The Slovak railway infrastructure manager, Železnice Slovenskej republiky (ŽSR), has presented the results of a feasibility study on the high-speed rail network required for the VRT V4 project, which aims to connect Slovakia with the Czech Republic, Poland, Hungary, and Austria.
The most suitable option envisages a two-stage program, with an estimated value of over 3 billion EUR, combining work to increase rail capacity in the Bratislava area with the construction of new rail lines to the Czech and Austrian borders.
“Thanks to the study, the concept of developing high-speed lines in Central Europe is strategically clear. Slovakia now has a unique opportunity to join the already advanced projects of its neighboring countries and remain on the map of the European high-speed rail network,” said ŽSR CEO Miroslav Garaj.
Analysis of 38 variants and 3 scenarios
The study examined three main directions for the development of the high-speed rail network. Two of these envisaged the construction of completely new railway lines adapted for high-speed trains, while the third option was based on a more conservative approach, which involves making maximum use of the existing infrastructure in the Bratislava railway junction. The scenarios also differed in terms of where high-speed trains would stop in the Slovak capital.
In total, the three scenarios generated 38 technical options, resulting from the combination of 30 modularly designed infrastructure segments. After an evaluation based on several technical, economic, and operational criteria, the analysis was narrowed down to seven options considered the most promising, which were then examined through a detailed cost-benefit analysis (CBA).
The development options included the construction of new railway lines designed for speeds of between 160 and 200 km/h. These would also have involved the creation of new crossing points over the Danube and the Little Carpathians mountain range. The main differences between the options concerned in particular the location and method of crossing the Danube. However, environmental restrictions, land use difficulties, and the unfavorable cost-benefit ratio meant that these solutions were not recommended for the next stages of project preparation.
The optimal option for the high-speed network
The study presents as the preferred solution a balanced development option, which indicates a mix between the modernization of existing infrastructure and the construction of new sections that will have the impact of increasing the capacity of the railway network in the Bratislava area, especially on the corridors south of the Danube River, without requiring major interventions in areas with territorial or environmental constraints.
The central element of this solution is the reorganization and modernization of the Bratislava railway junction. The plan provides for the construction of a new railway station, called Bratislava West, near the town of Stupava, located 22 km north of the capital. This would become a strategic point for train formation, maintenance activities, and the operation of domestic rail services. At the same time, the station could also serve as a stop for high-speed trains.
Moving technical facilities and maintenance activities from Bratislava Central Station to the new complex in the west of the city would free up significant capacity in the central area of the railway junction.
At the same time, the infrastructure at the main station would be modernized, allowing for higher speeds and the adaptation of lines for longer freight trains.
Construction of new high-speed sections
To improve traffic flows, the project also proposes extending the rail link between the Lamač district, Bratislava West station, and the Zohor district, designed for speeds of up to approximately 160 km/h.
The high-speed component of the project involves the construction of a new line between Bratislava West and the Czech border, which will be connected to the Czech high-speed rail network. The line will be designed for speeds of 320 km/h.
In addition, a rail link is planned to connect this infrastructure with the line from Marchegg (eastern Austria), thus ensuring fast connections to Vienna and other rail corridors in southern Europe.
These interventions would allow high-speed trains to run directly to major cities in Central Europe, such as Brno, Prague, and Berlin, integrating Slovakia into a fast and efficient European rail network.
Key stages of construction
The study specifies that Bratislava Central Station will remain an essential intermediate point for both domestic and international passenger traffic, including high-speed trains. However, freight transport will not use the new high-speed line directly. However, the technical study has analyzed the possibility of increasing capacity for freight trains by creating an underground bypass around the central station, a solution that will be evaluated in more detail through future traffic simulations.
The construction of the project will be divided into two major stages. The first stage, scheduled between 2030 and 2040, includes the modernization and expansion of the Slovak capital’s railway junction, the construction of the new Bratislava West station, and its connection to existing lines. This stage will allow for the reorganization of train traffic and increase the operational efficiency of the existing network.
The second stage, estimated to be completed between 2046 and 2050, will involve the construction of the complete high-speed line to the Czech border and its integration with the Austrian rail network. This will ensure fast and direct connectivity with the main cities in the region and integrate Slovakia into the European high-speed rail corridor.
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