Regional line Pančevo – Titel – Novi Sad

Novi Sad (population 250 000) is the capital of the Vojvodina region. It is connected to Zrenjanin, the region’s third city, Serbian rail lines 31 and 40. Passengers travelled indirectly via Titel and Orlovat: first north-west, then eastwards, and then back north-west to Zrenjanin. The route is de facto abandoned.

The railway bridge over the Tisa at Titel: image by Marek Ślusarczyk, CC 3.0 licence


A new direct line via Žabalj was proposed here earlier. It would use a new eastern exit from Novi Sad station, shared for about 4 km with the proposed regional line Szeged – Bečej – Novi Sad.

That would also shorten the line to Titel. It could remain as a regional line, but it would be more effective to extend it toward the Belgrade region. The proposal here is to extend it south-east to Pančevo (population 77 000), rather than Belgrade itself. The reason is simply that the line would serve more people. The region directly north of Belgrade is largely empty. It is former marshland, the Pančevački Rit, lying between the Danube and the Tamiš River.

Click to enlarge: former marshes, from an Austro-Hungarian military map of 1897, with German and Hungarian place names.

Pancevacki Rit

The marsh was reclaimed for agriculture, and there is now some suburban development, but it is concentrated at the south end, within 5 km of Belgrade. More development is planned, but it would be more effectively served by the regional metro BG-Voz, or by a branch of the long-planned Belgrade Metro. The line proposed here is not a regional or urban metro. It is also not intended as a link between Novi Sad and Belgrade: there is already a direct line, and a parallel high-speed line was proposed here earlier. In any case, Pančevo itself would become a major interchange station, with the construction of the proposed northern bypass of Belgrade.

The most logical option is to extend a regional line, as a regional line. The new Titel – Pančevo section would be similar in function to the existing line Novi Sad – Titel, serving villages about 4 – 8 km apart. The new section runs parallel to the Tamiš River for about 35 km, and the villages lie on that river.

Titel - Pancevo line

Trains to Pančevo would use the proposed new north-eastern exit line from Novi Sad station. That is primarily intended for the new line to Zrenjanin, and it would follow the main road, crossing the DTD Canal. Trains would rejoin the existing Titel line near the village of Kać. The first 10 km of the route would therefore be on new alignment, avoiding the present detour north of Novi Sad. Trains would continue toward Titel on an upgraded and electrified line. (Electrification is not a precondition, but it is not worth building a new low-quality line).

Novi Sad north exit line

At Titel, trains would cross the Tisa River: via the new exit line, the bridge is 44 km from Novi Sad station. The new alignment to Pančevo would diverge from the existing line, about 2 km east of the Tisa bridge. It would run south-east to Čenta, pass south of that village, and then and east of Opovo.

The alignment would pass east of the smaller villages of Sefkerin and Glogonj, and then west of Jabuka. Here it would cross the river Tamiš into the Pančevački Rit. On the outskirts of Pančevo, it would join the existing line from Belgrade, which crosses the Tamiš again. There would be 42 km of new alignment between Titel and Pančevo, with five new stations at the named villages, which have about 3000 to 6000 inhabitants.

From the junction, it is another 2 km to the Main Station at Pančevo. Trains would enter the station from the west, so they could continue to the “Town Station” (Pančevo Varoš), closer to the city centre. At the Main Station, there would be interchange with the proposed northern bypass of Belgrade, and with InterCity and regional trains to Belgrade.

Jabuka - Pancevo

The new Novi Sad – Titel – Pančevo line would be 90 km long, with over half on new alignment. On the existing line to Titel it would have six intermediate stations, at Kać, Budisava, Šajkaš, Vilovo, Lok, and Titel (with Knićanin 7000 inhabitants). The total population served is about 30 000 on the line to Titel, and 20 000 from there to Pančevo. Given the proximity of the villages to Novi Sad and Pančevo, that would be sufficient to justify the line. Between Novi Sad and Titel, and from Čenta to Pančevo, the line would carry commuter traffic.

Near both cities, trains would share track with other services, so a pure light-rail service is not an option. On most of the line however, a simple single-track regional line is sufficient, so the proposed infrastructure is not excessive. It is appropriate for the Vojvodina, a flat agricultural region with large villages in linear patterns. The line should have two tracks at all stations, and if necessary some double-track sections, to allow 30-minute interval services in both directions. With 11 intermediate stations, modern light trains, and half the line on new alignment, journey time should be about about 90 minutes.

Regional line Pančevo – Titel – Novi Sad

High-speed rail line Novi Sad – Belgrade

The city of Novi Sad has a strategic location: a north-south route from central Europe to the southern Balkans, crosses the Danube here. That makes the city a transport hub, but also a military target: the Danube bridges were bombed as recently as 1999, during the Kosovo War.

Bombed rail bridge: by Darko Dozet, CC3 licence


The rail route from Vienna and Budapest to Belgrade (Beograd) is now being upgraded, although very slowly. This post looks at the options for a high-speed rail line (HSL) on this corridor. It would extend the high-speed line Budapest – Szekszárd – Novi Sad, proposed here earlier.

Novi Sad is a logical place for Danube bridge, because it is at the northern tip of the Fruška Gora mountain range. The range runs east-west, it is about 80 km long, and the Danube flows east-west to avoid it. The range has a ‘promontory’ on the northern side, and the Danube also bends around this promontory. At its northern tip is the fortress of Petrovaradin, and on the opposite bank is the city of Novi Sad.

Although this is the most favourable site for a north-south bridge, the Fruška Gora is an obstacle. In 1883 a railway was built from Budapest, via Novi Sad, to Belgrade. (Except for Belgrade, the line was inside the Austro-Hungarian Empire.) The railway crossed the Danube at the Petrovaradin fortress — in fact it ran in tunnel underneath it. To avoid the highest part of the Fruška Gora range, the railway then turned south-east along the Danube.

NS-Beograd overview

15 km east of Novi Sad, the Fruška Gora ridge is lower, and the railway line could cross it. From Petrovaradin it first follows the curving edge of the flood plain, then climbs up the flank of the ridge, and then passes through a short tunnel at Čortanovci. With many curves, this section has a 70-km speed limit. On the southern side of the ridge, the terrain slopes downward toward Belgrade, and construction of the rest of the line was easy. The old main road has a similar route — first southeast from Petrovaradin, and then over the ridge. The E75 motorway avoids Novi Sad, and crosses the Danube further east, where it can cross the Fruška Gora without a tunnel. On the rail route, high speed is only possible with new alignments and longer tunnels: this post considers the options.

Video: the whole line in 30 minutes …

There is another temporary obstacle: the reconstruction of the bombed Žeželj bridge has been delayed. Restoration of this bridge (Žeželjev Most) is a precondition for any upgrading of the Budapest – Belgrade rail route, but it is not enough. A high-speed line would require additional tracks across the Danube. The simplest solution is an extra rail bridge, at the same site.

Restoration of the original route under the Petrovaradin fortress is pointless. The old tunnel is still visible, but the main station was relocated when the Žeželj bridge was opened in 1961, and all its approach tracks were built over. The city now plans a road bridge on the old bridge pillars, and a new road tunnel under the fortress. The infrastructure proposed here would create a four-track route between Novi Sad and Belgrade. That is not excessive, since this is one of two main rail routes from Central Europe to the Balkans (the other is along the Sava Valley). A high-speed line must be reserved for high-speed trains, and the existing line should be double-tracked because of its strategic function — that is planned anyway.

New alignment: Danube and Fruška Gora

With restoration of the Žeželj bridge, there is a reasonable exit route from the main station, across the Danube to Petrovaradin. After that, the low quality of the 1883 line is soon apparent: it is single-track as far as Indjija. There is a sharp curve north of Petrovaradin station, which would slow high-speed trains leaving the Žeželj bridge. New fast tracks can avoid this, however, if a second Žeželj bridge is offset from the existing bridge, at a slight angle. New tracks would then use an easier curve into Petrovaradin station, which is itself on a straight section. Demolition of a few houses would be necessary, allowing the existing curve to be improved as well.

Click to enlarge…

New Danube bridge

South of Petrovaradin, the existing line winds along the edge of the flood plain to Sremski Karlovci. The simple solution is to replace it by a single curve, partly cut into the edge of the higher ground. That is not compatible with the existing alignment, so a new four-track section would replace it. This new 4-km alignment would end near Sremski Karlovci station, on a straight section, about 12 km from Novi Sad.


South of Sremski Karlovci, there is a sharp bend, and then more curves, as the line again follows the edge of the higher ground. In places it is directly on the Danube bank. A new 1500 m alignment through the flood plain, possibly on viaduct, would avoid the sharp curve. Further on, the curves would be improved, again by shifting the line inland in places, cutting into the higher ground. The last curve to be improved in this way is at Karlovački vinogradi station, just before a small river port / oil terminal.

Click to enlarge…

Sremski Karlovci south

At the river port, the existing line starts to climb up the escarpment, toward the Čortanovci tunnel. This is the worst section of the line, and a new alignment would start at the port. There are three options here. The first is a 7-km tunnel to north of Beška, possibly with a new alignment around Beška itself. This would be a combination of a flank tunnel (parallel to the Danube) and a ridge tunnel to Beška. It would avoid Čortanovci, and if the existing line was also re-routed in this way, the village (population 2300) would lose its station.

The second option (shown in green) is a tunnel from the river port to the valley alongside Čortanovci station. It could be for fast trains only, but a tunnel with an easier gradient is better for freight trains. A four-track version is more logical, with a new station at Čortanovci. After the village there would be a second short tunnel, and a new 4-km alignment to Beška, with a new station there.


The longest option is a 15-km line for high-speed trains only, from the river port to Indjija. A 6-km tunnel would climb about 80 m, to relatively flat terrain behind the ridge, creating an almost straight alignment from Sremski Karlovci to Indjija. The existing line would be upgraded for all other traffic, possible with a new tunnel up to Čortanovci station. This option would avoid not only Čortanovci, but also Beška (population 6000).

Indjija HSL

In all options, there would be only three or four stations between Novi Sad and Indjija: Petrovaradin, Sremski Karlovci, Beška, and possibly Čortanovci. The town of Indjija is about 35 km from Novi Sad on the existing line, and a suitable terminus for urban-regional trains. (The new alignments will not substantially shorten the route, about 1 km at most). Indjija is 42 km from Belgrade, and is also the planned terminus of the regional metro Beovoz.

Indjija to Zemun

If high speed trains pass through Beška, three curves on the line to Indjija must be upgraded. The proposed alignment direct from the Danube bank to Indjija would avoid this problem. In any case, high-speed trains would use the existing alignment through Indjija: there is enough space for four tracks, but perhaps in cutting for environmental reasons.

South of Indjija, the existing alignment to Zemun is suitable for high speeds. It can either be reconstructed as a four-track line, comparable to the German Ausbaustrecken, or a separate HSL could be built alongside it. Where it passes housing, in Batajnica and Zemun, the line could be lowered into cutting. At Zemun, the line drops 15 m from a plateau, to the Danube flood plain. The original surface alignment was replaced by a tunnel, and a new line through suburban Novi Beograd. A second tunnel is needed, possibly starting at Zemun station, and extra tracks through Novi Beograd.

After Novi Beograd station, the line splits, to cross the Sava river. There is a single-track bridge into the old Main Station (Glavna Stanica), and a double-track bridge to the new, incomplete, Beograd Centar station. The single-track bridge needs a replacement, preferably on a better alignment: the version shown is indicative.

Novi Beograd

A new line through Zemun and Novi Beograd was proposed here earlier. Its purpose is to allow a new central station, on the site of the existing Glavna Stanica. That is not a precondition for a high-speed line from Novi Sad, but the Belgrade approach lines must certainly be upgraded. The incomplete Beograd Centar station is designed for through services, but that is more appropriate for regional and inter-regional trains. High-speed services from Vienna and Budapest should preferably terminate in Belgrade. The rail lines southwards have limited capacity: there is no double-track railway to Greece, Bulgaria or Turkey, let alone high-speed lines. Even if they were built, Belgrade is still the logical interchange point. The old main station can be expanded as an interchange station, and it adjoins the historic city centre.

The high-speed route from Novi Sad to Belgrade would be 76 km long. The high-speed tracks themselves would have no intermediate station, but a fast inter-regional service might leave them, to stop at Indjija. Very high speeds would be possible only on the central part of the high-speed line, from Beška to Zemun. The approaches to Belgrade’s main station might be difficult to improve, but journey time should nevertheless be close to 30 minutes.

High-speed rail line Novi Sad – Belgrade

Regional line Novi Sad – Odžaci – Osijek

This proposal would create a new regional line from Novi Sad, the capital of the Vojvodina region, to Osijek, the only large city in Slavonia. The line would run across the Bačka plain, and then cross the Danube. Most of it is on existing rail lines, with two new cut-off sections. The new line would cross the proposed Sombor – Vinkovci regional line, with interchange at Dalj. It would connect with proposed high-speed rail lines (HSL) in the region.

Bačka and Slavonia: high-speed lines in blue, inter-regional line in orange, regional line Novi Sad – Odžaci – Osijek in green. Not all rail lines are shown.

Regional rail line Novi Sad - Osijek

Although the local rail lines exist already, there is no through service. The railway network was built in the Austro-Hungarian Empire, but within separate administrative units. The present Vojvodina was in the Kingdom of Hungary, and it had a reasonable rural rail network. Osijek was in Croatia-Slavonia, the predecessor of present Croatia, with fewer lines. Although the Vojvodina and Slavonia both became part of Yugoslavia, there was no further development of the network. The single-track Danube rail bridge at Erdut, is still the only connection. The later Serbian – Croatian war blocked all regional cooperation. The proposal here, like all others on this blog, ignores borders and political sensitivities.

The present lines are:

  • Serbian line 21, Novi Sad to Odžaci, a local line through the South Bačka district, which originally continued to Sombor;
  • a winding link from Odžaci to Bogojevo, using parts of former local lines, also numbered line 21. (Odžaci was once a local rail junction, but this is all that survived);
  • a short part of Serbian line 20, from Bogojevo to the Danube bridge at Erdut;
  • Croatian line R104 from the bridge to Dalj, and line R202 from Dalj to Osijek.

The last three are all part of the Alföld – Fiume line (1870), between Sombor and Osijek.

The line from Novi Sad runs through the Bačka, a very flat agricultural plain, with medium-sized villages. Odžaci is the largest village on the line, with 10 000 inhabitants. The only urban centre, in this part of the Bačka, is Novi Sad itself (population 370 000).

Click to enlarge: The line in its original form, circa 1910, highlighted in blue, new route in purple. The base map is an Austro-Hungarian military map, with German and Hungarian place names.

Regional rail line Novi Sad - Osijek

The existing line out of Novi Sad is indirect: the station was relocated, but the line was not realigned. The new regional line would use a new exit line from Novi Sad, built alongside the proposed HSL to Budapest via Sombor and the proposed HSL Zagreb – Novi Sad via Vinkovci. The 4-track exit line would follow the Savino Selo Canal, part of the Vojvodina canal system. The alignment shown requires demolition at Rumenka: the regional line might have a station there.

Click to enlarge…

Regional rail line Novi Sad - Osijek

At Bački Petrovac the high-speed lines would split. The new regional line would first follow the HSL toward Vinkovci, and then rejoin the existing alignment at Maglic. This section would include a new station for Bački Petrovac itself (7000 inhabitants). From Maglic the existing line would be rebuilt, with stations at Maglic, Gajdobra and Ratkovo (2000-4000 inhabitants).

At Odžaci, the existing station is on the east side of the village. That was convenient when the line continued toward Sombor, but not for trains toward the Erdut bridge. The line turns back south-west after Odžaci station and passes through Karavukovo and Bogojevo.

A new cut-off line would turn west before Odžaci, and serve a new station on its south side. It would rejoin the old alignment to Karavukovo, but the station there might also be relocated. At Bogojevo, there are two options: a new alignment on the south side, or via the existing station on the east side. In both cases, the curve to the Erdut bridge should be improved.

The options are shown on the map below. The white dotted line is the existing alignment, stations in orange. The new line south of Odžaci is in blue. The solid green line shortens the route via Karavukovo, with a new station. The yellow line is a ‘new’ cut-off at Bogojevo: in fact, most of it is on another old rail alignment.

Click to enlarge…

Regional rail line Novi Sad - Osijek

Each of the three new alignments will shorten the total line, but each can be built separately. The Erdut rail bridge needs replacement, but the present location would be retained.

From Erdut to Osijek, the line would be upgraded. Depending on the alignment of he proposed Sombor – Vinkovci regional line, the station at Dalj might be relocated.

The pattern of services would then be:

  • regional service Novi Sad – Odžaci – Dalj – Osijek, all stations
  • inter-regional service Sombor – Vinkovci, stops only at Dalj and Borovo
  • regional service Sombor – Dalj – Osijek, all stations

That leaves no regional service Novi Sad – Sombor. The local line north of Odžaci is closed: its alignment would be used by the proposed HSL to Budapest. An additional Sombor – Bogojevo – Odžaci service would avoid detours for passengers: it only needs a new Sonta – Bogojevo curve. That curve would be needed for freight trains anyway, since there is no alternative freight line Novi Sad – Sombor.

The new regional line, with all cut-off sections, would be 105 km long. Its function and HSL connections, justify a double-track electric line. Frequencies should also be relatively high (minimum 30-minute interval). Upgrading should allow a Novi Sad – Osijek journey time, of 80-90 minutes.

Regional line Novi Sad – Odžaci – Osijek

New Novi Sad – Zrenjanin line

At present, there is no direct rail line between Novi Sad, the capital of Vojvodina, and the region’s third city Zrenjanin. Serbian line 31 connects them indirectly, via Titel and Orlovat.

A direct line would certainly be justified (and it has almost certainly been proposed already). The two cities are 50 km apart: Novi Sad has a population of 305 000, Zrenjanin 130 000). The proposed new line would use a new eastern exit from Novi Sad station, shared for about 4 km with the proposed regional line Szeged – Bečej – Novi Sad. The new alignment to Zrenjanin would generally follow the M7 highway, via Žabalj.

Click to enlarge…

New rail line Novi Sad - Zrenjanin

The new exit line would leave the existing alignment, about 1 km from the main station. It would cross the DTD Canal, and run alongside the M7. Before it crossed the E75 motorway, the regional line to Szeged would diverge north (toward Temerin).

The new line to Zrenjanin would continue north-eastwards. This is an alluvial plain, with many former meanders of the Danube and Tisa. It is extremely flat: elevation over the whole line would vary only 8 m, from 70 to 78 m. Although the line would parallel the M7 road, shorter alignments are possible for some sections. The crossing of the E75 could be south of the existing junction, joining the M7 about 2 km further east.

Click to enlarge: the new exit line form Novi Sad station

New rail line Novi Sad - Zrenjanin

North of Kać, the new line would cross the existing line (via Titel). A connecting curve would create a shorter route, from this regional line to Novi Sad station. The new line would continue parallel to the M7.

The only intermediate station would be at Žabalj (population 9 500, municipality 27 000). Here the line would leave the road alignment, with a new station on the south edge of the town. This replaces the existing station on the Bečej – Temerin – Novi Sad line, which would close when that line is upgraded and rerouted.

New rail line Novi Sad - Zrenjanin

East of Žabalj, the line could follow the road closely, as it crosses the river Tisa toward Zrenjanin. Another option is a crossing further south, giving a shorter route. The river was originally flanked by wetlands, but most have been reclaimed, so there are few restrictions on the site of a new bridge. The shorter alignment would join the M7, between the river and Aradac.

Click to enlarge: The original railway and river geography, around 1910. This is an Austro-Hungarian military map with German and Hungarian placenames. Josefsdorf is Žabalj, and Nagy-Becskerek is Zrenjanin

North of Aradac, the new line would leave the M7, and continue eastwards. It would join the existing rail alignment, at the northern edge of Zrenjanin, about 2 km from the station. The station itself is located at the edge of old town, which is inside an old meander of the river Begej.

Click to enlarge: with two possible Tisa crossings…

New rail line Novi Sad - Zrenjanin

Zrenjanin station is served by the line to Novi Bečej, part of the proposed new regional line Zrenjanin – Bečej. It also on Serbian line 40 to Beograd (Belgrade), and the proposed fast line on that route. From Novi Sad there are direct routes to Bečej and Beograd, so only passengers for intermediate villages would change at Zrenjanin.

A more logical interchange is with the existing line to Vršac ( Serbian line 43). A through regional service is also an option, implying upgrading of that line. A more substantial option is a new fast inter-regional line to Timişoara (population 310 000). It would follow the alignment of the Vršac line, and then roughly parallel the existing local line Cruceni – Timişoara (Romanian line 926). That would create a new 140-km route, north-east from Novi Sad.

The Novi Sad – Zrenjanin line itself, would be about 50-52 km long. The aim should be a 20-minute journey (without a stop at Žabalj). That implies a line speed of 200 km/h, which should be no problem on a flat plain. That would make the line technically a high-speed line (HSL), but complete high-speed services would only make sense, if the line was extended to Timişoara.

New Novi Sad – Zrenjanin line

Regional line Szeged – Bečej – Novi Sad

This regional rail line would link Szeged to Novi Sad, following the river Tisza for about two-thirds of the route. Proposed is a double-track electric regional line, using existing rail alignments (most of them now closed for traffic), with new sections to shorten the route. It would connect to several other proposed lines, new and upgraded. The line runs through the Bačka region. The old lines were built when the area was united under the Austro-Hungarian Empire. Szeged is now in Hungary, the rest of this route is in the Vojvodina region of Serbia.

Szeged is a regional city with 170 000 inhabitants, cut off from the region by the 1920 borders. (All proposals here ignore the borders). At Szeged, the inter-regional line would connect to the proposed high-speed line from Budapest via Kecskemét, and to the proposed upgraded line to Békéscsaba. Near Szeged, it would share track with the upgraded line Baja – Subotica – Szeged. Trains would start from the existing Szeged station, and pass through the new station (on the HSL route from Budapest).

Click to enlarge: The new station (red) on the new line south. The base is an Austro-Hungarian military map of around 1910, without the 1918 borders, and with older Hungarian spellings.

The line out of Szeged is at present an isolated local line, Hungarian line 136 to Röszke. Originally it continued to Subotica. The line to Senta diverges at Horgoš, across the border in Serbia. It was built in 1889: the section Horgoš – Kanjiža is still in use. A new cut-off line from Röszke would shorten the route, but it would run alongside former channels of the Tisza, and might be liable to flooding. The line is shown on the map in red: it would rejoin the old alignment, at the village of Martonoš (population 2100).

From Martonoš station the line runs straight to Kanjiža (Kanizsa or Magyarkanizsa in Hungarian). This is a small town with 10 000 inhabitants, 27 000 in the municipality.

From Kanjiža to Senta, the alignment again diverts around the former Tisza channels, inside the river dike (like the Deventer – Zwolle line in the Netherlands). Another cut-off is possible here (purple dotted line), depending on the flood threat.

4 km west of Senta station, at Gornji Breg, the line joins the line from Subotica, the proposed fast inter-regional line Subotica – Kikinda. On a double-track line, joint use by regional services for 4 km should not be a problem, but the junction must be reconstructed. With a population of 1900, Gornji Breg is large enough to justify a station on the regional line, but not on the inter-regional line.

At Senta (Zenta in Hungarian, population 20 000) trains would connect with fast trains to Kikinda, and also with local services to Čoka and along the east bank of the Tisza.

South of Senta, the line would use the old alignment to Bečej, outlined in orange. The alignment is abandoned but available. There would be stations at the villages of Ada (population 10 500) and Mol (7000), which have almost coalesced. There is one more station before Bečej, Bačko Petrovo Selo (in Hungarian Péterréve, population 7000).

Bečej itself is the largest town on the route, with 26 000 inhabitants, 41 000 in the municipality (that includes Bačko Petrovo Selo). The station was built on the western edge, although the town has expanded since then: the streets run toward the river (on the image, north is at the left). Here the line would cross the proposed Bečej – Novi Bečej link line.

South of the station, the line splits: one line runs to Vrbas, the other to Novi Sad via a winding route, 65 km long via Žabalj. The regional line would take a more direct route to Novi Sad, parallel to the regional road R120.

It would first follow the old line out of Bečej. 10 km south of the town, the line crosses the Danube – Tisza – Danube (DTD) Canal. Here, a new 19-km cut-off line to Temerin would begin.

It would run straight across open country, and then pass the eastern edge of Temerin, to rejoin the old line. This is an elongated town, with 19 000 inhabitants (municipality 28 000): the existing line passes through its southern half. There would be a new station on the eastern edge of town: the existing station would be retained. A short tunnel may be needed to approach it: the rail line crosses the main road.

After Temerin, the existing line runs south-southwest, with a station at the village of Bački Jarak (population 6000). About 4 km south of this station, the line would diverge onto the last section of new infrastructure, into Novi Sad.

The new alignment would run through undeveloped areas, crossing the E75 motorway, to join Highway 7. It would run along the south side of this road, crossing the DTD Canal, and then reach the existing rail line via a short link (with some limited demolition). The main station is about 1 km further. The new section would be about 8 km long, forming a north-western exit line from Novi Sad. (This could also be used for a new line to Zrenjanin via Žabalj, parallel to Highway 7).

Novi Sad, the capital of Vojvodina, has a population of 305 000. The main station has enough room for expansion to cope with new traffic over new lines. From the station, the main boulevard (Bulevar Oslobedjenja) leads to the city centre and the Danube.

The line would carry a regional service with a frequency of 20-30 minutes. It would have 13 intermediate stations. Assuming a Horgoš cut-off, the line would be 132 km long, with a station spacing of about 10 km.

Regional line Szeged – Bečej – Novi Sad