Prague is moving forward with a strategic expansion of its transit network as the Dopravní podnik hl. M. Prahy (DPP) has officially contracted a consortium to build the new tramvajová trať Olšanská – Habrová. The project, which will bridge the gap between Žižkov, Jarov, and Malešice, is slated for completion in under a year, marking a significant step in the city’s effort to integrate emerging residential and administrative districts into the urban core.
A consortium comprising FIRESTA-Fišer, PEDASTA, and N+N won the contract with a bid of 599 million CZK (excluding VAT), significantly undercutting the DPP’s initial estimate of 710 million CZK. The decision follows a competitive tender process that attracted nine bidders, reflecting high industry interest in one of the city’s more unconventional infrastructure projects.
The project is not merely a routine extension of the rails. Stretching 1.93 kilometers, the line is designed to repurpose defunct industrial infrastructure, specifically utilizing a disused railway bed for a portion of its route. This approach allows the city to expand transit access while minimizing the need for extensive new land excavation in densely populated areas.
A hybrid approach to urban transit
The technical layout of the tramvajová trať Olšanská – Habrová is divided into two distinct phases. The first 1.3 kilometers will consist of a standard double-track system, ensuring high-capacity flow for commuters. However, the remaining 0.6 kilometers will transition into a single-track configuration, running along a former railway corridor before ending in a turnaround loop in front of the Auta Jarov complex.
To mitigate the industrial feel of the former railway line, the city plans to integrate “green” infrastructure. The project includes the planting of new tree-lined avenues and the installation of partially grassed tram tracks, a design choice intended to reduce noise pollution and improve the aesthetic quality of the surrounding neighborhoods.
The route’s integration begins at the intersection of Jana Želivského and Olšanská streets. From there, a new eastern branch will lead into Severní nákladová street, passing north of the historic Nákladové nádraží Žižkov building. The tracks will then proceed across an open gravel bed toward the Červený dvůr bridge, which is scheduled for reconstruction under the management of Technická správa hlavního města Prahy (TSK).
Connecting the new faces of Žižkov
The primary driver for this expansion is the rapid growth of the Žižkov City and Parková čtvrť developments. These areas have seen a surge in high-density residential and administrative construction, creating a pressing need for high-capacity public transport to prevent traffic congestion in the surrounding districts.
By linking these new hubs to the existing network, the city aims to reduce reliance on private vehicles for residents moving between the eastern edge of Prague 3 and the city center. The project also includes the demolition of an existing pedestrian bridge, which will be replaced by a level crossing to streamline the tram’s path toward the Osiková street extension.
Beyond the tracks, the project addresses essential commuter infrastructure. A new changing station will be built on Na Viktorce street, and social facilities will be established at the final turnaround stop to ensure the operational viability of the line for transit staff.
Project Specifications and Stops
The new line will feature six designated stops, designed to maximize accessibility for the new housing estates. Four of these will be island platforms serving both directions, while two will be single-sided, including the final terminus.
| Stop Name | Platform Type | Primary Area Served |
|---|---|---|
| Nový Žižkov | Island | Žižkov City |
| Nákladová | Island | Industrial/Admin Zone |
| Malešická | Island | Malešice Border |
| Nad Kapličkou | Island | Residential Transition |
| Habrová | Single | Jarov Residential |
| Sídliště Jarov | Single (Loop) | Auta Jarov / Sídliště |
Funding and administrative hurdles
While the project has now secured a contractor, the path to construction was delayed by land acquisition. The Prague City Assembly only finalized the purchase of critical land parcels from České dráhy (Czech Railways) at the end of March for 55 million CZK. Although the official building permit was granted in January of last year, these land disputes pushed the start date back from the original early-year target.
Financial backing for the project is largely secured through the Operational Programme Transport (OP Doprava), with additional contributions from the State Fund for Transport Infrastructure (SFDI). This blend of European and national funding is typical for Prague’s large-scale transit upgrades, shifting a significant portion of the financial burden away from the municipal budget.
The construction timeline is aggressive, with a scheduled duration of 11 months. Given the relatively straightforward nature of laying tracks on an existing railway bed for the final segment, the consortium expects to meet this window, provided no further land or utility conflicts arise.
The next confirmed milestone for the project is the official mobilization of equipment and the commencement of site preparation at the Olšanská intersection. Further updates on specific street closures and construction phases are expected to be released by the DPP as the project breaks ground.
We invite readers to share their thoughts on the expansion of Prague’s tram network in the comments below.
