Source: Pixabay
The 39-page government resolution covers state investments across many sectors, including transportation. The railway segment includes a HUF 800 billion (EUR 2 billion) plan recently announced by Minister of Construction and Transport János Lázár. Half of this funding will come from a loan by the European Investment Bank (EIB), aimed at restoring the technical standards of the 1980s rather than pushing for modernisation.
The document acknowledges that speed improvements will primarily be achieved on lines with permitted speeds of 100-120 km/h, falling short of the 160 km/h target speed the EU expects for major railway lines. Hungary’s efforts to implement the ETCS safety system to allow higher speeds have largely failed, even on tracks where significant EU funds were spent, such as the Kelenföld-Székesfehérvár and Szolnok-Debrecen sections.
Additionally, the government aims to avoid the costs of complying with EU requirements such as station rebuilding and accessibility improvements, cutting corners wherever possible. The focus, then, is not on development but on catching up with years of deferred maintenance, intending to make the network functional for the next 10-15 years.
Road investment dwarfs railway spending
Although the planned HUF 1,500 billion investment in railways is substantial, it pales in comparison to the amount allocated for road infrastructure. The government has earmarked a staggering HUF 9,000 billion (EUR 22.5 billion) for the construction of new expressways, a figure six times higher than the railway budget.
To put this into perspective, the road investment could fund the construction of 640 kilometres of high-speed railway tracks capable of supporting speeds of 250 km/h—enough to create a high-speed rail network across Hungary.
Photo: FB/NÚSZ
Yet, instead of modernising its railway system, the government has prioritised road expansion, allocating significant resources to new highways, despite the environmental and long-term mobility benefits rail investments could offer.
New trains, but the problems remain
One bright spot in the government’s railway plan is the acquisition of new rolling stock. The plan includes the purchase of 500 new vehicles, which will expand the MÁV-Start fleet by 398 units, G7.hu writes. These include 15 high-speed EuroCity trains, 29 domestic InterCity trains, and 95 regional electric multiple units (EMUs), among others. However, the inclusion of older diesel locomotives and the limited scope of vehicle replacements highlights a deeper issue: many of Hungary’s railway vehicles are nearing the end of their life cycle, with an average age of 49 years for diesel locomotives.
Furthermore, the ageing suburban HÉV network is notably absent from the government’s plans, Telex reports. While the replacement of these outdated vehicles was once considered a priority, it now seems sidelined, despite the recent service reductions caused by the poor condition of the rolling stock.
The fate of secondary lines
S76 train at Aquincum stop. Source: Wikimedia Commons/Vince
The future of Hungary’s railway network looks bleak for secondary lines, which are essential for connecting rural areas. The government’s plans all but confirm that the development of these lines has been abandoned. Instead of modernisation, these routes face a gradual phase-out, with some lines potentially being closed entirely. Even the planned acquisition of 68 battery-powered trains is unlikely to alleviate the problems on these tracks, as they remain too dilapidated to handle modern trains.
Conclusion: Roads over railways
In short, Hungary’s railway system appears to be stuck in a time warp. While road infrastructure is set to expand dramatically, the rail network remains underfunded and undersupported. Without significant changes, the dream of a modern, European-standard railway system seems increasingly out of reach, leaving Hungary’s railways on track for a future of slow progress and gradual decline.
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Publish date : 2024-10-17 23:06:00
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