Metro Prague
| Basic data | |
| Country | Czech Republic |
|---|---|
| city | Prague |
| Transport network | PID |
| opening | May 9, 1974 |
| Lines | 3 |
| Route length | 65.2 km |
| Stations | 61 |
| use | |
| Shortest cycle | 115 seconds |
| Passengers | 584 million per year, daily average 1.6 million (2013) |
| vehicles | 81-71M, M1 |
| operator | Dopravní podnik hlavního města Prahy |
| Gauge | 1435 mm |
| Power system | 750 V DC power rail |
The Prague Metro ( Pražské metro in Czech ) is an integral part of local public transport and the most important means of transport in the Czech capital, Prague , alongside the tram and city bus network as well as the suburban trains, the Esko (S-Bahn), the cable car and the ferries . The subway network is based on the Eastern European subway model with three lines that form an inner-city triangle and has existed since 1974. The metro is operated by the joint stock company Dopravní podnik hlavního města Prahy ( Prague City Transport Company ) .
Line network
The Prague metro system is 65.2 kilometers long, has 61 stations (three of which are on two lines) and operates from 5 a.m. to midnight. The shortest headway time for lines A and B is 150 seconds at peak times and 115 seconds for line C (as of February 1, 2008).
Prague has a total of three metro lines:
| line | colour | route | opening | length | Stations |
|---|---|---|---|---|---|
| A. | green | Nemocnice Motol ↔ Depo Hostivař | 1978 | 17.1 km | 17th |
| B. | yellow | Zličín ↔ Černý Most | 1985 | 25.7 km | 24 |
| C. | red | Letňany ↔ Háje | 1974 | 22.4 km | 20th |
Line courses
Line A
Line A runs from the Motol district of Prague ( Nemocnice Motol station ) in the north-west of the city continuously in a south-east direction to Depo Hostivař. The route passes through the districts of Hradčany (Hradčanská) and the Lesser Town (Malá Strana in Czech) with the Hradčanská and Malostranská stations named after them , before the Vltava is tunneled under the Mánesův most ; after that, the old town is reached with the Staroměstská stop . Then is Wenceslas Square with the two transition stations Mustek and Muzeum go under. Furthermore, the districts Vinohrady and Žižkov with the stations Náměstí Míru , Jiřího z Poděbrad , Flora and Želivského are connected. The route ends after the last two stops, Strašnická and Skalka , in the Strašnice district, directly at the Depo Hostivař station , which is located in the depot of the same name.
An extension on the Dejvice-Nemocnice Motol section was opened on April 6, 2015.
Line B
The longest of all three metro lines runs in a south-west-north-east direction and covers almost the entire city area. Starting from the area of Zličín, which is characterized by numerous new building areas, this metro line opens up in an easterly direction with the stations Stodůlky , Luka , Lužiny , Hůrka and Nové Butovice the main settlement areas around Stodůlky in the west of the city. A special feature of the section between Lužiny and Hůrka is the track layout in an above-ground tube . Thereafter are sequentially Jinonice (Station Jinonice ) and Radlice with which the station Radlická by the Metro with the other areas, respectively. After a large curve to the north, the line reaches Smíchovské nádraží ( Smíchov station , railway transfer station) and Anděl . The two stations in the Smíchov district offer important crossings to numerous tram lines. After a striking curve to the right, the metro tunnels under the Vltava below the Palackého most . According to a second sheet, at the end of the tram hub Karlovo namesti at Charles Square stands, is in a northerly direction to the second node Národní the Neustadt under drive. Now, with the central U-web transfer station Můstek the Wenzel space affects, before using the station Náměstí Republiky below the same place and Florenc , the second transfer point within the underground below the location of the same name are outfitted with connections for the tram. The route continues to the northeast, which means that the Karlín district is well connected to the subway network with the Křižíkova , Invalidovna and Palmovka stops . After the next station in Českomoravská , the tunnels are continued to the west; Line B with the other stations Vysočanská and Kolbenova provides the built-up areas of Vysočany with a fast rail connection. Finally, the Hloubětín station named after the district follows , then Rajská zahrada , before the route ends at the end point Černý Most and opens up the new development areas in the easternmost part of the city.
The Rajská zahrada station has been declared “Building of the Year 1999” in the Czech Republic for its architectural design. The two tracks run above ground one above the other.
Line C
Starting with the Letňany , Prosek and Střížkov stops in the north-eastern part of the city and via the Ládví and Kobylisy metro stations , the tunnels run under the Vltava in a large arc for the first time and, with the Nádraží Holešovice station ( Holešovice station ) , connect the metro network with the suburban railway network of the Czech Railroad . Shortly after the next station, Vltavská , the line crosses the Vltava a second time and reaches the Florenc transfer point . Further in the city center, it leads under the inner-city north-south expressway to the Hlavní nádraží (main train station) station, and then to Muzeum . With the further course under the named expressway the route reaches I. P. Pavlova in the new town. Then it is led below the Nuselský most expressway bridge to Vyšehrad to the station of the same name, which also serves Nusle well. Here the metro line leaves the expressway and reaches the district of the same name in a south-easterly direction via the stations Pražského povstání , Pankrác , Budějovická and Kačerov . The last four stations Roztyly , Chodov , Opatov and Háje serve the largest residential area in the Czech Republic in the south of the city, which was built in the 1970s and accommodates more than 100,000 people.
From the Ládví underground station on line C, which opened in the summer of 2004, it has been going northeast to Letňany via the two intermediate stations Střížkov and Prosek since 8 May 2008 . The 4.6-kilometer route opens up the densely built-up areas in Prosek, in the north of the city. Line C is now 22.7 km long; the costs for the mined construction phase IV.C2 totaled 620 million euros. When it went into operation, the bus network in the northeast of Prague was completely changed, more than 40 bus routes were adapted to the new conditions.
The three new underground stations have barrier-free access . All three stations have a new type of LED light strip that indicates the safety zone at the edge of the platform. A large bus station was built at Letňany train station together with the opening of the metro . At the same time, a large Park + Ride car park with 687 parking spaces is intended to motivate drivers to use local public transport.
Stations
The Prague underground is a "free system" with no barriers or similar facilities at the entrances to the metro. Based on the architecture and other urban features at the 61 stations of the Prague metro, one can understand the development of the Prague metro. Most are equipped with central platforms, some have side platforms . A special feature is the Rajská zahrada station , the side platforms of which are distributed over two floors above ground. The depth is very different: While many stations outside the city center are directly below the ground, in the city center many stations are very deep below the surface. Exceptions to this are the stations on Line C, which were built in the early days of the Prague underground construction and are only a few meters below street level due to a lack of experience in tunneling. The Náměstí Míru station is 53 meters below the surface, making it the deepest station in the network and the second deepest underground station in the European Union after La Teixnera (Barcelona) with a depth of 73.5 meters.
Some stations of the Prague metro are located between two distinctive locations, but are named after one of these locations. The exits on the surface can be five to 10 minutes' walk apart, which is why it is advisable to pay attention to the correct exit of the station.
The three transfer stations , where two lines cross each other: Florenc , Můstek and Muzeum, are of outstanding importance . The transfer routes between the corresponding lines are clearly marked and can be mastered within three to five minutes. Many of the signs in the stations are in the color code of the line being traveled.
The metro stations have a very different design; many have no artistic elements worth mentioning and are laid out with tiles. However, marble was also used in some train stations to clad the floors, walls and columns. The older stations on Line A are often designed with architectural elements from the 1970s, including glass and aluminum tiles in different colors, slightly convex or concave or flat. Thanks to the different color and shape of the elements, each station can have its own individual design. More recent stations are more modern and functional. Attempts are also made to allow natural light to penetrate to the platforms.
Announcements
Before the doors close, the car can hear an automatic announcement, which was previously recorded on a compact cassette and is now digitally stored: “Ukončete prosím výstup a nástup, dveře se zavírají.” (Please finish getting in and out, the doors Close.) The announcement on line A has been made by the same radio employee Světlana Lavíčková for over 30 years and is now just as characteristic of the Prague Metro as the Mind the gap in the London Underground . The stations on line B will be announced by TV presenter Eva Jurinová and radio presenter Tómáš Černý on line C.
Passenger numbers
The metro has carried more than 10 billion passengers in its thirty year history. Today it handles around 40 percent of the city's transport volume with more than a million passengers a day. Until 1992 the metro was able to record a continuous increase in the annual number of passengers, in that year it had reached its record of around 630 million passengers. Then the numbers fell sharply, in 1996 a drop of more than 200 million passengers compared to 1992 was recorded, until in 1997 the trend improved again in favor of the metro. Since then, the number of passengers has increased again until 2008.
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vehicles
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The Prague Metro has used four different vehicle types in its history.
The vehicles used first were of Soviet origin and were designated as Type Ečs. They were manufactured in the Metrowagonmasch wagon factory near Moscow and delivered between 1974 and 1977. Vehicles of this type were still in use until 1997, before they were taken out of regular service and some of them were taken to museums or are in the depot of the Prague public transport company as historical vehicles. The cars are 18.81 meters long and 2.712 meters wide. The permitted maximum speed is 80 km / h, but 90 km / h are also possible. Each type Ečs car has a driver's cab and can be driven individually.
Until 2009 there were still cars of the second generation 81-7171 / 81-7141 , which were put into operation between 1978 and 1990. Externally, the modified front section is noticeable. Only the end cars 81-7171 have a driver's cab, whereas the intermediate cars 81-7141 do not. However, all vehicles have a drive. This type of car can also be found - in a different color - in metro networks in cities in former socialist countries such as Budapest or Warsaw. The manufacturer of this type was also Metrowagonmasch. The Prague variant of this type with red doors and a yellow stripe below the window panes is striking, as the rest of the car body is designed in a gray color. The external dimensions have not changed compared to the Ečs car, and it has the same top speed.
These cars generation was partially in 1996 by Škoda as Plzeň or through the progressive company Škoda Transportation modernized as, the new designation of these cars range is 81-71 M . The most obvious change concerns the paintwork: the car bodies and doors were repainted in dark gray, red and gray. The windshields were also heavily adapted to the new design.
The fourth and newest generation of cars consists of M1 series vehicles from Siemens and Adtranz . The color scheme of the five-part trains was slightly modified in favor of a light gray shade.
All underground trains are supplied with 750-volt direct current via a busbar that is coated from below .
Vehicle depots and workshops
The Prague metro system has three vehicle depots, each assigned to a line, and a repair shop.
Kačerov depot
The Kačerov depot was opened on May 9, 1974, making it the first of the system. This depot is assigned to line C, but was also temporarily responsible for the other two lines. It is located between the two stations Kačerov and Roztyly , as the line network only extended to Kačerov at the time of opening , but was later extended. So after the Kačerov station in the direction of Háje, a ramp was built that lies between the two tracks and leads to the surface. Before the opening of the depot, a test track had existed directly at the depot since May 1, 1971, which connects the underground system with the České dráhy (ČD, formerly ČSD) railway network. The official abbreviation for the name of the depot is DK.
Hostivař depot
The Hostivař depot at the terminus of line A is the depot on this line. It opened on October 17, 1985. Two tracks lead from the Skalka station outside and thus connect the depot with the line. The short name of the depot is DH. This is also where the metro system's only repair shop is located, which went into operation on July 1, 1993. It is named with the abbreviation OZM, which stands for Opravárenská základna metra (Metro repair shop). These two sites are also connected to the České dráhy (ČD) railway network via a test track. Originally there were two track connections from the Strašnicka station , separate for the depot and workshop. On July 4, 1990, the Skalka station , which is located exactly in the middle of both track connections, was opened. With this, part of the track connections were subsequently converted to normal operation. The Depo Hostivař station has existed in the middle of the rolling stock since 2006, with the special feature that the route of line A ends directly in the station with butt tracks .
Zličín depot
The Zličín depot, which was reopened on November 11, 1994, is assigned to line B and is located west of the station of the same name. Strictly speaking, it consists of three parts opened one after the other. A second part was put into operation on July 10, 2000, and a third part has been in use since June 27, 2001. Since January 14, 1999, there has been a track connection between this depot and the railway network of České dráhy (ČD) as well as Siemens DT, which maintains Prague tram vehicles with the takeover of ČKD .
Transition ramps between the lines
There are transition ramps between lines A and C as well as B and C, as in the beginning only one depot was available for all trains. In front of the IP Pavlova station , two single ramps leading to the outside lead to the Náměstí míru station . At the Florenc transition station , a central ramp guides the trains between the two levels of lines B and C.
history
Ideas and first approaches
The idea of building a subway in Prague first came up in 1898. Ladislav Rott , a well-known ironmonger in the city, suggested to the city council of the royal capital Prague: “I would like to draw your attention to the fact that now that the renovation is underway , an underground one would be possible with little financial outlay To build railway. Because with the ongoing work on the sewer system, various trenches are being dug all over the city and so the costs of this railway would only be moderate. ” The Underground in London had existed since 1863, and the Földalatti in Budapest since 1896 . And when Ladislav Rott proposed the subway for Prague, one was being built in Berlin and Paris. The renovation and the construction of a new sewer system were carried out, but the underground railway was not realized.
After the establishment of Czechoslovakia in 1918, some again considered an underground railway for the capital of the new state. In 1926, the engineer Jiří Hrusa explained his idea of a possible route for such an underground railway, which was very close to today's. In addition, the engineer had precise ideas about the movement flows in the stations to be built. He explained: “In each underground station there will be three platforms that are parallel to each other. The two outer ones are for entry, the inner one for exit. So when a train enters the station, located on both sides of platforms - the doors open on both sides, and the passengers get right on the platform of the left at the same time new passengers get on. " This as a Spanish solution known separation of However, entry and exit flows in the underground stations were not implemented.
At the end of 1926, the two engineers Vladimír List and Bohumil Belada presented their variant of the underground in Prague. This best-known design was published in a study under the name “Underground rapid transit for Prague”. Looking back, Vladimir List spoke in a radio recording in 1935: “Eight years ago, together with engineer Belada, I dedicated our project to an underground railway for the city of Prague. Even when people stared at us like fantasies, we aroused some interest. In April 1931, the electrical companies put out a public competition to solve the current traffic problems in Prague. Since then the traffic situation in Prague has worsened due to the constant increase in automobiles. There are 27,000 automobiles in Prague today, compared to 22,000 when the competition was held. The automobiles clog the streets of Prague so much that even the responsible police council publicly points out the risk of a traffic disaster and speaks out in favor of building an underground railway. "
In April 1931 a public competition to solve the traffic problems took place, from which three winners emerged. However, their plans were not implemented. The designs of the metro corresponded roughly to today's line conception with three lines, but they all had a combined solution of above-ground and underground route as the basis, since the Berlin subway with this solution was the model for the concepts.
Waiting in vain for construction to start
At the beginning of 1939, the Prague tram operators were ready to solve the traffic problems in the city. As a result, detailed subway plans were about to be implemented. Even the occupation of the Bohemian Lands by National Socialist Germany and the establishment of the Protectorate of Bohemia and Moravia in March 1939 did not stop the mature plans, which already included station drawings, vehicle designs and test drillings; Line A even reached the stage of an implementation project. However, in the end they waited in vain for the decisive start of construction, as the work was temporarily suspended in June 1941. In May 1943, due to the subsequent course of the Second World War , the subway project was finally abandoned.
After the end of the Second World War, according to the press, work should now be resumed. However, the communists' seizure of power in February 1948 was another obstacle to building the underground rail network. The Czechoslovak government decided against the implementation of the plans from the pre-war period due to the high costs and probably for ideological reasons.
realization
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In the 1960s, the inner-city traffic flow increased sharply, the trams were often stuck in traffic jams or had technical defects. The time for a solution for individual traffic and local public transport was short; a fast, efficient and, above all, relieving traffic artery had to be created for the city at last. Finally, the Czechoslovak government decided to build a high-speed tram that would run inside the tunnel in the city center but on the surface outside. The design and implementation was carried out with the help of the USSR. For line A, 43,000 tons of iron segments , 21 escalators and many other elements were delivered from the USSR . Those who know the Moscow Metro immediately recognize similarities in the details.
The Prague evening newspaper Večerní Praha announced on January 7, 1966: “A historic moment for Prague traffic: the construction of an underground tram has begun. The groundbreaking ceremony for the subway took place at 2 p.m. today. "
The first engineering networks were laid in Opletalova ulice for the first tram tunnel section. A few months later, a Czechoslovak- Soviet cooperation agreement was signed; the city turned into a major construction site. Many streets were torn open, houses had to be torn down, the splendid boulevard Wenceslas Square could no longer be used in terms of traffic and was often not accessible. The footpaths were partially laid through the open ground floor areas of the residential buildings. This method of open construction, also known as cut and cover , in which roads are torn open and the tracks are laid directly under the road, was used in the underground construction of the first sections of the network, as Prague was still in use until then had no experience in the field of tunneling. Therefore, the stations on line C are often not as deep as those on the other two lines, which were created by drilling with shield tunneling machines .
The turning point came on August 9, 1967; the government has now decided to build a full-fledged subway that should only run underground. All original plans for a combined solution with the tram were discarded. You had to improvise a lot - some stations were obviously designed for the tram. So today there are only impractical side platforms at the Hlavní nádraží (main train station) station - especially for non-residents - the large room height was designed to accommodate the overhead line .
The first section of the new means of transport in the city was a 6.6-kilometer section of Line C between Sokolovská (now Florenc ) and Kačerov and was released on May 9, 1974 (anniversary of the liberation of Prague by the Red Army ). The opening ceremonies emphasized international politics, the cooperation between the socialist countries and, above all, the Czechoslovak-Soviet friendship. Alleged attempts by opponents of the Prague Spring government to stop the project have been condemned.
This first line was expanded to Háje on November 7, 1980 and to Holešovice station on November 3, 1984 (Nádraží Holešovice) . The crossing under the Vltava was thus completed. On June 26, 2004, another section of Line C was opened. So now the Vltava is underpassed twice. Since the last extension to Letňany in May 2008, line C has a length of 22.4 kilometers.
On August 12, 1978, a second line was opened, Line A between Náměstí Míru and Dejvická . After three extensions, it led from July 4, 1990 to what was then the terminus Skalka . The Hradčanská and Staroměstská stops were renovated in 1997 and 1998. In the summer of 2006 the line was extended to the Depo Hostivař . Since April 6, 2015, the route has a length of 17.1 kilometers. That day the line was extended to the new Nemocnice Motol station.
Line B, the newest line to open on November 2, 1985 between Florenc and Smíchovské nádraží , completed the inner-city triangle. On November 11, 1994, this line was extended to the Zličín terminus . By November 8, 1998, the line to Černý Most was completed. After the opening of the Hloubětín and Kolbenova stations in 1998 and 1999, the line was not extended any further. Line B is the longest route at 25.5 kilometers.
On February 22, 1990, some stations were renamed, the previous names of which had too strong a reference to socialism . These are the following underground stations:
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The flood of the century in 2002
The floods of August 2002 along the Vltava and Elbe rivers also affected Prague, but especially the city's underground railway. Larger parts of the network, including at least 17 stations, were damaged. Each of the three lines was affected. The effects of the flood on the metro represented the greatest damage to the property of the city of Prague. Not only was damage caused to the stations near the Vltava, the water masses sometimes penetrated through the tunnels into stations far away from the Vltava. Of all the lines, line B, which is close to the Moldova for long periods, was most affected. In two places on the net, walls were dented by the water. Speculations arose that the city of Prague should have kept the subway running for too long and that the pressure doors, which would have contributed to the considerable reduction in damage, were closed too late.
The flood meant an exceptional situation for a period of several months in which the stations in the city center in particular could no longer be operated. As a result, local transport had to be managed mainly with buses and trams, which led to overcrowded means of transport, especially during rush hour . The subway network and its stations were therefore gradually put back into operation. All electrical equipment and cables had to be replaced. Repairing the damaged escalators was also a complicated task .
Around two and a half months after the flood, the first stations were opened and partial operation was made possible. The opening of the Muzeum , Hlavní nádraží and Florenc stations on Line C in the city center in October 2002 was an important first step. On November 18, 2002, before the NATO summit in the city, Line C was completely put back into operation, which brought the first relief to the other public transport modes. On December 9th, the Anděl and Karlovo náměstí stations were reopened. On December 21, line A, which until then only ran from Skalka to the Muzeum station , was extended to its original terminus at Dejvická . Thus, this route was continuously in operation again, but the two train stations Malostranská and Staroměstská , which are on the left and right of the Vltava river near the bank, were passed by the subway trains without stopping for the time being, because the repair of the escalators there had not yet been completed was completed. These two stations were also reopened later.
The repair work took the longest on line B. Here the trains did not run continuously between Černý most and Zličín until the end of January 2003 , although the stations Národní třída , Náměstí Republiky , Křižíkova and Invalidovna remained closed for the time being. It was not until March 30, 2003 that all stations were operated again without exception. The damage caused by the flood was initially estimated at around six billion Czech crowns , but after completion of the work it was estimated at 6.9 billion crowns (around 230 million euros). The Czech Republic financed 2.8 billion kroner, 2.4 billion kroner was a loan from the European Investment Bank , one billion kroner was reimbursed by insurance and 700 million kroner was provided from the own funds of the Prague transport company.
New route projects
Even after forty years, a further expansion of the route network is being sought. Although no line extensions are currently under construction, the construction of line D is to begin in 2017 [obsolete] .
Line A
The original plan was to extend line A from Dejvická station via Nemocnice Motol to the airport ( Letiště Václava Havla Praha ). The first section went into operation on April 6, 2015. However, since the faster and cheaper alternative in the form of an S-Bahn connection to the airport is planned, the further extension of Line A is uncertain.
Line B
With the construction of the Západní Město district, a two-kilometer branch is planned from the Stodůlky station. A change to the new line D could later be possible in Náměstí Republiky or Vysočanská .
Line C
Transfer options to line D are to be created in Hlavní Nádraží and Pankrác. Furthermore, an extension from Letňany to Čakovice could take place later.
Line D
 Line D
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The plans for Line D are currently being pushed ahead. The start of construction of the 7.9 kilometer long first phase between Depo Písnice , where a new depot for this line is to be built, and Pankrác , where a switch to Line C would be possible, should begin in 2017. [obsolete] The completion of this section is planned for the year 2022. As a result, in the second phase, this line is to be extended by 2.7 km to Náměstí Míru (Peace Square), where a new transfer option to line A would be created. With the new line, other parts of the city to the south will be connected to the metro network, while line C, which is reaching its capacity limits, is to be relieved. In connection with the new metro line, the tram line to Modřany is to be extended further east to the new Libuš metro station .
The first two phases should cost more than 50 billion crowns together. In addition, trains without drivers are to run on this line, and all stations will be equipped with platform screen doors for safety .
In the long term, line D is to be extended from Náměstí Míru to the north. There are currently two different variants. Either the line is extended further into the city center to Náměstí Republiky ( Republic Square), where a change to line B should be made possible, or further north-east to Vysočanská station (change to line B) to better connect the Žižkov district . In both variants, a connection to the Prague main train station with a further transfer option to line C and to Esko is planned. The latter variant has the disadvantage that the planned transfer station to line B would be very far outside the city center.
In addition, the option of having a branch line to the southeast from the Nové Dvory station to the Modřany district is kept open .
The construction of Prague metro line D is delayed by two to three years compared to the original plans. The work could start in 2020, Prague's Deputy Mayor Petr Dolínek (Social Democrats) told the ČTK news agency on August 16, 2016. The start of construction is currently blocked by the purchase of land that has not yet been completed. The capital city's magistrate may therefore have to expropriate the land.
Line E.
Originally, another line E was to be created as a ring line and lead from Pankrác via Anděl, Hradčanská, Vltavská to Palmovka and then connect to line D. However, the construction of this line is not expected in the next few decades.
literature
- Walter J. Hinkel, Karlreiber, Gerhard Valenta, Helmut Liebsch: U-Bahn - yesterday-today-tomorrow - from 1863 to 2010 . Schmid, Vienna 2004, ISBN 978-3-900607-44-9
- Hans-Werner Loop a. a .: metros in the world . Transpress, Berlin 1985, ISBN 3-344-70715-9
- Eduard Škoda: Pražský chodec v Metru . Mladá Fronta, Praha 2006, ISBN 80-204-1412-6
Web links
- Prague Public Transport Company website (German, Czech and English)
- Description of the Prague Metro (English)
- Metro Prague - UrbanRail (English)
- Private page about the Prague Metro (Czech and English)
- Pictures of the metro in Prague (German and English)
Individual evidence
- ↑ http://radio.cz/de/rubrik/nachrichten/in-prag-wird-neuer-abschnitt-der-metro-eroeffnet accessed on April 6, 2015
- ↑ Aleš Pokorný: Prague metro extended , In: Stadtverkehr , June 2008 edition; P. 44
- ↑ The Voice from the Underground ( Memento from November 2, 2013 in the Internet Archive )
- ↑ Dopravní podnik hlavního města Prahy - Výroční zpráva 2009 (PDF; 6.3 MB)
- ^ Dopravní podnik hlavního města Prahy - Výroční zpráva 2011
- ↑ Annual Report 2013 - dpp.cz (PDF)
- ↑ Technická správa komunikací hlavního města Prahy, úsek dopravního inženýrství - tsk-praha.cz , page 16 (PDF)
- ↑ http://radio.cz/de/rubrik/nachrichten/in-prag-wird-neuer-abschnitt-der-metro-eroeffnet (German), from April 6, 2015; accessed on November 24, 2015
- ↑ http://www.metro.cz/metro-k-letisti-asi-nikdy-nebude-zvitezi-definitivne-rychlodraha-p9f-/co-se-deje.aspx?c=A150306_064320_co-se-deje_jsk (Czech) , dated March 6, 2015; accessed on November 24, 2015
- ↑ OB Krnáčová: Prague does not plan to extend the metro to the airport , Český rozhlas, February 24, 2015, accessed on March 28, 2015
- ↑ 6. Koncept Územního plánu hl. m. Prahy (listopad 2009), Odůvodnění. Koncepce dopravní infrastructury , chap . 6.2 Veřejná doprava osob, str. 183-184
- ↑ Koncept odůvodnění Metropolitního plánu: 600 Cesty, lidi a zboží ( Memento of the original dated February 2, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ metroweb.cz
- ↑ http://strategickeprojekty.dpp.cz/metro/trasa-d (Czech), official website of the DPP about the new line D; accessed on November 24, 2015
- ↑ http://www.novemetro.cz/aktuality-a-vyvoj-projektu (Czech); accessed on November 24, 2015
- ↑ http://strategickeprojekty.dpp.cz/metro/trasa-d/popis-trasy (Czech); accessed on November 24, 2015
- ↑ http://zpravy.aktualne.cz/regiony/praha/naklady-na-stavbu-metra-d-prekroci-hranici-50-miliard/r~e4c26934136b11e590ae0025900fea04/ (Czech), from June 15, 2015; accessed on November 24, 2015
- ↑ http://zpravy.e15.cz/domaci/politika/povede-metro-d-na-zizkov-praha-zvazuje-ruzne-trasy-1214883 (Czech), from July 31, 2015; accessed on November 24, 2015
- ↑ http://praha.idnes.cz/trasa-metra-d-na-zizkov-nebo-na-namesti- Republiky-fbz-/praha-zpravy.aspx?c=A150810_2183309_praha- zpravy_nub (Czech), from 10 August 2015; accessed November 24th
- ↑ http://metropraha.eu/ (Czech); accessed on November 24, 2015
- ↑ http://www.metro.cz/rozhovor-decko-bude-posledni-linkou-metra-zni-z-dopravniho-podniku-1p6-/co-se-deje.aspx?c=A131013_182247_co-se-deje_row ( Czech), from October 14, 2013; accessed on November 24, 2015
