opened, at the United Nations Office at Geneva, for signature by the States that are either members of the United Nations Economic Commission for Europe or admitted to the Commission in a consultative capacity in accordance with paragraphs 8 and 11 of the terms of reference of the Commission, of 1^er April 1991 to 31 March 1992.
2. These signatures will be subject to ratification, acceptance or approval.
Ratification, acceptance or approval
Art. 8. 1. This Agreement shall be subject to ratification, acceptance or approval in accordance with Article 7, paragraph 2.
2. Ratification, acceptance or approval shall be effected by depositing an instrument with the Secretary-General of the United Nations.
Access
Art. 9. 1. This Agreement shall be open to the accession of any State referred to in paragraph 1 of Article 7 from 1^er April 1991.
2. Membership shall be effected by the deposit of an instrument with the Secretary-General of the United Nations.
Entry into force
Art. 10. 1. This Agreement shall enter into force 90 days after the date on which the governments of eight States have deposited an instrument of ratification, acceptance, approval or accession provided that one or more lines of the international combined transport network uninterruptedly link the territories of at least four of the said States.
2. If this condition is not fulfilled, the Agreement shall enter into force 90 days after the date of the deposit of the instrument of ratification, acceptance, approval or accession which will satisfy that condition.
3. For each State that deposits an instrument of ratification, acceptance, approval or accession after the date on which the 90-day period specified in paragraphs 1 and 2 of this Article is shortened, the Agreement shall enter into force 90 days after the date of such deposit.
Limits to the application of the agreement
Art. 11. 1. Nothing in this Agreement shall be construed as prohibiting a Contracting Party from taking measures consistent with the provisions of the Charter of the United Nations and limited to the requirements of the situation it considers necessary for its external or internal security.
2. These measures, which must be temporary, will be immediately notified to the depositary by specifying their nature.
Settlement of disputes
Art. 12. 1. Any dispute between two or more Contracting Parties relating to the interpretation or application of this Agreement, which the Parties in dispute could not have settled by negotiation or otherwise, shall be subject to arbitration if any of the Contracting Parties in dispute so requests, and shall, accordingly, be referred to one or more arbitrators chosen by a common agreement by the Parties in dispute. If, within three months of the date of the request for arbitration, the Parties in dispute are unable to agree on the choice of an arbitrator or arbitrator, any of these Parties may request the Secretary-General of the United Nations to appoint a single arbitrator to whom the dispute will be referred for decision.
2. The award of the arbitrator or arbitrators designated in accordance with paragraph 1 above shall be mandatory for the Contracting Parties in dispute.
Reservations
Art. 13. Any State may, at the time of signing this Agreement or deposit its instrument of ratification, acceptance, approval or accession, notify the depositary that it does not consider itself bound by Article 12 of this Agreement.
Procedure for amending this Agreement
Art. 14. 1. This Agreement may be amended in accordance with the procedure defined in this article, subject to the provisions of Articles 15 and 16.
2. At the request of a Contracting Party, any amendment to this Agreement proposed by that Party shall be considered by the Working Party on the Combined Transport of the United Nations Economic Commission for Europe.
3. If adopted by a two-thirds majority of the Contracting Parties present and voting, the amendment shall be communicated for acceptance to all Contracting Parties by the Secretary-General of the United Nations.
4. Any amendment proposal that has been communicated in accordance with the provisions of paragraph 3 of this Article shall enter into force for all Contracting Parties three months after the expiration of a period of twelve months following the date of its communication, provided that during that twelve-month period no objection to the amendment proposal has been notified to the Secretary-General of the United Nations by a State that is a Contracting Party.
5. If an objection to the amendment proposal has been notified in accordance with the provisions of paragraph 4 of this article, the amendment shall be deemed not to be accepted and shall have absolutely no effect.
Procedure for amending Annexes I and II
Art. 15. 1. Annexes I and II to this Agreement may be amended in accordance with the procedure laid down in this article.
2. At the request of a Contracting Party, any amendment to Annexes I and II proposed by that Party shall be considered by the Working Party on the Combined Transport of the United Nations Economic Commission for Europe.
3. If adopted by a majority of Contracting Parties present and voting, the amendment proposal shall be communicated for acceptance to Contracting Parties directly concerned by the Secretary-General of the United Nations. For the purposes of this Article, a Contracting Party shall be considered to be directly interested if, in the case of the inclusion of a new line, an important terminal, a crossing point of the border, a shifting position, a port or a connection by a trans-shipment vessel or in the context of the modification of such facilities, its territory is crossed by that line or is directly connected to the important terminal or
4. Any proposed amendment communicated in accordance with the provisions of paragraphs 2 and 3 of this Article shall be deemed to be accepted if, within six months of the date of its communication by the depositary, none of the Contracting Parties directly concerned has notified its objection to the proposed amendment to the Secretary-General of the United Nations.
5. Any such amendment shall be communicated by the Secretary-General of the United Nations to all Contracting Parties and shall enter into force three months after the date of his communication by the depositary.
6. If an objection to the proposed amendment has been notified in accordance with paragraph 4 of this article, the amendment shall be deemed not to be accepted and shall have absolutely no effect.
7. The depositary will be kept promptly informed by the secretariat of the Economic Commission for Europe on the Contracting Parties which are directly concerned by an amendment proposal.
Procedure for amending Annexes III and IV
Art. 16. 1. Annexes III and IV to this Agreement may be amended in accordance with the procedure set out in this article.
2. At the request of a Contracting Party, any amendment to Annexes III and IV proposed by that Party shall be considered by the Working Party on the Combined Transport of the United Nations Economic Commission for Europe.
3. If adopted by a two-thirds majority of the Contracting Parties present and voting, the amendment shall be communicated for acceptance to all Contracting Parties by the Secretary-General of the United Nations.
4. Any amendment submitted in accordance with the provisions of paragraph 3 of this Article shall enter into force after six months after the date of its communication unless one-fifth of the Contracting Parties have notified their objection to the amendment to the Secretary-General of the United Nations. Otherwise, the amendment shall enter into force for all Contracting Parties except those which, before the date of its entry into force, have notified the Secretary-General of their refusal to accept the proposed amendment.
5. Any amendment accepted shall be communicated by the Secretary-General to all Contracting Parties and shall enter into force three months after the date of its communication.
6. If an objection to the proposed amendment has been communicated in accordance with paragraph 4 of this article, the amendment shall be deemed not to be accepted and shall have absolutely no effect.
Safety clause
Art. 17. The provisions of this Agreement shall not prevail against those which some States are obliged to take between them in accordance with certain multilateral treaties such as the Treaty of Rome of 1957 establishing the European Economic Community.
Denunciation
Art. 18. 1. Any Contracting Party may denounce this Agreement by written notification to the Secretary-General of the United Nations.
2. The denunciation shall take effect one year after the date of receipt of such notification by the Secretary-General.
Extinction
Art. 19. If, after the entry into force of this Agreement, the number of States which are Contracting Parties shall be reduced to less than eight for any period of twelve consecutive months, this Agreement shall cease to produce its effects twelve months from the date on which the Eighth State ceased to be a Contracting Party.
Notifications and communications by the depositary
Art. 20. In addition to the notifications and communications that may be specified in this Agreement, the depositary functions of the Secretary-General of the United Nations will be such as are specified in Part VII of the Vienna Convention on the Law of Treaties, concluded at Vienna on 23 May 1969.
Authentic texts
Art. 21. The original of this Agreement, of which the English, French and Russian texts are equally authentic, will be deposited with the Secretary-General of the United Nations.
In faith, the undersigned, to this duly authorized, have signed this Agreement.
Done in Geneva, on the first February nine hundred and eighty-one.

Annex I
IMPORTANT FER CHEMIN LINES FOR INTERNATIONAL COMBINED TRANSPORT
For the consultation of the table, see image

Annex II
IMPORTANT INSTALLATIONS FOR INTERNATIONAL COMBINED TRANSPORT
A. Important terminals for international combined transport
AUTRICHE
Graz-Messendorf
Linz
Salzburg
Villach-Fürnitz
Wels
Wien
BELGIUM
Antwerpen
Bressoux (Liège)
Brussels
Châtelet
Lauwe LAR
Zeebrugge
BULGARIE
Burgas
Dimitrovgrad Sever
Gorna Oriahovitza
Filipovo
Ruse
Sofija
Stara Zagora
Varna
REPUBLIQUE FEDERATIVE TCHEQUE ET SLOVAQUE
Bratislava
Brno
Ceské Budejovice
Cheb
Cierna n. Tisou
Decin
Jihlava
Kolin
Kosice
Lovosice
Ostrava
Plzen
Praha Zizkov
Prerov
Zilina
DANEMARK
Arhus
Glostrup
Kobenhavn
Padborg
FINLAND
Helsinki-Pasila
FRANCE
Avignon-Courtine
Bordeaux-Bastide
Dunkerque
Hendaye
Le Havre
Lille-St. Saviour
Lyon-Venissieux
Marseille-Canet
Paris-La Chapelle
Paris-Noisy-Le-Sec
Paris-Pompadour
Paris-Rungis
Paris-Valenton
Perpignan
Strasbourg
Rouen-Sotteville
Toulouse
GERMANY
Augsburg-Oberhausen
Basel Bad GBF
Berlin
Bielefeld Ost
Bochum-Langendreer
Bremen-Grolland Roland
Bremerhaven-Nordhafen
Dresden
Dusseldorf-Bilk
Duisburg-Ruhrort Hafen
Frankfurt (Main) is
Freiburg (Breisgau) GBF
Hagen HBF
Hamburg-Wilhelmsburg
Hamburg-Rothenburgsort
Hamburg-Sud
Hamburg-Waltershof
Hannover-Linden
Ingoldstadt Nord
Karlsruhe HBF
Kiel HGBF
Köln Eifeltor
Leipzig
Lübeck HBF
Ludwigsburg
Mainz Gustavsburg
Mannheim RBF
München HBF
Neuss
Neu Ulm
Nürnberg HGBF
Offenburg
Regensburg
Rheine
Rostock
Saarbrücken HGBF
Schweinfurt HBF
Wuppertal-Langefeld
GRECE
Aghii Anargyri (Athinai)
Thessaloniki
HONGRIE
Budapest
Sopron
Zahony
Szeged
Debrecen
IRLAND
Dublin-North Wall
ITALY
Bari-Lamasinata
Bologna-Interporto
Busto-Arsizio
Brindisi
Livorno
Milano-G. Pirelli
Milano-Rogoredo
Modena
Napoli-Granili
Napoli-Traccia
Novara
Padova-Interporto
Pescara-P.N.
Pomezia-S.P.
Rivalta Scrivia
Torino-Orbassano
Trieste
Verona-Q.E.
LUXEMBOURG
Bettembourg
PAYS-BAS
Rotterdam-Haven
Rotterdam-Noord
Venlo
Ede
NORVEGE
Oslo-Alnabru
POLAND
Gdansk
Gdynia
Krakow
Lodz
Malaszewicze
Poznan
Sosnowiec
Szczecin
Swinoujscie
Warszawa
Wroclaw
PORTUGAL
Alcantara (Lisboa)
Espinho
Leixoes
Lisboa-Beirolas
ROMANIA
Bucuresti
Constanta
Craiova
Oradea
SPANISH
Algeciras
Barcelona
Irun
Madrid
Port-Bou
Tarragona
Valencia(-Silla)
SUEDE
Göteborg
Helsingborg
Malmö
Stockholm-Arsta
SWITZERLAND
Aarau-Birrfeld
Basel SBB
Bern
Chiasso
Geneva
Lugano-Vedeggio
Luzern
Renens
Zürich
TURKEY
Bandirma
Derince
Iskenderun
Istanbul
Mersin
Samsun
UNION DES REPUBLIQUES SOCIALISTS SOVIETIQUES
Brest
Cop
Kiev
Moskva-Lvov
ROYAUME-UNI
Belfast
Birmingham
Bristol
Cardiff
Cleveland
Coatbridge (Glasgow)
Glasgow
Harwich
Holyhead
Ipswich
Leeds
Liverpool-Garston
London-Stratford
London-Willesden
Manchester-Trafford Park
Southampton
Tilbury
YOUGOSLAVIA
Beograd
Koper
Ljubljana
Rijeka
Zagreb
B. Important border crossing points for combined international transport (1)
Vilar Formoso (CP) - Fuentes de Onoro (RENFE)
Marvao (CP) - Valencia de Alcantara (RENFE)
Irun (RENFE) - Hendaye (SNCF)
Port Bou (RENFE) - Cerbère (SNCF)
Dublin (CIE) - Holyhead (BR)
Dundalk (CIE) - Newry (NIR)
Dover (BR) - Calais (SNCF)
- Dunkerque (SNCF)
- Oostende (SNCB)
Harwich (BR) - Zeebrugge (SNCB)
Menton (SNCF) - Ventimiglia (FS)
Modane (SNCF) - Bardonecchia (FS)
Brig (SBB-CFF) - Domodossola (FS)
Basel (SNCF) - Basel (SBB-CFF)
Strasbourg (SNCF) - Kehl (DB)
Forbach (SNCF) - Saarbrucken (DB)
Apach (SNCF) - Perl (DB)
Thionville (SNCF) - Bettembourg (CFL)
Feignies (SNCF) - Quévy (SNCB)
Jeumont (SNCF) - Erquelinnes (SNCB)
Tourcoing (SNCF) - Mouscron (SNCB)
Roosendaal (NS) - Essen (SNCB)
Emmerich (DB/NS)
Venlo (NS/DB)
Bad Bentheim (DB/NS)
Montzen (SNCB) - Aachen (DB)
Sterpenich (SNCB) - Kleinbettingen (CFL)
Basel (DB/SBB-CFF)
Flensburg (DB) - Padborg (DSB)
Puttgarden (DB) - Rodby (DSB)
Schirnding (DB) - Cheb (CSD)
Passau (DB/OBB)
Salzburg (DB/OBB)
Kufstein (DB/OBB)
Buchs (SBB-CFF/OBB)
Luino (SBB-CFF/FS)
Chiasso (SBB-CFF/FS)
Brennero (FS/OBB)
Villa Opicine (FS) - Sezana (JZ)
Tarvisio (FS) - Arnoldstein (OBB)
Charlottenberg (NSB/SJ)
Kornsjö (NSB/SJ)
Helsingborg (SJ) - Kobenhavn (DSB)
Trelleborg (SJ) - Sassnitz (DR)
Ystad (SJ) - Swinoujscie (PKP)
Göteborg (SJ) - Frederikshavn (DSB)
Malmö (SJ) - Travemünde (DB)
Gedser (DSB) - Rostock (DR)
Rosenbach (OBB) - Jesenice (JZ)
Spielfeld-Strass (OBB) - Sentilj (JZ)
Ebenfurth (OBB) - Sopron (GYSEV/MAV)
Nickelsdorf (OBB) - Hegyeshalom (MAV)
Bernhardsthal (OBB) - Breclav (CSD)
Summerau (OBB) - Horni Dvoriste (CSD)
Frankfurt/O. (DR) - Kunowice (PKP)
Görlitz (DR) - Zgorzelec (PKP)
Bad Schandau (DR) - Decin (CSD)
Terespol (PKP) - Brest (SZD)
Medyka (PKP) - Mostiska (SZD)
Zebrzydovice (PKP) - Petrovice (CSD)
Zawidow (PKP) - Frydlant (CSD)
Medzylesie (PKP) - Lichkov (CSD)
Cierna (CSD) - Cop (SZD)
Komarno (CSD) - Komarom (MAV)
Sturovo (CSD) - Szob (MAV)
Rajka (MAV) - Rosovce (CSD)
Murakeresztur (MAV) - Kotoriba (JZ)
Gyékényes (MAV) - Botovo (JZ)
Keleba (MAV) - Subotica (JZ)
Zahony (MAV) - Cop (SZD)
Lököshàza (MAV) - Curtici (CFR)
Dimitrovgrad (JZ) - Dragoman (BDZ)
Gevgelia (JZ) - Idomeni (CH)
Iasy (CFR) - Ungeny (SZD)
Giurgiu (CFR) - Ruse (BDZ)
Svilengrad (BDZ) - Kapikule (TCDD)
Vidin (BDZ) - Calafat (CFR)
Kulata (BDZ) - Promachon (CH)
Vainikkala (VR) - Luzhaika (SZD)
Turku (VR) - Stockholm (SJ)
Kapiköy (TCDD) - Razi (RAI)
Nusaybin (TCDD) - Kamischli (CFS)
(1) The name of each border crossing point is followed in brackets of the acronym of the railway company operating the corresponding station. When the list mentions only one crossing point, it means that the station is used jointly by two railway companies.
C. Important deviation points for international combined transport *
Irun - Hendaye (Spain - France)
Port Bou - Cerbère (Spain - France)
Hanko (Finland)
Terespol - Brest (Poland - USSR)
Przemysl - Mostiska (Poland - USSR)
Cierna - Cop (Czech and Slovak Federal Republic - USSR)
Zahony - Cop (Hungary - USSR)
Iasi - Ungeny (Romania - USSR)
* When the change of axles or the trans-shipment of loading units on different spreading cars is done in a single station, the name of this station is sulgated.
Note: Boundary change points are also border crossing points.
D. Liaisons/Ports of trans-shipment vessels forming part of the international combined transport network;
Holyhead - Dublin (United Kingdom - Ireland)
Calais - Dover (France - United Kingdom)
Oostende - Dover (Belgium - United Kingdom)
Dunkerque - Dover (France - United Kingdom)
Stanrear - Larne (United Kingdom)
Zeebrugge - Harwich (Belgium - United Kingdom)
Zeebrugge - Dover (Belgium - United Kingdom)
Puttgarden - Rodby (Germany - Denmark)
Kobenhavn - Helsingborg (Denmark - Sweden)
Lübeck-Travemünde - Hanko (Germany - Finland)
Gedser - Rostock (Warnemünde) (Denmark - Germany)
Göteborg - Frederikshavn (Sweden - Denmark)
Malmö - Travemünde (Sweden - Germany)
Trelleborg - Sassnitz (Sweden - Germany)
Ystad - Swinoujscie (Sweden - Poland)
Helsinki - Gdynia (Finland - Poland)
Helsinki - Stockholm (Finland - Sweden)
Turku - Stockholm (Finland - Sweden)
Samsun - Constanta (Turkey - Romania)
Mersin - Venezia (Turkey - Italy)
Note: With the exception of the Stanrear-Larne and Messina-Villa S. Giovanni links, the transshipment links also correspond to border crossing points.

Annex III
TECHNICAL CHARACTERISTICS OF THE NETWORK OF INTERNATIONAL COMBINED TRANSPORT LINES
Preliminary remarks
The parameters are summarized in the table below. The values in column A of the table should be considered important objectives, to be achieved in accordance with national railway development plans. Any deviation from these values must be considered exceptional.
There are two broad categories of lines:
(a) existing lines that may be improved where appropriate; it is often difficult and sometimes impossible to modify their geometrical characteristics in particular; the requirements for them are therefore moderate,
(b) new lines to be built.
By analogy, the specifications set out in the table below are also applicable, where applicable, to ferry services that are an integral part of the railway network.
PARAMETRES D'INFRASTRUCTURE DU RESEAU DES GRANDS LIGNES DE TRANSPORT INTERNATIONAL COMBINE
For the consultation of the table, see image
(1) Not particularly concerned with combined transport, but recommended for effective international combined transport.
(2) UIC = International Union of Railways.
(3) Minimum standards for combined transport trains (see annex IV).
Explanation of parameters in the table above
1. Number of lanes
Combined international transport lines must offer high capacity and high precision of movement.
In principle, it is only possible to meet these two requirements by lines at least two ways; However, track lines could be accepted provided that they meet the other parameters provided for in the Agreement.
2. Vehicle fleet
This is the minimum gauge on the combined international transport lines.
On the new lines, the adoption of an important template generally requires only a limited marginal investment cost, which allows the IUC C1 to be retained.
The C1 template allows:
- the transport of vehicles and utilitarian road assemblies (cameras and trailers, articulated vehicles, tractors and semi-trailers) to the European road gauge (height 4 m, width 2.50 m on special wagons whose loading plan is 60 cm above the rail level;
- the transport of ordinary road semi-trailers with a width of 2.50 m and a height of 4 m on pole cars with current bogies;
- the transport of ISO containers with a width of 2.44 m and a height of 2.90 m on ordinary flat cars;
- the carriage of mobile boxes with a width of 2.50 m on ordinary flat cars;
- the transport of portable containers/caisses with a width of 2.6 m and a height of 2.9 m on appropriate cars.
Existing lines that cross mountainous regions (Pyrenees, Central Massif, Alps, Jura, Apennins, Carpates, etc.) include numerous tunnels with the technical unit's template or slightly higher gauges in height in the axis of the track. In almost all cases, the expansion to IUC's C1 template is not economically and financially impossible.
IUC template B is therefore retained for these lines. It allows, inter alia:
- the transport of ISO containers with a width of 2.44 m and a height of 2.90 m on flat container cars with a loading plan of 1.18 m above the rail level;
- the transport of mobile boxes with a width of 2.50 m and a height of 2.60 m on normal flat cars (loading plan at a height of 1.246 m);
- the transport of semi-trailers by pole cars;
- the transport of portable containers/caisses with a width of 2.6 m and a height of 2.9 m on special cars with low loading plan.
Most existing combined international transport lines have at least IUC's B template. On the other, the implementation of this template generally does not require significant investments.
4. Minimum definition speed
The minimum definition speed determines the choice of the geometrical characteristics of the track ( curve and reverse), safety installations (brake discs) and braking coefficients of the rolling stock.
5. Mass authorized by axle
This is the mass authorized by axle that the broad international lines must be able to bear.
Combined international transport lines must be able to absorb the traffic of the most modern, existing and future equipment, that is, in particular:
cars with a 20-t axle mass corresponding to that of Class C of IUC; a axle mass of 22.5 t up to 100 km/h was retained in accordance with recent IUC decisions. The limitations of the axle mass at 20 t for 120 km/h correspond to the IUC regulations.
The indicated axle masses are valid for wheel diameters equal to or greater than 840 mm, in accordance with IUC regulations.
6. Minimum useful length of avoidance lanes
The minimum useful length of avoidance routes for international combined transport lines is important for combined transport trains (see annex IV).

ANNEX IV
FERROVIARY EFFICIENCY PARAMETERS AND MINIMUM STANDARDS
A. Conditions to be met to ensure the effectiveness of international combined transport services
1. In order to ensure the efficient and rapid flow of transport required by modern methods of manufacture and distribution of goods, international combined transport services should meet in particular the following conditions:
(a) departures/arrivals in accordance with customer desiderata (especially late time limits for loading and fast delivery of goods), regular services;
(b) speed of door-to-door transport, high punctuality, safe transport times;
(c) safe and timely information on transport procedures, simple documentation, low risk of damage;
(d) be able to transport all types of standard containers and all load units that can be transported by international road transport in Europe. In this context, it is important to count with the predictable evolution of weights and dimensions of loading units.
2. These conditions should be met by:
(a) at a high speed of transport (measured from the point of departure to the place of destination, taking into account all stops), which should be approximately the same as that of transport from end to end by road or even greater than that;
(b) the use of hours in which the recipients do not work (e.g. night transport) to deliver the goods in the early morning, as customers wish;
(c) adequate and adequate infrastructure facilities and capacities (e.g. appropriate loading templates);
(d) direct trains, if possible (i.e. exclusion or minimization of the on-road trans-shipment of goods on other trains);
e) organizational measures to improve traffic flow through modern telecommunications systems.
3. To meet the conditions set out above, trains and infrastructure facilities should be sufficiently effective, i.e., they should meet certain minimum standards, which must be met by all authorities involved in a particular transport link.
4. The following performance parameters and standards have been established in particular for large volumes of international transport, i.e. for connections on which there is a regular traffic of direct trains or, at least, large groups of cars. However, conventional freight trains could continue to operate insulated cars or special transport if it meets the needs of interested customers and railway companies.
B. Train performance parameters
5. The trains used for international combined transport shall meet the following minimum standards:
For the consultation of the table, see image
(*) These figures are expected to be reached approximately by the year 2000. They do not exclude higher standards previously achieved, as long as these standards do not interfere with the international development of combined transport.
In the absence of direct trains, trains should, if possible, be composed of a small number of groups of cars, all units of which would have the same destination. To the extent possible, there should be no technical stops on the road or border crossing controls.
6. The rolling stock shall meet the above standards for axle speed and load and be able to carry all loading units that must be taken into account in terms of weight and dimensions.
7. Combined transport trains should be considered to be given the highest priority. Their schedules will need to be designed to meet customer needs, which requires reliable and regular transportation services.
C. Minimum railway line standards
8. Railway lines intended to be used for combined transport shall have sufficient daily capacity to avoid waiting for combined transport trains. These trains should also not be delayed by rest hours.
9. For the modernization of railway lines, the infrastructure parameters listed in Appendix III will apply.
D. Minimum standards for departure and arrival stations
10. For efficient handling of goods in stations, the following conditions must be met:
(a) the time between, on the one hand, the time limit set for acceptance of the goods and the departure of the trains, and on the other hand, between the arrival of the trains and the time when the cars are ready for unloading of the cargo units, shall not exceed one hour, unless it is possible to give satisfaction to the customers by other means in respect of the time limit of acceptance or
(b) waiting for the delivery or pick-up of loading units by road vehicles shall be as brief as possible (20 minutes maximum);
(c) the station location shall be selected in such a way as to:
- to be easily and quickly accessible by road from economic centres;
- with regard to its location on the railway network, to be well connected to long-distance lines and, for transport connections with the traffic by groups of cars, to be easy access for the trains of fast goods that ensure the combined transport.
11. The minimum standards for intermediate stations specified below will also apply to departure and arrival stations.
E. Minimum standards for intermediate stations
12. On-road stops, which may be required for trains serving combined transport due to technical or operational reasons, such as the exchange points of car groups or shifting, will be used at the same time to perform tasks that would otherwise require other stops (e.g. border controls, locomotive change). The requirements to be met by the infrastructure of these intermediate positions are:
- have sufficient daily capacity on the scaling lines to avoid delays in combined transport trains.
Inputs and outputs on the line will have to allow trains to infiltrate and get out of it without losing time. Their capacity should be sufficient to avoid delays in transport trains combined with arrival and departure;
- have sufficient lanes capacity for the various types of lanes as required by the specific operations to be carried out in a station, especially for the arrival/departure lanes, the training lanes, the yard and drawer lanes, the loading lanes and the lanes of change of lag.
The tracks listed above shall have templates corresponding to those of the railway lines to be used (UIC B or UIC C1).
The lane length shall be sufficient to receive whole combined transport trains.
For electric traction, the tracks will have to be used by electric traction gear (at the frontier stations: by electric traction gear from the corresponding railway).
The ability to trans-ship, exchange of car groups, change of clearance and border control must ensure that mandatory stops are as short as possible.
(a) Car group exchange positions
13. Combined transport will be required, if possible, by direct trains between departure and arrival stations. If this is not economically viable due to the low volume of goods being transported and the transshipment of goods of combined transport is therefore obligatory, it should at least be carried by group of cars. Stops required to perform these operations will not exceed 30 minutes each. This should be possible if the trains are trained accordingly (the distances travelled should be as long as possible, even if it involves border crossings) and if the car group shifts are equipped with adequate infrastructure.
(b) Border crossing points
14. Trains operated in combined transport will have to travel far beyond the borders to a station where it is essential to change groups of cars or to their final destination, without having to stop on the way. As far as possible, there will be no stop at the borders, or, if this is inevitable, only very short stops (30 minutes maximum). We'll get it.
by not carrying out normal operations at the border or, if impossible, by moving these operations to other stations within the country where trains must be stopped for technical and/or administrative reasons;
making at most one stop at the common border stations.
(c) Severance change points
15. It will be necessary to develop both rapid and economic methods to meet the needs in this area. When trans-shipment of loading units on wagons of another gauge, the requirements set out above for trans-shipment at the station should be applied in the same manner. Stops at shift points should be as short as possible. The capabilities available to perform this shift or transshipment will need to be sufficient to ensure the brevity of the stops.
(d) Trans-shipper/port links
16. Transport services will be required to meet the proposed trans-shipment services. Stops in ports for goods transported in combined transport should be as short as feasible (if possible one hour maximum). In order to achieve this, in addition to the appropriate infrastructure of the trans-shipment station and adequate trans-shipment vessels (see paragraph 17 below), the following measures will be implemented:
- application of the conditions listed in paragraph 14 with regard to the necessary border control measures;
- coordination of the schedules of trans-shipers and trains and timely information to accelerate the loading of ships and/or train formation.
17. The trans-shipment vessels used for combined transport shall meet the following requirements:
- vessels of appropriate dimensions and types as required by the cargo/cargo units used;
- rapid loading and unloading of vessels and storage of cargo/cargo units in accordance with the requirements for further rail transport (separation of combined passenger and/or road transport, if applicable);
- if the loading units remain on the cars during the crossing, the transborders must be easy access and the yard operations requiring a lot of time should not be necessary. The template, axle mass, etc., should conform to the parameters of the line listed in Annex III;
- if the transshipment of loading units is to be carried out without the cars, the possible transport to be carried out by the road between the port of the trans-shipment vessels and the railway station should be characterized by short distances and good road connections.

EUROPEAN AGREEMENT ON COMBINED INTERNATIONAL TRANSPORT LINES AND RELATED INSTALLATIONS (AGTC) AND ANNEX I, II, III and IV, DEVELOPMENTS IN GENEVE 1 FEBRUARY 1991
(State as at 31 December 1997)
For the consultation of the table, see image