Upgrade the railway link between the inland Freeport of Budapest and the core network corridor
(reconstructing the Gubacsi railway bridge and upgrading the railway connection leading to the port)
TransportHungary
Hungary
- Freeport of Budapest is serving as the biggest inland freight transportation port of Hungary. It lays at the intersection of the Rhine-Danube TEN-T core network corridor and the OEM Corridor railway lines. The overall development of the Freeport of Budapest has been declared national priority in the 345/2012 (XII. 6.) Government decree of Hungary. According to its European and national importance numerous EU co-financed projects have been carried out within the last few years to improve the infrastructure of the Freeport Budapest.
The general objective of the global project is to remove the transportation bottleneck that confines the volume of freight cargo arriving to the port on railway lines.
Carrying out the preparation activities within the proposed Action definitely contributes to achieving this objective by preparing developments on a particular railway transport facility which connects the identified TEN-T core inland port (Freeport of Budapest) to the OEM transport corridor.
Main benefits for the regional railway infrastructure are:
- Removing bottlenecks, enhancing rail interoperability,
- Ensuring the integration and interconnection of transport modes and enhancing the interoperability of transport services
- Improving speed and axle load of railway line between the Freeport of Budapest (as part of the Rhine-Danube TEN-T core network corridor) is provided via the Gubacsi railway bridge to the OEM Corridor railway lines
- Implementing additional track capacity as the new second railway track between the railway bridge and Corvin node
The railway connection of the Freeport of Budapest (HU) (as part of the Rhine-Danube TEN-T core network corridor) is provided via the Gubacsi railway bridge to the Orient/East-Med (OEM) and Rhine Corridor railway lines.
This railway connection ensures intermodality of the port, transhipment of freight from IWW to railways, however current conditions of the transport infrastructure do not support sustainable and efficient freight transport connection of the two corridors.
The technical conditions of especially the Gubacsi bridge and this 2.5 km railway line leading to the port are critical. Currently freight trains can only enter the bridge applying a 5 km/h speed limit and 18 t weight limitation for the freight wagons, 20 t weight limitation for the locomotives. On the 2,5 km long railway line there is a 10 km/h speed limitation applied because of the bad technical conditions.
The main goal of the standalone project is to develop the railway connection between the Gubacsi railway bridge and the Freeport of Budapest. Based on the design plans, a new railway bridge is planned to be built on the northern side of the existing one, in a design zone of 15 meters from the edge of the current pillar (in 10-15 meters distance from the current track axis) as an arch bridge without river bed pillars.
Electrification of the railway line is not envisaged under the project, however, design will allow for potential electrification in the future.
Renovation of single-track railway track on an estimated length of 2.3 km: between Soroksár street marshalling station (OEM connection point) and Corvin node (preceding turnout). Reinforcement of the substructure to 225 kN axle load, with superstructure of system 54, using new material. In addition, construction of a second track between the Gubacsi bridge and the Corvin node, increase of railway passage capacity on the Corvin node and provision of the possibility for two train to pass simultaneously.
Electrification of the railway line is not envisaged under this project however, design will allow for potential electrification in the future and the possibility of constructing additional side-tracks (third and fourth tracks) to support train reception functions would not be compromised either.
Preparatory works cover the development of the Corvin node to separate grade level crossing between rail and road), however, due to the delayed level of preparation of the Corvin node, construction works of the bridge and railway track can be implemented as individual Project.