High-speed railways (VRT) are a railway infrastructure development project in the Czech Republic prepared by Správa železnic [1]. The network is intended to link the Czech Republic with neighbouring states and at the same time free up capacity on existing lines for regional and freight transport [1]. The planned sections include the Prague–Brno–Ostrava route and the Brno–Břeclav section [3].
Parameters and benefits
An operating speed of up to 320 km/h is planned on high-speed railways [1]. According to Správa železnic, the VRT backbone network is to connect the whole country, relieve existing lines and allow regional and freight transport to develop, so that trains on the conventional network could run more often and more reliably [1]. The high-speed trains are to be linked to the conventional railway network, long-distance bus services and urban transport, and the infrastructure of the VRT terminals also allows for passengers arriving by car or by bicycle [1].
According to Správa železnic, high-speed trains are to use up to seven times less energy and generate roughly five times less CO2 than road transport [1]. In a number of European countries high-speed lines have been part of regular operation for several decades, with trains on them reaching speeds of over 300 km/h and competing with air transport over medium distances [1].
Project preparation
Správa železnic describes the preparation of VRT construction as a process similar to the preparation of other construction projects, running in three main phases [2].
In the conceptual and study phase, spatial-technical studies, technical-operational studies of the VRT and feasibility studies are prepared, which assess the viability of the project from the technical, spatial, financial, marketing, operational and staffing points of view and evaluate its economic efficiency [2]. Feasibility studies include transport forecasts based on a transport model [2]. The outputs of the feasibility studies are approved by the Central Commission of the Ministry of Transport, which recommends one of the examined variants for further preparation, and the result is a corridor generally 200 metres wide [2].
In the spatial planning phase, this corridor is generally incorporated into an update of the principles of spatial development (ZÚR) of the given region [2]. The ZÚR define areas and corridors of supra-local significance, including areas for public-benefit structures, and VRT structures are listed in the ZÚR as public-benefit [2]. The ZÚR include an assessment of impacts on the sustainable development of the territory [2].
In the project permitting phase, the documentation for permitting the project is prepared in parallel with the environmental impact assessment (EIA) of the structure [2]. For VRT the EIA process is carried out by the Ministry of the Environment and comprises a notification, a screening procedure, documentation, a public hearing and an expert opinion, resulting in a binding EIA opinion [2]. Under Act No. 416/2009 Coll., on accelerating the construction of strategically important infrastructure, land purchase can begin once the binding EIA opinion has been issued [2]. Under Act No. 283/2021 Coll., the Building Act, the permitting of VRT structures is now to be handled by the Dopravní a energetický stavební úřad (DESÚ), a special authority set up for permitting key transport and energy infrastructure structures [2]. At this phase the requirements and conditions set out in the binding EIA opinion are incorporated into the permitting documentation [2].