Friday, 20 Sep 2019
D–O–E route - Zlín Region offers virtually ready stretches of the waterway PDF Print E-mail
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D–O–E route
First kilometers to run through Slovakia or Austria
The South Moravian Region – base of the Czech water transport development
Zlín Region offers virtually ready stretches of the waterway
Olomouc Region – junction of European waterways
Moravian Silesian Region - Tradition and future
Through Poland to the navigable Oder
The waterway corridor in Pardubice Region – a serious designing challenge
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Zlín Region offers virtually ready stretches of the waterway

Zlínský krajThe title of the chapter does not exaggerate. Between the wars, the Morava River was subjected to a number of alternations, although they were not supposed to become a part of the D-O-E waterway, as they were motivated otherwise: flood control, irrigation, “small” navigation within Baťa Canal, waterpower utilization. Nevertheless, it appears that the contemporary concept can use entire stretches and a large number of their facilities. The pool of the Hodonín dam represents the first ready-made section, which can be included in the waterway practically without further adjustments. However, the water level heave of the Hodonín dam ends at Rohatec. The D-O-E water corridor will have to leave the river there and transfer to a right-bank lateral canal. Such routing has even other reasons: firstly, the Morava upstream from Rohatec has kept its natural character so far, practically untouched by human hand, with wonderful meanders and on-going dynamic riverbank processes.

The route and longitudinal section of the D-O-E water corridor up to Přerov in its second stage. The map in full resolution you can download here...

Benefits of water corridor Danube-Oder-Elbe for Zlín Region

• Due to Baťa Canal as well as other water management facilities in the area, the region features almost ready-made sections of the D-O-E water corridor. It is only necessary to link them, so that they can be fully employed in all their functions, like effective flood control (especially endangered areas include Kroměříž, Otrokovice, Uherské Hradiště, Staré Město and Uherský Ostroh), considerable increase of attractiveness of industrial locations and search for new economic projects. In this respect, the D-O-E water corridor could become a spine of the whole region.

• Also further development of tourism, and pleasure boating especially, should account for another indispensable benefit of the D-O-E waterway, as it is to connect the currently isolated Baťa Canal with the continuous European network of waterways, thus including the area to all-European pleasure boat cruising tours.


So-called collapsing banks are a spine of the PLA Strážnické Pomoraví. Any interference with the current character of the landscape – extremely rare in the country – would be an inexcusable mistake, which even an inexperienced and insensitive water corridor designer would hardly choose to commit. Secondly, the favourable morphology of the right bank terrain will allow construction of a higher lock at Rohatec, which 18-km pool will be suitable for navigation. The right-bank D-O-E water corridor first follows the railway quite closely and cuts through large sand quarries, and later enters the existing flood diversion canal of the Morava between Uherský Ostroh and Strážnice. 

It was built between the wars to protect the townships of Uherský Ostroh and Veselí nad Moravou, had nothing in common with the D-O-E waterway, although it now represents another of its almost ready stretches. Its turn into a waterway will require some changes, though: it will be partially widened and constantly filled with water – not only in flood periods. Its banks should be more naturally landscaped, with shallow lagoons on their sides. Namely, the unsatisfactory tree dressing of the banks in mostly neglected fruit tree alleys should be substituted with trees natural for riverbanks. The discharge capacity of the canal will increase considerably, which should further intensify the flood control of the above-mentioned cities. The canal route will turn back into a river one entering the pool of the existing dam in Nedakonice. The Nedakonice dam pool represents another ready-made stretch all the way up to Staré Město at Uherské Hradiště. The Nedakonice pool will call only for minor alignment improvements at Kostolany nad Moravou. A newly arisen island in the river should host artificial biotopes and the movable weir in Kunovský Les would be dismantled as the Nedakonice dam at full heave would make it redundant. The following section Staré Město–Spytihněv again runs in a right-bank lateral canal with one lock. It follows quite exactly the route of the present Baťa Canal. Transferring of part of high discharges to the D-O-E water corridor will reduce the flood danger in the area from Napajedla to Uherské Hradiště. 

Zdrž jezu Spytihněv je lemována odstavenými rameny a štěrkovnami. K tomu, aby se stala mezinárodní vodní cestou třídy Vb v rámci vodního koridoru D-O-L, chybí snad jen vytyčení plavební dráhy. 

A pool of the dam Spytihněv is lined with deadend branches and gravel pits. Add only buoys marking the channel and it will pass for an international waterway of Vb class on the D-O-E water corridor. 

Elevation of the Spytihněv pool is not to change as it guarantees sufficient navigation depths all the way to the following dam at Bělov. Thus, the Spytihněv dam is yet another basically ready section, which needs only slight alignment improvements at Napajedla and Otrokovice. The Bělov dam lock will enable reaching of the Bělov pool, which water level will have to elevate a little. The dam was adjusted to the future elevation already when under construction. Its initial section is satisfactory in terms of depth as well as the routing direction of the waterway. The only correction will be needed at Kvasice. The real problems await at the end of the elevated part in the area of Kroměříž. The official documents of regional planning registered a route preferring to detour via the left bank to a straight stroke through the town. The final routing will have to be optimized yet.

Kroměříž – „hanácké Atény“ z ptačí perspektivy. Za zámkem (v popředí) se rozkládá rozsáhlá Podzámecká zahrada, lemovaná řekou Moravou. Řešení vodního koridoru D-O-L v tomto úseku by si vyžádalo značných kompromisů, aby nebyla tato zahrada ani v nejmenším narušena. Variantní řešení obchází levobřeží část města (v pozadí).

Kroměříž – a bird’s eye view of “the Athens of Haná”. Behind the castle (front) there is the large Podzámecká Garden lined with the Morava River. The D-O-E water corridor routing solution required serious compromises here as not to affect the garden in any way. The route circles around the left-bank part of the town (behind).

The waterway crossing through Kroměříž has two major problems. First of all, it does not allow routing with radii 800 – 1,000 ms. If the waterway was to avoid the valued Podzámecká Garden, the project had to settle for R = 600 ms only in two cases. Neither that treats the problem as the navigation channel in such bends would have to be widened to 40 + 28,3 = 68,3 ms, which cannot possibly fit the narrow space of Kroměříž. The option of the compromise, settling on the realistic width of 50 ms, would limit passing of convoys in both directions in the bends, i.e. declare them a navigation narrow. The necessary elevation of a road bridge in the town centre is not an easy task either. The solution may appear in a form of yet another compromise: a slight increase in the vertical alignment by 1–2 ms, so that the bridge offered enough clearance at average discharges, and a movable bridge construction (swing or lifting bridge) in the navigation opening. Such bridges are quite common e.g. in the Netherlands, Belgium, USA, Canada or France, distinctively contributing to the landscape coloring.

Although a central Moravian citizen will hardly welcome the red light not only at crossroads or railway crossings but also at a movable bridge. Luckily, such situation would be extremely rare in case of the bridge in Kroměříž. Only at the higher discharges, when the water level should reach extremely high and an extremely large vessel should need to pass (a vessel carrying three tiers of containers, for instance). To let the D-O-E water corridor route detour Kroměříž treats both the problems at once, while it intensifies the town flood control. The deviation has been considered earlier already, but only for high water reasons, without any navigation use. However, this option is rather costly as it requires a new motorway bridge on D 1, which is currently being built, and elevation of its vertical alignment. The through-town alternative has no such problems as the motorway bridge over the Morava already meets the navigation needs. On the northwest fringe of Kroměříž , there is a high movable weir on the Morava. The waterway will reach the level of its pool via a lock built either near the dam or on the by-pass, to enter the last nearly ready-made stretch of the D-O-E water corridor in the area of the Morava River. The pool of the Kroměříž dam spans almost to Kojetín, where the route has to leave the Morava entirely and run in a left-bank lateral canal with a lock at Záříčí connected to the pool of the reconstructed dam Troubky on the Bečva. At floods, this section of the water corridor – already on the territory of the Olomouc region – will relieve both the Morava and Bečva rivers at their confluence and could become the first part of a flood control system protecting Přerov and its surroundings including Troubky, which was so heavily hit at the 1997 flood. Apart from that, it ought to provide an access to the port of Přerov as another stage terminal after the one in the Břeclav–Hodonín area.

Koncovým bodem druhé etapy vodního koridoru D-O-L je obratiště při úrovňovém křížení s Bečvou, odkud vychází odbočka do přístavu Přerov u Henčlova. Přístav je navrhován jako multimodální logistické centrum s vlastní průmyslovou zónou, navazující na železniční uzel i budoucí dálnici. Další odbočka může být vedena korytem Bečvy až do blízkosti existujících závodů chemického a strojírenského průmyslu v Přerově. 

A turning place at a level crossing with the Bečva is the end-point of the second stage of the D-O-E water corridor. A detour to the port of Přerov near Henčlov branches there. The port is designed as a multimodal logistic centre with an industrial zone of its own, connected to a railway junction and a future motorway. Another extension can run through the Bečva riverbed up to the already existing plants of chemical and engineering industry in Přerov.

Along with the port of Přerov the route of the second stage should feature berth on the right-bank canal in the area of Veselí nad Moravou–Uherský Ostroh na Moravě in Staré Město, in Otrokovice and in the section Kroměříž –Kojetín. The berth in Otrokovice should be larger both in size and in significance, as it will be connected with an extensive industrial zone. Finally, the navigation may lead through a short stretch of the Bečva adjusted for one-vessel traffic to reach the already existing chemical and machinery plants in Přerov.

Průmyslové závody na západním okraji Přerova se rozkládají na obou březích Bečvy. Korytem této řeky by mohla být vedena plavební odbočka, která by je napojila na vodní koridor D-O-L. 

Industrial plants in the west suburbs of Přerov lie on both the Bečva riverbanks. Its riverbed could run a branch canal extension connected to the D-O-E water corridor.

Coexistence of water corridor D-O-E with Baťa Canal

Coexistence of the waterways should have three forms. In the short stretch between Staré Město and Spytihněv Baťa Canal will be substituted by the right-bank canal; the whole fall will be passed in one lock of medium rise. It is likely that a special small lock for pleasure boating will have to be added. Both “small” and ”large” navigation would operate in the pools of the Spytihněv and Nedakonice dams, while the small lock in Nedakonice would be kept in order to allow transfer of pleasure boats to the parallel Baťa Canal from Nedakonice to Rohatec, where this canal comes to its end in about 1 km from the Hodonín pool on the Morava. If the canal was to be connected to the pool through the Radějovka River, and a necessary small-rise lock was built (Rohatec lock), the little parallel waterway would become a through route. Such arrangements would allow round pleasure boating trips through Moravské Slovácko along both the “small” and “major” waterways, which could considerably contribute to the tourist attractiveness of this part of Moravia.