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.
Start of documentation process
01.09.2002
End of documentation process
31.03.2004
Start of realization
01.06.2005
End of realization
26.05.2006
investment costs
stanice 516
mil. Kč
Projector
METROPROJEKT Praha a.s
Investor
Dopravní podnik hl. m. Prahy a.s.
Construction Realizer
ČKD DIZ, Metrostav a.s 08, Skanska a subdodavatelé
Detailed desciption
The goal of metro line A extension to the station Depo Hostivař is the creation of a new terminal for city bus transportation and suburban transportation from the eastern part of the city. Simultaneously, the industrial and administrative complex in the direct walking distance of the station will be served by the station.
Line A will be extended by approximately 1 kilometer.
The new section will be double-track, with a level connection of the depot head. Trains will arrive on the one or the other track in turns using the double connection in front of the portal at the entrance, or single connection in front of the station hall. Speed on the section between Skalka and Depo Hostivař is 40 km per hour, allowed arrival speed in the station Depo Hostivař is 20 km per hour.
The station Depo Hostivař is a surface station situated in a separate part of the existing depot area in the hall that previously served as wash box for trains.
Basic Information
Length of operated line A Dejvická – Depot Hostivař
11,004 km
Length of operated line A Skalka – Depot Hostivař
1,033 km
Number of stations on A line Dejvická – Depot Hostivař
13 stations
Number of stations on the new line section Skalka – Depot Hostivař
1 station
Average distance of stations on line A
917 m
on the new section
1033 m
Platform on the new section
island
Maximum line speed
40 km per hour
arch in front of the hall
30 km per hour
for arrival to the station in the hall
20 km per hour
The minimum sequential operation interval is influenced by technological duration of train turning.
alternating train turning with rolling crew
100 s
alternating train turning without rolling crew
140 s
train turning on single track No. 1 with rolling crew
135 s
train turning on single track No. 1 without rolling crew
225 s
Number of carriages in a train set
5 carriages
Seating capacity at 4 persons standing on 1 m2
845 passengers per carriage
(new and reconstructed metro train set)
Aspects of Interest
Apart from depot head reconstruction, not a single meter of new rails was needed.
For the first time ever, metro trains will go in the open air at a distance of approximately 435 m.
The station platform is levelled with the surrounding terrain.
Estimated investment costs:
Reconstruction of track head
480 mio CZK
New washbox and station construction
516 mio Kč
Surfaces
460 mio Kč
Implementation
Before station construction, the track head in front of the depot was reconstructed to enable trains with passengers to pass on the transport route in future. The reconstruction was performed during summer months of the year 2004 while the depot was shut down.
The station was placed in the area of an old wash box for trains. A new wash box was built in the spring of 2005 in the neighbouring area in the hall.
The estimated date of operation opening is April 2006.
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). More...
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