Projects

The documentation for the decision on zoning approval and building approval includes a proposed extension of the existing tram line in Radlická Street in Prague 5 in a length of approximately 0,741 km on the line section from the existing Y-turn Laurová up to the metro station Radlická where a tramway loop is planned to end the line.

The tram line was in a state of serious wear and tear. Extent of modifications: from Balabenka Crossroads including branching (1 x 6 crossings) – connected to the point crossing from Palmovka and to the reconstructed point crossings from direction Českomoravská. The end of the reconstructed section was behind the crossing with Na Břehu Street where a short section was constructed from large panels and connected to existing situation behind the Na Břehu Street. The tram line reconstruction included platform lighting, draining of the line body, repair of insulation on the Rokytka brook bridging and road marking. An automated irrigation of the grass-cover of the tram line body was implemented for the first time in Prague. The repair of the large-area tram line panels between Na Břehu Street and OSN was performed by DP under the same traffic lockout. The reconstruction of roads and adjacent pavements of Sokolovská Street in the section Balabenka-Na Břehu for the investor TSK Praha was performed under the same traffic lockout.

The station construction is situated in the metro depot in Prague 10 and in the area between the depot and Černokostelecká Street. In the depot area, a new metro station will be built in the existing docking hall. Trains will arrive in the station on existing rails from the line A station Skalka.

The purpose of the construction was to improve the quality and to enlarge the capacity of mass transportation to Barrandov housing estate and neighbouring area and to replace unsuitable bus transportation. The solution of high-capacity transportation will contribute to the development of the Barrandov area which is now limited by the mass transportation situation. The area is extremely suitable for urban development. Certain finance has already been invested to provide engineering lines in the area. The area includes Barrandov, Barrandov housing estate, Lochkov, Slivenec, Holyně and Klukovice. Transportation needs can be satisfied only with a high-capacity rail track with sufficient overkill. The use of a tramways is also beneficial with regard to the environment. Also, the dependence of mass transportation on the capacity of the main access road (K Barrandovu Street) is removed. The road is overloaded with motor-vehicle traffic which is constantly growing. A potential preference of mass transportation buses is also hardly feasible due to the location having insufficient width. The traffic can only be eased after the external road ring is put into operation.

Further extension of Prague metro line C to important development areas Prosek a Letňany.

New, non-production and ecologic construction of the line The goal of the line A extension with high-capacity rail traffic is better quality of transportation services in the north-western sector of the city. The construction of the Prague metro line A from Dejvická station is scheduled in two phases. The first phase of the construction (line V.A) is designed as a temporary terminal station Petřiny. The remaining part of the line (line VI.A) will be constructed in the second phase.

The study deals with the design of the driven structures of the ship lift at the Slapy Dam, which is some 35 km upstream from Prague on the River Vltava. The dam profile is the main reason why the water route from Prague to České Budějovice is not navigable for ships of tonnage up to 300 tons. At present studies deal with several variants of the ship lift structure. Despite the fact that none of the variants has been chosen for further stages of the project preparation, the text describes in detail only two of the planned variants – the lock with high lift and the sloping ship lift.

About one third of the length of operating lines of the Prague Metro found in the central area of Prague were inundated during the flood in August 2002. The construction of a new flood-protection system commenced immediately, when the damage caused by the flood had been repaired and the metro lines operation had resumed. Analyses and the assessment of the flood impacts showed that the flood wave threatens most of all cut-and-cover structures of the metro lines which are founded near to the surface, namely by increased external hydrostatic pressure and/or the hydrodynamic effects of this pressure. Mined metro sections are virtually unthreatened in these cases. Protection of the cut-and-cover structures is provided by several basic types of traditional construction measures. The structural parts found in the flooded zone are reinforced or thickened, permanently anchored, braced or supercharged. Structures which are selected with respect to their design and local hydrogeological conditions are provided with elements relieving the hydrostatic pressure on the outer surface of stations and concourses.

The poly-functional "Palmovka" building is situated on the area of a bus terminal center that is to be reconstructed to comply with the B line metro station of Palmovka. The area is designed as a living house with flats and shops, a new bus station and underground parking lots. The building (a new block of flats) will connect to the existing urban structure of the locality and will be completed and extended with shopping facilities. It will solve the issue of transportation connection and remove the existing, inadequate and incomplete area of the bus station. The area and its environs will be converted into a park and green area including the area around the synagogue up to Zenklova Street. The mass of the building will separate the future high traffic in the Na Žertvách Street and the entrance of the tunnel from the existing built-on area.

The project of the modernisation of main railway corridors is in progress in Slovakia. The project includes the railway route Nové Mesto nad Váhom – Púchov. This route leads through a rugged country, which, in the Turecký Vrch section, is listed as a protected landscape area. Authors of the design studied several variants. The straightened alignment, and environmental reasons in particular eventually contributed to their preference to the tunnel variant over an up to 40 m deep side-hill cut leading along the entire length of the hill side. The mined double-rail tunnel is 1,775 m long, with the length of the mined section amounting to 1,740 m. The cut-and-cover sections total 35 m. The maximum overburden depth is 100 m. Complicated geological conditions, verified by an exploration gallery, were the reason why the authors of the design selected the New Austrian Tunnelling Method, which allows a flexible response to changes expected in geological conditions. The lining of the mined tunnel consists of two shells with an intermediate waterproofing membrane covering the vault and side walls. The tunnel profile is designed with regard to train aerodynamics, for the speed of 160 km/h (prospectively 200 km/h).

A reconstruction of the two old parallel single-rail tunnels had to be designed, as part of the project of the Third Railway Corridor Modernisation in the border section of the route between Slovakia and the Czech Republic. The investor envisaged that the old tunnel lining would be replaced and that the tunnel clearance would be extended for both tunnels. In view of operational and technological calculations, the authors of the design have proved that a single-rail railway operation is acceptable during the reconstruction period and have designed a new solution, which is based on the reconstruction of only one tunnel tube, which would be rebuilt into a two-rail tunnel with a total length of 612 m. The design appropriately uses the existing tunnel as the opening partial stope, which also allows reinstating part of the solid rock mass, which was eased after a caving-in during World War II, in advance. In addition, at the time of driving the calotte, the tunnel is used for carrying away broken rock by rail. After the new tunnel is put into operation, the old single-rail tunnel will be eliminated.

System for road toll collection on 970 kilometers of Czech highways and speedways

The documentation for the decision on zoning approval includes a proposed extension of the existing tram line Hlubočepy-Sídliště Barrandov that was opened in November 2003. The proposed extension connects to the existing stop Sídliště Barrandov and continues in the south-western direction on the axis of the planned street area. It will have a length of approximately 1.5 km and include a total of 3 stops with provisory names Kaskády, Holyně and Slivenec. The extension is ended with a new tramway loop Slivenec between Holyně and Slivenec on the cadastral area of Slivenec, north of K Barrandovu Street next to an agricultural premises. The new track runs mostly outside the existing built-up area over development areas behind the current end of the Barrandov housing estate. Similar to the existing line, the extended tram line will be the backbone of the mass transportation system in this area. In the first phase (after putting into operation), it will serve to inhabitants in the existing living area at the end of the Barrandov housing estate (Kaskády housing estate), in Holyně and in Slivence. In the following phase (after the completion of hte development areas) also for the new housing estate. The follow-up bus transportation will provide transportation services on a wider surrounding area. The main benefit of the tram line construction is enhance quality of transportation services on the territory. The tram line construction includes only such buildings and operating units that are necessary for the tram line operation, usually provided by DP a. s. as investor. Further, it includes all indispensable related shifts and bypasses of roads and underground utility lines.. The extent of the construction is evident from the list of constructional and operational units and their functional description. Electricity for the tramway line is planned to be supplied from the Barrandov converter station. However, the construction does not include the final road along the tramway body and in the future built-up area, the main water pipes and underground utility services for the future housing estate and the built-up area. It is expected that in the course of further preparation, investors and designers of the roads and engineering services will be appointed and preparatory work will start. After that, the tram line construction can be mutually coordinated including solution of the situation during putting into operation of the track and roads.

The tram line was in a state of serious wear and tear. Extent of modifications: from Balabenka Crossroads including branching (1 x 6 crossings) – connected to the point crossing from Palmovka and to the reconstructed point crossings from direction Českomoravská. The end of the reconstructed section was behind the crossing with Na Břehu Street where a short section was constructed from large panels and connected to existing situation behind the Na Břehu Street. The tram line reconstruction included platform lighting, draining of the line body, repair of insulation on the Rokytka brook bridging and road marking. An automated irrigation of the grass-cover of the tram line body was implemented for the first time in Prague. The repair of the large-area tram line panels between Na Břehu Street and OSN was performed by DP under the same traffic lockout. The reconstruction of roads and adjacent pavements of Sokolovská Street in the section Balabenka-Na Břehu for the investor TSK Praha was performed under the same traffic lockout.