{"id":247697,"date":"2026-09-10T09:59:07","date_gmt":"2026-09-10T06:59:07","guid":{"rendered":"https:\/\/azbuki.bg\/?p=247697"},"modified":"2026-09-10T10:02:56","modified_gmt":"2026-09-10T07:02:56","slug":"analysis-of-the-average-speeds-of-passenger-trains-in-bulgaria-on-the-main-railway-routes-according-to-the-annual-train-schedule-for-2025","status":"publish","type":"post","link":"https:\/\/azbuki.bg\/en\/xxvii-international-scientific-conference-transport-2025\/analysis-of-the-average-speeds-of-passenger-trains-in-bulgaria-on-the-main-railway-routes-according-to-the-annual-train-schedule-for-2025\/","title":{"rendered":"Analysis of the Average Speeds of Passenger Trains in Bulgaria on the Main Railway Routes, according to the Annual Train Schedule for 2025"},"content":{"rendered":"

Julia Varadinova, Petar Kostadinov
\n<\/strong>Todor Kableshkov University of Transport, Sofia, Bulgaria<\/em><\/p>\n

https:\/\/doi.org\/10.53656\/isct-2025.01<\/a><\/p>\n

\"\"
\nPDF<\/a><\/p>\n

Pages 11-20<\/em><\/p>\n

Abstract. <\/strong>Rail transport is an important factor in the Bulgarian transport system. The average speed of trains is a critical factor in assessing the efficiency of the system. This article examines the average speeds of passenger trains in Bulgaria, based on the Annual Timetable (AGS) from 2025, paying particular attention to the technical and section speeds on the main railway routes. The report examines the opportunities provided by the planned railway line Yambol-Elhovo-Lesovo-Edirne, with the potential for optimization of transport links in Southeastern Bulgaria and integration with international corridors.<\/p>\n

Keywords:<\/em> average speed; train schedule; analysis; new railway connection; rail transport<\/p>\n

 <\/p>\n

    \n
  1. Introduction<\/strong><\/li>\n<\/ol>\n

    Railway transport is key to the development of the Bulgarian economy and the provision of mobility in Bulgaria. However, outdated infrastructure and limited speeds pose challenges to its efficiency. This analysis is based on data from the 2025 Train Timetable (RRR) to assess and analyse the current state of affairs and identify areas for optimisation. The study focused on the following elements [2, 3]:<\/p>\n

      \n
    • The technical and section speeds of movement on the key railway lines, paying attention to the different categories of trains (Fast, Passenger, Suburban).<\/li>\n
    • Study of the current speeds at which trains run (BV, PV, KPV) on the main routes.<\/li>\n
    • Identification of the factors that affect the efficiency of rail transport.<\/li>\n
    • Assessment of the impact of the introduction of a new railway connection Yambol-Edirne on the common railway network.<\/li>\n
    • Formulation of recommendations for improving speed indicators.<\/li>\n<\/ul>\n

       <\/p>\n

        \n
      1. Methods for determining the different speeds in rail transport<\/strong><\/li>\n<\/ol>\n

        This report examines several types of speed indicators in rail transport.<\/p>\n

        2.1. Definitions of speeds<\/em><\/p>\n

        Several key speed indicators are used in rail transport [8, 9]:<\/p>\n

         <\/p>\n

        Table 1. <\/strong>Types of speeds in rail transport<\/p>\n\n\n\n\n\n\n\n\n\n
        Type of speed<\/strong><\/td>\nDefinition<\/strong><\/td>\nMeaning<\/strong><\/td>\n<\/tr>\n<\/thead>\n
        Maximum design speed (Vmax)<\/strong><\/td>\nThe highest speed for which the train composition is designed<\/td>\nDetermined by the manufacturer<\/td>\n<\/tr>\n
        Maximum operating speed<\/strong><\/td>\nThe highest permitted speed on a given section<\/td>\nDepends on infrastructure<\/td>\n<\/tr>\n
        Medium Technical Speed (Vtech)<\/strong><\/td>\nSpeed without stopping<\/td>\nShows the efficiency of the train<\/td>\n<\/tr>\n
        Average Section Speed (Vsec)<\/strong><\/td>\nSpeed including braking<\/td>\nReal speed for the passenger<\/td>\n<\/tr>\n
        Commercial Speed<\/strong><\/td>\nSpeed from the operator’s point of view<\/td>\nEconomic indicator<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

        \u00a0<\/strong><\/p>\n

        The following speeds have been taken for the preparation of this report, together with their formulas:<\/p>\n

          \n
        • Average Technical Speed (Vtech):<\/strong> The speed of the train without stopping, calculated as the ratio of the distance traveled to the travel time.<\/li>\n<\/ul>\n

          \"\"<\/p>\n

            \n
          • Average Section Speed (Vsec):<\/strong> Speed including stopping times at intermediate stations, calculated as the ratio of total distance to total time (traffic + stops).<\/li>\n<\/ul>\n

            \"\"<\/p>\n

            2.2. Factors affecting speeds<\/em><\/p>\n

            When comparing speeds, various factors affecting speeds are taken into account. The speed indicators of railway transport depend on a complex of interrelated components, which can be divided into three main areas [1, 4, 6, 7]:<\/p>\n

              \n
            • Infrastructure elements<\/strong> \u2013 this includes: Minimum radius of curves (For standard lines: \u2265300m); Longitudinal slope (Limiting the power of the train, as the maximum allowable slope is in the range of 12 \u2013 35\u2030, depending on the category of the line); Condition of the track (Affecting comfort and safety) and others.<\/li>\n
            • Rolling stock<\/strong> \u2013 we can distinguish: Power-to-mass ratio (Affecting acceleration and speed retention, as the ideal values for fast trains are \u226515kW\/ton); Aerodynamic performance (reflecting energy efficiency, expressed by resistance coefficient); Braking system (determining safe distances), etc.<\/li>\n
            • Operational factors<\/strong> \u2013 including: Train timetable (Capacity utilisation rate: 60 \u2013 85%); Command and control systems (In the presence of systems such as ERTMS, we can reduce the interval between trains \u22643min), etc.<\/li>\n<\/ul>\n

               <\/p>\n

              The following tables present the aggregated data for average speeds for the entire network [10, 13, 14, 15]:<\/p>\n

              Table 2. Report on the average speed of passenger traffic, according to GDV 2025<\/strong><\/p>\n\n\n\n\n\n\n\n
              Section<\/td>\nI railway line Dragoman – Sofia-Plovdiv – Svilengrad<\/td>\nII railway line Sofia -Gorna Oryahovitsa -Varna<\/td>\nIII railway line<\/p>\n

              Sofia -Karlovo – Varna<\/td>\n

              		IV railway line<\/p>\n

              Ruse – Stara Zagora<\/td>\n

              		IV railway line Dimitrovgrad -Podkova<\/td>\nV railway line<\/p>\n

              Sofia – Kulata<\/td>\n

              		VI railway line Radomir – Gyueshevo<\/td>\nVII railway line Mezdra – Vidin passenger<\/td>\nVII railway line Plovdiv –\u00a0 Burgas<\/td>\nIX railway line<\/p>\n

              Ruse – Varna<\/td>\n

              		Total for<\/p>\n

              the network<\/td>\n<\/tr>\n

              Train category<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\nMedium Technical Speed<\/td>\nAverage Section Speed<\/td>\n<\/tr>\n
              BV<\/td>\n68.52<\/td>\n64.31<\/td>\n74.97<\/td>\n71.99<\/td>\n74.53<\/td>\n71.14<\/td>\n58.73<\/td>\n53.93<\/td>\n45.42<\/td>\n42.72<\/td>\n59.3<\/td>\n53.05<\/td>\n37.33<\/td>\n36.12<\/td>\n60.06<\/td>\n54.43<\/td>\n90.3<\/td>\n86.13<\/td>\n61.12<\/td>\n55.47<\/td>\n70.96<\/td>\n67.07<\/td>\n<\/tr>\n
              PV<\/td>\n51.63<\/td>\n44.05<\/td>\n54.16<\/td>\n47.62<\/td>\n57.53<\/td>\n49.25<\/td>\n51.49<\/td>\n44.9<\/td>\n39.91<\/td>\n36.38<\/td>\n50.34<\/td>\n41.56<\/td>\n–<\/td>\n–<\/td>\n56.73<\/td>\n47.9<\/td>\n61.51<\/td>\n52.54<\/td>\n55.43<\/td>\n49.54<\/td>\n53.87<\/td>\n46.6<\/td>\n<\/tr>\n
              KPV<\/td>\n49.6<\/td>\n42.99<\/td>\n47.78<\/td>\n41.48<\/td>\n43.43<\/td>\n38.51<\/td>\n48.38<\/td>\n43.37<\/td>\n41.33<\/td>\n37.49<\/td>\n43.32<\/td>\n36.3<\/td>\n34.84<\/td>\n32.29<\/td>\n55.62<\/td>\n47.75<\/td>\n46.85<\/td>\n41.09<\/td>\n60.97<\/td>\n54.96<\/td>\n47.58<\/td>\n42.03<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

              Based on the presented tables, we can draw the following conclusions:<\/p>\n

                \n
              • The speeds of the High Speed Trains (BV) are the highest, while those of the Suburban Passenger Trains (RRR) are the lowest.<\/li>\n
              • The biggest difference between the technical and section speed is observed in Passenger Trains (RV), which implies more frequent or longer stops.<\/li>\n
              • The highest speed was recorded on the VII line (Plovdiv-Burgas) for the BV (86.13 km\/h), and the lowest speed was recorded on the VI line (Radomir-Gyueshevo) for the SU (32.29 km\/h).<\/li>\n
              • There are several critical sections: Line IV (Ruse-Stara Zagora), where outdated infrastructure leads to low speeds, and Line VI (Radomir-Gyueshevo), where mountainous terrain limits the speed of movement.<\/li>\n<\/ul>\n

                \u00a0<\/strong><\/p>\n

                Table 3. <\/strong>Comparison of average speeds for different train categories<\/p>\n\n\n\n\n\n\n\n
                Category<\/strong><\/td>\nAverage technical speed (km\/h) Vtech (km\/h)<\/strong><\/td>\nAverage section speed (km\/h) Vsec (km\/h)<\/strong><\/td>\nDifference (%)<\/strong><\/td>\nCoefficient. efficiency (%)<\/strong><\/td>\nDifference from the EU (%)<\/strong><\/td>\n<\/tr>\n<\/thead>\n
                BV<\/strong><\/td>\n70.96<\/td>\n67.07<\/td>\n5.48<\/td>\n94.5<\/td>\n-35%<\/td>\n<\/tr>\n
                PV<\/strong><\/td>\n53.87<\/td>\n46.60<\/td>\n13.50<\/td>\n86.5<\/td>\n-42%<\/td>\n<\/tr>\n
                KPV<\/strong><\/td>\n47.58<\/td>\n42.03<\/td>\n11.67<\/td>\n88.3<\/td>\n-45%<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

                 <\/p>\n

                2.3. Influence of topography <\/em><\/p>\n

                Topography is among the main factors that determine the speed performance of railway infrastructure. In Bulgaria, where the terrain is predominantly mountainous and hilly, the features of the terrain have a significant impact on the planning, functioning and speed parameters of trains. The analysis of individual lines in our country leads to the following observations:<\/p>\n

                  \n
                • The Sofia-Karlovo line crosses the Balkan Mountains, which explains the low speed indicators of the SU (36.3 km\/h).<\/li>\n
                • Flat lines (such as Sofia-Plovdiv) allow for higher speeds (over 70 km\/h for BV).<\/li>\n
                • In order to optimise rail transport in difficult mountainous areas, it is possible to use tilting wagon technologies (e.g. Pendolino).<\/li>\n<\/ul>\n

                  2.4. Comparison with international standards [11]<\/em><\/p>\n

                  In order to establish the competitiveness of the Bulgarian railways, it is key to make a comparison with the speed of movement in the other countries of the European Union:<\/p>\n

                    \n
                  • High-speed rail (Europe): Average track speeds in the range of 200 \u2013 300 km\/h (e.g. TGV in France and ICE in Germany) are reported.<\/li>\n
                  • Regional lines (parallel to BV): The characteristic average speed ranges from 100 \u2013 160 km\/h (say, in Poland and the Czech Republic).<\/li>\n<\/ul>\n

                    From the analyses made, we can conclude that the Bulgarian high-speed trains can be compared with the regional trains in Eastern Europe, but they show a significant lag compared to the high-speed rail networks in Western Europe.<\/p>\n

                    2.5. Economic aspects<\/em><\/p>\n

                    Train speed is a key factor in the economic efficiency of rail transport. This analysis looks at the relationship between speed of movement and key economic indicators, such as operating costs, revenue, and return on investment. Through the economic analysis of average speeds, we can conclude that increasing speeds leads to an increase in infrastructure maintenance costs (15 \u2013 20% increase in 25% increase in speed), an increase in energy costs and a decrease in the service life of rolling stock. [18]<\/p>\n

                    The increase in investment in rail transport makes it possible to assess the impact of speed on revenues in the following way:<\/p>\n

                      \n
                    • An increase in speed by 1 km\/h leads to a 1.5 \u2013 2% increase in ticket revenue.<\/li>\n
                    • Competitiveness vis-\u00e0-vis road transport will improve.<\/li>\n
                    • It creates an opportunity to attract new passengers by significantly reducing travel time.<\/li>\n<\/ul>\n

                      The following table presents the investment costs needed to increase the speed, as well as the time frame for return on investment [16, 17]:<\/p>\n

                      Table 4. <\/strong>Investment costs for improving train operation<\/p>\n\n\n\n\n\n\n\n
                      Type of improvement<\/strong><\/td>\nExpected speed increase<\/strong><\/td>\nInvestment costs<\/strong><\/td>\nPayback period<\/strong><\/td>\n<\/tr>\n<\/thead>\n
                      Infrastructure modernization<\/td>\n+15 \u2013 25 km\/h<\/td>\n1.2 \u2013 1.8 million BGN\/km<\/td>\n8 \u2013 12 years old<\/td>\n<\/tr>\n
                      Introduction of ETCS<\/td>\n+5 \u2013 10 km\/h<\/td>\n0.3 \u2013 0.5 mln. BGN\/km<\/td>\n4 \u2013 7 years<\/td>\n<\/tr>\n
                      Renewal of rolling stock<\/td>\n+10 \u2013 15 km\/h<\/td>\n2.5 \u2013 3.5 mln. BGN\/train<\/td>\n5 \u2013 8 years<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

                       <\/p>\n

                        \n
                      1. Opportunities for the construction of a new railway line Yambol <\/strong>\u2013 Elhovo <\/strong>\u2013 Lesovo <\/strong>\u2013 Edirne<\/strong><\/li>\n<\/ol>\n

                        3.1. Problems and advantages of building a new line<\/em><\/p>\n

                        The lack of direct connectivity between Southeastern Bulgaria (Yambol) and Edirne (Turkey) increases travel time to important European and Asian corridors. The infrastructure in the region of Yambol is partially built, but it is physically obsolete and does not meet European standards and requirements, which makes it unusable. The region is heavily dependent on road transport for international freight and passengers, with the lack of rail transport leading to logistics congestion in the area.<\/p>\n

                        The development of an alternative to the congested Plovdiv \u2013 Svilengrad line is a key advantage when considering the new railway line. The creation of a transport hub between Yambol and Edirne (connecting the two industrial zones) will stimulate economic development [19, 20, 23].<\/p>\n

                        3.2. Speed forecasts<\/em><\/p>\n

                        The planned speeds for the implementation of the new railway route will generate an increase in the average speed in our country. To achieve maximum precision of the analysis, all the above elements are taken into account, namely:<\/p>\n

                          \n
                        • Terrain: The plain between Yambol and Lesovo is a favorable factor for achieving high speeds and optimizing the construction costs of this section.<\/li>\n
                        • Technology: The implementation of innovative security systems (ERTMS) and electrification will play a major role in reducing travel time and increasing safety. The inclusion of automated signaling will limit the dependence on the human factor in the management of trains [5, 21].<\/li>\n
                        • Speed requirements: The design speed for the section is 160 km\/h, which meets the standards of the European Union.<\/li>\n
                        • Logistics of stops: In order to maximize the efficiency of the line, it is planned to limit the section stations to 3 \u2013 4 (Yambol, Elhovo, Lesovo, Edirne).<\/li>\n<\/ul>\n

                          Based on these and other factors, based on the analysis of the 2025 GDV, the new line could achieve the following results [16]:<\/p>\n

                           <\/p>\n

                          Table 5. <\/strong>Forecast speeds on the network Yambol \u2013 Elhovo \u2013 Lesovo \u2013 Edirne<\/p>\n\n\n\n\n\n\n\n
                          Train category<\/strong><\/td>\nForecast Vtech (km\/h)<\/strong><\/td>\nEstimated Vsec (km\/h)<\/strong><\/td>\n<\/tr>\n<\/thead>\n
                          BV<\/strong><\/td>\n90 \u2013 100<\/td>\n85 \u2013 90 (if stops are \u2264 5 min\/station)<\/td>\n<\/tr>\n
                          PV<\/strong><\/td>\n70 \u2013 80<\/td>\n60 \u2013 65<\/td>\n<\/tr>\n
                          KPV<\/strong><\/td>\n50 \u2013 60<\/td>\n45 \u2013 50<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

                           <\/p>\n

                          3.3. Benefits and potential risks <\/em><\/p>\n

                          When compared with the currently operating routes, the newly designed line will exceed the average speed indicators of all currently available railway sections. It will also allow for the optimization of transport routes, which will result in a time saving of \u22651 hour for trains traveling between Sofia and Edirne, compared to the current route through Svilengrad. Another significant positive effect of the new line will be the direct freight trains from Burgas (port) to Turkey and the Middle East, which will reduce the time for the transportation of goods by 20-30% [22].<\/p>\n

                          With regard to the risks associated with this section, it should be noted the uncertainty regarding the financing from European funds and the national budget, as well as environmental aspects, as the line passes close to protected areas (e.g. Sakar), requiring additional assessments [12, 24].<\/p>\n

                           <\/p>\n

                          Conclusions<\/strong><\/p>\n

                          The railway infrastructure has the potential for improvements, especially with regard to the CHP and the old lines. The analysis of average speeds on Bulgarian railways reveals an average level of efficiency with visible leaders and lagging sections. Increasing speeds is critical to attracting more passengers and promoting sustainable transport. In the reconstructed sections, an increase in speeds has been reported, while on the critical, non-modernized lines there is a significant lag and an urgent need for priority investments. The difference between the technical and section speeds (a difference of ~3\u20137 km\/h) indicates a moderate amount of stops and stops, but on slower lines this has a noticeable impact on the overall travel time.<\/p>\n

                          Here are the main recommendations for improving average speeds in the country:<\/p>\n

                            \n
                          1. Investments in infrastructure renovation;<\/li>\n
                          2. Optimization of schedules in order to reduce the time of stay;<\/li>\n
                          3. Study of the possibilities for increasing the technical speeds in the mountainous areas;<\/li>\n
                          4. A new line Yambol \u2013 Edirne will increase the speeds (competitive with European standards), the connectivity of Southeastern Bulgaria with international networks and will stimulate the regional economy through transport integration.<\/li>\n<\/ol>\n

                            High speeds are a key factor for sustainable transport. Bulgaria has the potential to become a regional leader in the implementation of targeted reforms.<\/p>\n

                             <\/p>\n

                             <\/p>\n

                            REFERENCES<\/strong><\/p>\n

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                            [3] STOILOVA, S., Organization and management of railway transport, MP Publishing House of the Technical University \u2013 Sofia, 2010, 241 p. ISBN 978-954-438-808-9.<\/p>\n

                            [4] RAYKOV, R., GEORGIEV, N., STOYKOV, D., BEROV, T., STOYANOV, I., Technical operation and transport safety, Sofia: Todor Kableshkov University of Transport, 2002, 337 p.<\/p>\n

                            [5] RAZMOV, T., Methodology, modeling and traffic forecasts and the necessary investments in road and locomotive equipment in the implementation of ERTMS in the railway network of the Republic of Bulgaria, Seminar on \u201cTrends in the Development of Interoperability in Rail Transport in EU Countries\u201d, Sofia, 2008, p. 23.<\/p>\n

                            [6] RAYKOV, R., Improvement of the methodology for determining and analyzing the capacity of the railway network, magazine Mechanics Transport Communications, vol. 1, no. 0051, pp. 1 \u2013 16, 2005, ISSN 1312-3823.<\/p>\n

                            [7] RAYKOV, R., Improvement of the methodology for determining and analyzing the capacity of the railway network, Wc. Economics, vol. 3, pp. 62 \u2013 66, 2005.<\/p>\n

                            [8] SHABALIN, N., Rail traffic organization, Sofia, VMEI Publ., 1966, 248 p.<\/p>\n

                            [9] VRADZHALIEV, N., Organization of transport operation, Sofia, 1985, 240 p.<\/p>\n

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                            [11] DREWELLO, H., Capacity and use of capacity of railway infrastructure in the upper rhine valley, Mechanics Transport Communications (MTC), 2013, (D), pp. 1 \u2013 15. ISSN 1312-3823.<\/p>\n

                            [12] PUTALLAZ, Y., LITEP, E., RIVIER, P., Modelling Long Term Infrastructure Capacity Evolution and Policy Assessment Regarding Infrastructure Maintenance and Renewal, 2003, 3rd Swiss Transport Research Conference (STRC), Monte Verit\u00e0 \/ Ascona, pp. 1 \u2013 39, https:\/\/www.strc.ch\/2003\/putal.pdf.<\/p>\n

                            [13] VRADZHALIEV, N., Organization and technology of the transport process, Textbook, Sofia: University of National and World Economy Publishing House, 1994, 232 p.<\/p>\n

                            [14] LOZANOV, D., Guide for a course project in \u201cOrganization of Train Traffic\u201d, Sofia, T. Kableshkov University of Transport, 1996, 104 p.<\/p>\n

                            [15] STOILOVA, S., Guide for a course project on the organization and management of railway transport. Sofia: MP Publishing House of the Technical University \u2013 Sofia, 2010. 108 p. ISBN 978-954-438-863-8.<\/p>\n

                            [16] STOYADINOV, S., STOILOVA, S., Manual for Laboratory Exercises in Transport Technology and Organization \u2013 Part I. Sofia, MP Publishing House of TU \u2013 Sofia, 2002, 92 p.<\/p>\n

                            [17] CHRISTOPHER NASH, B., Pricing Reform in the Railway Sector, IMPRINT, EC, 2006, 42 p.<\/p>\n

                            [18] CLAUS DOLL, KARAGYOZOV K., Violation or strengthening of the self-financing doctrine at international airports by SMCP funded PPP schemes, Research in Transportation Economics. 2010, vol. 30, no. 1, pp. 74 \u2013 86, ISSN 0739-8859, doi 10.1016\/j.retrec.2010.10.009.<\/p>\n

                            [19] LEVIN, D. YU., PAVLOV, V., Calculation and use of railway capacity, Moscow, Uchebno-metodicheskiy tsentr po obrazovaniyu na zheleznodorozhnom transporte, 2011, 364 p., ISBN 978-5-9994-0083-3.<\/p>\n

                            [20] STOILOVA, S., Railway Capacity Study, Proceedings of the Fourteenth International Scientific and Technical Conference \u201cTransport, Ecology \u2013 Sustainable Development\u201d ECO Varna’08, Varna: Technical University of Varna, 2008, pp. 77 \u2013 83. ISSN 2367-6299.<\/p>\n

                            [21] RAZMOV, T., Methodology, modelling and traffic forecasts and investments needed of ERTMS implementation into the railway network of Bulgaria, S. S. H. B. Czech Telematic Autumn in Bulgaria, Ed. 2008.<\/p>\n

                            [22] STOILOVA, S., Study of the irregularities in the movement of freight trains in a railway section, International Scientific and Technical Conference on Internal Combustion Engines and Motor Vehicles Trans&Motauto\u201907 \u2013 Collection of Papers. Sofia: Scientific Technical Union of Mechanical Engineering, 2007, pp. 56 \u2013 59. ISSN 1313-5031.<\/p>\n

                            [23] MINISTRY OF TRANSPORT AND COMMUNICATIONS. Operational Programme \u201cTransport Connectivity\u201d 2021 \u2013 2027. Sofia: MTS, 2021. 142 p.<\/p>\n

                            [24] STATE ENTERPRISE \u201cNational Railway Infrastructure Company\u201d \u2013 www.rail-infra.com.<\/p>\n

                             <\/p>\n

                             <\/p>\n

                            Dr. Julia Varadinova, Assoc. Prof.<\/strong><\/p>\n

                            Department of Technology, Organization and Management of Transport,<\/p>\n

                            Todor Kableshkov University of Transport<\/p>\n

                            158, Geo Milev St.<\/p>\n

                            1574 Sofia, Bulgaria<\/p>\n

                            E-mail: jvaradinova@vtu.bg<\/p>\n

                            Petar Kostadinov, PhD Student<\/strong><\/p>\n

                            ORCID iD: 0000-0002-4138-1861<\/p>\n

                            Department of Technology, Organization and Management of Transport,<\/p>\n

                            Todor Kableshkov University of Transport<\/p>\n

                            158, Geo Milev St.<\/p>\n

                            1574 Sofia, Bulgaria<\/p>\n

                            E-mail: pkostadinov@vtu.bg<\/p>","protected":false},"excerpt":{"rendered":"

                            Julia Varadinova, Petar Kostadinov Todor Kableshkov University of Transport, Sofia, Bulgaria https:\/\/doi.org\/10.53656\/isct-2025.01 PDF Pages 11-20 Abstract. Rail transport is an important factor in the Bulgarian transport system. The average speed of trains is a critical factor in assessing the efficiency of the system. 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