On February 27, freight traffic was launched on the Hungarian section of the modernized Budapest–Belgrade railway, between Budapest-Ferencváros and Kelebia, on the border with Serbia. The line, upgraded to double track and designed for speeds of up to 160 km/h, is one of the most important recent railway investments in Hungary.
However, the Hungarian press reports that operations are currently subject to significant restrictions, mainly due to problems with the train control system.
ETCS system still not operational
Although the physical infrastructure, the line, stations, and electrification, are complete, the train control system, which complies with the European ETCS standard, is reportedly not yet operational and has not received all the necessary authorizations.
In the absence of a fully operational train control system, traffic is limited. According to Hungarian media reports, only one train can currently run in each direction on the entire 160 km section, with the next train only able to depart after the previous one reaches the border.
In addition, without the system active, the maximum speed would be limited to 100 km/h, and in conditions of reduced visibility to as low as 40 km/h.
Only ETCS, no alternative national systems
Another point to note is that the line has been equipped exclusively with ETCS, without the integration of an alternative national system. This means that only locomotives and trains equipped with an on-board ETCS system can run.
In the MÁV fleet, only certain types of rolling stock are equipped with this system, which limits operational flexibility, especially in the case of diesel trains or shunting locomotives.
Problems with international freight traffic
There are also other difficulties for freight trains: In addition, the maximum train length accepted in Serbia is 700 m, compared to the European standard of 750 m, which reduces the economic efficiency of international trains.
- Technical compatibility between the ETCS systems in Hungary (EU standard) and Serbia (Chinese-origin system) has not yet been fully clarified.
- Electric locomotives cannot currently cross the border, requiring the use of diesel locomotives.
- In practice, additional locomotive changes are required at the border.
Passenger traffic still uncertain
Passenger services were initially scheduled to be introduced at the beginning of March. According to sources cited in the Hungarian press, the full launch of commercial passenger services could be postponed until the train control system has been completed and certified.
A strategically important project
The Budapest–Belgrade line is part of the corridor linking Central Europe to the port of Piraeus in Greece and was largely financed by a loan from China’s export-import bank.
The Hungarian section of the line, approximately 166 km long, involved an estimated investment of around 1,000 billion forints (approximately 2.5–2.7 billion EUR). The project is mainly financed by a loan from China’s export-import bank.
According to public data, the cost per kilometer of the modernized section in Hungary is significantly higher than that of the Serbian section, a difference explained by the technical and regulatory requirements applicable in a European Union member state, including the implementation of the European ETCS standard.
The Serbian section was inaugurated earlier, and the complete modernization of the connection is considered a key project for regional freight and passenger traffic.
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