{"id":1599,"date":"2016-02-24T14:37:11","date_gmt":"2016-02-24T13:37:11","guid":{"rendered":"http:\/\/borovniski-viadukt.si\/4-2-2\/"},"modified":"2023-07-11T11:12:28","modified_gmt":"2023-07-11T10:12:28","slug":"4-2-2","status":"publish","type":"page","link":"https:\/\/borovniski-viadukt.si\/en\/","title":{"rendered":"Home"},"content":{"rendered":"

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Borovnica railway viaduct 1850 – 1944<\/span><\/p>\n

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From Vienna to Ljubljana<\/h1>\n

In the 1930s, the railway reached European territory. The Imperial Court of Vienna was aware of the significance of new and faster transport connections between important cities in the Monarchy. It began examining possibilities of connecting Vienna with Trieste. The law on the construction of a two-track (577.2\u00a0km long) railway line between Vienna and Trieste was passed on 25\u00a0November\u00a01837. The Government sent several experts to the sites of the planned route to investigate them and determine a possible course of the line.[\/vc_column_text][vc_row_inner css=”.vc_custom_1680099659236{margin-top: 50px !important;}”][vc_column_inner][vc_column_text]<\/p>\n

Construction progress<\/h1>\n

The construction was carried out in six stages from 1839 to 1857:<\/p>\n

\u2013Vienna-WienerNeustadt \u2013 Gloggnitz<\/strong> in a length of 74.8 kilometers. They built from April 1839 to May 1842;<\/p>\n

\u2013 M\u00fcrzzuschlag \u2013 Graz<\/strong> with a length of 94.7 kilometers. They built from 1842 to 1844;<\/p>\n

\u2013Gradec \u2013 Celje<\/strong> in a length of 132.2 kilometers. It was built in September 1843 and finished in June 1846;<\/p>\n

-Celje – Ljubljana<\/strong> in a length of 88.7 kilometers. Construction began in the fall of 1845 and was completed in August 1849;<\/p>\n

\u2013 Route over Semmering Gloggnitz \u2013 M\u00fcrzzuschlag<\/strong> with a length of 41.8 kilometers. They built from August 1848 to July 1854;<\/p>\n

-Ljubljana – Trieste<\/strong>, 144.9 kilometers long. They built from May 1850 to July 1857.<\/p>\n

The construction was carried out in stages. The 74.8\u00a0km long section between Vienna and Gloggnitz was completed in May\u00a01842. Due to a demanding section through Semmering, the construction was continued from M\u00fcrzzuschlag to Graz, and the 94.7\u00a0km long section was completed in\u00a01844. The construction of the 41.8\u00a0km long line across Semmering took 6\u00a0years, namely from August\u00a01848 to July\u00a01854. A 1428\u00a0m long tunnel was built, the longest one in Europe at that time. The Kalte Rinne Viaduct, the length and height of which are 184\u00a0m and 46\u00a0m respectively, is the highest bridging structure on the Vienna\u2013Trieste line.<\/p>\n

The section between Graz and Celje was planned in two directions. The first one was supposed to run through Ptuj, and the second one through Maribor. The latter variant was chosen as it was shorter and more feasible in terms of construction. The works started in September\u00a01843. The Pesnica Viaduct, the tunnel at \u0160entilj, and the 462\u00a0m long Ko\u0161aki tunnel were major structures in this section. A wooden bridge across the Drava River was built in Maribor. The Pesnica Viaduct made of brick with 66\u00a0pillars, the length and height of which were 649\u00a0m and 21\u00a0m respectively, was one of the longest bridging structures on the entire Vienna\u2013Trieste route. Due to its poor construction, the Viaduct had to be later buried into the embankment. On 1\u00a0November 1845, the train on the test run under a personal guidance of the chief line planner, engineer Karl Ghega, ran from Graz to Pesnica. This ride brought the first locomotive to the Slovenian territory. The Graz\u2013Celje section was opened in June\u00a01846.<\/p>\n

The 88.7\u00a0km long Celje\u2013Ljubljana section caused the line constructors significant trouble. They started working in it already in\u00a01842. Construction of the line began in\u00a01845 and ended in\u00a01849. The variants through Tuhinje Valley and via Vransko to Dom\u017eale, respectively, were more feasible; nevertheless, they opted for the route along the Savinja River to Zidani Most and then through the Sava Gorge to Ljubljana. This decision was facilitated by the fact that steam locomotives had to be supplied with coal, while the Zasavje mines were underused due to poor transport connections. The construction in the Savinja and Sava gorges was very demanding. Several bridges were built across the Savinja River, including the famous curved bridge at Zidani Most, and two tunnels and a large bridge at Litija in the Sava Valley.<\/p>\n

The Ljubljana railway station was completed on 18\u00a0April\u00a01848. It was officially opened on 16\u00a0September\u00a01849. The ceremonial train accommodating the Emperor’s messenger, Archduke Albrecht, was pulled to Ljubljana soon after five o’clock p.m. by the locomotives named Laibach (German name for Ljubljana) and Terglav (German name for Triglav).[\/vc_column_text][\/vc_column_inner][\/vc_row_inner][vc_row_inner equal_height=”yes” gap=”5″][vc_column_inner width=”1\/5″][\/vc_column_inner][vc_column_inner width=”1\/5″][vc_single_image image=”812″ img_size=”full” onclick=”link_image” css=”.vc_custom_1680687221344{margin-bottom: 0px !important;padding-bottom: 0px !important;}”][vc_column_text css=”.vc_custom_1681884901571{margin-top: 0px !important;padding-top: 0px !important;}”]<\/p>\n

Railway route from Wiena to Trieste 1841
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[\/vc_column_text][\/vc_column_inner][vc_column_inner width=”1\/5″][vc_single_image image=”860″ img_size=”full” onclick=”link_image” css=”.vc_custom_1680699714732{margin-bottom: 0px !important;padding-bottom: 0px !important;}”][vc_column_text css=”.vc_custom_1681885017433{margin-top: 0px !important;padding-top: 0px !important;}”]Carl Ritter von Ghega and his drawing of the Borovnica viaduct on the poster of the European surveyor for the year 2018.<\/span> https:\/\/www.clge.eu\/<\/span><\/em>[\/vc_column_text][\/vc_column_inner][vc_column_inner width=”1\/5″][\/vc_column_inner][vc_column_inner width=”1\/5″][\/vc_column_inner][\/vc_row_inner][vc_column_text]<\/p>\n

From Ljubljana to Trieste<\/h1>\n

The Southern Railway route reached Ljubljana in August\u00a01849. In the same year, Illyrisches Blatt newspaper published a discussion on the directions to construct a new line to Trieste. The railway route between Ljubljana and Trieste caused significant trouble to the planners, who had been studying various directions already since\u00a01842. Crossing the Ljubljana Moors, ascending the Karst plateau, and the lack of water in this area were the main problems they had to deal with. Several different variants were prepared. An extensive article on the Borovnica Viaduct published in Jutro (Morning) newspaper in October\u00a01939 described them as follows: \u201cThere were six plans.<\/em> I can positively say that the bridging structure over the Borovnica Valley and laying the railway across the Ljubljana Moors was not an easy task, considering the technical knowledge and the means available at that time. Therefore, we can follow various variants on where this so important railway should run, starting in\u00a01836 when the first plans had been made for the construction of the line from Vienna to Trieste through our provinces. Archival records show that engineer Fojkar, based in Postojna, was assigned to examine the option of running the line across the Karst area, which was closer to us, in the cut of I\u0161ki Vintgar. Several detachments of pioneers explored the site around Logatec, Rakek, Postojna and further in the inner part to find where it would be most convenient to lay the track and break through hard Karst rocks to the Adriatic. I think these had been ordeals, as a new idea occurred in subsequent years: to avoid all the identified difficulties and run the line past Ljubljana, along the Sava River to Gorenjska, past Medvode and \u0160kofja Loka, through Poljanska dolina to the Idrijca riverbed, and from there further to Gorizia and Trieste. When Ljubljana’s commercial circles, i.e. merchants and other interested parties, learned about these plans, about a boycott of the Carniolan capital, they raised the amount of nearly million florins and put them at disposal of the empty state treasury if only the city of Ljubljana gets its railway station at least in the immediate vicinity. At that time, another new route of the over-objectified line occurred right in the route of the current Ljubljana\u2013Vrhnika local railway. From here, the railway should have ascended to Logatec and, according to the plans and advice still kept in the archives, also in the direction of Podlipa and Poljanska dolina. As I already mentioned in a previous article of mine, in\u00a01850, when the decision had already been made on the line, as it runs now, across the Moors and Borovnica, and beyond, Dr Christ August Voigt, professor of anatomy in Vienna, suggested in his private brochure \u2018Vorschlag zu einer Eisenbann etc.\u2019 to build the line through underground Karst caves. There are six different variants and plans available, demonstrating the considerations discussed before the final decision for the current route was made.\u201d<\/em><\/p>\n

The proposal to run the railway to Trieste through Karst caves is definitely a more interesting one. Thorough inspections, including at the field, resulted in two main directions. The first one, called the So\u010da Route, was supposed to bypass the Ljubljana Moors and turn to Trieste through the Sora and Idrijca valleys near Most na So\u010di. The second one, also called the Karst Variant, was supposed to run across the Ljubljana Moors to reach the Logatec plateau, past Vrhnika and Podlipa, head to Rakek and Postojna, and from there descend to Trieste. A major change in the decision occurred when Karl Ghega, upon the Baron K\u00fcbeck\u2019s order, ordered the Karst Variant to be thoroughly examined. At the conference held in Ljubljana in\u00a01849, a decision was made to run the route through the Ljubljana Moors to \u017dalostna gora, where it should begin ascending to Borovnica and continue to Logatec and Postojna. According to the constructors, the Karst Variant would have been by 6\u00a0miles shorter and 10\u00a0million florins cheaper compared to the So\u010da Variant. The works were planned to be completed in three years, with 28\u00a0viaducts and 5\u00a0tunnels built during the said period. It turned out later that these calculations had been wrong. In December\u00a01849, Emperor Franz Joseph gave the final approval to the route across Karst. The construction was divided into several sections. Consequently, the construction of the Borovnica Viaduct, the largest bridging structure on the route to Trieste, began in the \u017dalostna gora\u2013Logatec section.[\/vc_column_text][vc_row_inner equal_height=”yes”][vc_column_inner width=”1\/4″][vc_single_image image=”1576″ img_size=”full” onclick=”link_image” css=”.vc_custom_1681820625302{margin-bottom: 0px !important;padding-bottom: 0px !important;}”][vc_column_text css=”.vc_custom_1688472000616{margin-top: 0px !important;padding-top: 0px !important;}”]<\/p>\n

Railway line Ljubljana – Trieste; Josef Blasnik, 1850\/1857. http:\/\/www.dlib.si\/?URN=URN:NBN:SI:DOC-DD4SGSEX<\/em><\/span><\/p>\n

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Depiction of the railway across Ljubljana marshes by Varoni .
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Construction of the ground cut at Logatec. Photo: Johann Bosch. Source: Borovnica Historical Society
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Time table\u00a0 of the railway line Vienna – Trieste in 1857
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[\/vc_column_text][\/vc_column_inner][\/vc_row_inner][vc_column_text]The most severe construction problem on the Ljubljana\u2013Trieste route was surely the construction of an embankment across the Ljubljana Moors, at its narrowest part, between Notranje Gorice and Preserje. Meanwhile, it was also necessary to bridge the Ljubljanica River. The construction of about 2.5\u00a0km long embankment began on both sides. Therefore, quarries were opened in Notranje Gorice and Preserje. Before the embankment was started, it was necessary to dig out drainage ditches on both sides of the Moors. To prevent the soaked clay from forcing to the surface, and to enable the embankment material to sink evenly, stones were placed in the ditches on both sides of the track. This filling up of ditches was carried out until\u00a01854. In the meantime, in\u00a01853, large sinking occurred, and stopped only after three years. The filling material squeezed out the soil on both sides of the line and laid on hard layers in the depths. Almost 200,000\u00a0m3<\/sup> of material were used for the entire embankment.<\/p>\n

Further from \u017dalostna gora, the line ascends through slopes of the hills to Borovnica. The Borovnica Valley was bridged in a curve by the 560\u00a0m long and 38\u00a0m high mighty Viaduct. To cross the valleys, it was necessary to build as many as five viaducts right in the neighbourhood of Borovnica. Beyond Borovnica, the railway ascends in the direction of Logatec and Postojna. To cross the valley with the road to Trieste, they built the \u0160tampet Bridge, under which the Ljubljana\u2013Koper motorway runs today. At Postojna, the line reaches its highest point and begins descending towards the sea. To cross sinkholes, six tunnels and several rocky embankments were built between Pivka and Ko\u0161ana. Several wind-breaking walls were erected to shelter against the Karst bora. Near Nabre\u017eine, large supplies of drinking water were discovered, and the Trieste water supply system was built from there. Two large viaducts were built at Nabre\u017eine and Barkovlje near Trieste, and they were followed by a 275\u00a0m long tunnel. The Vienna\u2013Trieste line was officially opened on 27\u00a0July\u00a01857 with the arrival of the train carrying the Emperor in Trieste.<\/p>\n

The train from Vienna to Trieste and back ran three times a day. Unlike the horse-drawn carriage, which took as much as 8\u00a0days to travel, the fast train took \u201conly\u201d 16\u00a0hours, and the regular passenger train 24\u00a0hours. Passengers could choose between three classes, and children up to two years had a 50\u00a0% discount.[\/vc_column_text][\/vc_column][\/vc_row][vc_row css=”.vc_custom_1681995134084{background-color: #d6d6d6 !important;}”][vc_column][vc_row_inner equal_height=”yes” gap=”15″ css=”.vc_custom_1680796792328{margin-top: 5% !important;margin-right: 5% !important;margin-bottom: 5% !important;margin-left: 5% !important;}”][vc_column_inner width=”1\/5″ css=”.vc_custom_1680796609713{border-top-width: 1px !important;border-right-width: 1px !important;border-bottom-width: 1px !important;border-left-width: 1px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 0px !important;padding-left: 0px !important;background-color: #ffffff !important;border-left-color: #9e9e9e !important;border-left-style: solid !important;border-right-color: #9e9e9e !important;border-right-style: solid !important;border-top-color: #9e9e9e !important;border-top-style: solid !important;border-bottom-color: #9e9e9e !important;border-bottom-style: solid !important;border-radius: 4px !important;}”][vc_single_image image=”882″ img_size=”full” alignment=”center” css=”.vc_custom_1680703773883{margin-top: 0px !important;margin-right: 0px !important;margin-bottom: 0px !important;margin-left: 0px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 5% !important;padding-left: 0px !important;}”][vc_column_text]<\/p>\n

The Viaduct Construction<\/strong><\/h4>\n

[\/vc_column_text][vc_column_text css=”.vc_custom_1681885290643{padding-right: 5% !important;padding-left: 5% !important;}”]The Borovnica Viaduct used to be the largest bridging structure in the Southern Railway route between Vienna and Trieste…[\/vc_column_text][vc_btn title=”Read more …” align=”center” link=”url:http%3A%2F%2Fborovniski-viadukt.si%2Fen%2Fgradnja-viadukta%2F|title:Gradnja%20viadukta”][\/vc_column_inner][vc_column_inner width=”1\/5″ css=”.vc_custom_1680796618936{border-top-width: 1px !important;border-right-width: 1px !important;border-bottom-width: 1px !important;border-left-width: 1px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 0px !important;padding-left: 0px !important;background-color: #ffffff !important;border-left-color: #9e9e9e !important;border-left-style: solid !important;border-right-color: #9e9e9e !important;border-right-style: solid !important;border-top-color: #9e9e9e !important;border-top-style: solid !important;border-bottom-color: #9e9e9e !important;border-bottom-style: solid !important;border-radius: 4px !important;}”][vc_single_image image=”895″ img_size=”full” alignment=”center” css=”.vc_custom_1680703799728{margin-top: 0px !important;margin-right: 0px !important;margin-bottom: 0px !important;margin-left: 0px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 5% !important;padding-left: 0px !important;}”][vc_column_text]<\/p>\n

Borovnica<\/h4>\n

[\/vc_column_text][vc_column_text css=”.vc_custom_1681885720131{padding-right: 5% !important;padding-left: 5% !important;}”]At that time, Borovnica, a small village in the southern part of the Ljubljana Moors, had about fifty houses…[\/vc_column_text][vc_btn title=”Read more …” align=”center” link=”url:http%3A%2F%2Fborovniski-viadukt.si%2Fen%2Fborovnica%2F|title:Borovnica”][\/vc_column_inner][vc_column_inner width=”1\/5″ css=”.vc_custom_1680796626977{border-top-width: 1px !important;border-right-width: 1px !important;border-bottom-width: 1px !important;border-left-width: 1px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 0px !important;padding-left: 0px !important;background-color: #ffffff !important;border-left-color: #9e9e9e !important;border-left-style: solid !important;border-right-color: #9e9e9e !important;border-right-style: solid !important;border-top-color: #9e9e9e !important;border-top-style: solid !important;border-bottom-color: #9e9e9e !important;border-bottom-style: solid !important;border-radius: 4px !important;}”][vc_single_image image=”899″ img_size=”full” alignment=”center” css=”.vc_custom_1680703808418{margin-top: 0px !important;margin-right: 0px !important;margin-bottom: 0px !important;margin-left: 0px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 5% !important;padding-left: 0px !important;}”][vc_column_text]<\/p>\n

The life of Viaduct<\/h4>\n

[\/vc_column_text][vc_column_text css=”.vc_custom_1681885806522{padding-right: 5% !important;padding-left: 5% !important;}”]The railway line over the Borovnica and other viaducts was insulated with compacted clay…[\/vc_column_text][vc_btn title=”Read more …” align=”center” link=”url:http%3A%2F%2Fborovniski-viadukt.si%2Fen%2Fzivljenje-viadukta%2F|title:%C5%BDivljenje%20viadukta”][\/vc_column_inner][vc_column_inner width=”1\/5″ css=”.vc_custom_1680796635097{border-top-width: 1px !important;border-right-width: 1px !important;border-bottom-width: 1px !important;border-left-width: 1px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 0px !important;padding-left: 0px !important;background-color: #ffffff !important;border-left-color: #9e9e9e !important;border-left-style: solid !important;border-right-color: #9e9e9e !important;border-right-style: solid !important;border-top-color: #9e9e9e !important;border-top-style: solid !important;border-bottom-color: #9e9e9e !important;border-bottom-style: solid !important;border-radius: 4px !important;}”][vc_single_image image=”891″ img_size=”full” alignment=”center” css=”.vc_custom_1680703817218{margin-top: 0px !important;margin-right: 0px !important;margin-bottom: 0px !important;margin-left: 0px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 5% !important;padding-left: 0px !important;}”][vc_column_text]<\/p>\n

The Second World War<\/strong><\/h4>\n

[\/vc_column_text][vc_column_text css=”.vc_custom_1681885891450{padding-right: 5% !important;padding-left: 5% !important;}”]On Easter Thursday, 10 April 1941, at five o’clock p.m., the Borovnica Viaduct was blasted under the command of Captain \u017du\u017eek…[\/vc_column_text][vc_btn title=”Read more …” align=”center” link=”url:http%3A%2F%2Fborovniski-viadukt.si%2Fen%2F2-svetovna-vojna%2F|title:2.%20svetovna%20vojna”][\/vc_column_inner][vc_column_inner width=”1\/5″ css=”.vc_custom_1680796677513{border-top-width: 1px !important;border-right-width: 1px !important;border-bottom-width: 1px !important;border-left-width: 1px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 0px !important;padding-left: 0px !important;background-color: #ffffff !important;border-left-color: #9e9e9e !important;border-left-style: solid !important;border-right-color: #9e9e9e !important;border-right-style: solid !important;border-top-color: #9e9e9e !important;border-top-style: solid !important;border-bottom-color: #9e9e9e !important;border-bottom-style: solid !important;border-radius: 4px !important;}”][vc_single_image image=”903″ img_size=”full” alignment=”center” css=”.vc_custom_1680796684706{margin-top: 0px !important;margin-right: 0px !important;margin-bottom: 0px !important;margin-left: 0px !important;padding-top: 0px !important;padding-right: 0px !important;padding-bottom: 5% !important;padding-left: 0px !important;}”][vc_column_text]<\/p>\n

The construction of a new line<\/h4>\n

[\/vc_column_text][vc_column_text css=”.vc_custom_1681886050107{padding-right: 5% !important;padding-left: 5% !important;}”]Borovnica was liberated on 6\u00a0May\u00a01945, when it was entered by units of the 29th<\/sup> Herzegovina\u2019s Strike Division…[\/vc_column_text][vc_btn title=”Read more …” align=”center” link=”url:http%3A%2F%2Fborovniski-viadukt.si%2Fen%2Fnova-proga%2F|title:Nova%20proga”][\/vc_column_inner][\/vc_row_inner][\/vc_column][\/vc_row][vc_row][vc_column][vc_row_inner][vc_column_inner width=”1\/3″][\/vc_column_inner][vc_column_inner width=”1\/3″][vc_single_image image=”1827″ img_size=”400×92″ alignment=”center” css=”.vc_custom_1683966351547{padding-top: 5px !important;}”][\/vc_column_inner][vc_column_inner width=”1\/3″][\/vc_column_inner][\/vc_row_inner][vc_row_inner][vc_column_inner][vc_column_text]<\/p>\n

This website is a part of the project \u00bbThematic Park and Memorial Path of Borovnica Viaduct\u00ab,<\/b> co-financed by the European Fund <\/i><\/p>\n

for Regional Development<\/i> (EFRD) throught the Local Action Group Barje z zaledjem<\/i><\/b>.<\/p>\n

[\/vc_column_text][\/vc_column_inner][\/vc_row_inner][\/vc_column][\/vc_row]<\/p>\n","protected":false},"excerpt":{"rendered":"

[vc_row][vc_column css=”.vc_custom_1680709061053{padding-bottom: 0% !important;}”][vc_single_image image=”943″ img_size=”full” css=”.vc_custom_1680709146337{margin-bottom: 0% !important;padding-bottom: 0% !important;}”][vc_column_text css=”.vc_custom_1681884367404{margin-top: 0% !important;padding-top: 1% !important;padding-bottom: 1% !important;background-color: #1e1e1e !important;}”] Borovnica railway viaduct 1850 – 1944 [\/vc_column_text][\/vc_column][\/vc_row][vc_row full_height=”yes” css=”.vc_custom_1680708750189{margin-top: 0px !important;margin-right: 5% !important;margin-bottom: 0px !important;margin-left: 5% !important;padding-top: 0px !important;padding-bottom: 0px !important;}”][vc_column][vc_column_text css=”.vc_custom_1681884406322{margin-top: 0px !important;margin-bottom: 0px !important;padding-top: 0px !important;padding-bottom: 0px !important;}”] From Vienna to Ljubljana In […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"page-fullscreen.php","meta":{"footnotes":""},"class_list":["post-1599","page","type-page","status-publish","hentry"],"_links":{"self":[{"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/pages\/1599","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/comments?post=1599"}],"version-history":[{"count":13,"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/pages\/1599\/revisions"}],"predecessor-version":[{"id":1941,"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/pages\/1599\/revisions\/1941"}],"wp:attachment":[{"href":"https:\/\/borovniski-viadukt.si\/en\/wp-json\/wp\/v2\/media?parent=1599"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}