Railway line Most – Moldava v Krušných horách

	from Praha-Smíchov (formerly PDE )
	from Ústí nad Labem hl. n. (since 1968)
0.000	Must	225 m
	after Chomutov
	Brüx (Prague-Dux train station)
	Connection railway to Most hl. n. (Brüx ATE)
	Ústí nad Labem – Chomutov (until 1968)
	Connecting railway from Most hl. n. (Brüx ATE)
	Most- Kopisty	245 m
2.030	Most nové nádraží
	vlečka Unipetrol RPA
	Kopisty formerly a copyist
	Most-Minerva	245 m
	vlečka Unipetrol RPA
6.140	Most-Minerva nákladní nádraží
	vlečka důl Hlubina
	vlečka důl Herkules (Central Coal Processing)
	Lipětín formerly Lindau
~ 10.6	Litvínov město
	(Re-alignment 1894)
	vlečka Důl pluto II / důl Kohinoor II
	from (Chomutov–) Litvínov (formerly DBE )
11,890 132,297	Louka u Litvínova formerly Wiesa-Oberleutensdorf	305 m
	to Děčín (formerly DBE )

133.81	Lom u Mostu zastávka early break	320 m
	vlečka Důl Marie / důl Theodor
138.01	Osek město formerly Ossegg town	345 m
~ 140.1	Horní Háj	355 m
	Křižanovský viaduct (52 m)
	Hrobský viaduct
142.80	Hrob formerly monastery grave	392 m
	vlečka Mitscherlich & son
	Mlýnský viaduct (130 m)
~ 144.6	Střelná v Krušných horách	440 m

148.639	Dubí formerly Eichwald	570 m
~ 153.3	Mikulov v Krušných horách formerly Niklasberg	720 m
	Mikulovský tunel (Hirschberg tunnel; 334 m)
	Mikulovský viaduct (117 m)
	Novoměstský tunel (watershed tunnel; 210 m)
~ 155.3	Mikulov-Nové Město formerly New Town (Erzgeb)	775 m
157.776	Moldava v Krušných horách formerly Moldau	782 m
158.076	Czech / Germany border
	to Nossen

The Most – Moldava v Krušných horách railway is a regional railway connection in the Czech Republic that was originally built and operated by the kk priv. Prague-Dux Railway (PDE). It runs from Most (Brüx) via Horní Litvínov (Oberleutensdorf) and Osek (Ossegg) on the Erzgebirge ridge to Moldava (Moldau) , where there was a connection to the Nossen – Moldau railway in Saxony until 1945 . Because of its difficult route on the steeply rising flank of the Ore Mountains , it was previously known as the Teplitz Semmering Railway . Today the route is usually referred to as the Moldavská horská dráha (Moldovan Mountain Railway) or Krušnohorská železnice (Ore Mountains Railway) .

According to a decree of the Czech government, the line has been classified as a regional railway ("regionální dráha") since December 20, 1995.

history

Prehistory and construction

The first projects for a cross-border line to Freiberg or Klingenberg emerged as early as the 1860s to secure the coal supply for the mining region around Freiberg.

On June 28, 1872, the Austrian government granted the Prague-Dux Railway by law extensive concessions for the construction of a "locomotive railway from Brüx via Oberleutensdorf, Osseg, Klostergrab and Niklasberg to the Saxon-Bohemian border near Mulde" . Among other things, the shareholders of the Prague-Dux Railway were granted an exemption from income tax for a period of ten years from the granting of the license. On September 4, 1872, the Prague-Dux Railway received the concession for this line. Part of the concession was the obligation to "at the request of the state administration" a branch line from Neustadt im Erzg. to the Saxon-Bohemian border to connect to the Müglitztalbahn projected in Saxony . The concession provided for a construction period of two years for the section from Brüx to Klostergrab. The further line to the state border should go into operation at the same time as the connection line from Freiberg planned in Saxony by the Leipzig-Dresden Railway (LDE) or after three years at the latest.

The route on the Erzgebirgskamm near Niklasberg

The work came to an end when the PDE ran into financial difficulties as a result of the economic crisis of 1873 . Since a continuation of the work was not foreseeable, the LDE wanted to take over the further construction on its own account, which did not materialize. Instead, the Austrian state administration granted the PDE in 1877 a loan of one million guilders ö.W. in order to at least complete the section from Brüx to Klostergrab and put it into operation. Railway operations began here on December 17, 1876 (Brüx – Ossegg-Riesenburg) and May 15, 1877 (Ossegg-Riesenburg – Klostergrab).

After the Prague-Dux Railway found itself unable to continue the line construction to the Vltava, the concession issued in 1872 for the section monastery grave-state border was declared expired on October 26, 1882. Only after the Prague-Dux Railway had succeeded in securing the financing of the line construction did it receive a new concession on December 23, 1882. The new concession was issued for a standard-gauge secondary railway , which brought some cost savings in construction and operation. It provided for the line to go into operation within two years.

The construction of the uphill section on the Erzgebirgskamm required the handling of enormous technical difficulties. In total, three route variants were worked out between the monastery grave and the Ore Mountains ridge near Neustadt:

from the monastery grave by means of a rack railway on the flank of the Striker ( Bouřňák ) directly to the Ore Mountains ridge
in artificial length development on the flank of the Ore Mountains with a spiral tunnel above Eichwald
ditto with a switchback station in the bottom of the lake to save the tunnel

For cost reasons, it was finally decided to use the third variant with the switchback station. On May 1, 1883, the Novák & Teirich company started construction work together with Schön & Wessely from Prague, which progressed rapidly. Despite the cost-saving route on the flank of the Ore Mountains, three larger viaducts and two longer tunnels had to be built. Above all, Italian and South Slavic workers who already had experience in building mountain railways were employed.

On December 6, 1884, the first freight trains ran into neighboring Saxony. The railway line was officially put into operation on May 18, 1885 for all traffic.

business

In freight transport, the line met the expectations placed on it. Before the First World War, the maximum in freight traffic was reached with ten freight trains per day, each made up of 45 wagons with a load capacity of 10 tons. Between the monastery grave and the Vltava these trains had to be transported uphill in three train sections, for which three locomotives were required. Mainly coal from the North Bohemian Basin was transported, but also wood and the products of local industry.

Later, the route also became more important in winter sports. Direct trains connected the capital Prague with Vltava.

Klostergrab station (around 1900)

Eichwald railway station (around 1910)

With the nationalization of the Prague-Dux Railway on January 1, 1892, the line belonged to the network of the kk Staatsbahnen (kkStB). Instead of the previous level crossing, the kkStB created an integration into the Wiesa-Oberleutensdorf station of the simultaneously nationalized Dux-Bodenbacher Eisenbahn . The short route relocation went into operation on November 24, 1894.

Shortly before the First World War, there was a project to extend the route from Moldau via Fleyh to Georgenthal , which was intended to alleviate the economic hardship in the ridge villages. Regarding the construction of the railway, a meeting with 400 participants took place in Motzdorf on June 17, 1914 , to which the representatives of all interested communities were invited. However, Schreiter, a member of the Reichstag, referred to " the difficulties encountered by the government in such rail projects, particularly in the German area of Bohemia. " The First World War and its aftermath made the ambitious project obsolete shortly afterwards.

After the collapse of Austria-Hungary in October 1918, the route was transferred to the newly founded Czechoslovak State Railways (ČSD). The summer timetable of 1925 recorded four pairs of 2nd and 3rd class passenger trains between Prague and Vltava. It took them over six hours from the Czech capital to the Ore Mountains. Other trains only ran to and from the monastery grave.

After the Sudetenland became part of Germany on October 1, 1938, the line came to the Deutsche Reichsbahn , Reichsbahndirektion Dresden . In the Reich course book , the connection was initially included as course book route 140 Moldau – Brüx – Weberschan – Laun (Louny) . In the 1939 summer timetable, six passenger trains ran between Brüx and Moldau, with direct connections to and from Freiberg (Sachs). Later there were continuous passenger trains (three pairs of trains) on the route Brüx – Freiberg (Sachs) –Nossen. The route number was changed in the Reich course book to 73 ( Riesa-Nossen-Bienenmühle-Brüx ), with the posting timetables showing the number 169 f. The latter was included in the Reich curriculum in 1943 or thereafter.

In connection with the construction of the Maltheuern hydrogenation works by Reichswerke Hermann Göring , the Deutsche Reichsbahn built a new, modern marshalling yard at Brüx from October 1938. Part of the route was also redrawn.

Immediately before the end of the Second World War , on May 7, 1945, the German Wehrmacht , which was retreating to Bohemia, blew up the superstructure of the viaduct near Niklasberg, making the route impassable. One day later, the tracks and facilities were further destroyed when Soviet tank units used the route between the Vltava and the destroyed viaduct for their advance as part of the Prague operation .

Dubí station: on the left is the route from Louka u Litvínova, on the right it continues to Moldava (2014)

The route on the Ore Mountains ridge near Mikulov-Nové město (2007)

After the end of the war, the line came back to the ČSD. Passenger train traffic was initially resumed up to a provisional stop in front of the damaged Mikulov viaduct, from October 1946 the trains ran again to Moldova (from 1945: Moldava). The first post-war timetable of the ČSD from 1945 recorded five pairs of passenger trains between Most and Hrob and two between Hrob and Mikulov. The connection of some trains to and from Prague, which was common until 1938, was reintroduced in 1946. From 1948 onwards, almost all passenger trains were driven with modern motorized trains after the need for transport had sunk to a minimum as a result of the expulsion of the German-Bohemian population. There was no longer any connection of passenger trains beyond Most. Two locomotive-hauled passenger trains were used for excursion traffic on Sundays in the early morning, one of which only began at the Dubí switchback station. Cross-border traffic no longer took place after 1945. In 1949 the Soviet occupying forces had 250 meters of track dismantled on the German side of the border, which finally interrupted the line. In 1951 the track there was completely dismantled.

Enormous transport services in freight traffic were provided again from 1952 to 1962, when building materials had to be transported for the Fláje dam . An eight-kilometer-long material ropeway began directly at the Moldava train station, the remains of which are still visible today.

Because of the advancing open- cast brown coal mine near Most (Brüx) , the line between Most and Litvínov had to be abandoned on May 23, 1954 . A provisional track connection was put into operation for freight traffic on June 1, 1956; for ten years, travel was handled by buses as replacement rail services. The current route was opened on May 28, 1964. For freight traffic, it has been electrified with 3 kV direct current from the beginning between Most and Louka u Litvínova .

As a result of the meanwhile low transport importance, the ČSD planned to cease rail operations on the mountain route in 1967. The local national committee as well as the travel agency opposed this plan, after which the route remained in operation. From then on, however, there were no investments in infrastructure.

In the 1980s, there was increasing damage to the forests in the Ore Mountains as a result of emissions from lignite power stations in the Bohemian Basin. Lime was applied to reduce the damage and was delivered to Moldava by freight trains. At that time, the ČSD also began the first renovation work on tracks and systems. Dubí station received a new signal box with light signals. In 1989, the ČSD began repairing the two dilapidated tunnels near Mikulov. However, until the work was stopped a year later, only a steel frame was used to stabilize the tunnel vault.

On January 1, 1993, the line was transferred to the newly founded České dráhy (ČD) in the course of the dissolution of Czechoslovakia .

In the mid-1990s, there was the threat of permanent cessation of rail operations for the first time. Because of the poor track condition in the sections Lom u Mostu zastávka - Hrob and Dubí - Moldava, the ČD reduced the permissible axle load on March 1, 1996 to only 14 tons. During the journey of a measuring train on August 28, 1996, impermissible track widenings were found in 21 individual track sections, so that the line had to be closed. From then on, travel was handled by buses as rail replacement services. At the initiative of the neighboring communities, the urgently needed repairs were then carried out on the route. On November 10, 1996, the route was reopened with a pageant.

Special trip with steam locomotive in Moldava station (2003)

Scheduled passenger train at Moldava station (2014)

On July 15, 1998, the section from Louka u Litvínova to Moldava, including all buildings and facilities, was listed as a cultural monument of the Czech Republic . During this time, the rebuilding of the cross-border connection was discussed for a while. Financial reasons prevented this project.

Since 2003, the line has been part of the network of the state infrastructure operator Správa železniční dopravní cesty (SŽDC).

In recent times, the continued operation of the line has been increasingly questioned. From the timetable change in December 2006, only three pairs of trains ran on weekdays, while an approximate two-hour service was maintained on the weekends. There were further restrictions from December 9, 2007. Since then, only two pairs of trains have been running on weekdays.

From December 11, 2011, the timetable in the upper section of the route was finally geared to the needs of tourists. Outside the winter and summer seasons there have been no more trains between Osek město and Moldava. For an operational concept is introduced, as already also on the in Ústecký kraj situated route Chomutov-Vejprty implemented since of 2007. On the Most - Osek město section, on the other hand, there is an approximately hourly service on weekdays, with some of the trains going to and from Rakovník . In the " Regiotakt Ústecký kraj " line system , the route is run as the U25 line.

The section Most - Louka u Litvínova was downgraded on January 13, 2012 to the regional railway ("regionální dráha").

On Sundays in February 2016, direct winter sports trains ran for the first time between the district capital Ústí nad Labem and Moldava. The trains ran again on two weekends in February 2017, on Saturdays and Sundays.

On March 14, 2017, the route at kilometer 154.040 had to be closed due to a landslide. A replacement rail service has been set up between Osek město and Moldava for passenger trains canceled from Dubí.

The company Strabag Rail was commissioned by SŽDC to repair the blocked section and began construction work on site on July 17, 2017. A total of 53 million Czech crowns was calculated. The target date for the resumption of train services to Moldava was autumn 2017.

On November 5, 2017 it was announced that no trains to Moldava could run in the coming winter either. The reason is unexpected difficulties in the construction work. The solid ground was only encountered at a greater depth than originally assumed. As of June 2018, costs of CZK 64 million are expected. The completion of the work was scheduled for October 31, 2018. The train service was resumed on November 3, 2018.

Since the timetable change on December 9, 2018, the trains have been running on the newly introduced tourist line T8 . The timetable is the same as the year before. The previous line U25 was omitted and the passenger trains between Most and Osek město run as U12.

Route description

course

High dam with a passage near Mikulov (2013)

simplified elevation profile of the route

The route begins today in the new Most train station, which went into operation in 1978. From there, the route initially leads northwards through the North Bohemian Basin without any significant incline. The industrial complex of the former Maltheuren hydrogenation plant, which today operates as Unipetrol RPA , extends to the left of the route . From Louka u Litvínova the route rises north-east at first moderately, then more steeply on the flank of the Ore Mountains. Some valleys are crossed on viaducts. Finally, the route swings into the Bystřice valley, where the Dubí switchback station is reached. Continuing uphill, now in a westerly direction, the route reaches the crest of the Ore Mountains near Mikulov, which is crossed under in a 210 meter long tunnel. With its deep cuts, tunnels and bridges, this section is the most difficult of the entire route. The further stretch to the Moldava border station along the valley flank of the Wilden Weißeritz does not have any noteworthy engineering structures. Today's end of the track in Moldava station is right on the border with Germany.

Operating points

Most nové nádraží / Most-Kopisty

The Most nové nádraží station was built by the ČSD in the 1930s to replace several old marshalling yards at the scattered brown coal mines. It went into operation on May 31, 1936 as a marshalling yard. Initially, the Minerva, Julius III, Julius V, Herkules, Quido IV, Centrum and Columbus shafts were directly connected. Connecting curves to the Most / Brüx train station and to Kopisty / Kopist to connect to the line to Wiesa-Oberleutensdorf completed the system.

After it was taken over by the Deutsche Reichsbahn in October 1938, the station was again significantly expanded to accommodate block trains. The "Sudetenland construction plan" passed on October 15, 1938, provided for the immediate construction of a hydrogenation plant for fuel production, which was built at Maltheuren on May 5, 1939. During the construction period, the plant received 1200 cars a day.

On May 28, 1964, the new Most-Kopisty stop was opened on the east side of the marshalling yard.

Most-Minerva

Most-Minerva station, which was closed today, was located north of the Unipetrol RPA plant. The central coal preparation facility was connected to the former Hercules shaft via a towing system. Today only the Unipetrol works station and the passenger stop, which was opened on May 28, 1964, remain. The station was named after the earlier Minerva shaft.

Louka u Litvínova

Louka u Litvínova station (2012)

Today's Louka u Litvínova station was put into operation on November 24, 1894 by the kkStB in order to establish a link with the line of the nationalized Dux-Bodenbacher Railway (DBE). The Pluto shaft started mining in 1891 right at the station. The Moritz, Paul and Georg shafts were connected by towing tracks.

Hrob

The Hrob station (until 1945 German: monastery grave ) is located at the foot of the Ore Mountains at the beginning of the uphill section. Heavy coal trains were divided here and then transported further uphill with two locomotives. For the sliding locomotives located here , there was a four-seat boiler house and a turntable with a diameter of 14.65 m. The turntable and part of the boiler house were demolished in 1948.

Střelná v Krušných horách

The Střelná v Krušných horách stop was built in 1958 on a newly built housing estate for miners. Located unfavorably above the settlement in the forest, it no longer has any major significance in local public transport.

Dubí

Dubí station (2014)

Moldava Railway Station (2005)

The Dubí station (until 1945 German: Eichwald ) is located a long way from the eponymous village in the Bystřice valley. Dubí is designed as a switchback station and in its original extent had four main tracks and a loading track. Points and signals were controlled by a high signal box (still in place today). A turntable with a diameter of 14.65 meters was used to turn the tender locomotives. The debris from a nearby stream spilled the still existing turntable pit in the 1970s and again when the snow melted in 2000, of which no remains can now be seen.

During the First World War there was a material ropeway that connected the Eichwald station with the k. u k. Military mine in Zinnwald . The ores extracted in Zinnwald were loaded onto the railroad in Eichwald and sent to Příbram for further processing .

Today, two of the four remaining tracks are used for train journeys, so that train crossings are still possible.

Mikulov v Krušných horách

The stop Mikulov v Krušných horách (German until 1945: Niklasberg ) is located above the eponymous place on the steep slope of the Ore Mountains.

Mikulov-Nové Město

Today's stop Mikulov-Nové Město (German until 1945: New Town ) is located immediately after the watershed tunnel on the ridge of the Ore Mountains in the valley of the Wild Weißeritz (Divoká Bystřice). The previously extensive track systems of the former station were used to set down the push locomotives on freight trains traveling uphill, as there was only a slight incline to overcome on the further route to the Moldava border station. Today in Mikulov-Nové Město there is only one continuous track. The devastated reception building is not in use.

Moldava v Krušných horách

The Moldava v Krušných horách station (until 1945 German: Moldau ) was a border station for cross-border traffic to Bohemia. After the end of cross-border traffic, the facilities, which were now only used by Czech domestic traffic, fell into disrepair. The once extensive track system has now been dismantled to a platform and transfer track.

Former station names
1913	1921	1939	1946	1953	2014
Brüx (Aussig-Teplitz train station)	Most teplické nádraží / Most Teplice station	Brus	Must	Most hlavní nádraží	-
-	-	-	-	-	Most (nové nádraží)
-	-	Kopitz	Kopisty	Kopisty	-
-	-	-	-	-	Most-Kopisty
-	-	-	-	-	Most-Minerva
Lindau H.	Lipětín / Lindau	Niederleutensdorf	Dolní Litvínov	Litvínov předměstí	-
-	-	-	-	-	Litvínov město
Wiesa-Oberleutensdorf	Louka-Horní Litvínov / Wiesa-Oberleutensdorf	Wiesa-Oberleutensdorf	Louka-Horní Litvínov	Litvínov-Louka	Louka u Litvínova
Fraction H.	Lom u Mostu / Bruch	Fraction Hp	Lom u Mostu zastávka	Lom u Mostu zastávka	Lom u Mostu zastávka
Ossegg-Riesenberg	Osek-Risenburk Ossegg-Riesenburg	Ossegg city	Osek město	Osek město	Osek město
-	-	-	-	Horní Háj	Horní Háj
Monastery tomb	Hrob / monastery grave	Monastery tomb	Hrob	Hrob	Hrob
-	-	-	-	-	Střelná v Krušných horách
Eichwald	Dubí v Rudohoří / Eichwald	Eichwald (Erzgeb)	Dubí v Krušných horách	Dubí v Krušných horách	Dubí
Niklasberg H.	Mikulov v Čechách / Niklasberg	Niklasberg	Mikulov v Krušných horách	Mikulov v Krušných horách	Mikulov v Krušných horách
Neustadt bei Moldau	Nové Město v Rudohoří / New Town	Neustadt (Erzgeb)	Nové Město v Krušných horách	Nové Město v Krušných horách	Mikulov-Nové Město
Moldova	Moldava v Čechách / Moldau	Moldova	Moldava	Moldava v Krušných horách	Moldava v Krušných horách

Vehicle use

kkStB 180.01 in the Strasbourg Railway Museum (2002)

Freight train ready for departure in Eichwald with kkStB 73 and 77 (1908)

The Prague-Duxer Eisenbahn acquired four-coupled tender locomotives from the Floridsdorf locomotive factory for its steep section in the Ore Mountains , which the kkStB assigned to class 77 . The five locomotives built in 1884 were named KLOSTERGRAB , EICHWALD , MOLDAU , NIKLASBERG and NEUSTADT . Because of meter load restrictions and the limited size of the turntables, the locomotives had two-axle tenders. The operational kkStB later also used the structurally similar Type 73 series on the line.

In the years 1900 to 1910, the kkStB acquired a new five- coupled tender locomotive with the series 180 based on Gölsdorf principles, which had been specially designed for the Klostergrab – Moldau route. The locomotives (most recently in a modernized form as the ČSD class 524.2 ) remained in use until the end of steam operation in 1967.

The Deutsche Reichsbahn used the class 86 in front of passenger trains between 1939 and 1945 .

Today the scheduled travel is handled with the railcars of the ČD series 810 (ČSD M 152.0) and 814 . In winter, locomotives of the ČD series 742 (ČSD T 466.2) are occasionally used in front of the railcars if the manning of the trains and the weather conditions require it. The direct train from Ústí nad Labem and the midday train pair from Moldava to Most and back are operated on weekends and public holidays with a multiple unit of the ČD series 844 (“Regioshark”).

literature

Bohumil Šádek, Martin Žaba, Jan Urban: Moldavská horská dráha. Lokálka Group Rokycany, 1999.
Michal Švec: Does the Ore Mountains Railway still have a chance in the 21st century? In: U nás v Krušnohoři / With us in the Ore Mountains. ALWAC, Teplice 2005, without ISBN, p. 56.
Krušnohorské noviny. Květen 2015., Českojiřetínský spolek - sdružení pro rozvoj obce Český Jiřetín; ISBN 978-80-260-8024-4 .

Web links

Commons : Most – Moldava railway line - collection of images, videos and audio files

Most – Moldava on www.zelpage.cz
Description (Czech)
Krušnohorská dráha Most-Dubi-Moldava (Czech)
Photo page Most – Moldava on www.bahnmotive.de
Homepage of the Krušnohorske železnice Club (Czech)
Locomotive railway with cogwheel operation. In: Wiener Zeitung , October 19, 1877, p. 7, top left. (Online at ANNO ).Template: ANNO / Maintenance / wrz
Krušnohorským Semmeringem do Saska. In: ceskatelevize.cz. Retrieved on May 23, 2019 (in Czech, report on the railway line from around 10 minutes (4th film section)).

Individual evidence

↑ Zdeněk Hudec u. a .: Atlas drah České republiky 2006-2007 , 2nd edition; Publishing house Pavel Malkus, Praha, 2006, ISBN 80-87047-00-1 .

↑ ^a ^b Prohlášení o dráze 2016 ( Memento from July 5, 2016 in the Internet Archive )

↑ Decree of the Czech government of December 20, 1995

↑ Law No. 104 of June 28, 1872

↑ Law No. 32 of September 4, 1872

↑ Law No. 142 of April 16, 1877

^ Opening of the 13.7 km long section Brüx – Ossegg on December 17, 1876. - See: Commerce, Industry, Transport and Agriculture. (…) Railway buildings in 1876. In: Wiener Zeitung , October 5, 1877, p. 7, top left. (Online at ANNO ).

^ Announcement by the Minister of Commerce of October 23, 1882

↑ Law No. 2 of January 13, 1883

^ Krušnohorské noviny. Květen 2015; P. 8.

↑ Summer timetable 1925 of the ČSD

↑ Timetable 1939 of the Deutsche Reichsbahn - valid from May 15, 1939

↑ [Reich course book winter 1942/43 of the Deutsche Reichsbahn - valid from November 2, 1942 until further notice]

↑ Timetable 1944 of the Deutsche Reichsbahn - valid from July 7, 1944 until further notice

^ 1945 timetable of the ČSD

↑ ČSD timetable 1946/47

↑ Database of listed objects in the Czech Republic

↑ ČD 2012 annual timetable - valid from December 11, 2011 ( page no longer available , search in web archives ) (PDF; 109 kB)@1@ 2Template: Dead Link / portal.idos.cz