Almost 4,500 km of the advanced velocity Railway line is planned in the Tri-Sea countries. The first episodes, including the Warsaw-Łódź route, are to be launched in 2028. During Railway Direction Days in Warsaw the cooperation agreement was signed by representatives of CPK, Správa železnic and Rail Baltiki, i.e. railway investors from Poland, Czech Republic, Lithuania, Latvia and Estonia.
According to the investor schedules, by 2028, i.e. at the time of the planned launch of the first phase of CPK airport, the first section of KDP Warszawa – Łódź, designed present by CPK, should already operate. Until then the modernization of Rail Baltica way from the border with Lithuania via Białystok to Warsaw by PKP PLK is to be completed.
According to the 2030 plan, the full Rail Baltica cross-border corridor should be established in Estonia, Latvia and Lithuania: from Tallinn through Riga and Kaunas (with a branch to Vilnius) to the border with Poland and its first sections will be launched from 2027. According to the assumptions, during this time there will besides be a section of the KDP V4 line between Prague, Brno, Bratislava and Budapest. In subsequent years the V4 line will be joined by further episodes from Poland: Katowice – Ostrava and the alleged Małopolska-Silesian Node.
- I'm sorry. The Trimor is 1 of the fastest increasing areas in Europe. Over the last 20 years, GDP in the region has grown almost twice as fast as in the alleged old EU. These railway projects are tailored to the needs of individual countries and the region of the Trimorese as a whole. The fresh planned network of NDPs, i.e. railway investments of the CPK, together with another investments, e.g. Rail Baltica and V4, will make the rail backbone of the Trimorz in the future, being at the same time a key component of the EU transport network TEN-T - noted CPK typical Marcin Horala.
Thanks to joint investments, for example, Tallinn – Warsaw – Katowice – Budapest (1700 km) and Tallinn – Warsaw – Wroclaw – Prague (1500 km), including 400 km after the “shriff” No. 9 of the CPK.
During the RDD 2023 CPK, RB Rail AS and Správa železnic conference, i.e. investors of the 3 largest railway projects in the region, signed a cooperation agreement.
- I'm sorry. This is the unique, one-of-a-kind time in our common history, erstwhile working together in the region together, we can make an unrivalled offer of rail connections. We learn from the investment in KDP in the West. Thanks to this, our projects can bring the economical effect of domino, giving impetus to improvement for another industries and sectors - says CPK president Mikołaj Wild.
Ms Driksna, CEO and CEO of RB Rail, stressed the desire to "use the full possible of enhancing cooperation with another infrastructure megaprojects in the region".
Radek Čech, manager of global Affairs of Správa železnic, stated that "cooperation between railway infrastructure managers in the region is seen by us as a cornerstone of improvement in the Tri-Sea region".
Joint investment projects have the support of global allies who point out that the planned infrastructure will be dual-purpose, or civil-military.
The planned KDP strategy in Trimorz is expected to be economically efficient, as confirmed by the study presented at Railway Direction Days by the global consulting firm Steer performing analysis for the European Commission, among others. The estimated full cost of the full NDP network in the Trimorz region is around EUR 60 billion.
According to Steer, the full value of the benefits from the NDP network for the countries of the Tri-Mediterranean region will be over EUR 120 billion. This means that within 50 years of putting into service most of the planned high-speed rail network, it will make twice the net benefit compared to the investment expenditure incurred in building it. According to the authors of the report, EUR 55 billion is the saving of travel times for passengers, and EUR 57 billion is another benefits of the project, including the benefits of falling transport accidents.
The good news for passengers is that there will be large shortening of journey times, e.g. in the Łódź-Wroc3 from 3 hours to approx. 1 hour. From Warsaw to Vilnius we will arrive in about 4 hours (now it is 9 hours), the ride to Riga will take 5 hours (today there is no specified direct train connection, and the time of bus travel is over 8 hours). We will scope Ostrava in little than 2 hours (currently 4.5 hours) and Budapest in 5.5 hours (currently 11.5 hours).
From Prague to Vienna and Bratislava we will arrive in about 2 hours, now specified a journey is 4.5 hours. The journey to Budapest from the Czech capital will be reduced to 3.5 hours (from the current 7 hours). From Vilnius to Tallinn, passengers will arrive about 3.5 hours (now over 8 hours) and to Riga in little than 2 hours (from present over 4 hours).
According to Steer's calculations, the most laden sections will be Warsaw – Łódź in Poland, Brno – Jihlava in the Czech Republic and Budapest – Gyor in Hungary. Each will travel between 14 and 18 million passengers a year.
Planning and plan work is already advanced. For example, in Poland, feasibility studies are already being developed for 1500 km from 2000 km of planned "speakers" of the CPK. For example, for the 140 km section of the KDP between Warsaw and Łódź (here the beginning of preparatory construction works should take place in the second half of this year) and 200 km between Łódź and Wrocław are already investor variants.
In the Baltic countries, more than 640 out of 870 km of Rail Baltica Corridor is in the plan phase, and large-scale construction is coming in large steps. For example, in Latvia there is simply a tender for construction works for a 200-kilometre section or for the plan and construction of the electricity subsystem of the full Rail Baltica network. In turn, the Czech Republic prepares plan documentation for the section between Ostrava and Przerow.
Ultimately, the railway strategy of the NDP will be able to cover all the countries of the Tri-Sea. It will besides be ready for further improvement in Ukraine (the extension of the "speak" No. 5 of the CPK to Lviv and yet to Kiev). The improvement of KDP Poland-Ukraine connections is part of the reconstruction plan of the country and the concept of extending TEN-T corridors beyond the east border of Poland.
The Central Company of the Communication Port and Ukrainian Railways (Ukrzaliznyca), signed a cooperation agreement during Railway Direction Days in Warsaw. The paper aims to strengthen cooperation on the construction of fresh infrastructure, including the advanced velocity Railway. Signatories besides declared their willingness to contribute to the reconstruction of Ukraine after the war ended.
One of the most crucial objectives of the three-year agreement is the improvement of fresh cross-border connections in the 1435 mm European track gauge, in peculiar the construction of the advanced velocity Railway Line (KDP).
The paper assumes the joint preparation of a feasibility survey for the planned fresh railway line between Poland and Ukraine. The agreement indicates the request to establish a KDP line on the Warsaw – Lviv – Kiev way (extension of the "speak" No. 5 of the CPK to Lviv, and yet to Kiev), with the assumed maximum operating velocity of 250km/h. Therefore, CPK declared its readiness to share cognition and experience and to pass on its method standards to the KDP and the Passenger Transport Model.
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