2007 - TSK Praha

THE TECHNICAL ADMINISTRATION OF ROADS OF THE CITY OF PRAGUE
Department of Transportation Engineering
THE YEARBOOK OF TRANSPORTATION
PRAGUE 2007
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V bĜez
THE TECHNICAL ADMINISTRATION OF ROADS OF THE CITY OF PRAGUE
Department of Transportation Engineering
THE YEARBOOK
OF TRANSPORTATION
PRAGUE 2007
Dear Reader,
you have obtained the Yearbook of Transportation which was
a regular publication annually prepared by the Institute of
Transportation Engineering of the City of Prague. You may have
been surprised to read on its cover the booklet was processed
by The Technical Administration of Roads of the City of Prague.
The reason was a decision of the City Council of the Capital
of Prague of 25 October, 2007, on merging the two bodies as
of 1 January, 2008, into a successor body to be the allowance
organisation The Technical Administration of Roads of the City
of Prague under which transportation engineering responsibilities
are to be covered by a division of The Technical Administration
of Roads of the City of Prague – Department of Transportation
Engineering (ÚDI). The Yearbook of Transportation has not even
this year been withheld from you. On the contrary, the new
condition enables to provide the yearbook with more data.
On the other hand, you might not have been surprised the traffic kept on increasing in 2007 in
all types including aircraft (by 7.6 % over 2006), passenger cars (by 3.2 %) and public transport
(by 1.0 %). It seems inescapable then that the transportation remained a priority of Prague
administration in urban investment development and the regular traffic. The total municipal budget
expenditures in transportation exceeded CZK 20 billion in 2007.
Owing to it, constructions of the most significant and most demanding transport engineering
structures were able to go on in the same pace in 2007, in particular the Metro C line section Ládví
– Letňany, a portion of the City Ring Road Malovanka – Pelc-Tyrolka and the Vysočany radial road.
A major traffic arrangement measure was the introduction of a new parking regime inside Praha 2
(a new zone of paid standing) at the close of the year as well as expanding the zone at the
left riverbank Praha 1 neighbourhood. Increased attention was paid to telematics development,
especially to what provides current traffic information. Many measures were introduced with
regard to enhancing traffic safety and improving the biker and pedestrian mobility.
Last but not least significant transportation investments come by the Government which was
directed to road and railway traffic in 2007. They were, primarily, two constructions on the south
of the Prague Ring Road (Slivenec – Lahovice and Lahovice – Vestec), the “New Link” construction
and redevelopment of the Hlavní nádraží Main Station.
These results achieved in 2007 show the effort of the Capital of Prague municipal administration
and its transportation bodies to keep improving the traffic in Prague and, in line with the
approved concept, to implement its solution in the fastest and most efficient way possible. I am
sure that we will have the privilege to present, in the next yearbook, more key projects important
for Prague whose implementation was provided for already in 2007.
Prague, 1 May, 2008
Radovan Šteiner
transportation councillor
of the Capital of Prague
Dear Reader,
the Yearbook of Transportation 2007 you receive was prepared by a rearranged team of
Department of Transportation Engineering. Regardless of the restructuring that followed 1 January,
2008, we have given our best effort for you to get the most exact, comprehensive information
on the development of transportation in Prague in 2007.
The early chapters of the Yearbook make apparent that, concerning traffic conditions in the
Czech Republic, the Capital of Prague is specific in comparison with other Czech cities or
motorways and roads in the country. This is manifested in volumes of car traffic and demands
for public transport that exceed the average.
In spite of the fact that Prague road network in many places has already reached capacity
restricting options for more traffic volume growth inside the city, car traffic volumes exceeded
the 2006 figures by more ca. 200 million VKT (i.e. +3.2 %) in 2007. The number of registered
motor vehicles, however, went up only by 2.6 % including 1.2 % for passenger cars. It testifies
to an increasing effect of the outer car traffic, supported with growing density of car traffic found
in middle and outer zones of the city while inner city volumes have stagnated since as early as
1998.
Given the ongoing growth of car traffic in Prague, it is encouraging to find out numbers of injured
victims in traffic accidents have kept dropping in the last seven years. The number reached even
its fifteen year low in 2007.
The rise in car traffic is accompanied with increased transportation volumes of public transport,
keeping virtually constant the PT to car modal split 57 % to 43 % in favour of public transport
since 2000. It is also supported, no doubt, with a high share of public transport in the total
transportation expenditures in the municipal budget. It makes for a limited development and
innovations in urban PT tracks, fleet renovation and improving conditions for PT vehicle operation
on the roadways of the city. By way of example, tram priority was introduced in 7 more and bus
priority in 28 more signalled crossroads in 2007, 19 new low-deck 14T trams were purchased
as well as two buses with a platform for the handicapped, 45 Metro cars were reconstructed
as well as 55 tram cars and 30 buses. Improvement for passengers was also due to a better
information system, adjusted traffic islands and carriageways around some tram and bus stops
where the car traffic is heavy as well as other transportation engineering measures supporting
more regular traffic and enhancing its safety. Expectedly, also new transport constructions went
on inside Prague territory and notable funds were earmarked for redevelopment and maintenance
of the present property.
Designs of transportation engineering measures to decrease traffic accident rate, optimise the
arrangement and control of road traffic, monitoring and evaluation of traffic development and
systematic preparation for future evolution of the whole urban mobility system are among the
chief responsibilities of transportation engineering. These specialised services, mainly for Prague,
are provided, since January 2008, by Department of Transportation Engineering (ÚDI) of The
Technical Administration of Roads of the City of Prague.
Prague, 1 May, 2008
Ing. Luděk Dostál
director
Ing. Ladislav Pivec
first deputy director
CONTENTS
4
1
1.1
1.2
BASIC DATA ..........................................................................................................................
The Capital of Prague ..........................................................................................................
Prague compared with the Czech Republic ......................................................................
5
5
6
2
2.1
2.2
2.3
2.4
2.5
CAR TRAFFIC .......................................................................................................................
Development in number of motor vehicles and cars........................................................
Motor car traffic volumes on workdays .............................................................................
A workday mode share ........................................................................................................
Temporal patterns in motor vehicle traffic..........................................................................
Weekend car traffic...............................................................................................................
7
7
8
12
13
15
3
3.1
3.2
3.3
PUBLIC TRANSPORT...........................................................................................................
Prague Integrated Transport (PID) .......................................................................................
Public transport in Prague not included in PID ................................................................
Outer public transport ..........................................................................................................
16
16
26
27
4
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
TELEMATICS AND TRAFFIC SIGNAL CONTROL ..............................................................
Telematics in traffic ...............................................................................................................
Construction and renovation of traffic signals ...................................................................
TSD priority for public transport vehicles ..........................................................................
Control centres ......................................................................................................................
TV monitoring systems (TVD) ..............................................................................................
Variable information signs (VIS) ...........................................................................................
Speed measurement and traffic light violation recording..................................................
Mobility Information Centre (DIC) Prague ...........................................................................
30
30
30
32
34
35
36
37
41
5
NEW TRAFFIC ARRANGEMENTS .......................................................................................
42
6
6.1
6.2
6.3
ROAD TRAFFIC SAFETY......................................................................................................
Traffic accidents ....................................................................................................................
Traffic education ....................................................................................................................
Measures to enhance road safety ......................................................................................
43
43
46
47
7
7.1
7.2
7.3
7.4
TRAFFIC AT A STANDSTILL ................................................................................................
The inner city ........................................................................................................................
The rest of the city territory ................................................................................................
Park and Ride (P+R) ............................................................................................................
K+R stopping places ............................................................................................................
48
48
52
52
55
8
BICYCLE TRAFFIC ...............................................................................................................
56
9
PEDESTRIAN TRAFFIC ........................................................................................................
59
10
AIR TRANSPORT ..................................................................................................................
61
11
WATER TRANSPORT ...........................................................................................................
65
12
TRANSPORTATION STRUCTURES .....................................................................................
68
13
FUNDING THE OPERATION AND DEVELOPMENT OF THE URBAN MOBILITY .............
72
14
EU AND OTHER MUNICIPAL PROJECTS .........................................................................
75
The Yearbook of Transportation Prague 2007
BASIC DATA
1.1
1
The Capital of Prague
Selected data on the Capital of Prague as of 31. 12. 2007
City area
Population
Total road network
specifically,
motorways within the city
other urban motor roads
Number of bridges in the road network
specifically,
bridges across the river
grade-separated intersections
underpasses
Number of road tunnels (total length 4 553 m)
All motor vehicles
including passenger cars
Motor vehicles per head
in vehicles per 1 000 inhabitants
Passenger cars per head
………….
………….
………….
………….
………….
………….
………….
………….
………….
………….
………….
………….
27
205
120
7
780 738
612 879
………….
644
in cars per 1 000 inhabitants
Metro (underground) network (in operation)
Tram network
………….
………….
………….
specifically, dedicated trackbed
………….
Public Transport bus network
………….
Traffic lights
………….
specifically, separate pedestrian crossings
………….
Vehicle kilometres travelled (VKT) throughout motor car traffic
in an average workday
annually
Modal split (based on all trips in the city on a workday)
public transport
car transport
bicyclists
pedestrians
Traffic accidents
Traffic accident injuries
………….
………….
fatal
serious
slight
Relative accident rate (accidents per 1 million VKT)
………….
………….
………….
The Yearbook of Transportation Prague 2007
496 km2
1 212 000
3770 km
10 km
76 km
580
………….
………….
………….
………….
………….
506
54.7 km
140.9 km
52 %
685 km
504
78
20.9 mil. VKT
6.9 bn. VKT
43 %
33 %
1%
23 %
33 484
57 %
43 %
33
352
1 923
4.8
5
1.2
Prague compared with the Czech Republic
Area (km2)
Population (mil.)
specifically, the workforce (mil.)
Motor vehicles (000s)
Motor vehicles
per head
Passenger cars
per head
specifically, passenger cars (000s)
(motor vehicles per 1000 persons)
(persons per 1 motor vehicle)
(passenger cars per 1000 persons)
(persons per 1 passenger car)
The Rohanské embankment
Prague
496
1.212
0.633
781
613
644
1.6
506
2.0
CZ
78 864
10.381
4.967
5882
4269
567
1.8
411
2.4
Prague/CZ (%)
0.6
11.7
12.7
13.3
14.4
-
Husitská street
Vehicle kilometres 1990 – 2007 (mil. VKT / avg. workday 0-24 h)
Year
1990
2000
2005
2006
2007
Index 07/90 (%)
Index 07/06 (%)
Prague*
7.3
16.6
19.9
20.3
20.9
287.0
103.2
CZ+
80.9
131.2
148.5
156.6
163.0**
201.5**
104.1**
* throughout the whole network
+ motorways & roads, class 1, 2 & 3 incl. sections inside Prague
** preliminary data
The Patočkova – Střešovická crossroad
6
Bělohorská street
The Yearbook of Transportation Prague 2007
CAR TRAFFIC
2.1
Development in number of motor vehicles and cars
2
The total number of motor vehicles registered in Prague rose steeply until 1999, then the rise
has slowed down.
Registered motor vehicles in 1961 – 2007 (100 % = 1990)
Year
1961
1971
1981
1990
1995
2000
2005
2006
2007
Populat.
(000s)
1 007
1 082
1 183
1 215
1 210
1 181
1 180
1 188
1 212
PRAGUE
Motor vehicles
number
%
93 106
22
203 519
48
367 007
86
428 769
100
641 590
150
746 832
174
749 786
175
761 071
178
780 738
182
Passenger cars
number
%
44 891
13
133 129
40
284 756
85
336 037
100
535 805
159
620 663
185
602 339
179
605 774
180
612 879
182
Czech Republic (Czechoslovakia till 1971)
Populat.
Motor vehicles
Passenger cars
(000s)
number
%
number
%
13 746
1 326 801
291 680
14 419
2 931 629
- 1 041 137
10 306
3 449 300
85 1 872 694
79
10 365
4 039 606 100 2 411 297
100
10 321
4 728 859 117 3 113 476
129
10 267
5 230 846 129 3 720 316
154
10 247
5 401 917 134 3 954 769
164
10 287
5 613 943 139 4 098 114
167
10 381
5 882 312 146 4 269 231
177
Numbers of motor vehicles and cars per head, 1961 – 2007
Year
1961
1971
1981
1990
1995
2000
2005
2006
2007
PRAGUE
Vehicles per head
Passenger cars per head
Veh. per
Pers. per
Cars per
Pers. per
1 000 pers. 1 vehicle 1 000 pers.
1 car
92
10.8
45
22.4
188
5.3
123
8.1
310
3.2
241
4.2
353
2.8
276
3.6
530
1.9
443
2.3
632
1.6
525
1.9
635
1.6
510
2.0
640
1.6
510
2.0
644
1.6
506
2.0
The Palackého square
The Yearbook of Transportation Prague 2007
Czech Republic (Czechoslovakia till 1971)
Vehicles per head
Passenger cars per head
Veh. per
Pers. per
Cars per
Pers. per
1 000 pers. 1 vehicle 1 000 pers.
1 car
97
10.4
21
47.1
203
4.9
72
13.8
335
3.0
182
5.5
390
2.6
233
4.3
458
2.2
302
3.3
510
2.0
362
2.8
527
1.9
386
2.6
546
1.8
398
2.5
567
1.8
411
2.4
The Jiráskův bridge crossroad at Smíchov
7
Passenger cars per head, 1961 – 2007
0RAGUE
2.2
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Motor car traffic volumes on workdays
An increase in car traffic with its impacts started to show in Prague as early as in 1930s. The
city saw a drop in car traffic for a time due to the World War II and the post-war development
(e.g. the 1937 figures of 1 passenger car in 32 persons in Prague were achieved again following
the war and post-war decline only in 1959).
Since 1960s, the number of motor cars started to grow significantly in Prague, causing problems
in traffic mainly due to insufficient capacities of key crossroads. Up to late 1980s, however, these
issues affected only a small number of crossroads, most of them in the city centre, and occurred
chiefly during traffic peaks. The explosion rise in car traffic in 1990s created a new condition. It
was especially from 1992 to 1997 when the car traffic grew in the city with a rate unparalleled
in European cites, except the ones in the former East Germany.
The capital of Prague assumes a special position in the Czech Republic in car traffic, manifested
in extraordinary densities and VKT in comparison with other Czech cities or motorways and
roads in the country.
The basic aggregated parameter for the development of car traffic in Prague is VKT (vehicle
kilometres travelled) throughout the road network. The VKT is monitored by the Institute of
Transportation Engineering of the City of Prague from as early as 1978, utilizing an in-house
developed database software, IDIS (Transportation Engineering Information System).
In addition to VKT, Prague car traffic development trends are monitored by means of cordon
surveys, i.e. periodic traffic counts taken on spots which together make a rounded-off cordon
over all the important in-roads entering a defined area. The inner city traffic development is
monitored via the central cordon, the extra-urban traffic development is monitored through the
outer cordon. The two cordons’ time arrays have been collected and available at the Institute of
Transportation Engineering since 1961.
Note: all VKT data relate to a 24 h average of a normal workday; all car traffic data exclude public
transport buses.
Motor vehicles covered the total of 20 929 000 km VKT throughout the whole Prague area
around the clock on an average workday. The passenger cars’ share of it was 19 016 000 km
VKT i.e. 91 %. Comparing with the previous year, it means motor cars covered 651 000 km
8
The Yearbook of Transportation Prague 2007
VKT more in Prague daily in 2007 which is 3.2 % above 2006. Comparing with 1990, car
traffic in the city increased by 187 % i.e. almost three times before 2007. Comparing with the
car traffic growth on motorways and roads in the Czech Republic, the growth in Prague was
approximately 1.5 times higher in the period.
In the greater central area of the city, the volume of car traffic was stagnant; comparing it with
the previous year, it was virtually the same. The intensity of car traffic in the greater city centre
area rose annually until 1998 when it reached its peak and, since then, it has stagnated with
slight variations in both directions. 315 000 vehicles including 301 000 passenger cars entered
the greater inner city area during the 24 h of an average workday between 6. a.m. and 10 p.m.
in 2007.
In the middle zone of the city, the car traffic volume increased by 2 to 5 % over the previous
year. The traffic in this zone has been growing steadily and significantly since 1990. It has
multiplied three to four times on some roads over 1990.
In the outer zone of the city, the car traffic volume grew by 3.1 % over the previous year.
Comparing it with 1990, 3.6 times more vehicles (+260 %) entered Prague daily from its environs
(suburban zone, other regions in the nation, abroad). The car traffic in the outer zone of the city
has been rising steadily since 1990. About 277 000 vehicles including 241 000 passenger cars
entered Prague around the clock on an average workday of 2007.
The D1 motorway close to Chodov
The Poděbradská – Kbelská crossroad
The heaviest volumes in sections of Prague road network in 2007 were carried by Barrandov
Bridge with its 135 000 vehicles passing daily (0-24 h), the heaviest split-level junction was the
5. května – Jižní spojka (Southern Connection) junction (220 000 vehicles daily) and the heaviest
level-junction was Poděbradská – Kbelská (76 000 vehicles daily).
Traffic volume on central and outer cordon, 1961 – 2007
Workday, both directions total, 6 a.m. to 10 p.m.
Year
1961
1971
1981
1990
1995
2000
2005
2006
2007
Passenger cars
number
%
69 000
18
241 000
63
247 000
64
385 000 100
474 000 123
594 000 154
547 000 142
551 000 143
547 000 142
Central cordon
Lorries
number
%
32 000
82
38 000
97
39 000 100
39 000 100
31 000
79
23 000
59
17 000
44
15 000
38
15 000
38
All vehicles
number
%
128 000
29
299 000
69
292 000
67
435 000 100
513 000 118
627 000 144
574 000 132
578 000 131
573 000 132
Passenger cars
number
%
14 000
14
50 000
50
67 000
66
101 000 100
204 000 201
304 000 301
394 000 390
421 000 417
438 000 434
Outer cordon
Lorries
number
%
14 000
41
23 000
68
31 000
91
34 000 100
36 000 106
43 000 126
56 000 165
60 000 176
59 000 173
All vehicles
number
%
36 000
26
77 000
55
104 000
74
140 000 100
245 000 175
351 000 251
457 000 326
489 000 349
504 000 360
100 % = 1990
The Yearbook of Transportation Prague 2007
9
Traffic volumes on central and outer cordon, 1961 – 2007
An average workday, both directions total, 6 a.m. to 10 p.m.
THOUSANDSåOFåVEHICLESåå
#ENTRALåCORDON
/UTERåCORDON
Car traffic volume development in Prague and the Czech Republic, 1990 – 2007
An average workday
10
0RAGUEååCENTRALåCORDON
0RAGUEååOUTERåCORDON
#:ååMOTORWAYSåANDåSTåNDåRDåCLASSåROADS
0RAGUEååTOTAL
DEVELOPMENTåINåååå
The Yearbook of Transportation Prague 2007
CRITICAL SECTIONS IN THE PRAGUE
ROAD NETWORK 2007
Road sections with long-term congestions
Critical intersections
Intersections and sections with critical traffic in 2007
The pace of the VKT growth in car traffic in Prague was the highest after 1990 as shown by
comparison of the average year-on-year growth of the daily VKT throughout the overall urban
road network:
1981 – 1990 y-o-y
+192 000 VKT/day
1991 – 1995 y-o-y
+1 134 000 VKT/day
1996 – 2000 y-o-y
+736 000 VKT/day
2001 – 2007 y-o-y
+613 000 VKT/day
Most of the rise in the car traffic in Prague following 1990 has been due to passenger cars.
During 1991 to 2007, the VKT per vehicle in Prague grew as follows:
passenger cars
+225 %
lorries and buses
+32 %
all vehicles
+187 %
The car traffic grows differently in different city zones. From 1991 to 2007 the car traffic increased
in the following way:
all-network average
+187 %
the greater inner city
+32 %
the outer zone
+260 %
the middle zone of the city +100 to +300 %
The Yearbook of Transportation Prague 2007
11
Vehicle kilometres travelled in Prague, 1961 – 2007 (100 % = 1990)
All roads, an average workday, 0-24 h
All motor vehicles
millions VKT
%
2.273*
31
5.061*
69
5.562
76
7.293
100
12.961
178
16.641
228
19.899
273
20.278
278
20.929
287
Year
1961
1971
1981
1990
1995
2000
2005
2006
2007
Passenger cars only
millions VKT
%
1.273*
23
3.543*
65
4.338
79
5.848
100
11.509
197
15.131
259
18.023
308
18.330
313
19.016
325
VKT percentage
of passenger cars
56
70
78
80
89
91
91
90
91
* an estimate from volume trends on the central and outer cordon (VKT is monitored in Prague since only 1978)
Vehicle kilometres travelled in Prague 1961 – 2007
All roads, an average workday, 0-24 h
MILLIONSåOFå6+4
Average Vehicle Occupancy (AVO) – persons per passenger car
Year
1990
1995
2000
2005
2006
2007
2.3
Inner city (central cordon)
1.57
1.45
1.37
1.35
1.35
1.35
Outer zone (outer cordon)
1.90
1.60
1.49
1.42
1.40
1.39
all Prague
1.71
1.50
1.44
1.40
1.38
1.38
A workday mode share
The traffic flow is made up largely of passenger cars. Concerning the local distribution, the
passenger cars get the greater share the closer they are to the city centre. The share in 2007
was:
in the central cordon
96 %
in the outer cordon
87 %
the network average
91 %
12
The Yearbook of Transportation Prague 2007
Percentage of mode share, 1961 – 2007
Workday, both directions total, from 6 a.m to 10 p.m.
Central cordon
Year
1961
1971
1981
1990
1995
2000
2005
2006
2007
Passenger
Motorcycles
cars
53.7
19.4
79.3
5.6
84.3
0.4
88.6
0.7
92.4
0.3
94.7
0.6
95.4
0.7
95.4
0.9
95.5
0.9
Lorries
29.4
13.3
13.2
9.1
6.0
3.7
2.9
2.7
2.6
The Jiráskův bridge
2.4
Outer cordon
Buses
(exc. PT)
2.0
1.8
2.0
1.6
1.3
1.0
1.0
1.0
1.0
Passenger
Motorcycles
cars
38.6
22.1
63.2
8.6
65.1
0.6
72.1
0.5
83.4
0.2
86.5
0.2
86.2
0.4
86.0
0.4
86.8
0.3
Lorries
34.4
25.1
30.3
24.0
14.7
12.1
12.2
12.4
11.7
Buses
(exc. PT)
4.9
3.1
4.0
3.4
1.7
1.2
1.2
1.2
1.2
The Průmyslová street
Temporal patterns in motor vehicle traffic
Workday volume variations in motor vehicle traffic show the following characteristics.
The bulk of the daily traffic volumes is carried out during daylight (75 % from 6 a.m. to
6 p.m., or 80 % from 6 a.m. to 7 p.m.) while the period from 6 a.m. to 10 p.m. covers
about 91 %.
Following 5 p.m., the traffic volume displays a steep and largely linear drop till midnight.
The morning peak hour comes at 7–9 a.m., the afternoon peak hour is between 4–5 p.m.
The morning peak hour’s share is 6.9 %, the afternoon peak hour’s share is 6.9, too (100 %
= 0–24 h).
The differences between peak hour share and off-peak share are not very sharp. The noon
sag hour (from noon to one o’clock) is 5.8 per cent of the whole day.
Daily traffic density variation in lorries and buses (excluding public transport) displays
a different characteristic from the overall profile. Their peak hour is 10–11 a.m., making 8.5 %
of the all-day goods vehicle and bus volumes. Following 11 a.m. there comes a mild and
more or less regular decrease without any sag or next peak until midnight.
Consequently, the share of lorries and buses in the traffic flow changes significantly during
the day:
– the all-day average is 9 %,
– it rises up to 15 % in the morning,
– it descends to 7 % in the afternoon,
– evening and night values range between 4 to 10 %.
The Yearbook of Transportation Prague 2007
13
Daily variation, 2007 – Prague, all network
The K Barrandovu street
$ECEMBER
3UNDAY
3ATURDAY
&RIDAY
4HURSDAY
7EDNESDAY
4UESDAY
-ONDAY
3EPTEMBER
!UGUST
*ULY
*UNE
-AY
!PRIL
-ARCH
&EBRUARY
*ANUARY
PERCENTåååALLYEARåAVERAGE
Annual variation, 2007 – Prague, all network
/CTOBER
Weekly variation, 2007 – Prague, all network
PERCENTåååAVERAGEåWORKDAY
14
.OVEMBER
PERCENTååå
The Ke Kříži street
The Yearbook of Transportation Prague 2007
2.5
Weekend car traffic
The annual traffic volume surveys include counting weekend traffic on the urban outer limit.
Weekend departures occur mostly on Friday afternoons between 3 to 7 p.m., Saturday between
8 to 11 a.m. and partially also on Sunday mornings. On the other hand, weekend arrivals
concentrate in a narrow period of Sunday return time from 2 to 10 p.m. These are also the
times for periodic holiday traffic monitoring to take place during the spring survey time on the
outer cordon. The weekend car traffic development is available since 1973.
Weekend traffic volumes, 1973 – 2007
Sunday, outer cordon, Prague bound, from 2 p.m. to 10 p.m.
Passenger cars
Year
All vehicles
number
%
number
%
1973
70 000
74
77 000
77
1981
77 000
82
80 000
80
1990
94 000
100
100 000
100
1995
98 000
104
101 000
101
2000
116 000
123
120 000
120
2005
132 000
140
138 000
138
2006
123 000
131
128 000
128
2007
148 000
157
153 000
153
100 % = 1990
Weekend traffic volume development, 1973 – 2007
THOUSANDSåOFåVEHICLES
å
The weekend traffic modal share is clearly far the greatest for passenger cars; it was 97 % in 2007.
The average passenger car occupancy in weekend traffic in 2007 was 1.96 persons per car.
The Yearbook of Transportation Prague 2007
15
PUBLIC TRANSPORT
3
3.1
Prague Integrated Transport (PID)
3.1.1 Basic data
Prague Integrated Transport across the region of the city includes the Metro (underground),
trams, urban and suburban bus lines, railway, the funicular to the Petřín hill and ferries. In 1990s,
it began to be gradually covered with a unified transfer tariff that enables to make a trip on
a single ticket regardless of the means of transport and the carrier.
Prague Integrated Transport System is organized by Prague Integrated Transport Regional
Organizer (ROPID), an allowance organization established by the Municipality of Prague in
1993. Its chief carriers are the Prague Public Transit Co. Inc. (Dopravní podnik hl. m. Prahy, a. s.)
that operates the Metro (underground), trams, funicular and most of the bus lines, and Czech
Railways (České dráhy, a. s.) operating the railways. Twelve more private carriers share in operating
bus lines. Also three river ferries are included in the integrated transport.
Development of suburban PID bus lines
.UMBERåOFåLINES
The redeveloped Strančice railway station
16
NUMBER
åå
.UMBERåOFåCOMMUNITIESåSERVICED
A suburban PID line No. 356 on the Evropská street
The Yearbook of Transportation Prague 2007
Number of railway stations and stops integrated in PID
NUMBER
ååå
A total of 187 bus lines were operated on the territory of the city at the end of 2007. The number
included 13 overnight lines, 17 school lines and 2 lines for limited mobility persons. Additionally,
157 regional bus lines were operated, out of them 88 lines provided city-to-country transport,
7 lines for overnight operation and 62 lines covered solely an extra-urban region.
Number of operated PID bus lines (including overnight, school and limited mobility lines)
Carrier
DP hl. m. Prahy, a. s.
Other carriers
Total
city territory
172
15
187
region territory
19
138
157
Basic data on Prague Integrated Transport (PID), 1997 – 2007
Year
Number of communities served by suburban PID buses
Number of railway stations and stops included in PID
Number of suburban PID bus lines
Millions of VKT in suburban PID bus lines
Millions of VKT in all the PID lines except railway (i.e.
Metro + tramway + urban and suburban buses)
Passenger percentage using PID tickets on railway
lines included in PID
*
1997 1998 1999 2000 2001
69
83
104 159 218
181 181 181 190 200
38
48
54
89
114
4.12 5.03 7.99 9.36 12.91
2002
251
219
133
15.79
2003
278
221
146
18.48
2004
299
211
147
20.20
2005 2006 2007
299 300 299
212 207 223*
147 158 157
22.2 22.4 23.6
150
149
156
157
163 161.6 172.9 177.8 178.9 187.1 188.6
32.5
35.6
37.2
39.2
43.0
52.1
56.5
57.7
59.7
60.4
63.3
following the re-operation of the railway line Hostivice – Tuchoměřice – Podlešín (only for weekend biker return trains
Praha – Slaný)
Number of passengers handled in PID, 2007 (in thousand persons/year)
Carrier, means of transport
Dopravní podnik, a. s. Metro
tramway
buses
Contractor carriers
buses
Total
České dráhy, a.s. (with PID tickets)
Total including railways
in the city
537 266
352 100
294 561
58 529
1 242 456
17 192
1 259 648
outside the city
8 999
45 128
54 127
2 782
56 909
total
537 266
352 100
303 560
103 657
1 296 583
19 974
1 316 557
3.1.2 Municipal Public Transport (MHD)
The Metro (underground) makes a backbone network of the PT system. It consists of three lines
with a total operational length 54.7 km and 54 stations (including three interchanges counted as
two stations each).
The Yearbook of Transportation Prague 2007
17
A barrier-free entry through personal elevators or rail platforms is possible in 29 stations. They
are 5 out of 13 stations on the A line, 13 out of 24 stations on the B line and 11 out of 17
stations on the C line. More stations are accessible with adjusted freight elevators.
An average commercial speed of the Metro trains is 35.8 km/h with an average station-to-station
distance of 1 072 m. The Metro share in transported persons PT total reached 43.2 % in 2007.
METRO NETWORK 2007
stations with barrier-free entry
Additional two M1-type Metro trains were put in service in 2007, needed to extend the C line
as far as the Letňany station. The extension is to be launched in spring 2008. The operational
fleet currently counts as much as 48 trains of the M1 type. 45 cars, type 81-71 (81-71M), were
refurbished. An average age of the cars in Metro operation is 6.5 years.
The Metro fleet in 2007
Fleet
81 – 71
81 – 71M
M1
Total
An M1-type Metro train at the Vyšehrad station
18
Inventory
206
295
240
741
Operation
102
225
240
567
An 81-71M-type Metro train close to the Hostivař depot station
The Yearbook of Transportation Prague 2007
The tramway network was 140.9 km long in the end of 2007. 52 % of the length was run on
a dedicated trackbed (a raised embankment in roads, and in some places, on separate track
lanes led outside of road). The average stop distance throughout the network is 542 m. The
tramway transportation shared 28.3 % of all persons transported in 2007.
A KT8N2-type tramway at the Palackého square
A 14T-type tramway training ride practiced by new drivers
As of 31. 12. 2007, Prague was served with 26 daytime tram lines (operating from about 4:00
a.m. till about 0:30 after midnight), their line numbers ranging from 1 to 26; and 9 overnight
tram lines (operating from about 0:30 a.m. till about 4:00 a.m.), their line numbers ranging from
51 to 59.
TRAM NETWORK – DAILY LINES 2007
The lines 7* and 20* in this sections
are operated in peak hours only
In 2007, the Prague tram fleet was being expanded with new low-floor cars of the 14T type
whose number counted 24 as of 31. 12. 2007. The fleet of all low-floor cars, inventorial and
operated, was 51. The average age of the tram fleet in service is 13.5 years.
The Yearbook of Transportation Prague 2007
19
The tram fleet in 2007
Fleet
standard (T3, T3M, T3R, T3R.PV, T6)
low-floor (T3R.PLF)
standard articulated (KT8D5)
low-floor articulated (KT8N2, RT6N)
low-floor articulated (14T)
Total
Inventory
889
5
29
22
24
969
Operation
869
5
26
22
24
946
The bus transport makes a complementary network to the Metro and trams, providing a coverage
service across certain areas as well as important tangential links, especially in the outer zone
of the city. The operational length of the bus transportation network within the city territory is
685 km. An average distance between stations and stops is 650 m. The bus share of the total
PID transported persons was 28.4 % in 2007.
A low-floor articulated bus on the Bělohorská street
An E91 midibus on the line 128 Hlubočepy – Žvahov
The daytime bus lines (operating from about 4:00 a.m. till about 0:30 a.m.), serving on lines 100
to 291 entirely inside Prague area, counted 155 in December 2007. Overnight bus lines (operating
from about 0:30 a.m. till about 4:00 a.m.), serving on lines 501 to 513 also entirely inside Prague
area, counted 13. Moreover, in the end of 2007, there were 17 school lines in operation while
two lines marked 1 and 3 were available to service limited-mobility and restricted-orientation
persons.
Prague Public Transit buses, 2007
Fleet
standard
articulated
standard low-floor
articulated low-floor
E91 midibus
Total
Inventory
542
271
331
53
6
1 203
Operation
531
271
328
53
6
1 189
An average age of the buses operated by Prague PT as of 31. 12. 2007 was 7.7 years.
The funicular provides a connetion between the Újezd street and the Petřín hill (via a mid-point
stop, Nebozízek). Two tow-line cars in capacities of 100 passengers move along a railway 510 m
long with an average speed of 6.12 km/h, climbing to the height of 130.45 m. The funicular
transported almost 2.03 million passengers in 2007.
20
The Yearbook of Transportation Prague 2007
The Petřín funicular
The P1 ferry access at the Sedlec bank of the Vltava
Ferries across the Vltava river are the most recent addition to the PID transportation system,
being auxilliary by nature. Three ferries were in service in 2007, one of them the P1 ferry Sedlec
– Zámky (launched 1. 7. 2005), another the P2 ferry Podbaba – Podhoří (launched 1. 7. 2006),
and also the P3 Lihovar – Veslařský ostrov ferry (launched 17. 7. 2007).
The P2 Podbaba – Podhoří ferry with the ship used
A transport ship at the pier of the P3 ferry at the Veslařský island
The former two ferries are in service all year round, keeping the current timetable. The latter P3
ferry is seasonal. Additional passages are possible on demand in between the planned ones
provided they do not interfere with the scheduled passages.
The P1 and P2 ferries transport passengers on small boats (transfer of bikes and prams is
also possible in limited numbers). The P3 ferry offers a capacity ship providing transportation
of passengers, bikes, prams etc. in greater numbers. It was operated from July to the end of
October in 2007 (it is planned to operate from as early as beginning of April in 2008). The total
transport in 2007 for all the ferries was 231 150 persons; out of them 71 550 persons by the P1
ferry Sedlec – Zámky, 106 600 persons by the P2 ferry Podbaba – Podhoří and 53 000 persons
by the seasonal P3 ferry Lihovar – Veslařský ostrov in 4 months of its service.
The Yearbook of Transportation Prague 2007
21
Basic data on Prague Integrated Transport, 2007 (operated by DP hl. m. Prahy, a. s.)
Operational network length (km)
– including on dedicated trackbed (%)
Operational network length outside Prague (km)
Average station/stop distance (m)
Average commercial speed (km/h)
Annual VKT in Prague (000s)
Annual VKT outside Prague (000s)
Annual passengers transported in Prague (000s)
Annual passengers transported outside Prague (000s)
Employees of DP hl. m. Prahy, a. s.
Revenue from tickets (mil. czk)
Operational costs (mil. czk)
Revenue/costs ration (%)
Metro
54.7
100
1 072.5
35.8
47 110
-537 266
Trams
140.9
52
542
18.8
49 411
352 100
Buses
685.0
135.2
650
25.7
61 038
1 502
294 561
8 999
Total
880.6
135.2
157 559
1 502
1 183 927
8 999
12 250
3 922
15 368
25.5 %
Development of selected characteristics of public transport (operated by DP hl. m. Prahy, a. s.)
Operational network length (km)+
Average commercial speed (km/h)
Year
1981
1990
1995
2000
2001
2002
2003
2004
2005
2006
2007
Metro
Trams
Buses
19.3
38.5
43.6
49.8
49.8
49.8
49.8
53.7
53.7
54.7
54.7
122.9
130.5
136.2
136.4
137.5
137.5
140.9
140.9
140.9
140.9
140.9
545.0
607.3
671.4
812.4*
806.8*
818.0*
819.8*
822.1*
810.6*
817.0*
820.2*
Metro
Trams
Buses
32.2
34.6
34.9
35.7
35.4
35.4
35.7
34.6
34.6
34.6
35.8
15.7
18.7
19.0
18.9
19.2
19.5
19.6
19.3
18.7
18.9
18.8
23.8
23.7
23.3
25.2*
25.9*
25.9*
26.3*
26.1*
25.9*
25.8*
25.7*
Traffic and transport performance
on an average workday
Seat-km
Passengers
(mil.)
(000s)
46.7
3 638
57.6
4 189
53.4
3 409
56.0*
3 290++
56.8*
3 468++
56.4*
3 492++
58.3*
3 530++
61.3*
3 599++
62.8*
3 774++ (3 628)
63.1*
3 900++ (3 747)
63.0*
3 970++ (3 783)
+ The operational length is the total length of regularly operated lines that are available to passengers (i.e. without service
tracks, sidings, lay-bys, depots, yards, etc.), measured along the line axis, or street axis with bus lines. With Metro, it is the
total length of the lines from terminal to terminal platform midpoint.
* incl. suburban PID lines operated by Prague Public Transit Co. Inc. (DP hl. m. Prahy, a. s.)
++ persons transported inside Prague (in parentheses: persons transported only by DP hl. m. Prahy, a. s.).
PT buses at the Budějovická Metro station
22
A KT8D5-type tramway on the Svobodova street
The Yearbook of Transportation Prague 2007
Public transport daily variations
PASSENGERSKMåS
METRO
BUS
TRAM
3.1.3 Suburban public transport inside Prague
The suburban public transport that is included in PID (i.e. the transport which extends beyond
the territory of the Capital) is provided by railway and bus lines.
The suburban railway transport is operated by Czech Railways, Co. Inc. (České dráhy, a. s.) on
all the 10 railroads entering Prague. 8 railroads are completely incorporated into the Integrated
Transport System in Prague. A complete incorporation means the lines acknowledge both
abonement coupons and individual PID tickets (the stations are equipped with yellow validating
machines). The length of the railroads throughout Prague territory is 160 km, with 43 stations
and stops. The highest volumes transported are achieved by the railways on the lines Praha –
Kolín and Praha – Beroun.
Number of passengers in Prague transported by railways with PID tickets
Year
Passengers (000s)
1999
8 093
2000
10 048
2001
14 932
A suburban City Elephant train at Krejcárek
2002
15 700
2003
16 032
2004
15 998
2005
16 584
2006
16 531
2007
17 192
A suburban 451 series train at the Praha-Uhříněves station
Using railways for trips to the inner city is very time-efficient for passengers travelling from
the outskirts of Prague. The transport duration and frequency in traffic peaks are given in the
following table for the five most important directions:
The Yearbook of Transportation Prague 2007
23
Transport characteristics on the most important sections of Prague railways
Railway line
Praha-Klánovice – Praha-Masarykovo nádraží
Praha-Kolovraty – Praha-Hlavní nádraží
Praha-Radotín – Praha-Hlavní nádraží
Praha-Sedlec – Praha-Masarykovo nádraží
Praha-Horní Počernice – Praha-Masarykovo nádraží
Average peak frequency
30 min
30 min
30 min
30 min
30 min
Average travel duration Distance
30 min*
18 km
23 min
17 km
18 min
13 km
13 min
9 km
22 min
15 km
* travel prolonged due to the “New Link” construction
The PID ticket share development in Prague railways
PERCENT
SHAREåOFå0)$åTICKETS
SHAREåOFåTICKETSåFORåONEåTRIP
Numbers of passengers crossing into Prague in PID system trains on a workday (0–24 h)
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
TOå0RAGUE
FROMå0RAGUE
The total number of persons commuting daily to Prague from outside on PID trains is
approximately 30 200 (an average workday value). The entry profile with the heaviest usage in
2007 was the section Černošice – Praha-Radotín with 13 400 passengers daily both ways and the
section Úvaly – Praha-Klánovice with 13 320 passengers daily both ways.
24
The Yearbook of Transportation Prague 2007
å
å
å
å
å
å
å
å
å
Number of transported persons in Prague (zones P+0)
in 24 hours by trains included in PID
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
NUMBERåOFåPERSONS
å
å
å
å
7ORKDAY
*
3ATURDAY
3UNDAY
The data does not include shuttle transport launched due to the Floods.
The suburban PID bus transport consisted of 157 lines, out of which 88 provided connection to
the Capital of Prague. Almost 3 580 connections crossed the city borders both ways on the lines
on an average workday in 2007. The lines transported the total of approximately 87.8 thousand
passengers.
suburban buses PID
boundary of Prague
Routes, terminals and number of connections of suburban bus lines PID on the Prague territory
The Yearbook of Transportation Prague 2007
25
The suburban PID bus transport used 20 locations inside Prague for their start/end terminals
to service the outside in 2007. Th most important terminals of the suburban PID bus transport
inside Prague were the terminals Zličín (12 lines, circa 490 connections and approximately
12 000 handled passengers in both directions in 24 hours on a workday), Černý Most (10 lines,
circa 430 connections a approximately 11 700 handled passengers) and Dejvická (8 lines, circa
400 connections and approximately 11 300 handled passengers). These terminals handle circa
37 % of all connections of the suburban lines and also 40 % of all passengers crossing the
border of the Capital of Prague.
A PID line 386 close to the Rajská zahrada Metro station
3.2
A PID line 375 on the Vysočany elevated road
Public transport in Prague not included in PID
Additionally, public transport of passengers is provided in Prague apart from the PID system. It
is the bus transport servicing the airport Praha-Ruzyně (the AE line) and serving large shopping
parks and centres.
The AE line connects the Praha-Holešovice railway station with the Ruzyně airport. Since 2007,
it has had a mid-point stop at the Dejvická Metro station available only for airport-bound
passengers to get on, while on return it was available only to get out. The base rate was CZK
45 for the whole AE route (CZK 25 for children under 15). It was also included in long-distance
Czech Railways tickets in 2007. The AE line transports approximately 530 passengers daily
(October 2007 survey).
An AE line leaves the bus terminal at the Holešovice railway station
An AE line at the Ruzyně Airport stop
The bus lines serving large shopping parks and centres are offered to passengers free of charge.
At the end of 2007, they were 16 in total in Prague and headed for the following shopping
centres: Letňany, Zličín, Štěrboholy, Černý Most, Stodůlky, Šestka-Ruzyně, Butovice.
26
The Yearbook of Transportation Prague 2007
3.3
Outer public transport
3.3.1 Railway transportation
The railway transportation covers primarily the transport relations between Prague and places
outside by means of local and long-distance trains. The engineering infrastructure of the
transportation is provided by the governmental Railway Track Authority (Správa železniční dopravní
cesty), the operation is run by Czech Railways, Co. Inc. (České dráhy, a. s.).
An express train on the Praha-Libeň station gridiron
A Praha – České Budějovice express at the Hlavní nádraží
Number of trains dispatched from Prague railway stations, 2002 – 2007
Trains
outgoing
incoming
total
2002
162 578
162 990
325 568
2003
170 706
170 324
341 030
A limited access to the Hlavní nádraží platforms due to redevelopment
2004
159 681
160 888
320 569
2005
159 524
160 731
320 255
2006
161 193
163 510
324 703
2007
160 360
160 665
321 025
The Hlavní nádraží platform III and IV redevelopment
Performances of Prague key railway stations in 2007
Praha-Hlavní nádraží
Praha-Masarykovo nádraží
Praha-Smíchov
Praha-Vršovice
Praha-Libeň
Praha-Vysočany
Praha-Holešovice
persons getting on
(000s/year)
9 366
4 683
1 780
498
634
593
1 427
persons getting off
(000s/year)
8 071
3 299
1 714
575
926
738
1 655
The Yearbook of Transportation Prague 2007
Total
(000s/year)
17 437
7 982
3 495
1 073
1 561
1 332
3 082
trains
at railway station
85 410
43 800
47 085
52 925
84 680
43 800
31 390
27
Daily variation in trains on Prague borders in 2007
number of persons, workday 0–24 hrs
å
å
å
å
å
å
å
FROMå0RAGUE
å
TOå0RAGUE
3.3.2 Coach services
Public coach services connecting Prague with other territories (except PID) and the rest of
the nation are offered by many operators from all over the Czech Republic, some international
lines are also offered by foreign operators. The border of Prague is crossed both ways by
almost 2 700 coaches in 24 hours of an average workday, including almost 1 450 regional
connections (except PID), over 1 000 long-distance connections and almost 250 international
coach connections. 18.5 % of the total number of connections uses the most exposed profile,
the D1 motorway.
Almost 57 000 passengers crossed a Prague boundary either way in a connection of a regular
long-distance or regional coach transport (except PID connetions) on a workday in 2007. The
most heavily loaded profile on the city border is the D1 motorway section counting almost
10 000 persons in either direction daily in almost 500 connections of regular coach transportation
(except PID and tour operations).
28
The Yearbook of Transportation Prague 2007
Daily variation in regular coach transport (except PID) on Prague borders in 2007
number of persons, workday 0–24 hrs
å
å
å
å
å
FROMå0RAGUE
å
TOå0RAGUE
The Florenc terminal coach station for regular outbound coach transportation (ÚAN Florenc) is
long time the most heavily utilized terminal.
Development of selected characteristics of the Florenc coach terminal, 2003 – 2007
Annual number of connections
Connections per an average workday – total
International connections per an average workday
Number of operators
2003
230 000
700
110
100
2004
220 000
660
150
95
2005
220 000
670
140
90
2006
210 000
650
140
90
2007
200 000
620
140
90
More connections are dispatched and terminated at coach terminals Černý Most, Dejvická,
Hradčanská, Nádraží Holešovice, Smíchovské nádraží, Na Knížecí, Roztyly and Zličín.
A public coach at the Na Knížecí coach terminal
The Yearbook of Transportation Prague 2007
A public line coach on the Ke Štvanici street
29
4
TELEMATICS AND TRAFFIC
SIGNAL CONTROL
4.1
Telematics in traffic
The recent period of approximately 15 years saw an outstanding growth in volumes of car
traffic, and simultaneously a substantial development in technologies that are able to help control
the traffic better, collect various data on it, plan its future evolution as well as provide quality
information to the traffic participants concerning live condition over the road network. Telematics
in traffic integrates information and telecommunication technologies with transportation engineering
in a manner to optimise performance, enhance the traffic safety and improve the quality of
transport for the current infrastructure, often already filled to capacity. Additionally to road traffic,
the transportation telematics gets increasingly utilized in information and monitoring systems of
public transportation.
“Principles for the development of telematics in traffic for the Capital of Prague”, approved in
2002, define 11 areas to gradually develop telematics in Prague:
• Area 1: Road traffic control
• Area 2: Information for traffic and travel
• Area 3: Parking systems
• Area 4: Public transport
• Area 5: Systems of supervision and warning
• Area 6: Safety and rescue systems
• Area 7: Electronic payments
• Area 8: Vehicle systems
• Area 9: Haulage
• Area 10: Data collection and management
• Area 11: Traffic infrastructure administration
Concerning 2007, key activities were focused on areas 1, 2, 3 and 10.
4.2
Construction and renovation of traffic signals
In 2007, work went on to maintain, renew and develop the system of traffic signal devices (TSD),
based on the conditions set in the tender in 2006. The winner company, Eltodo DS, s. r. o. with its
subcontractors SBH, s. r. o. and AŽD Praha, s. r. o., are to make sure the number of TSDs in the city
grows from about 500 to 700 before 2015. The contractor will also complete the system of local
traffic control centres (ODŘÚ) and coordination cables on the territory of the Capital of Prague in
the following years, complying with the new concept of division of traffic areas approved in 2007.
Following twelve years of development of the traffic control system in Prague, the division of the
city has been optimised into new traffic control areas in line with new technologies implemented in
junctions (controllers), areas (traffic control centres) and communication networking. Currently, Prague
is partitioned in nine traffic areas (formerly ten) with partially re-divided borders and re-labelled with
cardinal points. The inner city having the largest number of TSDs has been split up in three areas.
TSD 0.615 Přátelství – New square
30
TSD 8.673 Sokolovská – Za Invalidovnou
The Yearbook of Transportation Prague 2007
Borders of traffic areas
Original borders (from 1995)
Borders of traffic areas
New borders (since 2007)
Original (from 1995) and redivided borders of traffic areas (since 2007) in the Capital of Prague
The so far intended ODŘÚ local control centres from where junctions are to be connected to
the principal traffic control centre (HDŘÚ – Hlavní dopravní řídící ústředna) are planned by the new
concept inside or close to the Metro stations. In that manner, the cable links of TSDs and control
centres will be able to utilize the Metro tunnels.
The total of 504 TSDs were in service in the territory of the Capital of Prague in the end of 2007.
13 TSDs were installed, of which the most important three TSDs are on the extended section of
the Rohanské embankment, the crossroads of Bělohorská and Patočkova as well as on the New
square at Uhříněves. The most important renovation of TSDs were made on both ends of the
Štefánikův bridge rebuilt last year and at the Palackého square where a large redevelopment of
the whole crossroads took place. A simple replacement of controllers was done with 23 TDSs.
The total of 78 signalled autonomous pedestrian crosswalks were in the Capital in the end of
2007. Autonomous crosswalks were implemented at the Palackého náměstí tram stop and the
crossing over the Korunní street close to the school at the Sázavská street. Acoustic signal
devices for the blind are implemented at 362 crossroads.
The tramway network is equipped with 208 TSDs. Tram priority operates on 109 TSDs (52.4 %)
including the 50 TSDs (24 %) with an absolute priority. As many as 53 TSDs are also available
for PT buses to get priority. The number of 218 TSDs were connected to the HDŘÚ prinicipal
control via single ODŘÚ local controls in the end of 2007.
TSD 2.048 Korunní – Sázavská
TSD 7.002 Kapitána Jaroše embakment – Štefánikův bridge
Basic data on TSDs, 1961 – 2007
Year
TSD total (controllers counted from 2005)
including pedestrian crosswalks
with tramway priority
with bus priority
The Yearbook of Transportation Prague 2007
1961 1971 1981 1990 1995 2000 2005 2006 2007
33
-
76
9
-
339
37
-
348
45
1
-
358
46
20
-
398
57
59
-
473
72
94
8
491
76
101
20
504
78
109
53
31
TSDs in the Capital of Prague, 1961 – 2007
NUMBERåOFå43$S
43$åTOTAL
WITHåTRAMåPRIORITY
WITHåBUSåPRIORITY
TSDS IN PRAGUE CITY
CENTRE
– AS OF DEC. 31, 2007
Annotation:
HDŘÚ in Na bojišti street
Traffic region bound
ODŘÚ region 1 – Holešovice, Letná (
connected TSDs)
ODŘÚ region 3 – Smíchov, M. Strana, Střešovice (
connected TSDs)
ODŘÚ region 5 – Centre (
connected TSDs)
ODŘÚ region 8 – East (
connected TSDs)
ODŘÚ region 10 – Vinohrady, Nové Město (
connected TSDs)
Intersections and crossings not connected to control centres yet
4.3
TSD priority for public transport vehicles
New and renovated TSDs are equipped with devices that offer both dynamic control on demand
from vehicles and pedestrians as well as priority for the public transport vehicles (PT). PT vehicles
then may take preference and have the Go signal prolonged in real time in keeping with their
requirements at the moment so as to go through the TSD-controlled crossroads with minimum
or no delays.
32
The Yearbook of Transportation Prague 2007
Traffic signal devices (TSD) on the tramway network, 1990 – 2007
NUMBER
åå
.UMBERåOFå43$åONåTRAMåNETWORKåTOTAL
OFåTHATå43$åWITHåTRAMåPRIORITY
The number of TSDs with tram priority grew by additional 7 locations during 2007. The eighth
crossroads that entered statistics is the 2.021b Výtoň crossroads (Rašínovo embankment –
Vnislavova) which so far has been listed together with the 2.021a Výtoň crossroads (Rašínovo
embankment – Svobodova).
5 new TSDs appeared on the tramway network with simultaneously introduced priority (an
absolute priority in four TSDs). Priority for trams started to apply also on two older crossroads
(0.391 Švehlova – Pražská and 1.003 Revoluční – Řásnovka).
The tramway network was controlled with 208 TSDs including 50 (i.e. 24 %) with an absolute
priority and 59 TSDs with conditional priority in the end of 2007.
WITHOUT TRAM PRIORITY (99 TSDS)
TRAFFIC SIGNAL DEVICES
ON THE TRAM NETWORK
The Yearbook of Transportation Prague 2007
WITH CONDITIONAL TRAM PRIORITY (59 TSDS)
WITH ABSOLUTE TRAM PRIORITY (50 TSDS)
33
TSD 6.144 Bělohorská – Patočkova with tram presignalling
TSD 7.135 Bubenské embankment – Argentinská
A test run of bus priority was launched on the first two crossroads as early as during 2003
under the Trendsetter project participated by the Capital of Prague. Adjustments were made to
enable bus priority on the TSDs close to recently opened Metro C line segment toward Kobylisy
and Ládví in 2004. The number of TSDs with bus priority grew by twelve more in 2006, especially
close to the Vysočanská street related to the construction of another segment of the Metro C
line and 27 more TSDs were added with an active detection for bus priority in 2007. The total
of TSDs with an active detection of buses was 46, with a passive detection was 7 TSDs as
of 31. 12. 2007.
The bus priority active detection system operates on radio communication of the vehicle with
the TSD controller. An infra-transmitter placed at an adequate offset from the stop line is used
to spot vehicles approaching the crossroads. A device inside the vehicle makes also possible
to link the system with the current timetable of the line in order to enable the controller to
award priority at the crossroads first to the connections that need it the most due to a delay.
If a discrepancy from the timetable is found out, the controller receives back an appropriate
requirement for priority which is categorised in three degrees from low to high.
PT buses at the TSD 8.242 Střelničná – Klapkova
4.4
Line 177 at the TSD 0.391 Švehlova – Pražská
Control centres
The expanding and updating of the “System of control and regulation of the urban road traffic”
in keeping with the approved principles continued, in 2007, primarily with the afore mentioned
conceptual re-adjustment of traffic areal partitioning in the Capital of Prague. Additionaly, a tender
was held for a contractor to upgrade the Principal traffic control centre Prague (Hlavní dopravní
řídící ústředna – HDŘÚ Praha) based at the Na bojišti street. Work started in order to provide
a connection in future between this centre and the centre of the Road and Motorway Directorate
(Ředitelství silnic a dálnic) where information is to be collected concerning traffic on the gradually
built outer Prague Ring Road (Pražský okruh).
34
The Yearbook of Transportation Prague 2007
It is The Technical Administration of Roads of the City of Prague (Technická správa komunikací
hl. m. Prahy) that is responsible for maintaining the central traffic control system in the Capital.
The HDŘÚ control centre is installed at the Public Transport Central Control (Centrální dispečink
MHD) building at the Na bojišti street, Praha 2. It is operated by the Police of the Czech Republic,
specifically the Prague Constabulary (Správa hl. m. Prahy). Under the traffic control system, the
site was connected to 218 TSDs via five local controls (ODŘÚ) as of 31. 12. 2007. The controllers
were linked to the VRS 2100, MIGRA and ADT systems in individual areas.
The HDŘÚ Praha control room at the Na bojišti street
The tunnel Zlíchov as represented on the display at HDŘÚ Praha
The re-adjustment in the Prague traffic areas of real-time TSD connection to control sites will
manifest only in future years. For that reason individual crossroads are linked to ODŘÚ controls
belonging to the former 10 traffic areas. In the north, the VRS 2100 system connects three areas.
Area 1 – Letná, Holešovice (re-labelled as C3) operates 27 TSDs currently linked to the HDŘÚ
control, other 30 TSDs are linked to the Area 5 – Right Bank (re-labelled C1) control and the
Area 8 – Vysočany (re-labelled V) control operates 28 TSDs.
The MIGRA system controls the Area 3 – Smíchov, Malá Strana, Střešovice (re-labelled C2) having
connected 61 TSDs. Basic features of the system are analogous to the VRS 2100 system apart
from the MIGRA extension, the MOTION system which exercises control on adaptive principles. The
system reads data from detectors and computes optimum parameters for cycle lengths, green
light offset on next junctions and the green light values. It makes no selection then, it tries and
optimises the control by means of parameter change.
The ADT system control computer managed 53 TSDs in Area 10 – Vinohrady, Vršovice, Nové
Město (re-labelled C1) in the end of 2007. The system also processes 19 more TSDs on the
Evropská street (re-labelled SZ). The ADT system is the oldest one in Prague for traffic control,
it was in service as early as 1980s.
4.5
TV monitoring systems (TVD)
Three TV monitoring system were in operation in the Capital of Prague in the end of 2007. The
Prague Road Maintenace (TSK hl. m. Prahy) operates a TVD system supervising chiefly traffic. The
TVD-TSK system centre is found at the Principal traffic control at the Na bojišti street, the main
users being the HDŘÚ operators. The HDŘÚ Praha worksite can manipulate with the cameras
(turn, zoom) as needed to supervise traffic.
All the cameras of the TVD system of TSK hl. m. Prahy are also available to the Mobility
Information Centre (Dopravní informační centrum – DIC Praha) operators that currently use the
cameras to monitor mainly the degrees of traffic load on approximately 90 sections of Prague
road network. Additionally, the dispatchers of the Public Transit HQ (GŘ DP) can passively use
the TSK cameras as they are the supreme supervising body over the public transport traffic.
The TVD TSK hl. m. Prahy system had 225 cameras in the end of 2007, far most of them being
rotary cameras. Almost half of the number are installed in Prague road tunnels. More TSK
cameras are distributed rather unequally across the city territory, mostly having been implemented
simultaneously with the construction or redevelopment of roads or TSD facilities.
The Yearbook of Transportation Prague 2007
35
The TVD system panel at HDŘÚ Praha
A TVD camera at the Rumunská – Legerova crossroads
Another TV system in the city is the Public Transit (DP hl. m. Prahy) system that totals approximately
600 cameras, especially inside the Metro facilities and vestibules. These cameras cannot be used,
apart from exceptions, to monitor the traffic on roads.
The two previous TV supervision options are supplemented in Prague with the Security TV
system (Bezpečnostní kamerový systém – BKS) with its approximately 400 cameras monitoring
mostly the security in the city. These cameras, rotary in 99 %, work in high definition so as to
be able to help in personal identification.
In spite of all these systems being developed independently, there is already a base that integrates
them in a single system termed the Municipal Camera System (Městský kamerový systém – MKS).
All the BKS system cameras were integrated in it as well as additional 64 cameras of the TSK
hl. m. Prahy system and 64 cameras of the DP Praha, a. s., system in 2007. The MKS project, jointly
funded by EU in the framework of the SPD 2 project, aims primarily at increasing safety, enhancing
smooth traffic flow, decrease negative environmental impacts by the road traffic as well as the
possibility to improve co-ordination among components of the Integrated Rescue System.
4.6
Variable information signs (VIS)
There are 22 variable information signs (VIS) on the roads of the city which inform drivers in
three-line texts of key current changes in traffic in the neighbourhood (congestions, degrees of
traffic, accidents, limited traffic in tunnels etc.).
VIS on the Patočkova street (to the centre)
VIS on the Karmelitská street considered for dismantling
In a tender being prepared to upgrade VISes and provide additional ones, 4 VISes are considered
for cancellation, 18 VISes for upgrade and 43 more VISes to be newly implemented. The aim
in view is to have 136 VISes on the city territory and additional 31 VISes outside on the roads
that affect the traffic in the city according to the “Distribution of VISes on the territory of the
Capital of Prague: a study”.
36
The Yearbook of Transportation Prague 2007
4.7
Speed measurement and traffic light violation recording
Section speed measurement of vehicles by means of video cameras in the Unicam Velocity
system was implemented as an effort to enhance traffic safety on the City Ring Road in recent
years, first in the section Zlíchov – Radlická (Dobříšská street), in the Mrázovka tunnel and in the
Strahovský tunnel (always in both directions).
The device consists of a pair of portals with cameras that take one picture of a vehicle entering
and another when leaving the section. The average speed is calculated from distance covered,
time data and the registration ID of the vehicle.
Section speed measurement on the Bělohorská street (from
the centre)
Section speed measurement cameras on the City Ring Road
As the section speed measurement was positively evaluated, the Municipality of Prague provided
for it to be expanded. Currently then, speeding drivers are monitored in this manner on
17 sections in Prague.
PLACES WITH PERMANENT SECTION SPEED
MEASURING OF VEHICLES
1,2 –
3,4 –
5,6 –
7–
8–
9–
10 –
11 –
12 –
13 –
14 –
15 –
16 –
17 –
Strahov tunnel (two-way)
Mrázovka tunnel (two-way)
Dobříšská (two-way)
5. května – direction to centre
Jižní spojka 1 – near Vrbova St., direction to Krč
Jižní spojka 2 – section 5. května – Chodovská
Jižní spojka 3 – section Průmyslová – cable bridge
Podolské quay – direction to centre
Evropská – direction to centre
Bělohorská – direction from centre
Ústecká – direction from centre
Poděbradská – direction to centre
Strakonická – direction to centre
Jižní spojka 4 – spojení koncového
a počátečního portálu úseků 8 a 9
The Yearbook of Transportation Prague 2007
Continual sectoral speed measuring post for both-way direction
Continual sectoral speed measuring post for one-way direction
37
PRAHA
NETWORK OF
TRUNK ROADS AND
METRO (UNDERGROUND)
Technická správa komunikací hlavního města Prahy
Úsek dopravního inženýrství
Řásnovka 8, 110 15 Praha 1
www.tskpraha.cz
PRAHA - orientační plán města. Vydala a zpracovala Kartografie Praha, a. s. v roce 2004 jako
účelový náklad pro Ústav dopravního inženýrství hlavního města Prahy. © Topografický podklad
Kartografie Praha, a. s. (6/2004) © Odborný obsah TSK-ÚDI Praha. Jakákoliv mechanická,
fotografická či elektronická reprodukce mapy nebo její části je povolena jen se souhlasem
Kartografie Praha, a. s. a TSK-ÚDI.
1 : 90 000
TRUNK
ROADS
2007 reality
stage
plan
(binding
part)
plan
(non-binding
part)
tunnel
METRO
2007 reality
stage
P&R TERMINALS
2007 reality
stage
The networks are drawn in accordance
with the Prague’s Master City Plan in the
state of 9. 9. 2001 and are subjected to
possible changes.
Measured data from all the sections are displayed on the web pages www.praha-mesto.cz/
doprava from as early as February, 2007, for anybody to find the number of violations and also
a schematic drawing of the section including the cameras placement, shots taken out of the
scene of the measurement and a simple map of the locality around.
Providing drivers with this kind of information is very important since a general awareness of the
system helps significantly trim the count of violations.
Other 14 devices for permanent measuring of current travelling speed of vehicles are distributed
throughout the Prague road network.
Devices for traffic light violation monitoring and recording are distributed throughout the territory
of the Capital on 13 crossroads as a transgression recording application.
Traffic lights violation monitoring at TSD 0.612a Černokostelecká – Průmyslová and at TSD 5.018 Jiráskův bridge – Janáčkovo embankment
DOCUMENTING TRAFFIC LIGHT VIOLATION AND
SPEED MEASUREMENT STATIONARY RADARS
Devices for documentation traffic light violation
Radars for actual speed measuring
40
The Yearbook of Transportation Prague 2007
4.8
Mobility Information Centre (DIC) Prague
Mobility Information Centre (DIC) Prague housed inside the CD building in Prague at the Na bojišti
street has been in operation (initially pilot run) since 1. 7. 2005. The DIC Praha, after its positive
evaluation of the pilot run, has been in permanent operation since the beginning of 2006.
The Mobility Information Centre currently offers information services in monitoring and classifying
traffic load, providing information on planned long-term closures in the road network and supplying
outputs from municipal information databases to web pages, distributing them via SMS messages
and WAP. The RDS-TMC (Radio Data System – Traffic Message Channel) system is the fourth
service for the drivers by the DIC Praha. It is capable of displaying current traffic information in
the navigation maps in vehicles and adjust the guidance accordingly. The message format is fully
standardised in line with the ALERT C international standards (the broadcast is provided jointly
with the Czech Radio 1, Radio Journal).
The DIC Praha offers current traffic information via WEB, WEB for PDA, WAP, SMS and MMS
services. They are traffic density load maps, tables showing traffic in degrees, shots of selected
traffic TV cameras, information on traffic restrictions (closures) as well as on vacant and reserved
places in P+R parking yards.
The information is available at the www.doprava-praha.cz pages as well as at the
www.tskpraha.cz site. Some of the data are also available to third parties due to contractual
obligations of the administrator of the facility, The Technical Administration of Roads of the City
of Prague (TSK hl. m. Prahy).
A great asset for expanding the possible data entry into the DIC Praha systems should be
the system of anonymous monitoring of the traffic by means of mobile phones (CFCD). The
technology was studied and examined in 2006. The system was evaluated as useful, especially
for its potential application in the Travel time systems (monitoring duration of trips). In 2007,
Prague saw a pilot run of the project of the system covering the space between the South
Connection (Jižní spojka), the 5. května street, the Sokolská, Legerova and Průmyslová streets. Its
primary output was an on-line speed map of the monitored area which later is to make possible
to establish current travel times at any given moment. The results of the pilot project will decide
on further employment of the system.
A map showing current traffic in degrees at the www.doprava-praha.cz site (courtesy of DIC Praha )
The Yearbook of Transportation Prague 2007
41
NEW TRAFFIC ARRANGEMENTS
5
A rise in VKT and growing volumes of car traffic demand optimum use of the available traffic
infrastructure. One of the tools is introducing efficient arrangements in transportation aiming at
increasing safety and smooth traffic flow as well as, in line with local conditions, regulating traffic,
solving parking problems and providing better conditions for PT, pedestrians and bikers.
The most important efforts in Prague city centre in 2007 were traffic adjustments around the
Republiky square following the completion the Palladium commercial centre as well as new traffic
arrangements around the Strossmayerovo square where a pedestrian precinct was set up and
built. Minor arrangements were made at some service roads with calm traffic in the centre (e.g.
the residential area marked out at the Jalovcová street).
A traffic arrangement change was also implemented in a greater Prague centre related to the
completion of another stage of the Rohanské embankment construction as well as a renovation
of the Štefánikův bridge. Traffic arrangements were also adjusted following the completion of the
redevelopment of the Libušská street (restriction for vehicles over 3.5 t apart from resident traffic
for businesses at the Meteorologická and Libušská streets).
Temporary modifications of traffic arrangements due to construction and redevelopments of traffic
infrastructure in the Capital were still going on during 2007. Traffic restriction in front of the north
entry to the Strahovský tunnel while building the Malovanka split-level junction as well as a large
construction on the City Ring Road at the space of the projected Špejchar split-level junction
substantially affected the smoothness of traffic along the roads at the whole of the north-west
urban sector.
The “New Link” construction with its follow-up redevelopment of the Hlavní nádraží railway
station demanded for the traffic restrictions at the Bulhar neighbourhood to continue. Local traffic
restrictions inside the Praha 9 were brought about by the Vysočany radial road construction and
its connection to the Kbelská street.
More traffic arrangements substantially affecting the condition of traffic on roads of the Capital
could be listed, e.g. the complete closure of the Karlická street, traffic regime adjustments on the
Vysočanská and Střelničná streets related to the Metro C line construction, measures due to the
Svobodova – Na slupi crossroads redevelopment as well as the Palackého and Karlovo squares,
the operation on alternative halves of the Chlumecká street while building an underpass at the
Černý Most neighbourhood and a shuttle traffic control at the Komořanská street due to the A 2
trunk sewage conduit.
Traffic restrictions while redeveloping the Na slupi street and the Palackého square
42
The Yearbook of Transportation Prague 2007
ROAD TRAFFIC SAFETY
6.1
6
Traffic accidents
As many as 33 484 accidents (3 % less than in 2006) happened in Prague in 2007, 33 victims
died (41 % less) and 2 275 victims were injured (5 % less). Pedestrians were involved
in 656 accidents (1 % more) with 17 fatalities (32 % less) and 613 injured (3 % less).
Pedestrians themselves were culpable in 311 accidents (5 % less) with 13 fatalities (8 % more)
and 272 injured (9 % less). The dominant share in accidents was with the drivers (32 584 out
of 33 484 accidents, i.e. 97 %).
The main causes of the drivers’ accidents were reckless driving and failure to give way. The
number of accidents with culprits intoxicated was 724 (30 % more).
The number of accidents due to speeding dropped from 85 in 2006 to 54 in 2007, i.e. by 36 %.
The speeding accidents, however, make only very small share of the total accidents in Prague
– mere 0.2 %.
Accidents, impact on health and main causes
Year
Accidents
Fatal injuries
Serious injuries
Slight injuries
Accidents with injuries
Accidents without injuries
Driver culpable due to
speeding
overtaking
failure to give way
reckless driving
Caused by road defects
Caused by pedestrians
2005
33 349
61
393
2 603
2 506
30 843
32 494
140
263
9 658
19 329
81
352
2006
34 689
56
357
2047
2022
33 667
33 759
85
253
10 034
20 961
167
328
2007
33 484
33
352
1923
1943
31 541
32 584
54
186
9819
20 677
115
311
diff. 07/06 (%)
-3
- 41
-1
-5
-4
-3
-3
- 36
- 26
-2
-1
- 31
-5
General trend in 2007 accidents: a slight drop in the accident count comparing to the previous
year, a significant drop in death casualty count, a mild drop in both serious and slight injury
count.
Consideration of the long-term trends in traffic accidents leads to the conclusion that the 1960s to
1980s enjoyed a long-lasting, relatively favourable tendency in accident rate since the accident
count kept in proportion to the VKT development and grew slower than the VKT parameter.
The overall trend in the development turned unfavourable in 1990s when accidents started to
increase more that the VKT, making also the accident risk rate grow as expressed in the relative
accident rate (accidents per one million VKT travelled).
Since 2001, the number of reported accidents has been going down in spite of ever growing
volumes of car traffic, making the relative accident rate go down along with it (by 35 % in 2007
comparing to 2000).
The decrease in registered traffic accidents since 2001 was also affected by the regulation of
the Road Traffic Act No. 361/2000 Coll. that reduces the obligation to report to the police, since
January, 2001, only the accidents with either injuries or the obvious material damage in excess
of CZK 20 000, while up to the end of 2000, obligatory was to report to the police the accidents
with injuries or the obvious material damage over CZK 1 000. The Road Traffic Act No. 361/2000
Coll. amendment, in effect since July, 2006, has further limited the obligation to report to the
police the accidents with injuries or the obvious material damage over CZK 50 000.
The Yearbook of Transportation Prague 2007
43
The all-Prague average was 4.8 reported accidents in 1 million of vehicle-kilometres covered in
2007.
A favourable trend in traffic safety is an ongoing significant decrease in fatal, severe as well
as slight injuries in accidents in the last 7 years in spite of the urban car traffic continually
growing.
The total number of injuries in accidents decreased to 2 308 injuries in 2007 from the earlier
3 861 injuries in 2000, i.e. by 40 %, while the car traffic grew by 26 % in the same period
in Prague. The number of accident injuries in Prague in 2007 was the lowest one in the last
15 years.
A car accident on the Rašínovo embankment
Even more favourably compares the long-term development in injury count to the car traffic
intensities. Comparing to 1990, the urban car traffic has increased almost three times (by 187 %)
in the last 17 years, while the injury count in traffic accidents has decreased by 29 % (from 3 269
injuries in 1990 to 2 308 injuries in 2007), covering all types of injuries – fatal, serious and slight
ones.
Traffic accidents, injuries and relative accident rate, 1961 – 2007
Year
1961
1971
1981
1990
1995
2000
2005
2006
2007
Total accidents
count
%
5 495
30
8 496
47
13 064
72
18 024
100
33 898
188
40 560
225
33 349
185
34 689
192
33 484
186
Fatal injuries
count
%
63
69
123
135
81
89
94
100
123
131
80
85
61
65
56
60
33
35
Severe injuries
count
%
580
157
567
154
401
109
369
100
679
184
521
141
393
107
357
97
352
95
Slight injuries
count
%
2 361
84
4 046
144
2 572
92
2 806
100
4 044
144
3 260
116
2 603
93
2 047
73
1 923
69
Relative
accident rate
7,3
5,1
7,1
7,5
7,9
7,4
5,1
5,2
4,8
% VKT
31
69
76
100
178
228
273
278
287
100 % = 1990
Relative accident rate = accident count per one million VKT (averages, all roads)
VKT = vehicle kilometres travelled, all roads
44
The Yearbook of Transportation Prague 2007
Accidents, injuries and VKT in Prague, 1961 – 2007
All roads, annual summaries
DEVELOPMENTåINåååååå
4RAFFICåACCIDENTS
6+4
)NJURIES
LOCATIONS AND ROAD SECTIONS WITH HIGH ACCIDENT RATES IN 2007
location (intersection)
road section
The Yearbook of Transportation Prague 2007
45
6.2
Traffic education
Many programmes were offered in traffic education of children in 2007, e.g. the systematic
training on chidren’s playgrounds programme (“DDH”), the starting biker programme (Youth
Biker Traffic Contest), traffic-educational broadcasts for children and youth, interactive children’s
theatrical performances on traffic-educational topics and other events.
There were 9 permanent children’s traffic playgrounds in service in the Capital of Prague in
2007. Training went on there in line with the thematic plan of traffic education focused primarily
on 4th graders of the elementary school as they start biking in this age. Pupils of other grades
of elementary schools or children from kindergartens may also take part at the DDH training
provided there are vacancies. As many as 23 160 elementary school pupils took an organised
training at Prague traffic playgrounds in 2007. Approximately 13 500 children took part in
afternoon programmes.
Children on a traffic playground at the Karlov neighbourhood
The starting biker programme – Youth Biker Traffic Contest is announced by the Ministry of
Transportation of the Czech Republic jointly with the Ministry of Education, Youth and Sports. It
consists of four contests: Vehicles Regulation tests, driving practice through the city keeping the
Regulations (traffic playgrounds are used for the contest in Prague), driving skills (driving among
various obstacles) and First Aid knowledge. Basic rounds of the contest were participated by
4 420 pupils from 51 schools in 2007.
Tests on road traffic rules
Health studies
Another form of traffic accident prevention is a series of traffic-educational performances intended
for children from kindergartens, elementary and secondary schools. 32 peformances were given
jointly with the International Student Theatre Europe and 20 interactive children’s theatrical
performances “A Fairytale Semaphore” and “Aunt Berta’s Bike” was performed on the premises
of the Police Museum.
A number of traffic safety efforts was held also for the grown-up road traffic participants in 2007
(spring and autumn driving skills contests, handicapped and hearing-impaired motorists’ efforts,
lectures and promotions at the AUTOPRAHA 2007 exhibition).
46
The Yearbook of Transportation Prague 2007
6.3
Measures to enhance road safety
The total of CZK 23.3 mil. was invested to implement Prague road safety-enhancing measures
from the BESIP budget in 2007. The funds were primarily intended for traffic measures supporting
enhanced protection and safety of pedestrians in road traffic.
Wide built-in speed humps for the total cost of CZK 3.2 mil. and assembled, added speed humps
were installed in 52 locations for the cost of CZK 1.6 mil. in 2007.
Redevelopments of the Hviezdoslavova – Michnova and Novodvorská – Chýnovská junctions on
a small roundabouts required construction costs of CZK 2.6 mil.
Installations of safety fences and railings were made as demanded by individual municipal
quarters at 70 locations. Road mirrors were set up at 25 locations. Surface chipping was made
at 10 locations with total costs reaching CZK 1.7 mil.
A “user-friendly” speed measuring device was put in the Žernosecká street in order to support
respecting and keeping the speed limit in 2007.
A “user-friendly” speed measuring at the Ankarská street
In-pavement crosswalk lights at the Vozovna Střešovice PT stops
An important feature in enhancing pedestrian safety at crosswalks are added lights, installed at
26 locations with the cost of CZK 6.2 mil.
Other traffic safety measures at 80 locations (e.g. pedestrian crosswalk adjustments) required
approx. CZK 11 mil. including CZK 7 mil. earmarked for traffic safety measures inside the Praha 6
city district. There the road surfaces were dressed with the Rocbinda system, railings installed,
crosswalks adjusted etc. at 7 crossroads.
Some tramway platforms were improved so as to enhance PT passenger safety. The platforms
were widened, equipped with shelters, protection railings and adjustments for the needs of
mobility and/or orientation challenged individuals.
Adjusted and widened tramway stops Říčanova and Sídliště Červený Vrch
The Yearbook of Transportation Prague 2007
47
TRAFFIC AT A STANDSTILL
7
7.1
The inner city
The inner city consists especially of the Prague Conservation Area (PCA), covering the whole of
Praha 1 city district, a large portion of Praha 2, and minor portions of Praha 4, 5, 6 and 7. The
PCA covers 8.7 km2 which is 1.7 % of the total urban ground.
The PCA utilization is varied and attractive. Apart from approximately 50 000 residents, over
200 000 job opportunities concentrates there and the PCA’s great cultural and historical potential
attracts large numbers of occasional visitors inside its territory.
Roughly the following numbers of parking and lay-by places were available for zones of paid
parking vehicles of residents and motorised visitors of PCA in the end of 2007:
on the streets
16 150 places
inside yards
2 850 places
public car parks
3 700 places
total
22 700 places
The following table lists the car parks available to the public and their capacities inside or at
the border of PCA.
City district
Praha 1
Praha 2
Praha 4
Praha 5
Praha 8
Total
Public car park name and address
Palladium (nám. Republiky)
Rudolfinum [Parking Centre] (nám. J. Palacha)
InterContinental (nám. Curieových 43/5)
The Kotva dept. store (entry Králodvorská st.)
Renaissance (V celnici 7)
Millenium Plaza (V celnici 10)
Wilsonova (Hlavní nádraží)
Opletalova (Opletalova 9)
Slovan (Wilsonova 327/77)
Národní divadlo theatre (Ostrovní 1)
Václavské garáže (Václavská 18)
Congress Centre (5. května 65/1640)
Corinthia Towers (Kongresová 1)
Obchodní centrum (Kartouzská st.)
Anděl City (entry Radlická & Stroupežnického sts.)
Zlatý Anděl (Bozděchova st.)
Hilton (Pobřežní 1)
Places
900
450
200
300
90
480
310
90
520
210
150
1 090 + 5 BUS
150 + 5 BUS
2 000
550
500
300
8 290 + 10 BUS
The capacities do not include the zones of paid parking places in private car parks. The total
places in car parks unavailable to the general public is not known. A mild increase in private
zones of paid parking places in the inner city can be presumed due to the changes in utilization
of many facilities accompanied with creating new parking places inside such premises in the
inner city.
Zones of paid parking (ZPP)
Legal basis for establishing and operating zones of paid parking
Zones of paid parking (ZPP) on local roads are established according to § 23 of the Surface
Road Act No. 13/1997 Coll. in later regulations, stipulating that the municipality may delimit, in
a generally binding municipal regulation, the areas inside the municipality where local roads or
their specified sections can be used for a price agreed in keeping with pricing regulations
48
The Yearbook of Transportation Prague 2007
for a road motor vehicle to stand inside the municipality for a limited period of time with
maximum of 24 hours;
for parking of a road motor vehicle of a legal or physical entity pursuing business in keeping
with a special legal regulation with domicile or establishment inside the delimited municipal
area, or for parking of a road motor vehicle of a physical person with a permanent residence
or owning a real estate inside the delimited municipal area.
Establishing zones of paid parking in the Capital of Prague is determined by a “Directive of the
Capital of Prague”. The ZPP promoter is the Capital of Prague that delegates the implementation
and operation of the ZPP to an administrator selected in a public tender. The administrator
operates the ZPP on behalf of the promoter.
In 2007, the Praha 1 zone of paid parking was extended by a left riverbank portion of the city
district. The ZPP was also established on the whole area of the Praha 2 city district.
The reason of establishing more ZPPs in a greater inner city is the need to regulate the ever
growing demand for parking places in a condition of a permanent shortage of parking places on
local roads and spaces available to the general public.
Establishing zones of paid parking
in the Capital of Prague
primary ZPP on the right riverbank Praha 1
extending ZPP on the left riverbank Praha 1
establishing ZPP Praha 2
project for establishing ZPP Praha 3
project for establishing ZPP Praha 7
Operating ZPP
Basic user groups for parking in ZPP on the territory delimited by the Capital of Prague are –
• residents (physical persons that have permanent residence inside the delimited municipal
territory),
• proprietors (legal or physical entities pursuing business in keeping with the Business Act that
have domicile or establishment inside the delimited municipal area, or persons owing a real
estate inside the delimited municipal area),
• visitors, other users.
Parking cards are issued for residents’ and proprietors’ vehicles. The cards award a right to stand
a road motor vehicle in a “blue zone” of the delimited ZPP. The cards are issued to eligible
The Yearbook of Transportation Prague 2007
49
persons for a fixed price for a maximum of 1 year. The resident parking cards are self-adhesive
and non-transferable, issued for a registration mark (RM) or state registration number (SRN) of
a road motor vehicle.
Proprietor parking cards are either self-adhesive non-transferable, issued for a vehicle’s RM/SRN
of the eligible legal or physical entity, or transferable, issued for the name of the legal entity.
The parking cards must be placed in a visible space behind the windscreen of the vehicle
(passenger car) when parking inside the ZPP.
Visitors’ vehicles may park in the delimited “orange” or “green” zones. Orange and green zones
are equipped with parking machines. When the zone is in service, the parking there is paid and
time-limited. During the orange or green zone service, users subscribe the parking time at the
parking machine that issues a parking ticket to them. The ticket proves the parking fee was paid.
For that reason, it should be placed in a visible space behind the windscreen of the vehicle.
The orange parking zone when in service is restricted to the maximum of 2 hours (short-time
parking), in a green zone to the maximum of 6 hours (medium time parking). The minimum
selectable time unit in the orange zone parking machines is 15 minutes, in the green zone
machines 30 minutes.
When the orange/green zone is out of service, the parking places on these local road sections
are freely available to all the visitors at no charge.
Apart from that, visitors in the delimited areas of the city where ZPP have been established can
park on supervised paid parking yards and paid public garages.
Revoluční st. – entry to/from the new public subterranean garage
Palladium
A detail of the garage entry at the Palladium commercial centre
Launching more ZPP in the inner city prompted also short-time resident “blue zone” parking for
vehicles of those who are not eligible to purchase resident/proprietor parking card for the zone
by means of flat-rate two hour parking card for CZK 120 which is valid across all the residential
zones and can be used anytime. It is a scratch card to be activated by scratching the time
stamp (year, month, day, hour and minute of the vehicle arrival). Especially the conditions for
delivery of goods and services inside ZPP have been improved this way.
The ZPP service time has been adjusted following the launch of additional ZPP.
50
•
The blue zone has its time of service for residents’ and proprietors’ vehicle parking reassigned
as follows: daily from 08:00 to 24:00 and from 00:00 to 06:00, meaning that the blue zone
is out of service between 06:00 to 08:00 when it can be used by vehicles with no parking
card. During the day, vehicles with no parking card may be parking inside the blue zone for
maximum 3 minutes.
•
The orange and green zones have their times of service for visitors’ vehicles assigned
depending on the attractiveness of a particular location related to the utilization of the
facilities around as well as to the demand for short-time / medium time parking. Times for
service for a particular locality are set through a supplementary table. It is most often set for
workdays only from 08:00 to 18:00 while from 18:00 to 08:00 and on weekends and holidays
The Yearbook of Transportation Prague 2007
the zones are freely accessible to all users for no charge. The service time can be set longer
in certain attractive localities (e.g. next to hospitals) for Mondays to Sundays from 08:00 to
20:00, especially in an orange zone.
Blue zone at Maltézské square,
Praha 1 – Malá Strana
Blue zone at Kateřinská street,
Praha 2 – Nové Město
Orange zone at Malostranské square,
Praha 1 – Malá Strana
The newly established short-time and medium time parking facilities for visitors provide state-ofthe-art solar parking machines.
Orange zone at U nemocnice street,
Praha 2 – Nové Město
Parking machine at Karlovo square,
Praha 2 – Nové Město
Detail of parking machine controls
Price ranges for parking cards
The Yearbook of Transportation Prague 2007
51
3 price ranges for parking cards were introduced related to establishing additional ZPPs:
An orange zone price for short-time parking under 2 hours:
rate I. 10
rate II. 20
rate III. 40
CZK/h
or 0.40
or 0.70
CZK/h or 1.50
EUR/h;
CZK/h
EUR/h;
A green zone price for medium time parking under 6 hours: rate I. 15
rate II. 30
CZK/h
EUR/h;
CZK/h
or 0.50
or 1.00
EUR/h.
EUR/h.
Applying a particular rate depends on the approved project for the zone. Mopeds, motorcycles,
motor three-wheelers and motorbikes are free of charge.
ZPP inside the Praha 1 district
An approximately 3 km2 of ZPP is in service on the right riverbank part of the Praha 1 city district
(Josefov, Staré Město and a portion of Nové Město) from as early as April, 1996. The ZPP was
extended to cover the left riverbank part of the Praha 1 district from 15. 10. 2007. Since that
time, the surface roads except the private parking places and supervised facilities inside the left
riverbank Praha 1 (Hradčany and Malá Strana) of the approximate area 2.4 km2 have welcomed
only vehicles of residents (physical persons permanently residing there), distinguished by a permit
of the Praha 1 government, a “D” card.
Following the ZPP extension to cover the whole of the Praha 1 territory, approximately 1 500
places on its left riverbank were added to the former number of roughly 8 400 places in the
right riverbank Praha 1 district, rising their total number to the approximate 9 900 places.
ZPP inside the Praha 2 district
The ZPP covering the whole area of the Praha 2 district was put to service on 1 November, 2007.
It administers approximately 13 600 places. Roughly 12 % of them are reserved for visitors as
short-time places and about 5 % are medium time, the rest is blue zone.
An increased attention is paid to provision of deliveries of goods and services in locations with
deep deficit of parking places. Several dozens of delivery spots were set apart in such localities,
making possible to stop and carry out the delivery for a set time of maximum 15 minutes from
08:00 to 18:00. At other times, these delivery spots are freely available to all users.
7.2
The rest of the city territory
City residents and visitors may use multilevel public, serial and individual garages to lay their
cars by. Neither their exact number nor the number of places in the garages totalled over the
city territory is known. The overall capacity in garages is estimated close to 170 000 places.
Nevertheless, the number of garages grows annually as new administrative, commercial and
residential facilities are being constructed. Most of the city residents park and lay their cars
by on local roads which lack, however, sufficient capacity for parking, notably inside housing
estates.
Additionally, near 365 locations of extra-road parking yards are registered on the city territory
providing a rough capacity of 39 700 places for vehicle parking, including near 43 % supervised
places.
7.3
Park and Ride (P+R)
The number of parking places for P+R users totalled 2 344 places + 102 handicapped places
in 16 parking yards as of 31. 12. 2007.
52
The Yearbook of Transportation Prague 2007
P+R and K+R in 2007
P+R (Park and Ride)
K+R (Kiss and Ride)
metro
railway
main roads
The P+R development, 1997 – 2007
Site
Zličín 1
Nové Butovice
Radlická
Skalka 1
Opatov
Zličín 2
Rajská Zahrada
Černý Most 1
Holešovice
Palmovka
Radotín
Běchovice
Modřany
Černý Most 2
Ládví
Chodov
Skalka 2
Hostivař depot
Total
1997
103
75
40
157
150
525
1998
103
75
40
157
150
525
1999
94
60
40
175
212
70
80
300
77
1 108
2000
94
60
37
114
186
70
80
300
77
122
62
1 202
Parking places*
2001 2002
2003
94
94
88
60
60
60
37
37
37
114
114
11
186
186
186
70
70
70
80
80
80
300
300
300
77
77
77
122
122
122
62
62
21
100
100
53
53
138
1 202 1 355 1 446
2004
85
57
35
107
182
64
87
294
74
119
21
94
51
131
81
1 482
2005
85
57
107
182
64
87
294
74
119
21
94
131
81
1 396
2006
85
57
107
182
64
87
294
74
171
21
94
131
81
658
71
167
2 344
2007
85
57
107
182
64
87
294
74
171
21
94
131
81
658
71
167
2 344
* place count excludes reserved places for the handicapped and residents
For tariffs, the P+Rs are included in the Prague integrated transport system (PID) by means of
subscriber PID tickets and preferential daily PT tickets. The 2007 fares linked to P+R parking were
CZK 10 for parking, CZK 40 for a transfer return ticket or CZK 80 for a one-day rover ticket.
The Yearbook of Transportation Prague 2007
53
Vehicles parking at P+R in Octobers 2001 – 2007
Site
Běchovice
Černý Most 1
Černý Most 2
Hostivař depot
Holešovice
Chodov
Ládví
Modřany
Nové Butovice
Opatov
Palmovka
Radlická
Radotín
Rajská Zahrada
Skalka 1
Skalka 2
Zličín 1
Zličín 2
Total
10/2001
10 716
3 226
2 572
5 073
4 446
1 272
463
2 837
2 762
3 508
2 111
38 986
10/2002
1 498
3 481
1 453
213
1 689
5 389
3 779
948
878
409
2 461
3 622
3 432
29 252
Parked vehicles
10/2003
10/2004
10/2005
180
140
597
9 818
9 714
9 226
2 042
2 934
2 555
3 299
2 759
2 765
2 184
2 117
310
0*
192
2 136
1 988
1 866
5 732
5 890
5 168
4 183
3 521
3 874
1 169
1 003
918
768
805
2 697
2 626
2 701
3 408
3 336
3 223
3 510
3 618
3 111
2 505
2 609
2 240
41 907
43 090
40 440
10/2006
307
10 610
3 631
2 439
3 318
9 856
2 612
2 165
5 771
1 966
890
2 919
3 052
332
3 548
2 508
55 195
10/2007**
173
11 727
3 281
4 519
2 890
12 857
2 748
2 264
6 180
1 417
296
2 595
2 029
318
3 109
2 735
59 138
* The P+R site Modřany not available due to a feeder road renovation
** data from manual count by the P+R security (all other data are from automated count)
Supplementary services at the P+R sites
Free bike storage (Bike & Ride)
The service has been provided, since 2002, at all the P+R sites in operation. Bikers are offered,
for returnable deposit, to store their bikes at a stand inside the supervised area of the P+R site.
Bikers, however, are not entitled to a preferential fare and if they leave their bikes at the P+R
site overnight when the site is out of operation they are bound to pay a fine of CZK 100.- per
night for trespassing the site’s service regulations.
Stands for bicycles inside P+R Rajská zahrada
Occupancy information for Chodov and Opatov P+R car parks when
arriving in Prague along the D1 motorway
Long-term vehicle parking
The offer to lease a place for parking at a P+R continuously is provided, as of 31. 12. 2007, at
sites with low utilisation, the Běchovice P+R and the Radotín P+R, and is still being offered at the
Opatov P+R where it reduces the facility’s capacity. The service is provided for a fee preferring
physical persons with a nearby residence.
54
The Yearbook of Transportation Prague 2007
Night and weekend parking
The service has been provided, since 2005, at the Rajská zahrada P+R where, for a monthly fee,
has been offered to lay a car by from 17:30 to 7:30 of a workday and, on weekends, for a whole
day. The users of the service have kept close to number 10 vehicle owners even in 2007.
7.4
K+R stopping places
The K+R (Kiss and Ride) sites enable drivers to stop at the Metro stations for their
occupants to get out in order to continue their trip by other means of PT. Selected
stopping spots can also be used for a short-time parking when waiting for PT passengers
to give them a lift. The short-term parking is limited to 5 minutes.
The K+R sites are marked out with vertical traffic signs complemented with a “K+R”
letters on the carriageway.
The K+R localities can be seen graphically at the beginning of the 7.3 section. A traffic
survey was made at the new K+R Dejvická whose results are displayed in the following
table.
Usage of a new K+R site Dejvická, (city bound)
2007
year
interval
(hours)
6 – 10
10 – 14
14 – 18
total
persons
in
out
21
133
9
38
20
132
50
303
car affiliation
Prague close other
81
29
23
33
12
15
89
23
18
203
64
56
K+R Radlická
The Yearbook of Transportation Prague 2007
vehicles per times of stopping (minutes)
total
< 0,5 0,5 <1 1 < 5 5 < 10 10<20 longer vehicles
115
5
9
2
2
0
133
44
8
0
4
4
0
60
109
8
4
2
6
1
130
268
21
13
8
12
1
323
K+R Dejvická
55
BICYCLE TRAFFIC
8
The following key cycle tracks were put in service in 2007:
A new segment of the cycle track Modřany – Zbraslav. The track is led from the U soutoku street
toward the Závodu míru bridge and goes along the right bank of the Vltava river between the river
and a railway line. The total length of the track is 2 039 metres, including 461 m on a calmed
carriageway with 4 m wide lay-bys, which makes possible to service adjacent lands and gardens.
Next 1 578 m is a 3 m wide pathway for pedestrians and bikers. The surface is bitumen. This
new segment of the cycle track continues another track made earlier on the right bank of the
Vltava from the inner city via Podolí, Braník, Modřany and is included in the A2 biker route.
The Modřany – Zbraslav biker track traffic
The cycle track Staroměstské náměstí – Pohořelec (the segment Brusnice – Pohořelec). The
segment between Brusnice and Pohořelec on the cycle track Staroměstské náměstí – Pohořelec
was completed in September. Its portion is 180 metre long bidirectional cycle stripe for bikers,
2.5 m wide, along the tramline bed in the Jelení street and also a 530 m long common pathway
for pedestrians and bikers through the orchard on the former artillery cemetery. A one-directional
stripe for bikers in the oncoming lane was marked out in the Morstadtova street and adjusted
for the construction to be 1.5 m wide. The same street upstream marks the track out, together
with pedestrian traffic, along the existing, rebuilt pavement. The construction offers a safer biking
to cyclists without having to go through the Keplerova street.
Biker stripe at the Parléřova street
Biker pass over the Hládkov street
A cycle track across Přední Kopanina, Suchdol cycle tracks and demarcation of the Kbelský
round makes more efforts implemented in 2007 in order to improve cycle traffic. Additionaly,
river grades in the A2 cycle route were re-paved, providing better conditons for cycling on the
grades, and cycle stripes were marked out in the Chotkova street, the Pobřežní street and on
the Štefánikův bridge.
56
The Yearbook of Transportation Prague 2007
The last segment of the cycle track on the Rohanský island was made passable in the framework
of completing the flood-control measures in the Karlín neighbourhood and surfaces were repaired
at the north end of the A2 cycle route from Podhoří to as far as the Capital.
Bicycle transport by the Metro
An offer to transport bicycles by the Metro underground was permanently extended following the
positive evaluation of the pilot run from 1 April, 2007. Bikes may be transported in any car of
the train on every last deck in direction of the route – but only two bicycles maximum. There
are no time limits on the transport; it is limited, however, during high demand periods.
Bicycle transport by special buses and trains
April saw the launch of already the fifth season of service of the PID cyclobus line from Dobřichovice
railway station where it takes up the trains on the railway line Praha – Beroun via Černolice, Řitka,
Mníšek pod Brdy to Kytín. The line operated on weekends and holidays to as late as 7 October.
The cyclobus line was serviced with a bus adjusted to transport 25 bicycles. The PID tariff is
valid on the line; one bike transport costs CZK 20. (Provided the passenger arrives by train to
Dobřichovice and can provide a valid Czech Railways (ČD) ticket for a bike transportation, the
bike is transported by the cyclobus for CZK 10.)
Czech Railways, Co. Inc., jointly with the Prague government launched operation of a cycle train
on the line Praha-Masarykovo nádraží – Slaný in the end of March, 2007. The train pulled up at
all the stops that have tourist sights nearby within walking or biking distance. The cycle train
was in service on weekends and holidays up to 28 October, 2007. Both railway (ČD) and public
transport (PID) tariffs were good for ticket on the train. Passengers were expected to see to the
loading and discharge of their bikes. The second car of every train was preferred for the transport
of the bikers as it provided special spaces to transport bikes and with less sitting places. To
transport a bike, a ticket must be purchased for the bike as an accompanied baggage. The
price was CZK 26.
Bike transport on a cycle train on the line Praha-Masarykovo nádráží – Slaný
A Prague bicycle traffic survey
Another survey of volumes in bicycle traffic was held in April, May and June, 2007. The count
took place at 70 posts on workdays (Monday to Thursday) from 7 a.m. to 8 p.m., always for
both directions (any days on the Podolské embankment profile).
Posts selected were on cycle tracks, roads feeding the larger inner city and all the bridges over
the Vltava. The biker count results were noted down in hours and driving directions. The survey
was extended for additional non-motor mobility categories (walkers and skaters) at the posts on
cycle tracks. This was a follow-up survey to the biker count survey in 2005. A comparison of
the 2005 and 2007 results on 65 comparable profiles showed the biking volumes increased; by
under 50 % on 21 profiles, by over 50 % on 24 profiles, less bikers were counted on 20 profiles
(probably due to an unfavourable weather during the 2007 count in over half of the cases).
The available results show the most frequent profiles: the Vltavanů street at Modřany neighbourhood
(1 243 cyclists per day), the Podolské embankment (1 121 cyclists per day) and the Trojská
footbridge (1 070 cyclists per day). On the other hand, the least bikers were found on roads with
The Yearbook of Transportation Prague 2007
57
a heavy car traffic. An inference can be made that it is leisure type of biking that is still prevalent
in Prague, which is supported by the most frequent peak hours being in the afternoons and
evenings. This also proves the need to create safe conditions for bikers and their traffic, which
in most cases can be achieved only by means of separating their mobility from the car traffic.
Bicycle accident rate in Prague
The numbers of bicycle accidents and of accidents with bicycle injuries and casualties have
decreased in recent years in Prague, which is shown on the graph and the table attached. This
beneficial fact can be attributed to improving cycle infrastructure, growing skills of bikers to move
in urban traffic, improving road courtesy of other traffic participants and also the spreading use
of protective devices (helmets, reflective materials, lighting).
Bicycle injuries in Prague, 2000 – 2007
Bikers
killed
seriously injured
slightly injured
without injury
total
2000
0
23
150
47
220
2001
1
13
93
30
137
2002
1
12
123
31
167
2003
1
15
116
27
159
2004
0
17
98
20
135
2005
3
11
92
46
152
2006
1
11
64
46
122
2007
1
14
66
39
120
Bicycle injuries in Prague, 2000 – 2007
NUMBERåOFåBIKERS
KILLED
58
SERIOUSLYåINJURED
SLIGHTLYåINJURED
WITHOUTåINJURY
TOTAL
The Yearbook of Transportation Prague 2007
PEDESTRIAN TRAFFIC
Walking which starts and ends any trip, even by whatever carrier, is an important part of
human life. In spite of increasing motorisation and ever growing utilisation of passenger cars,
approximately a quarter of all the intra-urban trips are made in Prague on foot only (with no use
of any traffic means) even at the present time. This fact has been supported from survey results
of the behaviour of the population permanently living in the territory of the Capital, which was
made by the Institute of Transportation Engineering of the City of Prague in 2005. The permanent
Prague residents perform about 24 % of all their trips on foot.
9
The total number of almost 800 000 walking trips made by permanent Prague residents on an
average workday includes 40 % of them related to dwelling. Another 22 % walking trips made
by Praguers relate to business – commuting, errands etc. The third largest group (17 % of all
walking) are shopping and catering trips. The remaining 21 % walking is made for various other
reasons – schools, administration, culture etc.
The greatest walkers are pupils, students and apprentices who walk 30 % of their trips. They use
mainly public transportation (62 % of trips) for other journeys while cars are left almost unused
by them (solely 8 % of trips). On the other hand, employers and the self-employed walk only
14 % of their trips. To make the rest of 86 % trips, they use especially passenger cars (60 %),
in lesser extent (26 %) a public transport.
The greatest number, approximately a third, of intra-urban walking trips is made inside the
Praha 1 city district. The population permanently residing in the territories of the Praha 1 and 2
districts make as many as 42 to 43 % of trips just on foot. On the other hand, in the outskirts
(e.g. in Praha 13) the share of walking trips goes down under 15 %. Of all the intra-urban
pedestrian trips that use no other means of transport, 23 % of trips have its origin or destination
in Praha 1, while other 9 % of walking trips is made solely on this territory, i.e. they do not
cross the border of this city district.
Pedestrians in Karlova street
Pedestrians on Staré zámecké schody
Surveys to check pedestrian traffic in the Wenceslas Square, around the Můstek pedestrian
precinct, on the Smetanovo embankment and on the Charles Bridge were made by means
of a four-hour afternoon probe on a workday in 2007. The results of the survey show the
following:
Peak volumes of pedestrian traffic along the whole length of the Wenceslas Square move in
crosscut figures ranging from 6 780 pedestrians per hour in the upper portion between the Ve
Smečkách and Krakovská streets to 7 620 pedestrians per hour at Můstek. It represents a mild
increase (by about 3 %) over 2000 – 2001.
Peak volumes in the Na Můstku and Na Příkopě streets were found 5 380 and 5 110 passengers
per hour respectively, which roughly corresponds to values found in 2000 – 2001.
The peak volume got on the Charles Bridge was 3 690 passengers per hour (by 7 % more over
2000 – 2001).
The Yearbook of Transportation Prague 2007
59
The peak walking volume on the Smetanovo embankment was determined as 810 pedestrians
per hour (by 31 % less than the last count in 1999).
Republiky square, a pedestrian precinct with tramway traffic after completion
Apart from the “Golden Cross” (Václavské náměstí, Na můstku, 28. října, Na příkopě), the most busy
walking routes include the link between tourist hot sights, the Prague Castle and the Old Town
Square. Walking volumes here are by as many as 15–20 % higher on weekends (especially
Saturdays) and holidays rather than workdays. The reason seems to be a growing preference
of Prague by domestic and international tourists. Walking streams are also frequent in routes
going through parks and sylvan parks in Prague on weekends whose purpose is temporary
relaxation.
The construction of a pedestrian precinct with tramway traffic on the Republiky square in Praha 1
was completed and a new pedestrian precinct with tramway traffic was built on the Strossmayerovo
square in Praha 7 in 2007.
New pedestrian precinct on Strossmayerovo square viewed from Antonínská street and the St. Antonín church
60
The Yearbook of Transportation Prague 2007
AIR TRANSPORT
10
Airline passenger and freight transport is conducted in the Capital chiefly at the Prague Airport,
situated at the north-western outskirts of the city. The other three airports in Prague serve mostly
other, special purposes. The Prague Airport offers three take-off and landing runways, one of
which is in a long-term shutdown. The total annual runway capacity exceeds 200 000 aircraft
movements per year. Maximum hourly capacity in 2007 was 42 aircraft movements (take-offs
and landings) per hour. The terminals North 1 and North 2 provide the joint capacity of 8 100
passengers cleared in one hour, specifically 3 900 for take-off and 4 200 after landing. Two
terminals are available to clear cargo, 100 000 t/yr each.
Regular lines were operated by 56 carriers on the Prague Airport in 2007, offering over
120 destinations. The largest volumes of passengers were processed for London destinations
(967 000) followed by (in decreasing order) Paris, Frankfurt a/M., Amsterdam and Moscow
(339 000). Most of the flights (90 %) were for Europe, an increase over 2006 was, however,
observed in flights to Africa, North America and the Far East.
The position of the Prague Airport in international comparison is seen from the following table.
Passenger volumes processed at selected airports (mil. passengers / year)
Airport
Chicago O‘Hare
London Heathrow
Paris Ch. de Gaulle
Frankfurt Rhein-Main
Amsterdam Schiphol
Madrid Barajas
Roma Fiumicino
Kopenhagen Kastrup
Stockholm Arlanda
Vienna Schwechat
Bruxelles National
Praha Ruzyně
Budapešť Ferihegy
Warsawa Okecie
Bratislava M. R. Štefánika
1995
67.3
54.1
28.0
37.4
24.9
19.6
20.7
12.7
14.3
8.4
12.5
3.2
2.9
2.7
0.2
2000
72.1
64.3
47.8
49.0
39.3
32.6
25.9
18.2
18.3
11.8
21.5
5.8
4.7
4.3
0.3
2006
77.0
67.5
56.8
52.8
46.1
45.5
30.2
20.9
17.5
16.8
16.7
11.6
8.3
8.1
1.9
06/95 (%)
114.4
124.8
202.9
141.2
185.1
232.1
145.9
164.6
122.4
200.0
133.6
362.5
286.0
300.0
950.0
Data: Yearbook of transportation MDS ČR (ICAO), The Chicago Department of Aviation, ACI
The total volume of passengers cleared in 2007 at the four main Czech airports that are
international (Praha, Brno, Ostrava, Karlovy Vary) was 13.2 mil. passengers, i.e. by 7.6 % more
over 2006. The volume of transported cargo (goods and mail) increased, however, only by 1 %
to 60 700 t over 2006.
Full view of Terminal North 1
The Yearbook of Transportation Prague 2007
Terminal North 2 – a car ramp to first floor
61
Share of airports
in passenger transport performance
Share of airports
in cargo transport performance
% from the overall volume
of cleared passengers
% from the overall volume
of cleared cargo and mail
0RAHA
å
0RAHA
å
+ARLOVY
6ARY
/STRAVA
å
å
"RNO
å
/STRAVA
å
"RNO
å
The total of 12 436 300 passengers were cleared through the Prague Airport in 2007 which
represents an annual increase by almost 0.9 mil. passengers (7.4 %) over 2006. Most passengers
were cleared at the Terminals 1 and 2 North while as few as 1 % of passengers were processed
through the Terminal 3 South. The 85.2 % of passengers were transported by regular lines, the
remaining 14.8 % by special lines out of the total volume 12.4 mil. The share of low-cost carriers
has increased, having reached the value of 22.4 % in 2007. The most passengers were cleared
in August (1 338 400 persons), the least of them in January (710 000 persons). Compared to
2006, the monthly high was by 3.8 % up over 2007.
China Airlines cargo aircraft at the Prague Airport
An Italian aircraft is landing at the Prague Airport
The cargo air transport cleared 48 867.8 t goods and 6 311.8 t mail in 2007. The total cleared
air cargo volume thus reached the value of 55 179.6 t and exceeded 2006 by only 0.4 %. The
most cargo was handled in November (5 333.8 t), the least in January (3 922.4 t). The monthly
high was by 0.4 % lower in 2007 than in 2006.
The number of aircraft movements in 2007 was 174 662 moves/year which is by 8 316 moves
more than in 2006 (a rise by 5 %). The most movements (16 184) was recorded in July, the
lowest (11 753) in January. The monthly maximum movements in 2007 were by 2.7 % higher
over 2006.
62
The Yearbook of Transportation Prague 2007
Development of the Praha – Ruzyně airport volumes
passengers cleared and aircraft movements
MILåPASSENGERSååYEAR
THOUSANDåMOVEMENTSååYEAR
0ASSENGERSåCLEARED
!IRCRAFTåMOVEMENTS
Development of the Praha – Ruzyně airport volumes
cargo handled (goods and mail)
THOUSANDåTONSååYEAR
The Yearbook of Transportation Prague 2007
63
Passengers cleared at the Praha – Ruzyně airport, monthly, 2003 – 2007
å
SåPASSENGERSååMONTH
å
å
å
The Prague Airport is situated about 11 km from the inner city where a downtown airline terminal
is located. A connection for airline passengers is provided by means of a special coach service
as well as an Airport Express line terminated at the Praha-Holešovice railway station, taking up
the Pendolino train passengers on the line Praha – Ostrava. Additionally, the airport is serviced
with two fast lines of municipal bus transport terminated at the Metro A and B line terminals at
the Dejvice (A) and Zličín (B) respectively, with other PID bus lines as well as many national and
regional coach lines. Also available is cab transport offering both passenger cars and minibuses.
Additionally, multiple car rental companies operate there. The majority share of airport-to-city
passenger transport is covered with individual cars.
Airport-to-city modal split
September 2007, workday, 6-22 h
0ASSENGERåCAR
å
#AB
å
-INIBUS
å
(IRED
BUS
å
0UBLIC
BUS
å
PT bus stop at Terminal North 1
The total capacity of lay-bys and parking places run by the Prague Airport administration available
to general public and employees at the airport’s northern side reached almost 5 300 places
in 2007. Apart from these, additional parking yards are reserved for the companies that operate
at the airport. The largest capacity (over 4 600) for general public and employees is offered inside
parking facilities A, C and D.
Most of the places are medium and long-term, 213 short-time lay-bys is available for service
operations and over 100 places are set apart for persons with reduced mobility. 121 parking
places are available to the public at the southern end of the airport including 13 places for
persons with reduced mobility or orientation.
64
The Yearbook of Transportation Prague 2007
WATER TRANSPORT
Prague water transport provides passenger and cargo transportation on the Vltava river. The
waterway capacity is determined by the capacity of the sluices – Podbaba 5.2 mil. t./year
and Smíchov 2.8 mil. t./year.
The Vltava river passenger transport is mostly of leisure type. It is carried out by several
companies all year round. These specialize in different types of Prague sight cruises with
additional services (catering and entertainment).
11
Among passenger river transport operators, the largest are the Prague Steamship Company
(Pražská paroplavební společnost, a. s. – PPS), European Water Transport (Evropská vodní doprava,
s. r. o. – EVD), AQUAVIVA Praha, s. r. o., and the First General Boating Company (První všeobecná
člunovací společnost, s. r. o).
The first water transport operator on the Vltava river in Prague was the Prague Steamship
Company, established in 1865. It currently operates 5 ships landing at the Rašínovo embankment
between the Palackého and Jiráskův bridges. The company offers several regular lines: Praha –
Mělník (2 times a year), Praha – Slapy (Saturdays, Sundays and holidays from 1. 5. to 14. 9.),
Praha – Troja (3 times a day from 1. 5. to 14. 9., April and October only on Saturdays, Sundays
and holidays). Regular cruises are the Great Tour through Prague, lasting 90 minutes, and
the Small Tour through Prague, lasting 55 minutes. The company holds lunches, dinners and
discos aboard. They transported 109 191 passengers in regular lines, 36 768 passengers in
cruises and 82 546 passengers in charter cruises, in all 228 505 passengers in 2007.
Leisure ships at a landing place Na Františku between the Čechův and Štefánikův bridges
Another passenger river transportation company is the European Water Transport. The company
operates 8 modern ships landing at the Čechův bridge. They operate all year round, either at
regular intervals, or as ordered by clients. Regular cruises include one or two-hour guided trips,
two-hour cruises with lunch and music as well as regular night cruises through Prague with
dinner and music. They also offer conferences, weddings, corporate parties and other social
events. The company transported 230 000 passengers in 2007.
The AQUAVIVA Praha company offers turnkey social and corporate events including catering and
entertainment on three ships. The company provides one-hour, two-hour or customer-tailored
cruises. The landing place is at Na Františku.
Channel sightseeing cruises on the Vltava entitled Venetian Prague is offered by the First General
Boating Company. The cruises are run all year round from 10:30 to 18:00 (6. p.m.), in summer
up to 23:00 (11 p.m.). The line provides 4 wharfs.
The Yearbook of Transportation Prague 2007
65
The Vyšehrad steamship
A ship under the Štefánikův bridge
Apart from these large companies, there are many smaller companies offering cruises and social
events on individual orders. Wharfs of these companies are found along the two Vltava banks
in the inner city, e.g. Na Františku, at Kampa and at the Dvořákovo embankment. The companies
take orders for Prague cruises as well as for trips to Slapy, Nelahozeves, Poděbrady, Mělník
and Dresden, Germany.
Veteran ships are also offered: OLD TIME BOATS for 6-10 persons, motor boats (TAXI
persons and many restaurant and sightseeing ships.
BOATS)
for 2-3
Passenger water transport is also made available by three ferries across the Vltava where a PID
tariff applies and bicycles are transported free of charge. The wharfs are run by the First General
Boating Company.
The P1 ferry Sedlec provides connection of Sedlec with Zámky at the northern outskirts of
Prague which is an attractive location for trips through the Vltava valley and even for commuting.
A surface public transport connection from the Bohnice neighbourhood to Suchdol via Holešovice
lasts about 60 minutes while the ferry can cut the time half and using a bike can make the
trip from Bohnice to Suchdol last even under 20 minutes. The ferry operates the whole week
until 20:00 (8 p.m.), on workdays from 5:25, on Saturdays, Sundays and holidays from 6:45. It
transported 71 550 passengers in 2007.
The P2 ferry Lysolaje connects the banks of the Vltava between the opening of the Šárecké valley
and Podhoří. The connection is attractive especially as it links portions of Praha 6 with Troja
for free-time trips and commuting. The ferry operates the whole week until 20:00, on workdays
from 5:40, on Saturdays, Sundays and holidays from 6:50. It transported 106 600 passengers
in 2007.
The P3 ferry Lihovar – Veslařský island
Bikers using the P3 ferry on the Veslařský island
The P3 ferry Lihovar – Veslařský island is a freshly launched ferry with seasonal operation
(from17. 7. 2007 to 28. 10. 2007). The ferry is attractive as it links the left bank (the Lihovar
stop) with important right bank holiday locations (swimming baths Podolí and Žluté lázně). The
66
The Yearbook of Transportation Prague 2007
ferry operates the whole week until 22:05, on workdays from 6:00, on Saturdays, Sundays and
holidays from 7:00. It has transported 53 000 passengers for four months in service.
Various national and foreign carriers operate also cargo shipping on the Vltava river. One of the
largest carriers is European Water Transport that provides domestic and international shipping of
mass substrates, heavy pieces, containers, liquids etc. Its fleet includes 38 vessels and 1 tanker.
The company also owns floating facilities – construction platforms for various purposes.
The volume of the cargo shipping and numbers of ships flown in 1997 – 2007 is indicated in
the following tables.
Volumes of freight flown through sluices in Prague in 1997 – 2007 (tons of freight / year)
Year
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
Modřany
20 6921
13 6407
97 325
108 168
109 282
71 136
63 158
86 254
56 759
12 482
18 344
Smíchov
234 537
196 487
190 323
197 740
175 941
126 206
77 398
130 404
59 378
33 109
32 037
Sluices
Mánes
2 363
1 320
10
238
360
7 251
6 523
4 018
690
545
35
Štvanice
232 442
191 624
186 153
201 712
176 936
117 296
83 289
126 295
106 749
54 743
38 280
Podbaba
379 606
403 840
356 008
370 037
374 692
214 173
241 000
293 027
302 726
236 344
393 159
Sluices
Mánes
1 273
3 103
3 919
3 747
3 434
2 604
2 878
2 998
2 329
2 285
2 571
Štvanice
3 529
5 091
4 794
5 775
5 732
3 603
4 118
5 330
7 740
6 492
7 209
Podbaba
2 237
1 562
1 649
1 897
1 851
1 203
1 415
1 690
1 799
1 736
2 735
Ships flown through sluices in Prague in 1997 – 2007
Year
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
Modřany
2 164
1 863
1 897
1 898
1 852
1 307
1 785
2 413
2 530
2 265
2 633
Smíchov
18 581
17 844
20 305
21 716
22 291
17 729
21 617
23 967
24 576
24 247
26 879
Four harbours are found on the territory of the city – Radotín, Smíchov, Holešovice and Libeň. They
serve to reload various freight. The operator is Czech Harbours Company (České přístavy a. s.).
Harbour users are carrier, warehousing, reloading and producing companies and entities.
Substrate volumes in Prague harbours in 2004 – 2007 (total substrates transported in tons / year)
Year
2004
2005
2006
2007
Harbours
Praha Radotín
58 961
36 408
13 932
20 597
Praha Smíchov
19 642
11 396
559
9 986
The Yearbook of Transportation Prague 2007
Praha Holešovice
31 311
99 308
114 462
182 974
Praha Libeň
14 236
2 934
-
67
TRANSPORTATION STRUCTURES
12
The year 2007 was notable for completion of key stages in some transport constructions (the
Rohanské embankment, the Jinočany link), significant redevelopment efforts (the Štefánikův bridge,
the Palackého náměstí crossroads) and continuation of projects with completions planned for
future years (e.g. the C line of Metro extension to Letňany, the “New Link” railway, the South
section of the Prague Ring Road).
An important construction that helped calm down the car traffic in the Sokolovská street and,
simultaneously, made possible the future service of new developing terrains along the Vltava river,
was the extension of Rohanské nábřeží embankment in Praha 8. The construction labelled as
Pobřežní III – stage 1 completed in 2007, extended Rohanské embankment from the Šaldova street
to the Za Invalidovnou street. The stage 2 of the construction is to reach as far as the Voctářova
street close to the Libeňský bridge. The construction is later to be taken up with the Pobřežní IV
project in order to extend the new road as far as Balabenka.
The continuation of Rohanské embankment offers two lanes in both directions, a biker lane and
a new sidewalk, 3 m wide, separated from the carriageway with a green verge and trees. It has
barrier-free crosswalks and two linked traffic lights. Simultaneously, new utility mains were built in,
new public lighting and more park arrangements. The total costs for the construction, included
in the SPD 2 programme, reached CZK 244 700 000.
The portion of the extended Rohanské embankment put in service in 2007 and its follow-up portion under construction
Other important constructions put in service in 2007 include the first section of the “Jinočany link”
that makes a new backbone avenue of a future residential area South-west City II (City West)
and, at the present stage of construction, it links the Prague Ring Road with the K Třebonicům
street. The four-lane dual carriageway road is 1 250 m long and has a sidewalk along its north
edge with a new cycle track 800 m long. Rain collectors and subterranean cable ducts for utilities
were constructed with it. The total costs of the “Jinočany link” portion of the construction were
CZK 770 000 000.
Portion of “Jinočany link” put in service in 2007
68
Bridge over the railway at Praha-Kolovraty
The Yearbook of Transportation Prague 2007
The car traffic has also been served with a new one-span deck bridge over a railway at PrahaKolovraty since 2007. The construction work were co-ordinated with the construction of the
IVth railway corridor on the line Praha – Říčany – Benešov u Prahy.
The IVth railway corridor, in turn, was worked on close to the borders of the Capital. The Říčany
railway station with adjacent track sections underwent refurbishment and, as early as in the end
of 2007, the renovated continuous section between the Praha-Hostivař and Strančice stations was
already in service. Additionally, follow-up investments and ground shaping were completed around
the Praha-Uhříněves station. First, it was a new underpass under the railway which replaced
original level crossings in the Františka Diviše and K dálnici streets. The Ke Kříži street under the
railway now links the New square at Uhříněves with Pitkovice and heads for the D1 motorway at
the Průhonice exit. A new parking yard, an illuminated crosswalk and a park arrangement were
created around the underpass.
New underpass under the railway at Uhříněves with a new illuminated crosswalk and a park arrangement
In sequence to the start of operation of the split-level junction Malá Chuchle on the Strakonická
street in 2005, the Mezichuchelská street was put in service linking this split-level junction with the
Dostihová street in 2007, this way connecting the Malá and Velká Chuchle neighbourhoods. It is
a dual carriageway leading along the Praha-Smíchov – Praha-Radotín railway. An interface junction
was set up close to the Starolázeňská street in order to make possible a future connecting of
a new overpass above the railway with a continuation of the Starochuchelská street.
Gradual redevelopment of several Prague bridges was launched with a general renovation of
the Štefánikův bridge in 2007. The renovation was necessary due to the bad condition of the
bridge, brought about, i.a., by the 2002 flood. All the equipment of the bridge was taken away
(balustrade, public lighting stands, tramway rails, traction) as well as carriageway and pavement
layers down to the base deck. A new, strengthening deck was cemented on the base deck to
increase the bearing capacity of the whole construction.
The renovated Štefánikův bridge
Construction on the City Ring Road at Troja
Maintenance and grouting were made on damaged portions of the structure and in piers.
Simultaneously, all the utilities were relaid. The whole soffit of the bridge and its staircases were
repaired, the carriageway, TSDs and sidewalks of the Řásnovka – Revoluční crossroads were
The Yearbook of Transportation Prague 2007
69
renovated. The original paving of the bridge was replaced with bitumen surface and cycle tracks
were marked out on the carriageway both ways. The Prague Public Transit, Co. Inc., renovated
the tramway tracks and adjacent track crossings at the Letenský tunnel. The total cost of the
repair reached CZK 380 million.
Constructing more traffic infrastructure in Prague continued during 2007. Concreting of City Ring
Road tunnels started in the Troja neighbourhood. Construction of a Malovanka split-level junction
continued in front of the north portal of the Strahovský tunnel and large construction work on
the City Ring Road was initiated at the space of the split-level Špejchar junction.
Apart from the City Ring Road construction in the section of Malovanka – Pelc Tyrolka, the
construction of the southern portion of the Prague Ring Road was carried out on the territory
of the Capital and the Středočeský kraj heartland. The work on the sites 514 Slivenec – Lahovice
and 513 Lahovice – Vestec – Jesenice including the bridge across the Vltava was in full swing.
A three-lane tunnel was cut through at the site 514 in December, 2007. A follow-up construction
512 Jesenice – D1 is expected in 2008.
The most important construction in the municipal public transportation network is the extension
of the C line of the Metro in the section Ládví – Letňany to open in spring 2008. Completion work
concentrated especially on finishing the grade, lining and facing of the stations and providing
technologies.
An open ditch for Metro at the Liberecká bus stop
The Střížkov Metro station building
Additionally, large-scale refurbishments of the tramway network were carried out in summer 2007.
The most important of them was redevelopment of the tramway crossing at the Palackého square
and adjacent tramway track sections in the streets Na Moráni, Lidická and on the Palackého
bridge. A new tramway superstructure and enlargement of the rail centre-to-centre spacing in
the Na Moráni street made possible, following the redevelopment, to run the bus line No. 176
between the Karlovo and Palackého squares together with trams, which significantly helped speed
it up in the direction to Strahov.
Repair starts on the Palackého square crossroads and superstructure panels are replaced on the tramway line in the Lidická street
70
The Yearbook of Transportation Prague 2007
Two horizontal curves (the Jiráskovo square – the Palackého bridge, and the Jiráskovo square
– the Na Moráni street) were added on the track crossing Palackého square, which significantly
improves the options to detour trams in closures and emergencies in the inner city. In relation to
it, a TSD was renovated and a new signalled pedestrian crosswalk was added on the extended
structure of the tram stop on the Rašínovo embankment.
More major refurbishments were performed on the tramway network in 2007. Repairs were
done on the track in the Korunní street between Flora and the Vinohradská water house, track
crossing on the Karlovo square and the tramline at Nusle between Albertov and the Otakarova
street. Some tram stops were given structural enlargements and arrangements more comfortable
for passengers. The Moráň stop was widened and the stops Sídliště Červený Vrch and Říčanova
at Praha 6 were redevelopped. Also the Albertov stops were expanded, one of them was rebuilt
in a “Viennese type” stop.
The Palackého nám tram stop and the related TSD
The widened Moráň tram stop
Two pedestrian precincts with tramway traffic were also completed in 2007. One of them got
its finished look jointly with the Palladium commercial centre start-up on the Republiky square,
the other has made life significantly easier for pedestrians on the Strossmayerovo square. The
Charles Bridge refurbishment was started with no interrupt to pedestrian traffic.
The work on extending the tramway line between the Laurová stop and the Metro station
Radlická also began in 2007. The fundamental ground work and anti-noise barriers were on at
the future tramway line along the Radlická street.
The “New Link” construction in the area of Krejcárek
The “New Link” construction towards the Hlavní nádraží station
The construction of the “New Link”, the key portion of the Prague railway junction redevelopment,
was carried out on with intensive effort around the Husitská street. Most of the assembly of
the bridges were complete both in the section Praha–Hlavní nádraží – Vítkov, and on the other
side of the new tunnels close to Krejcárek in 2007. Also the railway gridiron renovation at the
Praha–Masarykovo nádraží station was made in relation to the “New Link” project in 2007. Then
the repair of the railway yard and platforms, starting with platforms III and IV, complemented the
ongoing redevelopment of the terminal at the Hlavní nádraží main station in the end of 2007.
The Yearbook of Transportation Prague 2007
71
13
FUNDING THE OPERATION AND
DEVELOPMENT OF THE URBAN MOBILITY
The urban mobility operation and construction were funded from the Prague’s municipal budget
in 2007. The budget was contributed from the state budget and resources of the Prague Public
Transit, Co. Inc. (Dopravní podnik hl. m. Prahy, a. s.) and other municipal bodies. Earnings from
obligations, subsidies from the EU funds and EIB loans are also used for funding.
The Prague’s municipal budget, adjusted as of 30. 06. 2007, reached CZK 61.5 bn. in expenditures,
including CZK 20.3 bn. (33 %) expenditures in the chapter 03 Transportation which was the
most substantial chapter of the municipal budget’s expenditures in 2007 again. The operational
expenditures of the Capital were transportation in 27 %, the capital expenditures were investments
to traffic in 45 %.
Breakdown of expenditures in municipal budget in 2007
(adjusted as of 30. 6. 2007)
Total expenditures
5RBANå
INFRASTRUCTURE
å
4RAFFIC
å
#OMMUNITYå
DEVELOPMENT
å
%DUCATIONåYOUTHå
ANDåHOMEåRULE
å
#ASHå
MANAGEMENT
å
)NTERIOR
MANAGEMENT
å
%CONOMY
å
Share of traffic in operational expenditures
3ECURITY
å
3OCIALåANDå
HEALTHåCARE
å
#ULTUREåSPORTå
ANDåTOURISM
å
Share of traffic in capital expenditures
/THER
å
4RAFFIC
å
/THER
å
4RAFFIC
å
The foregoing amount of CZK 20.3 bn. was CZK 10.6 bn. earmarked to cover operational
expenditures and CZK 9.7 bn. for capital expenditures.
The operational expenditures in transportation cover every year predominantly subsidies for
public passenger transport in and around the city. The amount of CZK 8 bn. was allotted in the
adjusted budget for this purpose while over CZK 2 bn. went to repairs, maintenance and operation
of the roads.
The capital expenditures covered mostly investments in development i.e. construction of new roads,
Metro lines and other transportation facilities (60 %) as well as larger repairs and redevelopment
of traffic routes as well as equipping and renewing engineering devices (36 %). The amount
of CZK 4.2 bn. out of the total CZK 9.7 bn. were earmarked for public transport renovation and
development, CZK 5.5 bn. for investments in the road network.
72
The Yearbook of Transportation Prague 2007
Expenditures for providing operation, renovation and development of public transport prevailed in
the 2007 budget. Their share in the total expenditures intended for transportation was 60 %.
Structure of transportation expenditures in the 2007 municipal budget
(adjusted as of 30. 6. 2007)
Total expenditures
0UBLICåTRANSPORT
å
/THERå
EXPENDITURES
å
2OADS
å
Operational expenditures
Capital expenditures
0UBLICåTRANSPORT
å
/THERå
EXPENDITURES
å
0UBLICåTRANSPORT
å
/THERå
EXPENDITURES
å
2OADS
å
2OADS
å
An analysis of the items listed in the breakdown of expenditures made in more detail shows
that almost CZK 11 bn. was aimed to secure operation, regular repairs and maintenance of the
urban transport system, CZK 3.5 bn. to provide for larger repairs, redevelopment and renewal of
engineering equipment and almost CZK 6 bn. was earmarked for investments in development.
Total transportation expenditures breakdown in the 2007 budget
(adjusted as of 30. 6. 2007)
/PERATIONåMAINTENANCEå
RUNNINGåREPAIRS
å
/THERå
EXPENDITURES
å
$EVELOPMENT
å
The Yearbook of Transportation Prague 2007
2ECONSTRUCTIONå
LARGERåREPAIRSåINNOVATIONS
å
73
Transportation expenditures breakdown development in Prague’s municipal budgets
åBNå+Ď
åBNå+Ď
åBNå+Ďå
åBNå+Ďå
å
åBNå+Ď
å
å
å
åBNå+Ď
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
å
/THER
/PERATIONSåRUNNINGåREPAIRS
2ECONSTRUCTIONSåINNOVATIONS
$EVELOPMENT
Targeted contributions concerning public transportation from the national budget were provided
to the Capital of Prague for construction of the Metro, maintenance of its system of protection
and for purchase of new tram cars (CZK 390 million), the budget of the National Fund for Traffic
Infrastructure provided the city with CZK 1.32 bn. for maintenance, repair and construction
of roads for 2007. The Government also participates in the construction of the Prague Ring
Road encircling Prague, for the financing of which the Government had already assumed and
guaranteed full responsibility. Prague Ring Road constructions drawn the total of CZK 2.760 bn.
from the investment funds in 2007, including CZK 958 mil. from an EIB loan and CZK 417 mil.
from the Cohesion Fund.
New pedestrian underpasses constructed and platforms III a IV reconstructed at the Hlavní nádraží Main Station
Railway junction Prague constructions (New Link, the Hlavní nádraží Main Station redevelopment,
the IVth Corridor) were also paid from the government funds.
The Prague Public Transit Co. Inc. have also contributed to meet investment costs for the urban
mobility system from their own resources (CZK 2.1 bn.), using them i.a. to cover 37 % of the
costs expended in 2007 to renew the PT fleet.
Funding of suburban transport was shared by communities around Prague whose population are
users of the PID integrated transport. Providing a basic transportation service in the suburbs
was contributed to also by the Government in the budget of the Municipality of Prague and of
surrounding communities.
74
The Yearbook of Transportation Prague 2007
EU AND OTHER MUNICIPAL PROJECTS
“Control and regulation system of urban road traffic in Prague”, a Transport Operational
Programme project
The Technical Administration of
Roads of the City of Prague
participated in the preparatory and
programming processes of the
Transport Operational Programme during 2006 and 2007. Jointly with the transportation and
EU funds departments of the Prague Municipality and in co-ordination with City Development
Authority Prague, a division of the Prague Municipality, a spin-off of an independent priority
effort No. 5 was achieved for the City of Prague entitled “Modernisation and development of the
Prague Metro and control systems of Prague road traffic”.
14
The ensuing allocated funds for this priority effort (after increasing a compensatory allocation of
the European Regional Development Fund) makes the total of EUR 330 million. The amount will be
drawn by two entities, The Technical Administration of Roads of the City of Prague and Prague
Public Transit. Prague Road Maintenance is expected to cover the initial two year drawing from
the allocation and Prague Public Transit will take up its drawing later with the project of the
Metro A line extension.
The specific project to draw from the allocation on behalf of Prague Road Maintenance was
entitled “Control and regulation system of urban road traffic in Prague” with the total budget of
CZK 1.3 bn., subsidised in 85 % (approx. CZK 1 bn.) from the Transport Operational Programme.
Classes of drawing funds by The Technical Administration of Roads of the City of Prague and the extent of features
procured were defined as follows:
Class 1 – Principal traffic control centre Prague
Class 2 – Control with traffic signal devices
Class 3 – Control and monitoring traffic in tunnels
Class 4 – Supply of traffic information
Class 5 – Collection of traffic information
Class 6 – Entry control to Southern Connection – Ramp metering
Class 7 – Line control on the City Ring Road and radial roads
Class 8 – Prague Road Maintenance radio network function enhancement
Class 9 – Optical network
Class 10 – Meteorological sensors
Connect, a regional EU project
The Capital of Prague also participated, as a telematic effort, on
a regional project CONNECT in 2007. It focuses on “Infomobility”
services. The programme includes necessary studies and pilot
projects to introduce systems for high quality information on traffic
condition and information for passengers.
$ //&$5
//
Some of the study-type activities are in 50 % jointly covered from
the project’s resources (primarily exploratory and testing projects in
launching and running Mobility Information Centre DIC Praha).
The third and last stage of the project was in progress at the close of 2007. This stage
co-financed efforts related to the pilot introduction of the technology of anonymous monitoring
of the traffic by means of mobile phones (CFCD).
Traffic Modelling, an SPD 2 project
The Traffic Modelling Project was made by the Institute
of Transportation Engineering of the City of Prague
(ÚDI Praha). Following the merger of the Institute with
The Technical Administration of Roads of the City
of Prague (TSK hl. m. Prahy) as of 1. 1. 2008, the
project’s output continues to be utilised by this entity.
The Traffic Modelling project is included in a Single
Programming Document for Objective 2 (SPD 2) for
the Prague cohesion region. The task is subsumed in
Priority 1 – Revitalisation and development of the city
The Yearbook of Transportation Prague 2007
75
environment, and in Measure 1.1 Transport systems supporting the transformation of the city
environment.
The main purpose of the Traffic Modelling SPD 2 project was improving an efficient specialised
tool which makes possible in mobility modelling to test variant methods for optimisation and
regulation of urban mobility.
The project, worked out from April, 2005, till February, 2007, focused at traffic conditions currently
met on selected Prague crossroads. Particular conditions on the crossroads are determined by
their various characteristics and parameters including: its traffic control (no control, traffic signal
devices), its structural design (intersecting, circular, number and proportions of incoming roads),
traffic load in respective directions, lines of public (esp. tramway) transport, pedestrian and biker
volumes etc. These characteristics and parameters make multiple combinations which were
described in the model in such a way so as to provide outputs as close as possible to the
real traffic. A modelling tool was created under the project which considers those parameters
affecting traffic on particular crossroads. The tool is now used for testing selected objectives,
transportation measures and plans for urban mobility development in line with the principles for
transportation policy of the Municipality of Prague.
The project was co-funded by the EU (European Regional Development Fund – ERDF), the
Municipality of Prague and the national Government. For more information concerning SPD 2,
please turn to www.strukturalni-fondy.cz/jpd2 and to the website of the SPD 2 co-ordination
authority, Ministry for regional development – www.mmr.cz. The project is currently found in the
stage called “sustainability of the project” which monitors retention and utilisation of the project’s
benefits.
76
The Yearbook of Transportation Prague 2007
The text has been published thanks to the kind support of the following companies:
AŽD Praha s. r. o., Dálniční stavby Praha, a. s., Eltodo DS s. r. o., Metroprojekt Praha, a. s.,
Metrostav a. s., Pražské silniční a vodohospodářské stavby, a. s., SSŽ a. s.,
Satra, spol. s r. o., Subterra a. s.
© TSK hl. m. Prahy, 2008
The texts, graphics and the data contained within may be reproduced or distributed solely
with included quotation of the source:
The Technical Administration of Roads of the City of Prague
– Department of Transportation Engineering
Technická správa komunikací hl. m. Prahy – Úsek dopravního inženýrství (TSK-ÚDI)
The yearbook was prepared in The Technical Administration of Roads of the City of Prague –
Department of Transportation Engineering
Joint authorship: Ing. Jan Adámek, Olga Boučková,
Miroslav Božovský, Ing. Jana Coufalová, Jiří Dytrych, Ing. Marek Karban, Ing. Vladimír Kadlec,
Ing. Eva Kosteasová, Ing. Jan Kreml, Ing. Jiří Medek, Ing. Jug Mikuškovic, Ing. Ladislav Pivec, Ing.
Lubomír Šembera, Ing. Martin Šubrt, Ing. Jitka Tomsová, Ing. Jan Trešl, Ing. Jiří Zeman
Editors:
Ing. Zdeněk Balcar, Mgr. Eva Černá, Ing. Martin Šubrt
Data: Airports Council International;
Centrum dopravního výzkumu, v. v. i.; Czech Consult, spol. s r. o.; České dráhy, a. s.; ČSAD
Holding, a. s.; Dopravní podnik hl. m. Prahy, a. s.; Evropská vodní doprava, s. r. o.; Letiště
Brno a. s.; Letiště Karlovy Vary, s. r. o.; Letiště Ostrava, a. s.; MHMP; Ministerstvo dopravy ČR;
O‘Hare International Airport; Parking Praha a. s.; Penco Praha, s. r. o.; Policie České republiky;
Policejní prezidium ČR; Povodí Vltavy, s. p.; Pražská paroplavební společnost, a. s.; ROPID;
Ředitelství silnic a dálnic ČR; Správa Letiště Praha, s. p.; TSK hl. m. Prahy; ÚDI Praha; ÚMČ
Praha 1, 2, 3 a 7; ZHMP
Photographs: TSK-ÚDI
Production: SOFIPRIN Praha
Published
by TSK hl. m. Prahy in 500 pcs
Praha 2008
THE TECHNICAL ADMINISTRATION
OF ROADS OF THE CITY OF PRAGUE
Department of Transportation Engineering
110 15 Praha 1, Řásnovka 8
Czech Republic
Tel.: +420 257 015 094
[email protected]
www.tskpraha.cz