Prague 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.

Source. PID GTFS feed (ROPID open data, data.pid.cz/PID_GTFS.zip, feed of 12 Sep 2026), Tuesday 15 Sep 2026. Alighting and boarding stops of one loop are merged (Kobylisy → Březiněveská, Sídliště Modřany → Levského). Track counts from prazsketramvaje.cz and cs.wikipedia.
Two network states. “12–25 Sep 2026” is the feed as published. “From 26 Sep 2026” replaces the two short closures: line 2 uses the DPP line timetable valid from 26 Sep (Sídliště Petřiny – Náměstí Bratří Synků, every 8 min in the afternoon peak; arrivals are departures plus the constant 38-minute runtime because the PDF text lost one block of arrival times) and line 23 uses the feed for 22 Sep, when it already runs Královka – Bílá labuť. All other lines are unchanged from 15 Sep; line 5 and the Libeňský most lines stay diverted in both states.
Diversions. Three layers sit on top of the permanent April 2026 network: (1) short closures, which give line 2 its Albertov end and line 5 its Nádraží Holešovice end; (2) the Olšanská street closure to 10 Oct 2026, which diverts the path of 9 and 26 (same termini) and suspends line 34 (Nádraží Holešovice – Bílá labuť); (3) the Libeňský most closure since Nov 2024, expected to last to about 2028, which cuts 1 and 25 back to Výstaviště, 6 to Nádraží Holešovice, reroutes 12 and adds substitute line 31. Line 14 (Spořilov – Vozovna Kobylisy) is suspended since 18 Apr 2026 pending the Václavské náměstí track. Line 23 moves from Zvonařka to Bílá labuť on 19 Sep 2026. Chips on the line rows mark each case; the permanent routing is in the line index.
Vehicle types. The number of trams per line is the count of duties in service at 16:15 on Tuesday 15 Sep 2026 chained from the PID GTFS; each trip carries a low-floor flag, so the split between low-floor trams and Tatra T3 pairs is exact. Which type runs each course comes from the crowd-sourced daily deployment records on seznam-autobusu.cz (vypravenost PID) for the weekdays 2–11 Sep 2026, where almost every tram course of every line was recorded with its vehicle numbers; a course keeps its type from day to day in nearly all cases. The per-line mix is the 16:15 duty count split in the proportion of the recorded courses.
Depots. Motol and Žižkov run 15T4 (plus T3R.P pairs); Vokovice 15T and T3R.PLF pairs; Kobylisy 14T and 15T; Pankrác 15T, 15T4 and KT8; Hloubětín 52T (lines 12, 8, 7, 15, 11), KT8 (19, 31, 17, 13) and T3 pairs; Strašnice T3R.PLF pairs. The high-floor peak extras are T3R.P pairs, except four retro T3M2-DVC pairs on line 7.
Variants. Where a line runs two patterns the duty count per pattern comes from the trip each duty is on at 16:15; the type split within a pattern is proportional, except that the recorded course numbering of line 17 (1–17 and 21–37) confirms the T3R.P pairs sit on the Vozovna Kobylisy – Sídliště Modřany pattern.
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.

Prague Tram Termini

Line index

Vehicle types

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