Public transport system in Prague

Prague, the capital of the Czech Republic, is a political, economic and tourist centre of both national and international importance. Its administrative borders cover an area of 496km² with approx. 1,181,000 inhabitants and almost 780,000 job opportunities. At the same time, Prague is the centre of the Central Bohemian Region with additional 500,000 inhabitants, with close links to its territory. As in other big cities, Prague’s public transport system (hereinafter referred to as the ‘PT system’) plays an important role in ensuring basic functions of the city. The PT system in Prague has been gaining in importance with a gradual extension of the metropolitan territory and related development of new points of departures and destinations, mostly located further from the city centre. This involved mainly densely populated housing estates and production facilities. Developments after 1989, associated with liquidation or diversification of large production facilities, strengthening of the tertiary sphere and a slower pace of housing development, resulted in the modification of PT requirements. Requirements associated with the quality of the transport process have thus gained in importance.

In connection to an enormous increase in car ownership levels in the 1990s a decisive benefit of PT was given, by its function as an effective instrument to regulate private car traffic – the scope and pace of which in Prague was absolutely unprecedented compared to other cities. Naturally, this led to a critical worsening of traffic conditions, particularly in central parts of the city. Apart from the development of an appropriate road network system, the solution of this unfavourable situation involves particularly increasing the level of PT and maintaining its high share in the total modal split in Prague. In spite of a drop resulting from developments in the 1990s (in 1990 this share was about 73%), this share is currently about 57%, which is highly appreciated by transport experts. Naturally, it has been increasingly difficult for the PT system in Prague to compete with private cars. Given the extreme increase in private car ownership level and multiple increases in fares – which were absolutely necessary because of the continuous growth in operating costs – public transport must offer better quality services. Given the historic nature, diversified territorial arrangement and multiple functions of the city of Prague, a success can be achieved only through a gradual fulfilment of a clearly defined transport policy. The key principles of such policy contained particularly in the City Transport Policy Principles and the Strategic Plan of the Capital City of Prague, include the following:

• to plan and manage the operation and development of the transport infrastructure in Prague as a system;
• to develop the transport system in harmony with residential development ;
• to design, plan and manage transport infrastructure as a global system for all transport modes which have to co-operate rationally;
• to create conditions to service the city centre in order to meet a decisive part of public transport requirements and efficiently regulate car traffic;
• to develop the transport system not only in terms of transport capacity but also with a great focus on safety and sufficient quality of transport;
• to prefer environmentally friendly transport systems;
• to ensure mobility and/or barrier-free access to transport services for people with impaired mobility and orientation ability;
• to provide comprehensive transport information as much as possible.

The above mentioned principles are fully reflected in the activities of Dopravní podnik hl. m. Prahy, a.s., (Prague Public Transit Co. Inc. – which we will refer to in this article as DPP), the major public transport operator in Prague. In provision of the entire scope of its services, our public transport undertaking fully complies with European standards governing the quality of PT, relevant criteria concerning particularly maximum vehicle capacity, the highest admissible intervals, the accessibility of the city centre, customer care, comfort, safety and minimisation of adverse environmental impacts. These criteria are met through a number of ways and it would be appropriate to specify some particular ways of achieving the set objectives. To start with, we should mention the organisational framework and the actual system of provision of public transport services in Prague. The PT system within the territory of the city of Prague and surrounding areas of the Central Bohemian Region is included in the Prague Integrated Transport (PID) System, organised by the Regional Organizer of Prague Integrated Transport System (ROPID), an institution established by the municipal authorities in 1993. The gradually developed PID system, integrating individual operators based on joint transport and tariff conditions, including co-ordination of timetables, includes underground railway (metro), tram services, railway services, funicular railway and urban and suburban bus services. We must not forget to mention also a related development of Park & Ride system. ROPID sets quite a detailed direct framework for operating activities of particular operators; the transport organisation plan defines also line routing, including parameters of particular lines.

Metro, trams and buses

DPP provides public transport services particularly on the territory of the city of Prague by means of its basic transport subsystems – metro, tram and bus systems, plus additional funicular railway services. Almost 1.2 billion passengers are carried annually. The metro (underground) system is a critical element of the PT system with a 40% share in the total passenger numbers. Its network consists of three lines – A,B,C – with 53.7km of tracks and 53 stations. Metro rolling stock consists of 727 cars; 81 five-car trains operate during morning peak hours. The tram system includes 140.9km of tracks, 52% of which are segregated. The share of the tram system in the total number of passengers carried is about 30%. Rolling stock consists of 954 trams; 701 trams operate during peaks. The bus system represents a complementary system to rail public transport providing transport services mainly on the outskirts but also servicing some tangential routes. The length of bus network is 810.6km, of which 675.7km within the city; bus fleet consists of 1239 buses with 944 buses operating during peaks. With regard to the fact that a substantial part of rolling stock and fleet renewals is implemented through refurbishments, the inventory of vehicles of DPP is currently higher than the number of vehicles in operation. Basic aspects substantially influencing the level of public transport include development of networks and rolling stock. In connection with the issue of development and optimisation of the PT network, it is particularly necessary to stress the fact that the future plans rely on the use of existing transport subsystems, i.e. metro, tram and bus systems. In this connection the general urban development plan expects a continuous increase in the share of electric traction in the total modal split, achieving at least 80% by 2010. In practice, this means that in line with basic transport and environmental trends an emphasis will be put on development of capacity rail systems replacing buses by environmentally more friendly electric traction but mainly increasing the share of PT segregated tracks as a precondition for increased regularity, reliability, speed, safety and other desirable functional aspects.

Rail transport development

Development of rail public transport, anchored in the urban development plan, is thus focused particularly on provision of transport connections from/to densely populated residential areas (for example, Barrandov, Severní mevsto), on improved intermodality between transport subsystems (this involves e.g. the planned extension of tram line to a newly developed train station Podbaba); last but not least, we should also mention plans focused on optimisation of line routings and operational measures (for example bridge over the Vltava River with the railway line ‘Zlíchov – Dvorce’). For emergency situations (natural disasters, breakdowns of a large extent) conditions must be provided to enable an appropriate substitutability of particular transport subsystems, eliminating a danger of a total collapse of traffic in the capital. For example, in the year 2002 when the city of Prague was hit by disastrous floods and a substantial part of the metro system was flooded, a decisive volume of transport performance was provided by surface transport modes. In 2004, a new metro extension IV.C1 ‘Nádrazví Holesvovice – Ládví’ was opened (3.9km, 2 stations) which meant a critical breakthrough in provision of transport services to/from densely populated residential areas in the northern part of the city. Currently, intense works are in progress in connection with the additional metro line C extension. The currently developed extension IV.C2 ‘Ládví – Letnvany’ (4.6km, 3 stations), planned to be opened in 2008, will provide transport services to/from a densely populated Prosek housing estate, the developed area of Letnvany (exhibition grounds and shopping centres, capacity P&R facilities, surface transport terminals) and other catchments areas. Early in 2006 work started on metro line A to extend it by approximately 1km to a newly built station called ‘Hostivarv Depot’. This is designed to improve transport services from/to industrial areas in the eastern part of the city and reduce bus services in the exposed parts of the city. Groundbreaking development projects for the future metro system are currently in the preparation stage. One of these projects includes building the initial segment of the fourth metro line D, which will solve the insufficient provision of transport services for the densely populated residential areas in the western part of the southern area of the city. It will establish an alternative to the operationally vulnerable routing of metro line C over the Nuselsky´ bridge and relieving this line. With regard to expected operational characteristics, the new metro line I.D ‘Hlavní nádrazví – Písnice’, with 10 stations, creates conditions for possible use of a light rail system which are currently under review. The second key plan, representing a new concept given by developments of previous years, is an extension of the metro line A towards the west to dynamically developing Ruzynev airport. The revised extension (8 stations) is being further elaborated and steps are taken to incorporate the project into urban development plans. The decision on the priority of implementation of the above mentioned two extremely demanding transport projects falls within the competence of top municipal authorities. With regard to the high investment costs of such projects, however, a significant co-funding from European funds will obviously be required. Line routing is predominantly focused on the improvement of transport services to/from the western part of the city. As regards to the provision of a fast transport connection between Ruzynev airport and the city centre, the option of fast railway is still being considered. The opening of the new tram line ‘Hlubocvepy-Barrandov’ in 2003 was the most important recent event in the tram system. This tram line represented a totally critical and necessary breakthrough in solving provision of transport services formerly provided by bus services which were inadequate both in terms of operation and in terms of capacity. The new tram line (3.6km with 6 pairs of stops) uses scaffolding bridges to climb the Barrandov terrace (elevation of 130m). Where the tram line crosses decisive roads, underpasses have been introduced. This transport project has a distinctive architectural design, not leaving aside the above-standard technical equipment of tram stops. At the moment, an additional extension of this tram line by 1.5km (to Slivenec) is at the stage of preparations. This solution will provide transport services in a dynamically developed area of Barrandov terrace. The tram line ‘Laurová – Radlická’ (1 km, 3 pairs of stops) in Smíchov is at the final stage of preparation. Preparatory work has also been carried out on the tram line ‘Pocvernická – Sídlisvtev Malesvice’ (2km, 6 pairs of stops) which will provide quality transport services to a densely populated residential area of Malesvice, Prague 10, along with a desirable substantial elimination of bus services. A technically demanding connection of tram lines in the northern suburbs of Suchdol (4.87km, 7 pairs of stops) represents principally a new concept, developed beyond the scope of initial plans. Tunnel sections (1,295m) and bridge sections (380m) are used along the line in a large extent. Other topics under discussion include the development of tram lines in the city centre.

Public transport priority systems

Newly developed metro and tram lines bring a higher share of segregated PT tracks with all the associated positive operational impact while also increasing the scope of barrier-free access on the PT network. Naturally, preconditions for a smooth, fast and safe flow of public transport must be established also on non-segregated existing surface transport tracks, which is reflected in a package of measures ensuring PT priority over private cars. With respect to trams, priority is provided by longitudinal separating barriers and adjustment of traffic lights at intersections. 8.4 km of separating humps, segregating trams from cars running on the same street level, have been implemented. Tram and bus priority at crossroads equipped with traffic lights, based on active detection of vehicles in front of the crossroads, has been implemented on 106 out of the total 458 crossroads equipped with traffic lights. With respect to buses, reserved bus lanes have been used as an efficient priority measure. 6.4km of reserved bus lanes on streets and 3.7km of reserved lanes on tram tracks (along with additional 1.6km of lanes exclusively designed for night bus services) are currently available in the bus system.

Barrier-free access to metro stations

With regard to extending the accessibility of metro stations for people with reduced mobility, barrier-free access is available at 29 stations. With respect to newly developed stations, barrier-free access is an integral part of development projects; older metro stations, located mainly in the city centre, must be additionally provided with facilities allowing such barrier-free access. This mostly represents a problem both in technical and financial terms. In the near future, the number of easily accessible metro stations will be increased. To meet the needs of visually impaired people, metro stations are fitted with guidance acoustic beacons, guidance system and other safety elements.

Fleet and rolling stock

Fulfilment of the absolute majority of PT quality requirements goes hand in hand with the level of rolling stock of particular transport subsystems and an extraordinary attention is thus paid to the renewal of metro and tram rolling stock and bus fleet. A decisive share in the rolling stock of the critical transport system, i.e. metro, is still represented by old Russian cars (the 81.71 model), most of which will be put out of service within five years. The actual renewal of metro rolling stock is performed through a combination of acquisition of new M1 cars, manufactured by Siemens, and reconstruction of Russian cars, carried out by Skoda Transportation. At the end of 2005 the inventory of metro cars included 215 modernised 81.71M cars and 225 new M1 cars. The above mentioned method of metro rolling stock renewal has led to a reduction of the percentage of repairs, increased reliability of vehicles, traction power savings (up to 30% with respect to M1 cars), reduction of maintenance works and increased passenger comfort. A substantial benefit is the increased life cycle of the rolling stock, up to 40-50 years with respect to new cars; refurbishments extend the life cycle of vehicles by at least 20 years. Metro line A has completely shifted to modernised 81.71M cars, line C uses exclusively new M1cars. After the end of life cycle of old 81.71 cars modernised 81.71M cars will be used on the line B. After 2010 we intend to acquire cars of new model series representing more upgraded types of vehicles, allowing to couple cars to enable to make way through the entire train; these trains will be equipped with data interchange, modern diagnostics and information system, preparation for driverless operation and other progressive technical elements. Unambiguously, the most difficult situation in rolling stock renewal can be traced to the tram system where only a limited scope of renewals through refurbishments of T3 cars has been implemented due to limited funds available. Modernisation of cars, so far applied to 230 vehicles, is to be continued until 2010 with 50 vehicles refurbished each year. Modernisation leads to reductions in electric power consumption, improved working conditions of tram drivers and increased passenger comfort. Naturally, it does not meet the latest requirements for tram solutions (articulated, low-floor trams) which are solved through other forms of rolling stock renewal depending on funds available. These solutions include a gradual reconstruction of 47 trams of KT8D5 type involving insertion of a central low-floor segment. However, the delivery of new articulated low-floor trams represents a breakthrough in tram rolling stock renewal. 20 articulated low-floor trams, known as 14T, are being delivered between 2005–2007. There is also the possibility of having 40 additional trams (of this type) by 2010. These trams are delivered by Skoda Transportation, which won the public tender. The articulated low-floor tram model meets all current requirements for this type of transport, particularly low-floor characteristics, economic operation, life cycle, high level of the drivers site, user-friendly passenger interior, a modern information system, as well as an attractive vehicle design by Porsche Design Studio. Based on the results of a public tender Skoda Transportation will also deliver trams for the period 2009-2018 with a planned delivery of 250 vehicles with a completely new design. In the bus fleet regular acquisition of buses resulted in a relatively stabilised condition – with the average age of buses being approximately 6.2 years old. Based on public tenders the renewal of bus fleet is performed through acquisition of locally manufactured Karosa buses while continuously increasing the number of low-floor vehicles. At the end of 2005 the fleet included 380 low-floor buses, i.e. about 31% of the bus fleet. Elimination of negative environmental impacts is an integral part of acquisitions of buses as these are equipped with engines complying with the strictest emission limits.

Future challenges

The above mentioned plans associated with development of transport networks and rolling stock renewal clearly imply that a great focus is placed on creation of preconditions for meeting public transport quality requirements. Naturally, the same holds also for all other activities of the major public transport operator in Prague. We could mention, for example, the development of control and management systems, improved quality of maintenance of vehicles and tracks, development of passenger information system, optimisation of ticketing system, timetables and other operational aspects. All of it is aimed at a key objective – the provision of reliable, smooth and safe public transport with appropriate operational parameters (intervals, speed), with a sufficient comfort for clients in terms of accessibility, comfort, information about services, all of it taking into account minimisation of adverse environmental impacts of the actual operation. Given the necessity of creation of appropriate financial resources to cover the associated investment and operating costs we can state that this involves one of the basic forms of ensuring a manageable traffic situation in the capital city of Prague.