Public consultation

Solidarity Transport Hub is a planned transfer hub between Warsaw and Lodz, which will integrate air, rail, and road transport. Solidarity Transport Hub (STH) is an emerging infrastructure mega project, which includes two major components: a new international airport constructed from scratch in the suburbs of Warsaw and a new nationwide railway system consisting of 10 major corridors radiating from the STH Airport towards all regions of Poland. The STH railway system will be based on new high-speed rail (HSR) lines and modernized railway lines. According to analyses carried out in previous years, PKP PLK S.A. and STH agreed to prepare pre-design documentation for the construction of a new railway line on the Warszawa Wschodnia - Nasielsk. The entity responsible for preparing the documentation is PKP PLK S.A.

The pre-design documentation will allow for the identification of all infrastructure collisions. Agreements with infrastructure managers' will be made at the stage of detailed technical analysis based on proposed solutions in each infrastructure area (rail, roads, power engineering, telecommunication, plumbing, etc.). The proposed solutions will be compliant with the applicable technical standards and legal regulations.

Pre-design works allow the identification of solutions that cause as little interference with the existing buildings as possible. As well as minimize the process of expropriation in the future. If the expropriations will be necessary to build the railway infrastructure, the injured parties are entitled to compensation. Article 128(1) of the Real Estate Management Act provides that the expropriation of real estate takes place with compensation to the expropriated person corresponding to the value of the ownership. Law does not guarantee compensation if the property owner identifies that having been decreased due to the construction of a railway line. Pursuing the claim is possible only through civil proceedings (f the decrease has indeed occurred).

Existing and planned land use was considered at the stage of designing rail line corridors. Information on issued building permits and submitted applications were analyzed to minimize interference in urbanized areas. In addition, at the stage of detailed designing, corridors have been adjusted to zoning areas and urbanization policies (to avoid current and possible collisions with buildings).

The implemented pre-design documentation is developed by applicable law. The act on rail transport shows, inter alia, that structures and buildings may be located not less than 10 m from the border of the railway area. What's more distance from the axis of the outer track may not be less than 20 m (subject to section 4 of Act). The current regulations oblige to use of minimal horizontal curves with a radius of at least 3100 m and minimum straight lengths of 162.5 m in the case of railway lines adapted to the design speed of 200 km / h and above.

The need for the construction, reconstruction and modernization will be analyzed in detail at the stage of technical analyses carried out for selected corridors variant. newly designed and existing facilities will have to be adapted to the required technical parameters. Parameters of all the engineering structures must comply in principle with Technical conditions for railway facilities, the Act of 7 July 1994 Building Law, Polish Railway Transport Act, Ordinance of the Minister of Transport and Maritime Economy of 28 March 2003 regarding technical conditions which should be met by railway structures.

Following the regulations, It is necessary to build multi-level intersections for high-speed rail lines (160 km/h and above). Moreover, the average distance between crossing over the new railway line should not be less than 3 km. Thus, there is no need to maintain level crossings at distances of less than 3 km on the existing railway lines. The existing roads crossed by the new railroad will be designed under applicable regulations. Final technical solutions implemented for roads and crossings at the project scope will be agreed upon with the Road Infrastructure Authority.

The integrity of the existing land development is taken into consideration at the stage of the detailed design of the railway line. The applicable regulations oblige to ensure full accessibility of each property to the transportation system. The same solution had to be implemented for agricultural property crossed by the new railway line. Arrangements regarding the detailed railway route will be made at further stages of the investment process. Corridors have been designed with as little interference as possible with the existing societal connections (i.e., internal roads, bridges, footbridges, etc.) It should be remembered that the primary purpose of railway infrastructure development is social integration by providing a safe, ecological means of transport available to as many people as possible.

As part of the Project implementation, construction, and reconstruction of the existing stops at the railway lines will be implemented. The proposed locations of new stops and relocation of the existing stops will be implemented based on the conclusions obtained at the stage of public consultations and traffic analysis. Relocation of the rail stops allows for improving integration with other public transport systems (bus, tram). What’s more new railway stops will ensure better transport accessibility to areas not served currently by rail transport. The construction of a new railway infrastructure dedicated to long-distance connections does not exclude the possibility of regional traffic service.

Assessment of the economical efficiency of this rail investment is within the scope of the Feasibility Study. One of the tasks set before the final assessment was recognizing and identifying historic objects close to analyzed rail corridors. The possibility of avoiding collision with historical monuments was an element of the multi-criteria analysis which allow for choosing two rail corridors. Additionally, at the stage of detailed design, geometric adjustments were made to maintain the technical parameters of the rail line and at the same time keep a safe distance from objects valuable to cultural heritage.

The level of noise generated by rail transport is influenced by terrain, vegetation cover, the technical condition of the railway line and rolling stock, the speed of the train and their length, journey frequency, and the distance buildings from the railway line. Minimizing the acoustic impact between the emission source and the receiver relies on the usage of a sound barrier that prevents noise propagation. The damping efficiency of sound walls ranges from 8 to even 15 dB and depends on many factors i.e. the distance from the noise source and protected buildings or the height of the soundwall. At the stage of obtaining a decision on environmental conditions, competent bodies are also responsible for the decision to build a noise barrier by the railway line. If the planned investment is implemented, all processes will be carried out to properly designate areas under acoustic protection and design appropriate solutions ensuring effective protection against noise for inhabitants.

The main purpose of the European Ecological Network Natura 2000 is to preserve certain types of natural habitats and species of plants and animals that are valuable for nature and threatened with extinction throughout Europe. That goal can be achieved by protecting the areas where these species and habitats occur. Actions to protect natural habitats, wild flora, and fauna are intended to preserve or restore biodiversity. Economic activity in Natura 2000 area is limited only in cases where the investment process could have a significant negative impact on that area (Article 33 of the Nature Conservation Act). If it is not possible to minimize the impact of the investment, it must carry out compensatory activities.

Rail transport emits noise and vibration into the environment. Diagnostics of the impact of vibration on the environment is included in two standards: PN-B-02170:1985 (Assessment of the harmfulness of vibrations transmitted by the ground to buildings) and PN-B-02171:1988 (Assessment of the impact of vibrations on people in buildings). The design of vibroisolation is carried out at the stage of preparing the design documentation. The design stage of Project implementation includes numerical modeling for dynamic calculations of the vibration isolation surface, forecasting vibrations generated by rail vehicles based on the results of vibration measurements, determination of the kinematic input, i.e. vibrations of the lower part of the building, verification of the building calculation model, simulation of the impact of vibrations on the building and on people in the building on the given vibroinsulation parameters. Vibro-insulation parameters are determined based on the results of simulations. Thanks to such activities it is possible to develop effective solutions to protect the environment against vibrations, i.e., to prepare a vibro-insulation project

Water Law obliges to obtain the agreement and application regarding the urbanized development of land located in areas of flood risk with the National Water Holding Polish Waters. Those arrangements are obtained using. National Water Holding Polish Waters may refuse to agree on an application in a few cases: the planned investment violates the provisions of the water management plan in the river basin district, the investment violates the provisions of the flood risk management plan, or poses a threat to the protection of human health, environmental and cultural goods. Additionally, the application may be rejected if the investment violates the functioning of critical infrastructure (within the meaning of the provisions of the Act of 26 April 2007 on crisis management) or hinder flood risk management. Application rejected shall be made using. Investment process implementation requires obtaining permits for the construction of linear infrastructure in flood-prone areas.

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