The CENTRAL
POLAND AIRPORT
PROJECT

Summary & Prologue
Income-Driven Demand for Air Travel
Air/Rail Modal Split: Competition or Symbiosis?
EU Injections and Priorities
Could Backwardness Offer an Advantage?
An Interim Solution
The International Dimension
Funding & Conclusion
EUROPEAN TRANSPORT POLICY IN PERSPECTIVE
THE PROSPECTS OF A-R-R INTEGRATION
AIR-RAIL INTEGRATION
ILLUSTRATIONS
NEWS
Homepage

The International Dimension: East Europe's Hub

The ultimate goal is to secure for the Airport free access by both rail and road from all four sides, in the hope that the convenience of high-speed train travel would induce at least one in two passengers to come and go by rail.

Those who might still prefer the slower approach, will drive along the A2 motorway, either from/to Warsaw, or from/to Stryków, Poland's central junction near £ód¼, where A2 will intersect with the north-south A1 motorway (Gdańsk–Katowice–Vienna etc.).

All other destinations will be accessible via the Warsaw Great Ring (orbital) Road, which should have its junction with the A2 a couple of miles east of the airport.

To the south, the Ring Road will provide a link with the Katowice and the Cracow expressways and, on the other side of the Vistula, with the road to Lublin (southeast), and finally join the eastward extension of the A2.

Northwards, the Ring Road will cross the Kampinos Forest in a tunnel, bridge the northern Vistula, intersect the Warsaw–Gdańsk expressway at Zakroczym, and then turn eastwards, to approach the eastern extension of the A2 from the north.

At this point we cannot overlook another major advantage Poland enjoys over nearly all other European countries: topography. Except for Hungary, no other country near the centre of Eastern Europe is as flat as Poland. The vast expanses of the European plains embrace the northern half of Poland; the other half is hilly at most, and only the southern fringe of the country is truly mountainous. In effect, the cost of building either roads or railways is far lower than elsewhere. The mountains in the south do constitute a barrier passable only through tunnels, but even here there is the Moravian Gate (in fact, a wide valley), which links Poland with both the Czech Republic and Slovakia.

The European plains bring the Baltic states in the northeast, Belorussia in the east, (western) Ukraine in the southeast, and East Germany in the west, within reach. Once the high-speed railways have spread over Eastern Europe, all places within a radius of 600 km (or a train journey of a little over 2 hours) can be served by Poland's Central Airport.

The Airport's catchment area for inter- and transcontinental flights will embrace one or two Baltic states (on the way to St. Petersburg and Helsinki), Minsk (the capital of Belorussia), Lvov in western Ukraine, Kosice and Budapest (via tunnels), Brno, Bratislava, and Vienna (via the Moravian Gate), Prague (via Wroc³aw and a tunnel), as well as Dresden and Berlin.

Eastern Europe: proposed high-speed railways
Eastern Europe: proposed high-speed railways.

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Projekt (oraz witryna) sponsorowany przez
Churchill-Jankowski Enterprises Ltd
Autorzy: Bogus³aw Jankowski i zespó³

C-J

Editor (B. Jankowski) <master@airport-on-rails.org>
Webmaster: IGR-Neomedia <neomedia@igr.com.pl>
(Initially: R. Czapski <megar@megar.com.pl>)