Introduction
Railway transport is more environmentally sustainable than road transport
(Operational programme Transport 2014) and therefore more preferable for
investment from EU structural funds (Partnership Agreement with the Czech
Republic 2014). Therefore, we can expect that major construction activities, such as
revitalization of train tracks, optimization, and the actual expansion of railway
infrastructure, will continue on railway networks across the EU member states in
future decades, also in connection with fulfilling objectives in combating climate
change by developing low-carbon transport systems (European Commission 2011).
One of the major problems of nature and landscape protection at the turn of the
21st century is the fragmentation of natural habitats by settlements and transport
infrastructure (Kušta et al. 2017). Railway transport is involved in this phenomenon
as well (Anděl et al. 2010a). Railways can be a significant barrier to the migration
of large mammals (Kušta et al. 2014b), especially high-speed railways, which in
Europe are usually enclosed, thereby preventing large mammals from crossing them
(Groot and Hazebroek 1996). Noise barriers along railway corridors also significantly contribute to the fragmentation of the landscape, creating an impenetrable
barrier. Other factors negatively affecting migration near railway infrastructure
include noise and light pollution, but also a higher level of human activities, for
example maintenance (Dussault et al. 2006; Jaren et al. 1991) or development of
residential and commercial activities.
To show the degree of landscape fragmentation, the method of expressing
Unfragmented Area by Traffic (UAT) is very often used (Illmann et al. 2000;
Gawlak 2001; Binot-Hafke et al. 2002; Anděl et al. 2005; Anděl et al. 2010b). UAT
is the part of the landscape which simultaneously fulfils two conditions: (1) it is
bounded either by roads with an annual average daily traffic volume higher than
1000 vehicles/day, or by multi-track railways; and (2) it has an area greater than or
equal to 100 km
2 (Anděl et al. 2010a). In the context of railway transport, the
problem when expressing UAT is mainly seen with multi-track railways; however,
research carried out in recent years suggests that even single-track railways with
lower traffic intensity can be problematic in terms of railway ecology (Kušta et al.
2014b), and therefore more attention should be paid to them.
The key task is the integration of landscape fragmentation issues and their
resulting effects into decision-making processes at all levels, from international and
national concepts up to actual investment projects (Fig. 15.1).
Railway Network in the Czech Republic
Railway transport in the Czech Republic has its origins in the first third of the 19th
century. The Czechoslovak Republic took over the network at its inception in 1918,
after the collapse of the Austro-Hungarian Empire. The dominant owner, builder
248
Z. Keken and T. Kušta
Railway transport is more environmentally sustainable than road transport
(Operational programme Transport 2014) and therefore more preferable for
investment from EU structural funds (Partnership Agreement with the Czech
Republic 2014). Therefore, we can expect that major construction activities, such as
revitalization of train tracks, optimization, and the actual expansion of railway
infrastructure, will continue on railway networks across the EU member states in
future decades, also in connection with fulfilling objectives in combating climate
change by developing low-carbon transport systems (European Commission 2011).
One of the major problems of nature and landscape protection at the turn of the
21st century is the fragmentation of natural habitats by settlements and transport
infrastructure (Kušta et al. 2017). Railway transport is involved in this phenomenon
as well (Anděl et al. 2010a). Railways can be a significant barrier to the migration
of large mammals (Kušta et al. 2014b), especially high-speed railways, which in
Europe are usually enclosed, thereby preventing large mammals from crossing them
(Groot and Hazebroek 1996). Noise barriers along railway corridors also significantly contribute to the fragmentation of the landscape, creating an impenetrable
barrier. Other factors negatively affecting migration near railway infrastructure
include noise and light pollution, but also a higher level of human activities, for
example maintenance (Dussault et al. 2006; Jaren et al. 1991) or development of
residential and commercial activities.
To show the degree of landscape fragmentation, the method of expressing
Unfragmented Area by Traffic (UAT) is very often used (Illmann et al. 2000;
Gawlak 2001; Binot-Hafke et al. 2002; Anděl et al. 2005; Anděl et al. 2010b). UAT
is the part of the landscape which simultaneously fulfils two conditions: (1) it is
bounded either by roads with an annual average daily traffic volume higher than
1000 vehicles/day, or by multi-track railways; and (2) it has an area greater than or
equal to 100 km
2 (Anděl et al. 2010a). In the context of railway transport, the
problem when expressing UAT is mainly seen with multi-track railways; however,
research carried out in recent years suggests that even single-track railways with
lower traffic intensity can be problematic in terms of railway ecology (Kušta et al.
2014b), and therefore more attention should be paid to them.
The key task is the integration of landscape fragmentation issues and their
resulting effects into decision-making processes at all levels, from international and
national concepts up to actual investment projects (Fig. 15.1).
Railway Network in the Czech Republic
Railway transport in the Czech Republic has its origins in the first third of the 19th
century. The Czechoslovak Republic took over the network at its inception in 1918,
after the collapse of the Austro-Hungarian Empire. The dominant owner, builder
248
Z. Keken and T. Kušta