Olomouc Tram Termini

One row per line and direction in the selected hour: where it starts, when it leaves, how long it runs. Runtime is the average scheduled time from first to last stop for that direction, which is the number to match against the Simutrans schedule.

Timetable. DPMO publishes its own GTFS feed (dpmo.cz, doc/dpmo-olomouc-cz.zip, version 20 Aug 2026, valid to 12 Dec 2026). Trip start and end times of the tram routes on Tuesday 15 Sep 2026; the feed's platform codes are empty, so no real stop letters are shown. Alighting at Hlavní nádraží and boarding at Fibichova belong to the same loop and are merged under Fibichova.
Why 15 Sep. The summer closure Hlavní nádraží – Pavlovičky (9–31 Aug 2026, lines X1–X7) ended on 31 Aug and the pre-holiday timetable returned on 1 Sep; DPMO lists no tram closure for September 2026, and 22 Sep gives the same times. The only long-term special state is the temporary stub at U Kapličky, in place since Nov 2022 until stage III of the Nové Sady line is built.
Headways. Every line runs every 15 min in the afternoon peak except line 5 (30 min); lines 3 and 5 overlap to 10 min on Nové Sady, 2 and 7 to 7–8 min to Neředín, 1, 4 and 6 to 5 min to Nová Ulice. With 15-minute headways the minutes past the hour repeat every hour, so offset and phase are the same thing here.
Tracks. Fibichova is documented as a two-track loop (spvd.cz history); Nová Ulice as the two-track loop that replaced the triangle in 1981 (Wikipedia). For Neředín, Pavlovičky and U Kapličky the counts come from the track geometry in OpenStreetMap, which shows two parallel loop tracks at Neředín, a passing track at the Pavlovičky stop and a double-track stub with crossover at U Kapličky; confidence is marked on each card.
Fibichova queue. Six lines turn here and lines 5 and 7 wait 35–50 minutes, so the timetable has up to seven trams standing at once against two loop tracks. In reality the long layovers are spent in the adjacent three-track Jeremenkova storage hall, which the plan does not count.
Vehicle types come from the crowd-sourced daily deployment records on seznam-autobusu.cz (vypravenost/mhd-ol), 33 weekdays from March to 10 September 2026, 296 tram sets with their course numbers; vehicle numbers were resolved to types through the site's vehicle register. The sample is uneven (some days record one set, 9 Sep 2026 records 27), so the mix per line is the observed share of set types scaled to the number of trams the timetable has in service at 16:00; the note on each line says how stable the course-by-course pattern is.
Formations. On weekdays every line except the solo Inekon Trio courses on lines 1 and 7 runs two-car sets of 15-metre cars: T3R.P pairs (high-floor), VarioLFR.S/LFR.E/LF.E pairs and EVO1 pairs (low-floor, single-direction), and on lines 3 and 5, which reverse at the U Kapličky stub, only bidirectional sets: VarioLF plus/o pairs coupled back-to-back or EVO1/o pairs. Set length is about 30 m (a solo Trio 20 m).
Low-floor flag. The DPMO GTFS marks trips as accessible only on lines 1, 2 and 7 (66 %, 73 % and 50 % of trips), which matches the observed share of low-floor sets there; trips of lines 3–6 carry no flag at all, so nothing can be read from it for those lines.
Not verified. Which course runs which departure minute (the site records courses, not trips); the exact 2026 fleet after the 2025 retirements of the Škoda 03T Astras and five T3R.P (Wikipedia, April 2026: 15 T3R.P, 3 Trio, 21 Vario single-direction, 14 VarioLF plus/o, 5 EVO1, 13 EVO1/o).
Timetable. Departures are the scheduled start times of every trip at its first stop, arrivals the scheduled end times at the last stop, for one weekday. Where a loop's alighting and boarding stops carry different names they are merged into one terminus.
Headway and offsets are derived for the selected hour only; the afternoon peak pattern usually holds from about 14:30 to 18:30, so 16:00 is a fair reference for all lines at once. The morning peak (7 o'clock) is offered for comparison. “Same pattern” on each row shows the hours over which headway and phase do not change.
Variants. Where a line leaves one terminus for two different ends (Ostrava line 4 to Hranečník or NH jižní brána, Prague 22 to Zahradní Město or Nádraží Hostivař), the row shows the combined pattern first and then one sub-row per destination with its own headway, phase and minutes; the line index lists the variants as separate rows. Trips that pass through a terminus on the way to a farther end are not counted at that terminus at all, so a through track is never occupied in these figures.
Low-floor marks. A departure minute underlined in red is a trip the timetable itself marks as low-floor (GTFS wheelchair_accessible, the “@” code in CIS JŘ data); a grey underline is an explicit high-floor trip; no underline means the data does not say. “Low-floor N% of trips” on a row is that line's share over the whole day at this terminus. Fleet at peak chips name the unit as it runs: “2× T3” is one coupled two-car set (one tram in the counts), “T3M.3 solo” a single car; the vehicle-type table gives cars per unit and length. They give the observed vehicle types in service around 16:00 from deployment records, as described in the city notes; they are observations from a few days, not a timetable rule, so the mix on any given day can differ.
Phase. With an 8-minute headway the minutes past the hour shift by 4 every hour (:02 :10 :18 … at 16:00 becomes :06 :14 :22 … at 17:00), because 60 is not a multiple of 8. The phase is the departure minute counted from midnight modulo the headway, so it stays the same all afternoon and is the number to compare between lines: two 8-minute lines with phases 2 and 6 leave 4 minutes apart, phases 2 and 2 leave together. “Same pattern” gives the hours over which headway and phase do not change.
Depot runs (trips starting or ending at a vozovna) are left out of the headway and the pattern but are counted in the number of trams standing at the terminus. Tick the box to list them.
Trams standing is the largest number of trams that are between arrival and their next departure at the same time during that hour, assuming first in, first out. A tram whose next departure of its line is more than 60 minutes away is assumed to have gone to the depot and is not counted. Compare it with the track count: a loop with fewer tracks than standing trams is one where trams in reality queue behind each other on one track, or where the timetable slack sits on the platform.
Track plan. A small simulation of 14:00–19:00: every tram arriving at the terminus is put on one of the loop tracks its line is allowed to use, tracks are first-in-first-out, and a tram is counted as blocked when a tram in front of it is scheduled to leave later. All assignments of lines to tracks are tried and the best is kept, ranked by blocked trams (usually zero is possible), then by the number of lines sharing a track, then by the longest queue on any track, then by simplicity. “Up to N trams at once” is the platform length the track needs in the model. Where a line alternates between two tracks, the simulation sends each tram to the track where nothing blocks it, which is what a choose signal or a multi-platform stop does in Simutrans. Tracks that have no platform in reality are left out and noted. “Real boarding stops today” lists the platform letters from the feed where the operator publishes them, i.e. the real assignment.
Tracks come from published descriptions of each loop (Wikipedia, operator and enthusiast sites); the source and confidence are noted on each card. Numbers marked “?” were not verifiable.

Olomouc Tram Termini

Line index

Vehicle types

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