BTS | PRAGUE METRO LINE D
opening is approximately 20m-wide by 22m-high with an area of approx 366m2. The primary lining is engineered from 3D-staged modelling in MIDAS GTS NX. A false primary lining (perpendicular to dome) will
later be built inside the dome as formwork for the station secondary lining casting. The space between the false primary lining and the dome will be filled with ash concrete, a lower carbon alternative to traditional concrete. 4b. Escalator Tunnel South Connection Client requirements combined the station cavern and a steeply rising escalator tunnel in a single envelope that the designers dub the ‘egg’. The tunnel envelope flares laterally while climbing at circa 60°, creating a large and highly three-dimensional intersection. The construction sequence begins with a ceiling
gallery from the escalator tunnel, then two descents to form the inclined connection before switching back to the station’s typical sequence. The connection cavern reaches an area of approx
Above:
Prague Metro network map, showing Line D (blue)
with the escalator tunnels. The design employs the New Austrian Tunnelling Method (NATM) with staged excavation supported by sprayed concrete primary lining, rock bolts and spiles, with systematic monitoring for convergence and settlements. Typical station sequencing uses excavation of the
Below:
Configuration of the Nové Dvory station
side-wall galleries (in the sequence of top heading, bench then invert) followed by the central core (top heading, bench, invert). However, the geometry of Nové Dvory station requires tailored solutions at three critical areas: the mid-station dome; the escalator tunnel south connection; and, the turnout tunnels with RC pillars. 4a. Mid-station dome A large dome is introduced roughly mid-station to create a logistics and access node that enables simultaneous excavation of the station cavern toward both ends. The dome is deep due to the need for accommodating the lift pit. The excavation sequence is assumed as a complex
arrangement of small chunks constructed as top heading/benches and invert excavation. The final
417m2 and it is 28.5m in height, which is roughly equivalent to a seven-storey building (3.5m per floor). Detailed 3D analysis of the overall construction sequence, in MIDAS GTS NX, was used to set the support required, evaluate displacements and optimise staging. The complex sequencing demands careful headwall anchoring and control of load paths into the side-wall galleries. 4c. Turnout tunnels Provision for a future western branch is realised with two large turnout tunnels to be located immediately beyond the station crossover. Where the rock pillar between diverging tubes becomes too thin, reinforced-concrete pillars (constructed in a middle tunnel) replace rock capacity and provide support to the primary lining of the parking track tunnel and turnouts. The complex construction sequence enlarges a
ventilation tunnel in the crossover area, drives the middle tunnels, casts the RC pillars (approximately 5m-high and 1m-thick in the thinnest zone) and then executes a stepwise enlargement to the full turnout profiles using the support of RC pillars.
12 | April 2026
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