III. - Across The City (1974-1985)
9th May was a breakthrough in urban transport in Praha. Lot of these changes taken place at this day. First metroline was opened, important tramway route in Budejovicka st. was closed, there was major change in payments, where price 0,60 Kcs, transferrable ticket was changed to 1,00 Kcs, not-transferrable. Also, special express bus lines were no longer in service, old 2-axle tramcars were finally withdrawned (last one on line 18), and also there were no conductor in trams, there was need to buy ticket before journey.
Metro, metro, metro, this was in every news, TV or radio at this moment. Service was started officialy, with visit of government. First day, large amount of passengers made their "testdrive" - of course for free.
Next day, normal service started. On 7,0 km long line (line was named C, not very logical), there was service between 5.00 and 24.00. 3-car units of russian E cars were in service here, in rush hours each 150 seconds.
On station Hlavni nadrazi (main rly.station), there was already seen, that this station was built for underground tramway
first, so there were side platforms. Side platforms were also on station Gottwaldova (today Vyšehrad), here was reason very close connection of this station to Nuselsky's bridge. All stations were built with expensive marble on walls - this was again made with Russian style. On Kacerov station, normal metro "Y-shaped" turn was built, connection track with depot started here too. Even in 1974, extension of C line from Kacerov to Jizni Mesto started, in 1975 construction of extension of A line from Namesti Miru to Olsany started too.
Starting of metro service was technical success. Although Russian cars have many problems, and they were not modern, there was clear, that planned underground tramway will be unable to cover all these passengers. With metro, 3-car units were quickly not big enough so 4th car was joined to unit.
Dopravni podnik already made some changes on russian metrocar. Then they negotiated with russian Mytisci works to make these improvement on all new vehicles. Mytisci works built then new prototype of new class named 81, prototype was ready in end of 1976. Major change was, that sooner there were all cars with driver's cabin. At this moment, there was only cabin on some vehicles, rest of the vehicles was without cabin. Then was possible to join these cars together into one unit, where only two cars were with cabin, so no space was wasted for passengers. These vehicles were later named as 81.717 (with cabin, in Praha as 81.7171), and 81.714 (without cabin, in Praha as 81.7141). Also, better engines were now in car, maximal speed was extended to 90 km/h. Cars were tested in Moscow again, first serial batch then comes to Praha (later these cars were used in all Soviet cities with metro, and also in Budapest (Hungary), Warsaw (Poland) and Sofia (Bulgaria, slightly modified version), and they were built until 1993).
Meanwhile, construction of second line A was in progress. This line was built with quite different method, it was not digged from surface, but here was digged "straight", like railway tunel in rock, so there were no big holes on surface). Also, this line had a tunnel under river Vltava, this was also new. Delays were the made, and last tunnel was then finished in october 1977, only 9 months before opening of this line.
Opening of second line A was done on 12th August 1978, line was 6 km long. 4-car units made from two cars 81.7171 and from two cars 81.7141 were given into service, at this time there was 64 (32+32) these vehicles in depot Kacerov. Cars of E class were never used on A line - route was very hilly, so there were problems for these old cars. New line A uses then green color (old C line has red color as orientation symbol)
Station were quite different than on C lines, these station were mostly built as three-hall station, medium hall was shorter then lef and right hall, where platform was. This construction becomes typical for A and B lines later. Also, one endstation, Namesti Miru was very deep under surface level, 53m! - this is still deepest station of metro. Station were joined with surface by russian escalators, longest was (of course) on Namesti Miru, was more than 80 m long, with 533 stairs! On station Muzeum, there was transferring point with line C, both these stations were joined by separate  tunel. Also, there was a service track between A and C lines, this was needed, because at this point, still there was only one depot in Kacerov.
Opening of this new metroline was very useful for historic centre of city - line C was quite far from this. Also in Dejvice, there were made major changes in tramway routing. In moment of opening, still, there were two driving person in one train, same as on line C. Sooner, on line A, there was only one person. Meanwhile, since February 1979, there were already 5-car units on line C. Since 1981, these news were "joined", so on both lines there were 5-car units, driven by one person.
First two metrolines were very important, but they were a bit short, so there was also need to improve traffic more far from city centre. This "error" was fixed in 1980, when two new parts of lines were opened. First one was in 7th November 1980, when extension from Kacerov to Kosmonautu (today Haje) on Jizni mesto was opened, second one was extension of line A from Namesti Miru to Zelivskeho. On first line, there were new 4 stations, again made with same style as previous stations, similar can be said for new three stations of A line.
Requests for extension of fleet was again solved through Mytisci factory, at this time, there was alread 62 cars of 81 class with cabin and 73 without cabin, of course including 85 cars of E class. For this amount of vehicles, depo on Kacerov started to be too small, so construction of second depot in area of Hostivar started. In end of 70's, construction of extension of line C in northern direction to Holesovice started (at this moment using tunnel under river, not railway bridge any more), but also construction of third ("Yellow") line B started, this line ought to be connection of east and west of city, and it shall be longest line of metro in Praha.
During 6 years, 4 new routes of metro were opened. Unfortunately, construction tempo was slowed down, so plan of 90 km of track until 2000 was shortened to 70 (but next 20 until 2005). In 1982, project with following lines to be built until 2010 was made: For financial reasons, construcion was slowed down again. Construction of extension of C line was however done according to plan in 7th November 1994. Although this extension was very short, only about 1500 m with 2 stations, it was very important for citizens of norhter parts of town. On endstation Fucikova (today Nadrazi Holesovice), bus and railway station was planned, railway station was opened later, in 1986.
For line C, this was last change since today. Planned extension to Ladvi is still not under construction (see chapter 5)
End of construction in city centre was planned with opening of new line B. This new line, in city centre deeper than A and C lines was very important, and was planned as a replacement of tramways in city's centre. Also, it was planned as great help for citizens of Praha 5, large area, that was connected with centre only with tramway. Unfortunately, some tramway tracks on surface were abandoned at this time (it was for last time).
Opening was done on 7th October 1995. New 6 km was given into service. New stations were quite similar to A line, station Moskevska (today Andel) was built by Russian plans (at same time, in Moscow, there was station Prazska, built by Czech plans). This station seems to be one of nicest stations in Praha's metro today (author's personal opinion).
Endstation Smichovske nadrazi was directly joined with one of Praha's major railway stations.
Regular service started with 5-cars units immediately. There were again stored in depot Kacerov on C line, so service track between B and C lines was built too...
Opening of B line brings also final state to surface and underground transport in city's centre. Although there were also some misadvantages of this solution, there is need to say, that this line helps for example to built pedestrian's subway in city's centre too.
November 1985 was very important for Praha's metro again. Central part of city was finished, metro started to expand to another direction. Towards the suburbs!

Stations built between 1974-1985
Line Former name Current Name Opened Station type No. of exits Deep under surface
I.C Sokolovská Florenc 9.5.1974 1 hall 2, second opened 1985 10 m
I.C Hlavní nádraží Hlavní nádraží 9.5.1974 1 row of pillows, side platforms exit to railway station hall 7 m
I.C Muzeum Muzeum 9.5.1974 1 hall 1 10 m
I.C I.P.Pavlova I.P.Pavlova 9.5.1974 1 row of pillows 1+1 emergency 19 m
I.C Gottwaldova Vyšehrad 9.5.1974 2 rows of pillows, side platforms direct surface exit 3 m
I.C Pražského povstání Pražského povstání 9.5.1974 1 hall 1 8 m
I.C Mládežnická Pankrác 9.5.1974 2 rows of pillows 1 14 m
I.C Budějovická Budějovická 9.5.1974 1 hall 2, second opened 1981 9 m
I.C Kačerov Kačerov 9.5.1974 2 rows of pillows 1 12 m
I.A Leninova Dejvická 12.8.1978 1 hall 2 11 m
I.A Hradčanská Hradčanská 12.8.1978 3 halls 1 43 m
I.A Malostranská Malostranská 12.8.1978 3 halls 1 32 m
I.A Staroměstská Staroměstská 12.8.1978 3 halls 1 28 m
I.A Můstek Můstek 12.8.1978 1 hall, 2 rows of pillows 2 30 m
I.A Muzeum Muzeum 12.8.1978 3 halls 1, together with C line 34 m
I.A Náměstí Míru Náměstí Míru 12.8.1978 3 halls 1 53 m
II.C Primátora Vacka Roztyly 7.11.1980 1 hall 1 6 m
II.C Budovatelů Chodov 7.11.1980 1 hall 1 10 m
II.C Družby Opatov 7.11.1980 1 hall 1 11 m
II.C Kosmonautů Háje 7.11.1980 1 hall 2 11 m
II.A Jiřího z Poděbrad Jiřího z Poděbrad 12.12.1980 3 halls 1 45 m
II.A Flora Flora 12.12.1980 3 halls 1 25 m
II.A Želivského Želivského 12.12.1980 3 halls 1 26 m
III.C Vltavská Vltavská 7.11.1984 1 hall 1 21 m
III.C Fučíkova Nádraží Holešovice 7.11.1984 1 hall 2, second opened 1986 7 m
I.B Sokolovská Florenc 7.11.1985 1 hall, 2 rows of pillows 1, together with C line 39 m
I.B náměstí Republiky náměstí Republiky 7.11.1985 3 halls 2 40 m
I.B Můstek Můstek 7.11.1985 1 hall, 2 rows of pillows 1 41 m
I.B Národní třída Národní třída 7.11.1985 3 halls 1 39 m
I.B Karlovo náměstí Karlovo náměstí 7.11.1985 3 halls 2 40 m
I.B Moskevská Anděl 7.11.1985 3 halls 2 36 m
I.B Smíchovské nádraží Smíchovské nádraží 7.11.1985 1 hall exit to railway station hall 10 m
Metrocar fleet 1974-1985:
Year Type Amount No.s Total amount
1973-1974 Ečs 50 1001-1050 50
1975 Ečs 20 1051-1070 70
1976 Ečs 12 1071-1082 82
1977 Ečs 3 1083-1085 85
1978 81.7171 (with cabin) 35 2101-2135  
1978 81.7141 (without cab) 33 2201-2233 153
1979 81.7171 (with cabin) 17 2136-2152  
1979 81.7141 (without cab) 17 2233-2250 187
1980 81.7171 (with cabin) 10 2153-2162  
1980 81.7141 (without cab) 23 2251-2273 220
1981 81.7171 (with cabin) 6 2163-2168  
1981 81.7141 (without cab) 29 2274-2299 
1982 81.7171 (with cabin) 14 2169-2182  
1982 81.7141 (without cab) 21 2403-2423 290
1983 81.7171 (with cabin) 12 2183-2194  
1983 81.7141 (without cab) 18 2424-2441 320
1984 81.7171 (with cabin) 14 2194-2199 
1984 81.7141 (without cab) 21 2442-2462 355
1985 81.7171 (with cabin) 22 2309-2330  
1985 81.7141 (without cab) 33 2463-2495 410
In 1985, there was 85 cars Ečs, 130 cars 81.7171 (with cabin) and 195 cars 81.7141 (without cabin).

Opening of lines
I.C 9.5.1974 Sokolovská - Kačerov 6,6 km
I.A 12.8.1978 Náměstí Míru - Leninova 4,7 km
II.C 7.11.1980 Kačerov - Kosmonautů 5,3 km
II.A 22.12.1980 Náměstí Míru - Želivského 2,6 km
III.C 7.11.1984 Sokolovská - Fučíkova 2,2 km
I.B 7.11.1985 Sokolovská - Smíchovské n. 4,9 km
At end of 1985, there was 26,3 km in service

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