In a conversation with Priority Business & Government, Transport Minister Ivan Bednárik outlines the State Transport Infrastructure Fund’s record-breaking budget, the strategic balance between motorway and railway development, and the possibilities for involving private capital. He also discusses the progress of high-speed rail corridors, the auditing of public contracts worth billions of Czech crowns, the modernisation of the České dráhy (Czech Railways) fleet, and the adoption of intelligent technologies for advanced transport management.
Although the SFDI budget has reached record levels, public finances remain under significant strain. Which infrastructure projects do you consider essential to maintain, even in the face of potential cost-cutting measures?
With an 81.1 billion CZK allocation to the Road and Motorway Directorate this year, we have successfully maintained all key projects without cuts. In April, construction began on the nearly 20-kilometre D11 section between Jaroměř and Trutnov; once completed in late 2029, it will provide a direct motorway link from Prague to the Polish border. Our ongoing priorities include the Znojmo and Břeclav bypasses, the D35 segments (specifically Opatovec–Mohelnice, a Public-Private Partnership project, and Úlibice–Hořice), and progress on the D6, D48, and D55. This year’s targets involve opening approximately 40 km of motorways and 21 km of first-class roads, including key sections of the D3. Furthermore, the D35 stretch from Ostrov to Vysoké Mýto is nearing completion, though the Homole tunnel will be finished at a later stage.
With the D4 motorway serving as a model, discussions regarding further Public-Private Partnerships have intensified. In your opinion, where does private capital make the most sense in transport infrastructure, and where would it pose too great a risk for the state?
The success of the D4 motorway demonstrates that PPPs are a viable model. I consider them a vital instrument for accelerating delivery, increasing efficiency, and alleviating fiscal pressure. For large-scale infrastructure, PPPs serve as an effective complement to traditional funding. A current example is the D35 Opatovec–Mohelnice section; we invited final bids early this year, expect them by summer, and will start construction by the end of this year. Furthermore, we intend to expand the use of PPPs to our railway projects.
High-speed rail lines are set to move from the planning stage to implementation. Which section will be the first real test for the state, and when can we expect construction to begin?
The Railway Administration has been allocated 1.5 billion CZK this year for preparations for high-speed rail. The Moravská brána I and II segments are currently in the most advanced design stages; they are integral to the core corridor connecting Prague, Brno, and Ostrava and provide a direct link to Poland. Land acquisition is currently underway, and construction is expected to begin in 2029, with the first trains potentially entering service in 2035.
With contracts worth billions from the Railway Administration and the Road and Motorway Directorate, the state often has to deal with price changes, amendments and delays. What control mechanisms do you wish to implement to ensure the state builds more predictably and at justifiable prices?
While we cannot completely eliminate the risks associated with long-term construction – such as price fluctuations, geological conditions, and external factors – we are constantly working to manage and minimise them. I am pleased that the State Transport Infrastructure Fund operates as a vigilant overseer rather than a mere “piggy bank” for the Ministry. Its role is to ensure the technical and economic integrity of projects through expert reviews of project documentation, on-site monitoring, and rigorous invoice verification. To this end, I advocate for clear, standardised rules – such as FIDIC contracts – to maintain control over costs, quality, and timelines. Transparency and open competition are essential to ensure public funds are spent wisely. For instance, the Railway Administration is currently aligning its procurement processes with the successful models used in motorway tenders, aiming to build more infrastructure for less money.
The company České dráhy is investing in new trains, whilst also addressing debt and the economics of public transport. Where do you draw the line between the necessary modernisation of the fleet and the financial sustainability of the national carrier?
Upgrading our trains is not a luxury but a fundamental requirement for staying competitive, ensuring comfort, and maintaining safety. Investing in new trains means better service, more passengers, and lower running costs. The debate is not about whether to invest, but how. Without these upgrades, the operator would fail to meet passenger demands or satisfy its contractual obligations.
While the Czech Republic continues to bridge gaps in connections with neighbouring countries, it is also introducing C-ITS technology. Should the state focus on streamlining pre-construction phases, prioritising cross-border connectivity, or implementing smarter traffic management across the existing network?
These areas are interrelated, but the quickest solution is to expand C-ITS on the existing infrastructure. The system is already operational on the D0, D1, D5, and D11; we are preparing to extend it to the D2, D8 and D10, as well as to cities including Prague, Hradec Králové, Mladá Boleslav, and Olomouc. To maximise the system’s effectiveness, completing cross-border links is essential, most notably the D3. We expect the Nažidla–Dolní Dvořiště segment to be finished by late summer, with the entire South Bohemian D3 connecting to Austria’s S10 by mid-next year. Although streamlining the pre-construction phase remains the greatest challenge, we are accelerating the process through legislative reform, digitalisation, and administrative standardisation.
Thank you for the interview.
