Ivan Bednárik. (source: SME/Jozef Jakubčo)
Alexander Sako, former head of ŽSR, Slovakia’s railway infrastructure operator, did not last even two years in the role. In mid-May, he was replaced by Ivan Bednárik, who has experience managing rail transport in the Czech Republic.
According to him, 2014 marked a turning point for Czechia, when it became clear they would not be able to fully utilise EU funds allocated for roads. “So, they turned to previously shelved railway projects and began investing in them instead,” he says, adding that since then, railway investment has doubled.
Bednárik has ambitious plans: he aims to repair and modernise tens of kilometres of track, partially reconstruct the Main Railway Station in Bratislava, and address overemployment at ŽSR. “Staff optimisation is essential. We’re not just going to talk about it — we’re going to act. I’m not a political appointee; I’m a manager tasked with solving this situation,” says Bednárik.
In this interview, you'll learn about:
the differences in how Slovakia and Czechia finance railways,
the repairs to Bratislava’s Main Railway Station,
acceleration of rail speeds in southern Slovakia,
and the need for redundancies.
When it comes to the quality of rail transport, why is Slovakia lagging behind Czechia?
There are two fundamental differences. Although both countries started from the same point, the Czech operator České Dráhy separated freight operations into ČD Cargo, as well as railway administration. This ensured that passenger transport-which always run at a loss and must be subsidised-would not drain finances from freight operations.
But something similar happened in Slovakia, didn’t it? ŽSR, which manages infrastructure, separated off passenger services into ZSSK and freight transport into ZS Cargo.
Yes, but the key difference is that in Czechia, ČD Cargo is a wholly owned subsidiary of České Dráhy, which continues to provide passenger services. When drawing on external resources, ČD Cargo could assist České Dráhy in times of loss — for example, by guaranteeing loans with its assets. In Slovakia, ŽSR, ZSSK and ZS Cargo are entirely separate joint-stock companies.
What is the second difference?
It lies in how passenger services are commissioned. In Czechia, long-distance routes are contracted by the Transport Ministry, while regional routes are commissioned by local authorities. In Slovakia, everything is managed centrally by the Transport Ministry.
Why does Slovakia have less money available for railway modernisation than Czechia?
Czechia has a State Transport Infrastructure Fund, which finances railway projects. Slovakia had a similar fund briefly at the beginning of the millennium, but it was eventually abolished. Today, its role is effectively carried out by the Transport Ministry, which receives funding from the Finance Ministry.
What makes the Czech model better?
They know years in advance how much funding they'll receive and what it will be used for. The Austrians have an even more advanced model — they can plan for long-term projects knowing precisely how much they will get. In railway transport, predictable funding is crucial, as projects are long-term by nature. Germany, for example, sets national priorities, and railway modernisation proceeds regardless of the government in power.
