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New Railway Line Dresden – Prague
in the TEN-T Orient / East-Med Corridor

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Introduction
3
European Project
4
Promoting an efficient rail infrastructure 5
Dresden to Ústí nad Labem
6
Ústí nad Labem to Prague
9
Project Benefits
11
Current Railway Projects in Germany
12
Rapid Services in the Czech Republic
13
Facts about the project
15
Page 2
Table of Contents

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Page 3
Introduction
The new high speed rail line Dresden – Prague is one of
the most important railway projects in Central Europe
linking Germany and the Czech Republic with a cross
border tunnel through the Ore Mountains. It is a vital
part of the Orient / East-Med Corridor of the Trans-
European Transport Network, which connects the
North and Baltic Sea ports and economic centres in
Southeast Europe.
The newly planned railway line, which will serve for
both passenger and freight transport, will reduce
travel time for passengers between Dresden and
Prague from current more than two hours to one hour.
It will further increase the capacity for freight trans-
port, reduce noise and traffic pollution in the Elbe
Valley and will provide a flood-safe connection to the
Czech Republic.
The Czech Republic and the Free State of Saxony are
committed to an efficient railway transport infra-
structure as a basis for sustainable economic growth
and attractive passenger transportation.
We consider transport as a crucial instrument for con-
necting Europe, developing European freedoms and
strengthening its economy.
The new infrastructure and the improved accessibility
will create opportunities for economic growth, regio-
nal development or cross border relations.
It will bring practical benefits to the passengers travel-
ling for education, cultural events or shopping. Having
improved the accessibility between the two European
capitals - Prague and Berlin via Dresden - would imply
an increase of rail passengers.
Considering the transport forecasts for the railway
traffic in this corridor it can be expected that the
capacity of today's rail route through the Elbe Valley
will be exhausted in the near future. Due to the geo-
graphic conditions and the environmental protection
an expansion of the existing railway line with narrow
curves in the Elbe Valley is not feasible.
The new railway line is the right response to future
challenges since it will help to prevent a potential shift
from rail to road due to insufficient capacity in the
current railway network.
This project also fully complies with the European
transport policy and the regional policy focusing on
the development of a sustainable transport mode.
The aim of this publication is to provide information
about the basic aspects and the routing of this new rail-
way line as well as the benefits for the German and
Czech regions.
This brochure also attempts to communicate this im-
portant project to the public and other stakeholders
and to involve them into the discussion.
Dan
Ťok,
Minister of Transport,
Czech Republic
Martin Dulig,
Saxon State Minister for Economic Affairs,
Labour and Transport

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Orient / East-Med Corridor: The Core Net Corridor of
the Trans-European Transport Network
Trans-European Transport Network
The increasing international cooperation within the
EU and the neighbouring states leads to increasing
transport volumes which cannot be met by one single
transport mode only.
Therefore multimodal transnational corridors in a core
network are needed. These corridors should generate
an European added value as follows:
- They contribute to the handling of growing transport
flows.
- They connect important logistics centres and Motor-
ways of the Sea.
- They contribute to energy efficiency and carbon
dioxide reduction in transport.
- They contribute to the development of significant
population potentials with high-speed connections.
They link transnational transport axes according to the
Guidelines for transport in Europe and neighbouring
regions.
The Orient / East-Med Corridor is one of the nine new
core network corridors of the Trans-European Trans-
port Network (TEN-T) and will connect Central Europe
with the maritime interfaces – North and Baltic Sea as
well as the Black Sea and the Mediterranean Sea.
Luxemburg
Stockholm
Gothenburg
Hamburg
Poznan
Hamina Kotka
Tallin
Helsinki
Turku Naantali
Örebro
Oslo
Bremen
Berlin
Koper
Edinburgh
Glasgow
Belfast
Dublin
Cork
Gent
Rotterdam
Birmingham
Felixtowe
Calais
Dover
London
Southampton
Liverpool
Manchester
Cologne
Zeebrugge
Lille
Strasbourg
Düsseld.
Constanta
Sulina
Burgas
Thessaliniki
Igoumenitsa
Athens/Piraeus
Patras
Gioia Tauro
Taranto
Bari
Naples
Valletta
Palermo
Roma
Ancona
Ravenna
Livorno
La Spezia
Genova
Turin
Novara
Milan
Verona
Zagreb
Timisuara
Arad
Sofia
Craiova
Bucarest
Brasov
Vilinus
Kaunas
Ventspils
Riga
Klaipeda
Gdynia/Gdansk
Warsaw
Katowice
Bologna
Ljubljana
Rijeka
Trieste
Venice
Udin
Klagenfurt
Graz
Budapest
Bratislava
Zilina
Ostrava
Brno
Vienna
Wels/Linz
Passau
Regensburg
Nurembertg
Würzburg
Dresden
Prague
Wroclaw
Frankfurt/Oder
Hannover
Magdeburg
Rostock
Trelleborg
Malmö
Copenhagen
Szczecin/Swinoujscie
Osnabrück
Amsterdam
Utrecht
Antwerp
Stuttgart
Munich
Basel
Innsbruck
Dijon
Lyon
Paris
Metz
Mannheim
Liege
Frankfurt
Tarragona
Murcia
Valencia
Algeciras
Bordeaux
Marseille
Barcelona
Sevilla
Sines
Vitoria
Zaragoza
Bilbao
Valladolid
Madrid
Antequera/Bobadilla
Le Havre
Porto
Lisbon
Aveiro
Brussels
Cartagena
TEN-T CORE NETWORK CORRIDORS
TRANS-EUROPEAN
TRANSPORT NETWORK
This important TEN-T corridor (Hamburg – Rostock –
Burgas – Piräus – Lefkosia) is crossing the Free State of
Saxony and the Czech Republic via Dresden and
Prague.
The TEN-T Railway Network carries most of the inter-
nal rail traffic of the EU. Many parts of the infrastruc-
ture do not correspond to the demands of a globalized
world economy.
One of the most serious future bottlenecks is the cross
border rail link between Dresden and Prague, which
bears the most part of the international freight traffic
between North and South-East Europe.
At the end of 2013 the EU Commission has decided the
elimination of the bottleneck to be part of the Connec-
ting Europe Facility, the new EU funding instrument.
The European Project
Page 4

 
Railway Connection Dresden – Prague
up to 350 km/h
2. Line
Ústí nad Labem
Děčín
Mělník
Česká
republika
200 km/h
existing track
planned new track
planned new track CZ
Litoměřice
Deutschland
Praha
The Free State of Saxony is highly dependent on opera-
tive transport connections to the EU domestic market
just as to the neighbouring countries of the EU.
In the last years, Saxony has benefited significantly
from EU trade together with globalization of economic
processes:
- In 2014, the export of Saxony reached a merchandise
value of 35.91 billion euros. The export ratio was
33 %. The import of goods to Saxony increased
from 3.8 billion euros in 1995 to 20.62 billion euros
in 2014.
- Saxony has a high attractiveness as a region of tou-
rism and research as well as an investment location.
In 2014, Saxony had with 18.6 % the highest invest-
ment ratio of all federal states in Germany.
A key condition for further intensification of economic
and social relationship with eastern and southeastern
neighbouring countries is the improved integration of
Saxony in the trans-European and transnational
transport networks.
Currently approximately 200 trains use the rail
connection Dresden – Prague every day.
Current transport forecasts indicate that the capacity
limits of this railway line will be reached in the
medium term.
New railway line Dresden – Prague
The Free State of Saxony and the Czech Republic
support the construction of a new high-speed railway
line outside the Elbe / Labe Valley between Dresden
and Ústí nad Labem with a further continuation
towards Prague.
The Free State of Saxony has already carried out the
following preparatory activities:
- Feasibility study (2008)
- Potential analysis and cost–benefit analysis as a
basis for a standardized evaluation of investment in
the transport infrastructure (2010)
- Analysis of track routing options (2011/2012)
The objectives of the new railway line are to reduce
travel time in passenger transport from currently more
than two hours to one hour between Dresden and
Prague, to increase capacity for freight transport, to
reduce noise in the Elbe Valley as well as to provide a
flood-safe connection to the Czech Republic.
Promoting an efficient rail infrastructure
Page 5
Furthermore, regional passenger traffic will be decon-
gested from longdistance passenger traffic / freight
traffic especially south of Heidenau at the Elbe Valley
route.
In order to meet the forecast of future railway trans-
port capacity, it is economically and environmentally
not feasible to upgrade this existing line in the Elbe
Valley between the stations Dresden – Bad Schandau –
Děčín – Ústí nad Labem which has been built more
than 150 years ago.
In the Czech Republic the cross-border project will be
connected to the future high-speed line Prague -
Litoměřice. Both projects form an entire functional
unit of a high importance for the Czech Republic as
they together represent the only one link to Western-
European high-speed railway network in a midterm
horizon. Moreover the stretch of new high-speed line
Prague – Litoměřice is a part of TEN-T Core Network
with a planned completion by 2030 what makes it also
one of the very first high-speed lines within the Czech
Republic. Currently a considerable attention is given
to preparatory studies on this stretch.

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Plan View New Railway Section in Saxony
Road Bypass Pirna
Route Optimization 2015
Preferred Route 2012
Dresden to Ústí nad Labem
Page 6
The route corridor follows the Ore Mountain ridge of
the Lohmgrund between the valley of the Gottleuba
River with its health resorts in Berggießhübel and Bad
Gottleuba and the environmental sensitive valley of
Bahretal. Therefore, the route leads towards the border
between the Free State of Saxony and the Czech
Republic.
The route passes the area of the
Špičák
Mountain lead-
ing to the village of Chlumec and further on to the next
railway station in Ústí nad Labem.
This railway corridor with a width of about 4 km has
been evaluated for spatial resistances according to the
German environmental legislation and the EU-Guide-
lines as well as for the existing land use and future
planning projects (e.g. road bypass Pirna).
The preferred railway route defined in 2012 has been
optimized further in order to prevent the influences of
environmentally sensitive areas with high spatial
resistances and to reduce the impact on existing land
use and civil structures as well as complex geological
and hydrological formations.
According to a traffic study performed by the Deutsche
Bahn the new line will cut the travelling time between
Dresden and Ústí nad Labem for freight traffic by 12 %
and for passenger traffic by almost two-thirds.
The preparatory study 2015 for the railroute project
Dresden – Prague covers the cross border section be-
tween Heidenau (DE) and Ústí nad Labem –
Litoměřice
(CZ).
Investigations of the possible railway corridor with
respect to environmental, operational, economical
and legal procedure requirements for the new high
speed railway line have been performed.
The task of the legal procedure group was to identify
the risks and opportunities involved in the planning
steps resulting from the different national legislations
and any possible future adjustments to the planning
guidelines.
It was agreed between the planning groups, that the
new railroad connection shall be designed for the
traffic classification M 230 of the Deutsche Bahn to
allow a maximum speed of 120 km/h for freight traffic
and up to 230 km/h design speed (200 km/h travelling
speed) for passenger trafficwith a maximum pemis-
sible slope of 12.5 ‰ formixed traffic.
The new ETCS (European Train Control System) shall be
implemented on this new railway line.
The only suitable corridor that meets the above men-
tioned goals starts south of Dresden at the town
Heidenau by leaving the existing railway track and the
Elbe Valley into the direction of Pirna–Zehista.

 
Longitudinal Section
Seidewitz viaduct
Dresden to Ústí nad Labem
Page 7
Leaving existing railway track at Heidenau
The departing section for 2 new tracks at Heidenau is
designed as a ramp structure with a length of 675 m
followed by a crossing gallery of 350 m over existing
railway tracks and a diverted bridge of 400 m length
that crosses the state road 172 before it reaches the
Heidenau–Großsedlitz tunnel.
Heidenau-Großsedlitz tunnel
To leave the Elbe Valley the Heidenau–Großsedlitz
tunnel needs to be constructed for the new railway
line. Due to the topography of that area the tunnel
sections are interrupted by a 120 m long trough struc-
ture at which the central rescue access for this tunnel
will be located. This tunnel with twin tubes at a
distance of about 29 m between the tubes consists of
two sections. Each of the section will have a length of
about 1,000 m.
The tunnel will also pass underneath the area of the
historical park Großsedlitz.
Seidewitz viaduct
The longest bridge at this section will be the Seidewitz
viaduct with a length of about 1,040 m and a maxi-
mum height of 40 m above ground level. The viaduct
carries two tracks and will be 13.70 m wide.
Geography
The geographical situation in the Elbe Valley and the
Seidewitz River and the crossing of the Ore Mountains
with a maximum slope of 12.5 ‰ determines the new
route passage through the railway corridor. For this
reason the new railway line runs mostly via
tunnels (Heidenau and Cross Border Base Tunnel)
and onemajor bridge structure crossing the Seidewitz
valley.
The new railway section between Heidenau and Ústí
nad Labem has a total length of about 42.8 km. The
section from Heidenau to the state border will be
22.16km in length.
By optimization of the rail routing along the planned
bypass of Pirna a further landscape defragmentation is
effectively avoided. The disturbance for residents is
reduced to a minimum.
Geology and hydrology
The new railway line passes through a complex
geological and hydrological situation in the Ore Moun-
tains on both sides of the tunnel portal. A study
performed by the Geological Services of the Free State
of Saxony (LfULG) determined 7 areas of special inter-
est for future geologic investigations for the planning
of the new railway line.

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Plan View New Railway Section in the Czech Republik
Regular Cross Section
Regular Cross Section Connecting Tunnel
Route Optimization 2015
Preferred Route 2012
Dresden to Ústí nad Labem
Page 8
Overtaking Station at Goes
Between the two major structures – the Seidewitz
viaduct and the Cross Border Base Tunnel – the new
line will run approximately 2 km through open terrain
near Goes to the north portal of the cross border base
tunnel.
Before the new railway line reaches the north portal of
the tunnel an overtaking station needs to be built for
the operation of the new railway line.
This track section consists of 4 parallel tracks on a dam
structure which will be about 1,030 m in length.
The station allows the overtaking of slower trains by
faster trains and an emergency stop of trains before en-
tering or after leaving the long tunnel.
Cross Border Base Tunnel
The dominant civil structure on this new railway
section will be the Cross Border Base Tunnel with a
length of 26.53 km designed as twin tube tunnel
according to international rescue and safety
regulations. The tunnel length at the German side
will be 15.10 km and 11.43km at the Czech side.
The Tunnel will pass through sensitive geological and
hydrogeological zones as determined in the actual
study that need to be investigated in greater detail.
The Cross Border Base Tunnel will possess rescue
connections every 500 m and an underground rescue
station near the tunnel crest at Börnersdorf.
In case of emergency passengers then can reach the
safe tunnel tube at the opposite side.

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Map of Variants
New Bridge over Sokolovská street in Prague
Ústí nad Labem Track Scheme
The route for the new link from Ústí nad Labem to
Prague is based on the new terminal at the west
station to continue the track from Dresden.
The track towards Prague is designed for high-speed
passenger trains. Freight trains will continue to use
both existing double-track lines, which will, without
long-distance passenger transport services, provide
higher capacity.
The route is designed in options that will be further
explored in terms of technical conditions and mini-
mising impacts on the environment, local population
and cultural heritage.
The new track from the current station in Ústí nad
Labem West crosses the Elbe River via a new bridge
which is located parallel to the existing one, then sub-
merges into a tunnel beneath the
České
Středohoří
(Central
Bohemian
Uplands).
The beginning of the tunnel will be located either near
the industrial area SETUZA or under
Střekov
Castle,
depending on the selected preferred option.
Ústí nad Labem to Prague
Page 9
The length of the tunnel will be approximately 17 km.
The track like that will be located outside the Elbe
valley and will not encroach onto sensitive areas in the
Central Bohemian Uplands.
The construction of the
tunnel will consist of two single tubes with connec-
tions which in case of abnormal events will provide
safe access to tunnel portals. When designing the
tunnel, local hydrological and geological conditions
were taken into account.
The end of the tunnel will be located near
Litoměřice,
with the track then crossing a wide flood area of the
Elbe and
Ohře
Rivers. The alignment of all options
takes into account land values including the historic
city centre in
Litoměřice
and also Terezn
í
fortress.
The railway line then runs parallel to D8 highway to
minimise the adverse impact on the local landscape.

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Originalbild fehlt
Old and New Bridge over Elbe in Ústí nad Labem
Variants of new bridge over Elbe in Ústí nad Labem:
suspended deck arch bridge (above), continuous box girder bridge (below)
40010
53000
77000
61000
36420
16950
17950 11100 14220 12350
340000
roadway
roadway
roadway
roadway
railway
roadway
30000
30000
171000
19670
15750
17950
17950 11100 14220 12350
roadway
roadway
roadway
roadway
railway
roadway
To improve transport services in Lovosice, Litoměřice
and Roudnice area the possibility of establishing a
regional terminal will be examined together with
linking of new track and the existing rail network to
establish fast direct trains serving the current stations.
Nearby Líbeznice a branch track is considered to
connect the existing line towards Neratovice that will
accelerate suburban traffic to the Mělník area.
The diversion of the majority of long-distance rail
traffic from the existing lines along the Vltava River
valley will help create better opportunities for improv-
ing the frequency of commuter trains operating from
Kralupy nad Vltavou to Prague.
Ústí nad Labem to Prague
Page 10
In
the suburbs of Prague the route will enter a tunnel
approximately 4.5 kilometres in length and will extend
under the densely built-up areas of settlements of
Prosek and Střížkov. The tunnel ends near Vysočany rail-
way station.
The route then follows the existing railway line from
Lysá nad Labem to the main rail station in Prague and
crosses over the area at Balabenka as well as several
major streets.
For the last 4 km to Prague's main rail station the route
will utilise the existing track running along tunnels
under Vítkov hill.

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Ústí nad Labem
Königstein Elbe Valley
The project implementation will bring a wide range of
complex effects. The general public and the business
community throughout the regions of the Czech
Republic and the Free State of Saxony, as well as other
member states of the EU will benefit from new oppor-
tunities that the new rail link will offer.
The crucial effect comes from the journey time savings
in terms of the ability to move passengers and goods
more quickly.
By removing capacity 'bottlenecks' on the existing net-
work the rail transport along the TEN-T Orient / East-
Med-Corridor will be improved.
The project will also be the first connection in the
Czech Republic into a modern high-speed rail system
in Western Europe.
The new rail link is a significant achievement in terms
of protecting the environment and promoting sus-
tainable development.
Environmental benefits
- Higher capacity and reliability will encourage a
greater shift in mode of transport from road to more
environmentally friendly means of transport follow-
ing European and national sustainable transport
strategies.
- Railway lines generally require less land compared to
motorways.
- Modern railways result in lower levels of noise pollu-
tion than road transport.
- Shifting freight transport to the new line will reduce
noise especially in the Elbe Valley.
- It is a contribution to a flood safety transport com-
pared with the Elbe Valley.
- There are reduced CO
2
emissions (contributing to a
reduction in the carbon footprint) due to electrical
operation; with positive effects on the environment,
as well as on human health.
- Contribution to an improved road safety.
- Electric railway operation reduces the dependence
on imported hydrocarbon fuels.
The new rail link offers opportunities for improving
socio-economic conditions throughout regions and
cities.
Economic benefits and opportunities
- Creation and development of trade and commerce
relations;
- Establishment of new business and inward invest–
ment across regions which will be better accessible
by rail.
In terms of accessibility, the project will:
- Improve public access to education, training and
employment opportunities;
- Expand travel-to-work areas for businesses when
looking for new employees
- Create new jobs during construction phase and sub-
sequent operation of rail services.
As a result of faster rail services, this will facilitate
better travel opportunities to access cultural centres,
tourist attractions as well as leisure and shopping fa-
cilities. It will also create better travel opportunities
for people to visit relatives and friends.
Project Benefits
Page 11

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CZ
Aue
Nauen
Riesa
Pirna
Flöha
Kadan
Louny
Zatec
Slaný
Velten
Bernau
Erkner
Teltow
Werder
Lübben
Torgau
Wurzen
Kamenz
Grimma
Meißen
Döbeln
Coswig
Krupka
Bílina
Jirkov
Melník
Ostrov
Chodov
Beroun
Oschatz
Bautzen
Freital
Sebnitz
Zwönitz
Lößnitz
Sokolov
Jüterbog
Lübbenau
Radeberg
Radebeul
Heidenau
Freiberg
Zschopau
Oelsnitz
Litvínov
Rakovník
Falkensee
Spremberg
Eilenburg
Mittweida
Burgstädt
Stollberg
Olbernhau
Strausberg
Großenhain
Marienberg
Litomerice
Neratovice
Luckenwalde
Großräschen
Senftenberg
Lauchhammer
Elsterwerda
Frankenberg
Kleinmachnow
Fürstenwalde
Ludwigsfelde
Finsterwalde
Lichtenstein
Bischofswerda
Wilkau-Haßlau
Schwarzenberg
Mariánské Lázne
Neuenhagen Berlin
Rüdersdorf Berlin
Hennigsdorf Berlin
Limbach-Oberfrohna
Annaberg-Buchholtz
Roudnice nad Labem
Klásterec nad Ohrí
Königs Wusterhausen
Neustadt in Sachsen
Kralupy nad Vltavou
Hohenstein-Ernstthal
Lutherstadt Wittenberg
Most
Decín
Kladno
Teplice
Chomutov
Brandenburg
Hoyerswerda
Karlovy Vary
Ústí nad Labem
Potsdam
Cottbus
Chemnitz
Odra
Elbe
O
h
r
e
S
ch
wa
r
z
e
E
l
s
te
r
Berlin
(Rostock)
Berlin
Dresden
Prague
VDE 9
DE
The Capital City Route
Berlin - Dresden
Dresden
Prague
Current Railway Projects in Germany
Page 12
The Capital City Route Berlin – Dresden
The Berlin – Dresden Capital Route
The project encompasses an upgrade of 125 km of
the existing route Berlin – Dresden between the two
capital cities.
The upgrade shall raise the maximum speed to 200
km/h between Blankenfelde south of Berlin and
Dresden. This will lead to a more attractive travelling
time of about 1 ½ hours for passengers traveling from
Dresden to Berlin directly with an option of a connec-
tion with the airport Berlin Brandenburg »Willy
Brandt«.
The works will include the elimination of 20 road
crossings at the rail level, the renewal of the ballast
tracks and the overhead lines as well as the implemen-
tation of new electronic signalling technique together
with 6 new electronic signalling cabins. The whole
connection from Berlin to Dresden will then be
controlled by the modern European Train Control
System called ETCS, which will be the standard
automatic train protection system for high-speed rail
connections throughout Europe.
The upgraded railway section from Berlin to Dresden is
also a part of the Orient / East-Med Corridor which will
connect Central Europe with the maritime interfaces
North- and Baltic Sea as well as the Black Sea and the
Mediterranean Sea.
All major sections of the project will be finished until
2018.
VDE 9 Leipzig – Dresden
South of Großenhain (near Kottewitz / Böhla) the
Berlin – Dresden railway line has been connected to
Leipzig – Dresden railway line in 2010. Since then long
distance passenger trains from both Berlin and Frank-
furt/Leipzig directions use the same track towards
Dresden, which has been successively upgraded since
the 1990ies as part of VDE 9 (“German unity transport
project no 9”).
The section between Weinböhla and Radebeul is
already in use with a maximum speed of 160 km/h. The
track itself has already been prepared for a speed of up
to 200 km/h, which will be available at a later date
along with other neighbouring sections.
From Radebeul to Dresden-Neustadt the line is being
extended from 2 resp. 3 tracks to 4 tracks. Two tracks
will be used by long distance and fast regional trains
only, the other two tracks by suburban trains (S-Bahn).
This project will be completed by the end of 2016.
The section from Dresden-Neustadt to Dresden Main
station had previously already been upgraded, moder-
nized and extended to 5 tracks. The remaining section
between Böhla and Weinböhla is planned to be upgra-
ded at a later date.

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Future Railway Travelling Time from Prague
High Speed Railway Net in the Czech Republic
Rapid Services (RS) comprise operational and infra-
structural elements of a modern railway system, which
aim to transform the level of quality of public trans-
port in the Czech Republic.
Such railways will form the backbone of transport
services and connections linking neighbouring
countries and regions.
The RS system will establish a balanced development
of the railway infrastructure, vehicles and timetables
in order to deliver attractive, thus fast, frequent and
accessible transportation service that can carry
significant numbers of passengers.
A precondition for the development of public transport
using the RS system is a sufficient high quality and
capacity infrastructure.
The current demand for rail transport in the Czech
Republic is so high that many routes, particularly
around large cities, are already operating at the capa-
city limit and offer little additional space to expand the
level of service in the future.
The RS system involves the construction of new high-
speed lines (HSL), offering a new level of quality and
capacity, and integration with the existing rail
network.
The RS system will be organized in three stages. Along-
side long-distance high-speed trains connecting large
agglomerations, the RS network will also comprise
fast inter-regional (Inter City) trains that will only oper-
ate on certain sections of the high-speed lines, similar
to cars on highway, and on suitable place will pass to
existing network and serve directly the current station
in the regional centres. In the hinterland of large cities
it is expected that additional trains will operate to
meet strong demand for commuting trips within the
agglomeration.
The timetable will be based on regular interval of rail
services with numerous opportunities for connections.
The establishment of improved connections with other
rail services and other modes of public transport will
be a key feature in spreading the RS system services to
citizens across most of the country.
Rapid Services in Czech Republic
Page 13

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Elbe Valley west of Königstein
Facts about the project
Page 14
Track section
Dresden – Ústí nad Labem
Length of railway
Track section
Ústí nad Labem – Prague
Current route
New route
Length of new track
Length on German territory
Length on Czech territory
Journey time by railway
Current route
New route (incl. 2 min stop)
Type of Traffic
New route
Design parameters
Maximum design speed
Freight traffic speed
Number of line tracks
Electrification
Signalling system
Communication system
Dresden - Prague
Length of railway link
(Dresden Hbf – Prague Hl.n.)
Current route
New route
196 km
140 km
Thereof on new track
123 km
Length of road link
After completion of D8
138 km
Journey time by railway
Current route
135 min
New route (incl. stops)
52 min
Journey time by road after completion of D8
Car
Bus
86 min
118 min
82 km
56 km
43 km
22.5 km
20.5 km
65 min
25 min
Mixed traffic: passenger and freight
up to 230 km/h
120 km/h
2
15 kV 16,7 Hz / 25 kV 50 Hz
ETCS
GSM-R
ETCS
GSM-R
114 km
84 km
80 km
-
-
70 min
27 min
Passenger high speed traffic
up to 350 km/h
2
-
25 kV 50 Hz (3kV ss)

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Freistaat Sachsen
DE
CZ
Prepared for:
Saxon State Ministry for Economic Affairs, Labour and Transport
Ministry of Transport of the Czech Republic and SŽDC
Authors:
Redaction:
Dec-2015
The sole responsibility of this publication lies with the author. The European Union is not responsible for any use that may
be made of the information contained therein.
Photos:
ICE (2), Deutsche Bahn AG
Prague, view of Vltava River: Shchipkova Elena – Fotolia
Dresden Skyline: hanphosiri – Fotolia
New railway line freight and long-distance
passenger transport Dresden - Prague
Page 15
Landkreis Sächsische Schweiz-
Osterzgebirge

image
image
image
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www.nbs-dresden-prag.eu
www.praha-drazdany.cz
New railway line Dresden – Prague