LIBEŇ BRIDGE, PRAGUE 7 AND 8, REF. NO. 999984 ENGINEERING AND DESIGN ACTIVITIES TO FINISH TRANSPORT - ARCHITECTURAL STUDY OF THE LIBEŇ ADJOINED BRIDGES FOR THE PURPOSES OF THE DESIGN AND BUILD CONTRACT

DATE: 18 September 2020 SUPERVISION: Ing. Adam Scheinherr, MSc., Ph.D. Deputy Mayor for Transport Capital City of Prague Mariánské nám. 2, 110 00 Prague 1 CLIENT: Technická správa komunikací hl. m. Prahy, a.s. Technical Road Administration of the Capital City of Prague, a joint stock company Řásnovka 770/8, 110 15 Prague 1 AUTHORS OF STUDY: Ing. arch. MgA. Petr Tej, Ph.D., Czech Chamber of Architects (CCA) authorised architect Ing. arch. Tomáš Cach ARCHITECTURAL AND CONSTRUCTIONAL SOLUTIONS OF ADJOINED BRIDGES: Ing. arch. MgA. Petr Tej, Ph.D., CCA auth. architect Ing. Jan Mourek, Czech Chamber of Authorized Engineers and Technicians in Construction authorised engineer for bridge structures Ing. arch Marek Blank Ing. arch. Oto Melter TRANSPORT AND ARCHITECTURAL-URBAN SOLUTIONS: Ing. arch. Tomáš Cach TRANSPORT SOLUTION REVIEW: Ing. Jiří Souček Ing. John Henley, Czech Chamber of Authorized Engineers and Technicians in Construction authorised engineer for transportation construction HYDRAULIC ASSESSMENT: Doc. Ing. Aleš Havlík, Ph.D., Czech Chamber of Authorized Engineers and Technicians in Construction authorised engineer for water management construction SUPPLIER – INVOICE DATA: Architekti a Inženýři Praha AI Praha, s.r.o. Nad tratí 386/15, 160 00 Prague 6 Company Reg. No.: 06385796

1 / 56 CONTENTS 1 BRIDGE HISTORY ...... 6 2 INTRODUCTION...... 8 3 CURRENT STATE ...... 8 4 PRAGOPROJEKT PROPOSAL WITHIN ZPD AND BPD SCOPES ...... 10 4.1 Cable Pipeline Demolition ...... 11 4.2 Roads ...... 11 4.3 Bridges ...... 12 4.3.1 Bridge V 009 across Vltava River ...... 12 4.3.2 Inundation (Flood) Bridge ...... 13 4.3.3 Bridge across the Road to Libeň Island ...... 14 4.3.4 Bridge across Voctářova Street ...... 14 5 PROPOSAL ...... 15 5.1 Proposal Summary ...... 15 5.2 Proposal Principles ...... 15 6 LIBEŇ ADJOINED BRIDGES / DESIGN SEGMENTS DESCRIPTION ...... 17 6.1 V009 Holešovice Side Frame Construction ...... 17 6.2 V009 Arch Bridge across Vltava River ...... 17 6.3 New Inundation (Flood) Bridge ...... 19 6.4 Embankment Body Road ...... 20 6.5 Bridging across Štorchova and Voctářova Streets ...... 20 6.6 X – 656 Arch Bridge ...... 22 7 ARCHITECTONIC SOLUTION OF NEW FRAME STRUCTURES ...... 23 8 NEW FRAME STRUCTURE CONSTRUCTIONAL SOLUTION ...... 28 9 ADJOINED BRIDGE LIGHTING ...... 28 10 TRANSPORT AND URBAN PLANNING SOLUTIONS ...... 31 10.1 Transport Solution Basic Principles ...... 31 10.2 Sections – Composition and Arrangement of Intersections ...... 32 10.2.1 Historic Bridge across Vltava – New Post-reconstruction Set-up ...... 32 10.2.2 New Inundation (Flood) Bridge ...... 33 10.2.3 Libeň Bridge Tram Stop Areas ...... 33 10.2.4 Eastern Part of Bridged-section – Area of New Štorchova-Voctářova Bridges with Historic Arch Bridge ...... 34 10.2.5 Bridge Eastern Part – Terrain Section East of Voctářova Street to Palmovka ...... 35 10.2.6 New Southern Libeň Bridge Exit Ramp ...... 36 10.2.7 New North Libeň Bridge Access Ramp ...... 36 10.2.8 New Road Connecting New Voctářova Street Traffic-light-organised Intersection with North Access Ramp ...... 36

2 / 56 10.3 Intersections – Organisational Principles ...... 36 10.3.1 Intersection Connecting Main Ramps at Libeň Bridge Tram Stops...... 36 10.3.2 Jankovcova x Dělnická Intersection (Traffic Light Signalling Equipment SSZ 7.125) – Construction Solution Modification Maintaining Current Traffic-organisational Set-up ...... 38 10.3.3 Voctářova x Štorchova Intersection (Traffic Light Signalling Equipment SSZ 8.072) – Current Intersection Reconstruction ...... 38 10.3.4 Voctářova x New North Road Intersection – New Consruction, Incl. Traffic Light Signalling Equipment ...... 39 10.3.5 Pair of Intersections between Štorchova and Libeň Bridge Ramps ...... 40 10.4 Public Space Outlined in East Historical X-656 Arch Bridge ...... 40 10.5 Access Points ...... 41 10.5.1 Staircases ...... 41 10.5.2 Non-motorised Ramps and Paths...... 42 10.5.3 Placement of Protected Non-motorised Route (A2 Cycling Path) ...... 42 10.6 Selected General Guidance for Solving Certain Topics ...... 42 10.7 Materials ...... 43 10.7.1 Tram Track Line ...... 43 10.7.2 Roads ...... 43 10.7.3 Pavements / Sidewalks ...... 44 10.7.4 Curbs ...... 46 10.7.5 Raised Cycling Strips ...... 46 10.7.6 Tactile Elements for Visually Impaired Pedestrians ...... 46 10.7.7 Staircases ...... 47 10.7.8 Ramps ...... 47 10.7.9 Tram Stop Islands ...... 47 10.8 Drainage ...... 47 10.9 Spaces and Premises Under Enclosed Arch Bridge Frame Parts ...... 48 10.10 Sulphate Corrosion Study ...... 48 10.11 Coordination ...... 48 10.12 Temporary Non-motorised Connectivity Assurance during Construction ...... 49 HYDRAULIC ASSESSMENT – RAMPS TO ROHAN ISLAND ...... 51 11 ENGINEERING NETWORK PLACEMENT [9] ...... 51 11.1 Engineering Network Distribution ...... 54 12 IMPACT EVALUATION OF OK 23E RECONSTRUCTION STUDY AND P8 RETENTION BASIN CONSTRUCTION ACCORDING TO D PLUS 05/2020 PROJECT ON THE PROPOSED SOLUTION ...... 54 13 ADMINISTRATIVE HEARINGS ...... 55 14 APPENDICES ...... 56

3 / 56 SOURCES [1] Expert Report No. 8301500J316 "LIBEŇ BRIDGE, PRAGUE 7 AND 8, No. A. 999 984 Analysis and assessment of the current technical condition of the bridges and the possibility of repairs or construction of a new bridge based on submitted diagnostic inspections and project documentation," CTU in Prague, Klokner Institute; December 2015 – Prague [2] Expert Report No. 8301600J072 "Libeň Bridge, Prague 7 and 8, X-656 Inundation Bridge - KL 6 arch and adjacent frame structures," CTU in Prague, Klokner Institute; June 2016 - Prague [3] Expert Report No. 1700 J 070, Libeň Bridge in Prague (V-009 Bridge) - Pillar 3; Pillar diagnostics and static nonlinear foundation analysis; CTU in Prague, Klokner Institute; 2017 [4] Expert Report No. 1700 J 019-01 "Determination of the load capacity of Libeň Bridge V009 and evaluation of individual elements of the structure in terms of feasibility, applicability, service life or possible intervention," CTU in Prague, Klokner Institute; January 2018 – Prague [5] Expert Report No. 1700 J 019-02, "Determination of the load capacity of Libeň Bridge V009 and evaluation of individual elements of the structure in terms of feasibility, applicability, service life or possible intervention; Static reliability and load capacity of the bridge," CTU in Prague, Klokner Institute, Pontex and Inset Association; 01/2018 [6] Expert Report No. 1700 J 019-03, "Determination of the load capacity of Libeň Bridge V009 and evaluation of individual elements of the structure in terms of feasibility, applicability, service life or possible intervention; Diagnostics," CTU in Prague, Klokner Institute, Pontex and Inset Association; 01/2018 [7] Expert Report No. 1700 J 019-04, "Determination of the load capacity of the V009 Libeň Bridge and evaluation of individual elements of the structure in terms of feasibility, applicability, service life or possible intervention; Reconstruction and evaluation of remediation methods," CTU in Prague, Klokner Institute, Pontex and Inset Association; 01/2018 [8] Expert Report No. 1900J022 "Study of the reconstruction of Libeň Bridge ref. No. V009," CTU in Prague, Klokner Institute; March 2019 – Prague [9] Verification study of network relocation solutions - Libeň Bridge, Vltava river crossing, PRAGOPROJEKT, 03/2019 [10] Architectural and technical design of lighting of Libeň Bridge, event No. 999984, author: Petr Tej et al.; May 2019 – Prague [11] Expert Report No. 200 J 005-1 Load test of the arch part of Libeň Bridge over the Vltava river and of Inundation bridge - computational documents, Klokner Institute of CTU in Prague, January 2020 – Prague [12] Expert Report No. 200 J 005-2 Load test of the arch part of Libeň Bridge over the Vltava river and of Inundation bridge – test schedule, Klokner Institute of CTU in Prague, January 2020 - Prague [13] Additional diagnostic survey including static and dynamic test of bridges V009 and X-656 in Libeňský most street - Final report from the load test of the bridge - arches K2, K3, K4 and Kl6, INSET Ltd., April 2020 – Prague [14] ABCD Studio, Ltd. - Replicas of the original lampposts on Libeň Bridge, documentation of the construction study and documentation for the building permit (DST + DSP), April 2019 - Prague

4 / 56 [15] Transport-architectural study of the Libeň adjoined bridges - variant solution, author: Petr Tej et al., March 2020 [16] Transport-architectural study of the Libeň adjoined bridges - variant solution, author: Petr Tej et al., April 2020 [17] Fragments of the original documentation from the archives of TSK Prague and NTM Prague [18] Jan Fischer, Ondřej Fischer: Prague Bridges, 1985

Czech Technical Standards Applied [1] Czech Technical Standard (ČSN) 73 2030 Load Tests of Building Structures [2] ČSN 73 6200 Bridges – Terminology and Classification [3] ČSN 73 6221 Inspection of Road Bridges [4] ČSN 73 6209 Bridge Load Testing of Bridges [5] ČSN 73 6222 Load Capacity of Road Bridges

Fig. 1: View of Libeň Bridge - Period Photo upon the Construction Completion Source: Technical Road Administration’s Archive

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1 BRIDGE HISTORY

Text based on source No. [13] and complemented The construction of the new Libeň Bridge was helped by Ing. Eduard Schwarzer, Head of the Department for Modifications of the Vltava river and its tributaries in Prague at the Ministry of Public Works, who in his Maniny regulation designed and implemented the westward relocation of the Vltava meander performed concurrently with the modernisation of the Libeň port, modifications to the Vltava banks and the old riverbed in Karlín and Libeň including backfilling of dead ends and removal of several Karlín islands. The Maniny regulation created a number of favourable circumstances, which were fully used by the builders of the new bridge, the construction of which took place in the years 1924 - 1928. The possibility of laying pillars in open, usually sloping pits without sheeting proved to be the main advantage, eliminating the costly foundation in caissons. The pillars were based on the bedrock. Therefore, it was not necessary to use bearing piles. It was also possible to use river gravel and sand, which proved to be suitable for the construction of the bridge. These facts, together with other well- thought-out steps by the builders, such as the re-use of the wooden bridge ring and a reduction in the number of expensive granite blocks in the construction of the bridge, led to relatively significant financial savings, which were not at the expense of later operating costs. The new bridge was opened to the public on the occasion of the 10th anniversary of the establishment of the independent Czechoslovak Republic on 29 October 1928. The ribbon cutting ceremony during the bridge opening was performed by the first mayor of Greater Prague, Dr. Karel Baxa, after whom the bridge was named (Baxa Bridge). Among the people, however, the bridge was better known by the local name of Libeň Bridge, in the tradition of its predecessor, the temporary wooden Libeň Bridge. In reaction to the war affairs, the bridge was officially renamed Libeň Bridge in 1940, and after the end of World War II, it was renamed again, receiving its original name of Baxa Bridge in 1945. During the period of normalisation, the bridge was renamed Stalingrad Bridge in 1952, and kept the name until 1962, when the bridge was returned its local name, Libeň Bridge. The architectural design of Libeň Bridge is the work of architect Pavel Janák. According to the latest art historical evaluation of the bridge conducted by the Institute of Art History of the Czech Academy of Sciences in 2012, it is built in a robust purist style, in which cubist elements are still apparent. Three-joint arches made of plain concrete, designed by Ing. František Mencl, are considered the most valuable part of the bridge. The arch with a 48m internal diameter on the Libeň side (Inundation Bridge) is the largest vault of this type in Prague. The system of basing the feet of the vaults on 3.0 - 4.5m brackets and the use of concrete articulated blocks is considered to be a major creative contribution of Ing. F. Mencl (with older bridges, regulations required stone articulated blocks). Concrete articulated blocks are provided with lead inserts for one-fifth of their thickness. The thickness of the arches is variable, at the top of the smallest arch, it is 670mm, while the largest arch’s top reaches 830mm in thickness. The base joints range from 800mm to 950mm respectively. In the so-called dangerous cross-sections (a quarter of the span), the thickness of the vaults is 830mm and 1,070mm respectively. The static calculation of reinforced concrete frames was performed by Ing. Václav Dašek, an expert of the Municipal Building Authority of Bridges and later a professor at the Czech Technical University in Prague.

6 / 56 The foundation of the pillars was entrusted to, the then relatively inexperienced, Piták and Partners Workers' Entrepreneurship. With the help of experts from the Municipal Building Authority of Bridges, the company completed the construction of all pillar foundations up to the future water level in April 1925. Ing. Bedřich Hlava and Dr. Kratochvíl, an experienced professional company, which then moved to the construction of Troja Bridge, supplied the pillars and four arches of the bridge. The Ing. Dr. Karel Skorkovský company became the supplier of the remaining bridge construction features, thus completing a substantial part of the structure containing both the largest vault with a span of 48m above the former riverbed including pillars, reinforced concrete frames and parapets, cornices, insulation, etc. of the entire bridge. The pillars sloping into the water are 7m wide at the level of the foundation joint and 4m at the base of the vaults. They are finished with wide balconies on massive consoles with an extension of up to 2m. Reinforced concrete poles for public lighting are also massive. A 1m extended cornice runs along the top of the bridge, on which a full massive railing composed of fittings made outside the bridge construction site is placed. The insulation was made of hot coats of natural Trinidad asphalt interspersed with three layers of jute, probably on the reverse side of the arches. Originally, the insulation was to be supplemented with a lead insert of 0.3mm in thickness, which was not used in the end due to previous bad experiences. The bridge road is based on embankments from excavation works, from the reverse side of the vault to its upper part. Asphalt was used for the top of the sidewalks and the roadway, and the central tram strip was paved with granite cobbles. The massive staircases lined on two-meter consoles from the outer side vaults, which lead to the embankment spaces in the cavities of the adjacent structures, also have an architectural effect. The intention to use these spaces for sanitary facilities or just for workshops and warehouses did not prove useful and, due to recurring vandalism, it was decided to close these spaces. The bridge has not undergone any major repairs or reconstruction since its completion.

Quotes from the Club for Old Prague’s text [http://stary-web.zastarouprahu.cz/kauzy/libenmost/ohrtrva.htm] Libeň Bridge, built between 1924–1928, forms an important and unique link in the set of Prague concrete bridges, whose bold arches enriched the image of Prague in the first half of the 20th century. Massive embankments alternate with arched concrete sections in the body of the bridge, to which the architect Pavel Janák and the builder František Mencl imprinted a robust, solid and yet perfect form. To this day, Libeň Bridge impresses us with the beauty of its sculpted pillars and arches on the front sides of the bridge, boldly suspended staircases, concisely designed railings and public lighting poles. Janák's sense for pure architectural form is reflected in all these elements.

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2 INTRODUCTION

At the beginning of 2020, the authors of the report successively drafted and discussed two sets of documentation (within the scope of a study) of the overall approach to the solution of the Libeň adjoined bridges, see Appendices 1 and 2. 1. TRANSPORT-ARCHITECTURAL STUDY OF THE LIBEŇ ADJOINED BRIDGES - VARIANT SOLUTION, from which the study originated based on discussions, see App. 1 2. TRANSPORT-ARCHITECTURAL STUDY OF THE LIBEŇ ADJOINED BRIDGES – SELECTED VARIANT, see Appendix 2 This report contains engineering and design works to finalise the Transport-Architectural Study of the Libeň adjoined bridges for the purpose of the Design and Build Contract. It is a proposal of a complex solution of the Libeň adjoined bridges containing text and picture specifications of binding architectural shape and material structural details on the basis of previous studies. The proposal is based on all known sources [1-18], primarily on the reports of the Klokner Institute of the Czech Technical University in Prague. The report compares three scopes as follows: 1. Current construction and transport condition of the Libeň adjoined bridges 2. Pragoprojekt proposal within its Zoning Permit Documentation (ZPD) and Building Permit Documentation (BPD) scopes 3. The proposal drafted by the collective of authors of this report The comparison shows the relations of the individual states and should be used to define the job assignment in the form of a tender for the Design and Build contract. The individual states describe and display the relations between the current state, legal documents and the proposed solution.

3 CURRENT STATE

Quotes from: Václav Jandáček: Libeň Bridge – Technical State Assessment, an article for Bulletin of the Club for Old Prague, 3/2004 The Libeň adjoined bridges are formed by six parts as follows: ▪ A bridge with its evidence No. V009 and a total bridge length of 295.82m featuring five three- joint arches made of plain concrete (28, 38.5, twice 42.8 and 38.5m) across the new riverbed, terminated by a staircase unit and three reinforced concrete frame structures on the island side, and on the Holešovice bridgehead with a staircase unit and five reinforced concrete frame structures (the largest with a span of approx. 15m). The concrete bridge was built according to the project of architects Pavel Janák and František Mencl. Ing. Mencl was the designer of the arch part, Ing. Václav Dašek designed the frame parts. The bridge design uniquely represents a robust purist development phase of Pavel Janák's work. ▪ A bridge with its evidence No. X-652 – a reinforced concrete bridge with two bays and a total bridge length of 42.8m and a span of the bays of 13.2m. The bridge is terminated by a support grounded in the earth body. ▪ A concrete arched bridge with its evidence No. X-653 and a bridge length of 6.2m. ▪ A reinforced concrete single-bay frame bridge with its evidence No. X654 and a bridge length of 13.4m. 8 / 56 ▪ A bridge with its evidence No. X-656 and a total bridge length of 115.52 m featuring a three- joint arch made of plain concrete with a span of 48m across the original riverbed. The bridge is technically unique. It is a simple concrete bridge with the largest arch span in Europe. Reinforced concrete frame structures complement the arch made of plain concrete, thus setting the total length of the bridge. At both ends of the bridge, there is a staircase unit. Similar to the V009 bridge, this bridge shows a high architectural quality, which lies in the cubist signature elements of Pavel Janák’s style. ▪ The end part of the original bridge in the form of a bridge with its evidence No. 655 from prestressed beams across Voctářova Street with a bridge length of 19.5m built in 1971. This place was not originally part of the bridge. Previously, there were two temporary structures. The current design was also considered to be a temporary solution. The staircases descending to the street are made of material considered final at the time of construction. The arched bays with three joints made of plain concrete used in the X656 and the V009 bridges are considered to be the greatest value of the construction. At that time, three-joint arches were already used at Mánes and Hlávka bridges. The arch of the X656 bridge on the Libeň side is the largest arch of this type in Europe. The system of basing the feet of the vaults on 3.0 - 4.5m brackets and the use of concrete articulated blocks of joints is considered to be a major creative contribution of Ing. F. Mencl, as with older bridges, period regulations required stone articulated blocks be used for joints.[6] The thickness of the vault in the peaks is 670mm for the smallest vault and 830mm for the largest vault, with 800 and 950mm respectively being the thickness of the base joints. In the so-called dangerous cross-sections (quarters of the span), the thickness is 830 and 1 070mm respectively.[6] The vaults were erected in four strips with a visible joint.[6]. The bridge structures alone feature 493m in length, together with the earth ramp on the Holešovice side 780m is reached, which makes Libeň bridge the longest road bridge over the Vltava river in Prague. At the time of its completion, the bridge was the longest road bridge in Prague.

Fig. 2: Longitudinal Section of the V 009 Bridge Showing Its Individual Parts [Legend: Rám = Frame, Klenbový most = Arch Bridge, Rámová pole = Frame Bays, Klenba = Vault / Arch, Opěra = Support, Pilíř = Pillar, Označení částí rámu = Frame Part Marks]

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Fig. 3: Longitudinal Section of the X-656 Bridge Showing Its Individual Parts

4 PRAGOPROJEKT PROPOSAL WITHIN ZPD AND BPD SCOPES

A detailed list of Pragoprojekt Zoning Permit Documentation (ZPD) is provided in the report of the Klokner Institute [1] Expert Report No. 8301500J316 under items [1-1066]. The project passed the due permit phases from a zoning permit to a building permit issued on 1 July 2009. The project includes a reconstruction of the road and a reconstruction of the bridge structures located on the Libeň Bridge street from the Dělnická - Jankovcova intersection, including the intersection, to the Palmovka intersection (excl. the intersection). Extension from the existing 21m to 26m in the area of the Libeň Bridge tram stop is also a part of the project alongside further modification of the road with one through and one parking lane to the Palmovka intersection, including the necessary relocation of engineering networks and, in coordination with the tram line, the Libeň Bridge tram stop. The solution is affected by other construction plans in the area of interest with which the planned construction is coordinated: ▪ Primarily implemented flood control measures, which, among other things, cause a new construction of Inundation Bridge, modification of cable lines for powering the new transformer station for the control of flood gates, including modification of the location and road access to this transformer station. ▪ In accordance with the change in the Zm 720 zoning plan, the housing development construction in the area of Libeň docks, the construction of the northern Balabenka tunnel and its Voctářova Street exit projects are being elaborated. The proposal is conditioned by the call for implementation of new ramps to Libeň Island within the scope of the construction in question, as well as a new connection to Voctářova Street, modifications to Voctářova Street and the modification of the underpass to Libeň Island. ▪ The construction in question is also coordinated with the intention to reconstruct the tram lines in the Komunardů-Palmovka section, including the traction line and the change of its power supply. The construction is coordinated with the activities of other investors in both the development area of Libeň and Holešovice. In 2002, the bridge suffered damages caused by a major flood, which fact significantly affected the course of reconstruction of structures in the area. Libeň Bridge was flooded to the level of the vaults and thus a solution was required:

10 / 56 ▪ Terrain lowering in the area of the bridge ▪ Flood walls construction ▪ Creation of an area within the Libeň Island territory with the option of releasing a flood wave Simultaneously with this requirement, negotiations took place with the Public Transit Company of the Capital City of Prague - Electric Tracks. This meeting resulted in a request for a complete replacement of the traction line and track superstructure for the tram line in Libeň Bridge street and its surroundings. The existence of engineering networks of most administrators active in the area of the capital city of Prague was discovered in the construction site. A detailed overview is provided in section B004: Documentation of Existing Engineering Network State. The project suggests the demolition of bridge X-670, bridge X-653, bridge X-654, bridge X- 655, bridge V 009 - A, I-VI, B, C, D, demolition of stairs, demolition of vaults right under base joints, demolition of the ramp from Voctářova Street, demolition of the roadway at the Jankovcova - Dělnická intersection, demolition of the ramps to Libeň Island and Demolition of the cable pipeline. 4.1 Cable Pipeline Demolition This building solves the demolition of the ČESKÝ TELECOM cable pipeline in the section of Dělnická and Libeň Bridge streets – a section between km 0.4 and km 1.6 of building modifications. As part of the construction, all cables will be removed from the inserted temporary cable chamber KK A via KK 2501 - KK 2502 - KK 2503 - KK 1217 - KK 2504 - KK 2505 - KK 1220 - KK 2507 - KK 2508 - KK 2509 - KK 2510 - KK 2511 - KK 2512 - KK 2514 - KK 2182 - KK 2182 - KK 2181 and the inserted permanent cable chamber KK 16. This section will be replaced with a temporary cable pipeline, including temporary cable chambers KK A - KK C - KK 8 and a new cable pipeline with cable chambers KK 8 - KK 9 - KK 10 - KK 11 - KK 12 - KK 13 - KK 14 - KK15 - KK 16. The temporary section KK A to KK 8 will replace the final section of the cable pipeline from the built-in KK 1, which connects to the existing cable pipeline at KK 2500 and continues through KK 2 - KK 3 - KK 4 - KK 5 - KK 6 - KK 7 to the existing KK 8. (See SO 6001).

4.2 Roads

The spatial arrangement is designed according to the valid ČSN 73 6110 Design of Urban Roads in the following width arrangement and transverse tilting: km 0.400 - 1,000: Driving lanes 2 x (3.00m + 3.25m) Guide strips 4 x 0.25m Tram strip 1 x 7.00m (+ extension in curves) Pavement 2 x 2.75m (including safety distances) km 1,000 - 1,200 (at the place of the tram stop): Driving lanes 2 x 3.5m Guide strips 2 x 0.25m Tram strip 1 x 7 – 13.14m (+ extension at the place of the stop) Pavement 2 x 2.75m (including safety distances) km 1,200 – 1,550: Driving lanes 2 x 3,25 m Guide strips 2 x 0,25 m Parking lane 2 x 2,0 m Tram strip 1 x 7,00 m (+ extension in curves) Pavement 2 x 4,00 m (including safety distances) 11 / 56 A unilateral 2.5% transverse slope of the road, 2.0% of the pavement and 1.5% of the tram strip surface is designed. 4.3 Bridges 4.3.1 Bridge V 009 across Vltava River Bridged Obstacle Vltava River Bridge Characteristics Combined road and tram bridge – six reinforced concrete embedded arches (each consisting of four separate strips), with an upper deck Bridged Gap Length 282.5m Bridge Length 300.85m Load Bearing Structure Length 285.2m Arch Clearances (slanted) 2 x (34.24 to 37.02)+38.46+42.65+42.72+38.54m Bridge Sloping 100 to 79.44gr Width between Railings 26m Vehicle Passage Space Width 3 x 6.75m (out of which 1 x 7m elevated tram unit) Pedestrian Passage Space Width 2 x 2.75m Bridge Width 27.2m – 30.5m Bridge Height 13.35m Construction Height 2.35m Bridge Surface Area 7745m2 Bridge Load Factor Load Class A, according to ČSN 73 6203 Bridge Construction Description (see [2.1_182]): The load-bearing structure of the bridge over the Vltava river consists of a total of six reinforced concrete embedded arches. Each bridge arch consists of four separate strips of constant cross-section. The arches are slanted in ground plan (left slope mostly 79.44 gr.). In the section of the 1st and 2nd arch on the Holešovice side, this slanting (L79.44 gr.) is straightened and turned to a perpendicular bearing on a support – i.e. the bearing axes of these arches are fan-shaped, so that their clearance is variable in width. Each individual arch strip consists of two pairs of prestressed concrete sections made of monolithic reinforced concrete composite filler. The sections are of trough cross-section, have the shape of a half-arch and serve as a large-span composite formwork (supported in a non-sliding manner by new supports, on existing pillars and on temporary supports in the middle of the arch clearance). The joints at the top of the arches between the faces of the sections are concreted and prestressed, so that the temporary supports can then be removed. Then, the sections are filled with monolithic concrete. Post solidification, a pair of side by side located sections forms an arched strip of constant rectangular cross-section of 3000/900mm (embedded in new supports or existing pillars). Columns with a rectangular cross-section of 1500/1000mm are to be concreted on the arch strips above these supports to support the bridge deck. The upper bridge deck made of prestressed concrete has a constant cross-section. It consists of two side flat beams of 2.7m in width, with external consoles, extended by 3.65m and a double beam (width 2x1.00m, clearance spacing of 6.2m) in the shape of a railway track for two tram tracks coaxial with the bridge. All these elements form one unit in cross section with a width of 26.6m. The ceiling of all beams is horizontal in the transverse direction, so the heights of the beams (with respect to the transverse roof slope of the upper surface of 2.5%) are variable – 1.05m of the tram track double beam up to 0.885m of the entanglement of the outer side beam brackets, the upper surface of which is in the transverse opposite slope of 2%.

12 / 56 The bridge deck will be embedded in the bridge arches via strips of 8, resp. 10m, in length located above the tops of the arches. The deck will be dilated due to longitudinal expansion above the internal supports and mounted on bearings formed by two four-pillar clusters. Above the P7 support, the bridge deck is extended without interruption by one section to reach the OP8 support and is supported via bearings on one four-pillar cluster. At this point, the side flat beams and the double beam of the rail track bed are reinforced with parabolic risers of 0.5m. The appended report [2.1_27] describes a variant of the bridge featuring 21m in width.

Bridged Obstacle Vltava River Bridge Characteristics Combined road and tram bridge – five overflowing three-joint vaults made of plain concrete, with chamber support and continuous monolithic prestressed structure with two sections on Holešovice foreland (HF) and one section on Libeň foreland (LF), four-beam cross-section, columnar internal supports, high U-shaped supports with short parallel wings with their own base, deep support foundation; continuous reinforced concrete deck on the tram line, two directionally separated lines for vehicles, double-sided public pavements, bicycle path Bridged Gap Length 297.9 m Arch Clearances (slanted) 12.83+24.74+18.23+35.56+42.5+46.77+46.81+52.49+15 Bridge Sloping HF: 77° LF:71° Width between Railings 21m Vehicle Passage Space Width 2 x (3.5 + 1.00 + 0.5m) + 1x 7m Pedestrian Passage Space Width 2 x 2.05m Bridge Width 21.6m Bridge Height 12.7m Construction Height 1.5m Bridge Surface Area HF: 970.23m2 LF: 349.06m2 Bridge Load Factor – KL5 Vn = 14 t, Vr = 31 t, Ve = not considered; Load Class A, according to ČSN 73 6203

4.3.2 Inundation (Flood) Bridge

The flood bridge carries the Libeň Bridge street over the floodplain of the Vltava River on its right bank in the Libeň Island area. The purpose of the bridge, in line with anti-flood measures implemented on the Vltava river, is to release high water (see floods in 2002) through the bridge openings in the floodplain of the river. The length of the bridge and the size of the bridge openings resulted from a study of anti-flood measures, while the location of the bridge is significantly affected by local space limitations in the area of the passable and access ramps connecting the Libeň Bridge street with Libeň Island. The main 5th bridge section crosses the flushing channel. In the 6th bridge section (bridge opening) there is a scenic bicycle path. Bridge Characteristics: Continuous monolithic prestressed structure with six bays, four- beam cross-section with risers in the main bridge section, columnar inner supports, high U-shaped supports with short parallel wings with their own base, deep support foundation; continuous gravel bed on the tram line, two directionally separated lines for vehicles, double-sided public pavements, bicycle path.

13 / 56 Bridged Gap Length 154.8m Bridge Length 163.85m Load Bearing Structure Length 157.60m Individual Bay Span 4 × 24 + 36 + 24m Bridge Sloping 90.00° (100gr.) Width between Railings 26m Vehicle Passage Space Width 2× 6.75m + 1× 7m Pedestrian Passage Space Width 2× 2.75m Load Bearing Structure Width 26.6m Total Bridge Width (incl. Cornice) 27.2m Bridge Height 6.2÷12.3m Construction Height 1.5÷2.7m Bridge Surface Area 26 × 157.6 = 4,097.6m2 Bridge Load Factor Load Class A, according to ČSN 73 6203, incl. art. 107÷120 Q2002 – Q2002 Level 188,660 m n. m.

4.3.3 Bridge across the Road to Libeň Island

Bridged Obstacle Road Crossing Stationing km 1,166 18 Required Vehicle Passage Space Height under Bridge 4.5m Bridge Characteristics Combined road and tram bridge – continuous beam with two prestressed concrete bays Bridged Gap Length 35m Bridge Length 42m Load Bearing Structure Length 38m Individual Bay Span 2 x 18.25m Bridge Sloping 100g. Width between Railings 26m Vehicle Passage Space Width 2 x (4 – 5.38) road, 8.49 – 13.04m – tram unit Pedestrian Passage Space Width 2 x 2.5 – 3.4m Bridge Width 27.2m Bridge Height 6.706m Construction Height 1.26m Bridge Surface Area 1020m2 Bridge Load Factor Load Class A, according to ČSN 73 6203

4.3.4 Bridge across Voctářova Street

Bridged Obstacle Road Crossing Stationing km 1,341 82 Required Vehicle Passage Space Height under Bridge 4.8m + 0.15m Bridge Characteristics Combined road and tram bridge – simply mounted prestressed concrete section Bridged Gap Length 33m

14 / 56 Bridge Length 47.65m Load Bearing Structure Length 37.36m Bay Span 1 x 35.2m Bridge Sloping L 63.3g. Width between Railings 26m Vehicle Passage Space Width 3 x 7m (out of which 1 x 7m elevated tram unit) Pedestrian Passage Space Width 2 x 2.50m Bridge Width 7.20m Bridge Height 10m Construction Height 1.87m Bridge Surface Area 971.4m2 Bridge Load Factor Load Class A, according to ČSN 73 6203

5 PROPOSAL

The proposal represents a complex solution of the Libeň adjoined bridges containing text and picture specifications of binding architectural shape and material structural details. At the beginning of 2020, the authors of the report successively drafted two sets of documentation of the overall approach to the solution of the Libeň adjoined bridges. 1. TRANSPORT-ARCHITECTURAL STUDY OF THE LIBEŇ ADJOINED BRIDGES - VARIANT SOLUTION, authors: Petr Tej, Tomáš Cach et al., from which the study originated based on discussions and reviews 2. TRANSPORT-ARCHITECTURAL STUDY OF THE LIBEŇ ADJOINED BRIDGES – SELECTED VARIANT, authors: Petr Tej, Tomáš Cach et al. 5.1 Proposal Summary

The study presents a comprehensive proposal for the solution of the Libeň adjoined bridge complex. The preservation of the historic Janák arch structures, i.e. the V009 arch bridge over the Vltava river and the existing X-656 arch bridge, form the basic premise of the design. The arch bridges are connected by new frame structures in a design following the shape of Janák's originally designed foreland of arch bridges, preserved in sketches. The basic continuous width of the bridges is 21m and corresponds to the current width of the V009 and X-656 bridges. Structurally and disposition wise, the solution follows, predominantly via the design of the New Inundation (Flood) Bridge, the Pragoprojekt company project, for which a zoning and a building permits have been issued. 5.2 Proposal Principles

▪ Preservation and reconstruction of the V009historic arch bridge over the Vltava river, upon which its existing frame foreland will be replaced with new frame foreland in shape following the Janák's original sketches. The method of reconstruction will be assigned by TRA on the basis of expert reports of the Klokner Institute of CTU, see [8] and the results of the contractor summary report (SZZ) and analytical calculations. ▪ Preservation and reconstruction of the historic arch bridge over the former eastern arm of the Vltava river (the X-656 Flood Bridge), upon which its existing frame foreland will be replaced with new frame foreland in shape following the Janák's original sketches. The method of

15 / 56 reconstruction will be assigned by TRA on the basis of expert reports of the Klokner Institute of CTU and the results of SZZ and analytical calculations. ▪ New designs of frame structures of the V009 and X-656 arch bridges foreland, New Flood Bridge and the bridges across Štorchova and Voctářova streets ▪ Ramps to Rohan Island parallel to the new flood bridge ▪ Basic continuous width of the Libeň adjoined bridges of 21m Elements of demolished frame structures - the original elements of concrete lamp post and parts of handrails, poles and railing fillings made of transfer concrete will either be used during the reconstruction, or preserved and stored in the depository for later use during the reconstruction of arch bridges. Specifically, parts of the railing above the existing frame structure on the Holešovice side and above the existing frame structure of the V009 bridge on the Libeň side, alongside the elements above the original stone abutment and the X-652 bridge, above the frame parts of the X-656 bridge and above the demolished X-653 and X-654 bridges. The author must update the dendrological survey, with emphasis on a smaller extent of felling, due to the narrower profile of the bridge.

Fig. 4: Original design of the proposed frame foreland solution by Pavel Janák (TRA’s archive)

Fig. 5: Visualization of the proposed solution principle regarding new frame structures

16 / 56 6 LIBEŇ ADJOINED BRIDGES / DESIGN SEGMENTS DESCRIPTION

6.1 V009 Holešovice Side Frame Construction

Demolition of the frame foreland and replacement with a new frame structure based on the original Janák’s sketches, see Fig. 4, structurally according to the cross-section in Fig. 6. The floor plan of the original delta extension geometry will be observed. Non-residential/commercial premises under the bridge will be designed identically to the original structure and used for public office according to a detailed design. The original pair of concrete lamp posts, parts of the handrail and posts as well as railing panels will be preserved and stored in the depository for later use during the reconstruction of arch bridges. Note: On the southern side, the southern part of the expanding foreland is located on the lots of land owned by SCI Lighthouse Towers, Ltd., see Appendix 5. .

Fig. 6: Cross section of the frame foreland

6.2 V009 Arch Bridge across Vltava River

Reconstructed V009 arch bridge across the Vltava river V 009: The method of reconstruction will be assigned to TRA on the basis of expert reports of the Klokner Institute of the Czech Technical University, see [8] and the results of the contractor summary report and analytical calculations. The results show that the V009 bridge across the Vltava river will be reconstructed according to the V1 simplified variant. This variant promotes a replacement of the pavement layer, including the distribution board. With regard to vaults 1 and 5, the structure will be modified by demolishing the frame struts mounted on the vault and adding an embankment. It can be considered that the entire backfill above the vaults 1 and 5 is to be replaced, especially due to the construction conditions. The original embankment will be kept above the vaults 2-4. Prefabricated railings and cornices must be provided with a vertical joint in the middle of the span above the top joint, or modified in a way to prevent vertical cracks from occurring as at present due to the movement of the three-joint system of the bridge from stress due to temperature changes.

17 / 56 The foundations and pillars of the bridge will not be reinforced. Sheet pile pits with water pumping will be set up around the pillars 1, 2 and 3 to protect the working space, reaching to the level of the riverbed. The stone cladding of the pillars will be cleaned with pressurized water, grouted and locally supplemented with the same stone cladding in the shape of the added parts. Part of the foundation vertically under the stone cladding will be exposed to the level of the bedrock. The concrete surface will be cleaned with pressurized water, locally repaired in places of caverns and cavities according to the condition, and subsequently provided with a layer of reprofiling cement material intended for concrete rehabilitation. The thickness of this unifying and sealing layer is expected to be about 20-30mm. The stone cladding of the P0 pillar, on the riverbank, and of both bridge abutments, will be repaired in the same way. A permanent sump will be set up by pillar P3 within the scope of the existing sump to monitor the development of sulphate corrosion of the substructure concrete, see Appendix 10. The sump structure will not be visible above the river surface level, the upper part will be mobile. The stone on the P3 pillar will be raised from the riverbed or supplemented with the same stone. The marking of the degree of flood activity on the P2 pillar will be moved outside the bridge, preferably to the right bank of the Vltava river. The construction of the support of signalling signs for the control of navigation on inland waterways on the bridge will not be visible; the signs will feature integrated lighting without separate structures and will be placed to the height of the cornice of the bridge – preferably in reduced formats. From an architectural point of view, the reconstruction shall be conducted in a sensible manner. All lamp posts will be preserved, as stated in the report [13], and fixed locally according to the original structure. Remediation methods for handrail and post surfaces, railings and cornices will be performed according to the report [7] 1700 J 019-04. Reconstruction and evaluation of remediation methods, Appendix 9, which describes in detail the approach and scope of surface replenishment and, where appropriate, the procedure for replacing degraded parts of railings with their replicas. According to the verification study of the engineering layout [9], engineering network is designed in the embankment of the bridge under the sidewalks according to the cross-section in Fig. 7. The width arrangement and surface specifications are described in detail in the transport solution section. The staircases will be reconstructed as much as possible. If their construction condition prevents reconstruction, a detailed inventory will be performed, and the staircases will be disassembled. Partial elements (for example, stone steps) will then be used in the construction of their replicas.

Fig. 7: Cross section of the arched bridge across the Vltava river [Legend: lampa veřejného osvětlení = public lighting lamp; přejízdný obrubník = drivable curb; obruba s integrovaným odvodněním = curb with integrated drainage]

18 / 56 6.3 New Inundation (Flood) Bridge The width arrangement is based on the transverse profile of the adjoining reconstructed V009 arch bridge over the Vltava river (21m). The bridge follows Janák's original sketches, structurally according to the cross-section in Figs. 8 and 9. The bridge features 8 bays, 7 above the terrain with spans of up to 24m, one with the longest span of 36m above the new canal. At the place of the largest span, the middle beams are with haunches, see Fig. 9.

Fig. 8: Cross section of the flood bridge with a shorter bay span [Legend: osa mostu = bridge axis; ocelová demontovatelná plenta = steel detachable sheet; odvodnění mostu = bridge drainage; podhled z tahokovu s integrovaným osvětlením = soffit made of expanded metal with integrated lighting;, hrncová ložiska = pot bearings]

Fig. 9: Cross section of the flood bridge with a longer bay span 19 / 56

The width profile of rail transport and road lanes for cars will be the same as on the V009 bridge, with both sidewalks adequately extended in the length of the entire bridge. The transition area between the V009 arch bridge across the Vltava river and the New Flood Bridge is formed by removing the original block of support and continuing the bays of the new flood bridge. The last (eastern) bay of the new flood bridge is, in its connection with the embankment body, gradually expanded from a width of 21m to about 26m (similar to some Prague bridges, e.g. Jirásek Bridge). The ramps to Rohan Island run parallel to the axis of the bridge. If the support block is removed at the same time, the Anti-Flood Measure parameters will not worsen, see the hydraulic assessment [3]. The architectural and dispositional solution of the ramps corresponds to the constructions of the existing and new staircases of the Libeň adjoined bridges.

6.4 Embankment Body Road

The embankment body consists of concrete retaining walls and green slopes. On the body, there is a railing with a handrail and lamp posts of the same shapes and designs as on the New Flood Bridge and the new frame constructions. The engineering networks are placed in the embankment body in the space under the sidewalks in the axis of the bridge complex. At the same time, part of the networks descends along the sidewalks of the ramps to the lower level and runs parallel to the junction in the route of the planned, but unrealized, cable pipeline and more or less follows its path between the planned KK12 - KK16 (see drawing No. 2 by Pragoprojekt and the Proposal). Between KK13 and KK14, it is necessary to coordinate the route of the networks with the new position of the retention basin.

Fig. 10: Road cross-section on the embankment [Legend: jižní sjezdová rampa = south exit / outbound ramp; zastávka tramvaje = tram stop; severní nájezdová rampa = north access / inbound ramp] 6.5 Bridging across Štorchova and Voctářova Streets

The bridge follows the original Janák’s sketches, structurally and disposition wise according to the cross-section in Figs. 11 and 12. Compared to the New Flood Bridge, sidewalks are 3.2m wide. The bridge across Štorchova street features four bays, while the bridge across Voctářova street has three bays above the terrain with spans up to 18.5m. The end bay with the longest span of 36m has middle beams with haunches. The engineering networks are run under the supporting structure of the bridge. The width of the sidewalks is 3.2m, traffic for cyclists, cars and trams is designed at the same height level. The width arrangement is described in detail in the transport solution section.

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Fig. 11: Frame construction in the part of Štorchova and Voctářova streets with a shorter span [Legend: zapuštěná přejížditelná kamenná obruba = recessed drivable stone curb]

Fig. 12: Frame construction of the end bay with a longer span and middle beam haunches

21 / 56 6.6 X – 656 Arch Bridge Reconstructed X-656 arch bridge: The method of reconstruction will be assigned by TRA on the basis of expert reports of the Klokner Institute of CTU, see [8] and the results of the contractor summary report (SZZ) and analytical calculations.. The results show that the X-656 bridge will be reconstructed in the same way as the V009 bridge across the Vltava river. Prior to the removal of the adjacent frame structures, including one mounted frame strut on the arched strips, the embankment will be completely removed. After the construction of new frame structures and non-residential spaces below them, a new embankment will be built and a road layer, including a reinforced concrete distribution slab, will be built as on the V009 bridge. The facade of the bridge on the ground level outlined by the beginning of the staircases will be preserved and restored. The staircases will be reconstructed as much as possible. If their construction condition prevents reconstruction, a detailed inventory will be performed, and the staircases will be disassembled. Partial elements (for example, stone steps) will then be used in the construction of their replicas. From an architectural point of view, the reconstruction shall be conducted in a sensible manner. Two pairs of lamp posts will be preserved, as stated in the report [13], and fixed locally according to the original structure. Remediation methods for handrail and post surfaces, railings and cornices will be performed according to the report [7] 1700 J 019-04. Reconstruction and evaluation of remediation methods, Appendix 4, which describes in detail the approach and scope of surface replenishment and, where appropriate, the procedure for replacing degraded parts of railings with their replicas. Engineering network is proposed in the embankment of the bridge under the sidewalks according to the cross-section in Fig. 13. The width arrangement is described in detail in the transport solution section. The premises under the bridge will be visually restored from the outside following Janák's original design in a way to allow their use as a non-residential space for public functions or business, as a café, a bar, etc., including connection to the necessary engineering networks (including sanitary facilities). At the same time, a min. of five bicycle stands according to the design of urban furniture by IPR (Centre for Architecture and Metropolitan Planning, Prague) will be added. The space under the bridge is designed as a concrete pedestrian area (piazzetta, skate park, etc.) at a reduced level of about 2.5 meters (for edges, see drawing number 2). The areas in front of the non-residential premises under the bridge will be concreted. The area outlined by Štorchova and Voctářova streets and the southern edge of the X-656 bridge will be grassed in the entire area. The parts needed for the operation of the retention basin will feature a drivable grassed paving. A strip will be left along Štorchova and Voctářova streets for future planting of mature trees.

Fig. 13: Cross-section of the X-656 Arch Bridge 22 / 56 7 ARCHITECTONIC SOLUTION OF NEW FRAME STRUCTURES

The shape of the frame construction is based on Janák's original sketches, see Figures 4 and 5. Notable prefabricated elements of railings and lamp posts linked to the elements of reconstructed arch bridges are installed on the common bridge beam monolithic structure on pillar supports. The prefabricated handrail, railing and cornice unit follows the design of the elements used on arched bridges. It is designed as a precast concrete from High Performance Concrete cast into a smooth steel formwork. The shape of the lamp posts is based on the lamp posts of the V009 bridge, which are prefabricated and thin, designed from Ultra High Performance Concrete and additionally mounted on High Performance Concrete prefabricated handle, railing and cornice unit, see figures 14 -18. The pictures represent but the shape solution, the technical solution (soft reinforcement, connection of the lamp posts to the railing element via recessed rigid reinforcement, etc.) is left to the supplier. The authors of the study have verified that the element can be designed and manufactured. These elements are designed for resistance class XF4. Surface of the highest quality, without bubbles, colour irregularities and differences in texture. Lamp posts, prefabricated handrail, railing and cornice unit, ramps to Rohan Island and staircases are coloured with pigment in the entire volume according to the shade of the cleaned surface of the V 009 bridge across the Vltava river. The architectural and dispositional solution of the end staircases corresponds to the existing stairs of Libeň Bridge. The steps of the new staircases and the surfaces of the ramps are made of concrete. The supports (columns / pillars) and beams of the supporting structure are monolithic, of concrete, cast into a smooth steel formwork. The bearings are covered with a detachable sheet metal collar in the colour of the pillars. A soffit made of expanded metal is designed between the beams covering the engineering network with integrated lighting of the space under the bridge, which is a part of the park area.

Fig. 14: Prefabricated handle, railing and cornice unit

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Fig. 15: Prefabricated handle, railing and cornice unit with a hole for lamp post installation

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Fig. 16: Prefabricated handle, railing and cornice unit with a lamp post [Legend: z toho 50 mm zapuštěno = of which, 50mm is embedded / recessed]

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Fig. 17: Prefabricated handle, railing and cornice unit with a lamp post

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Fig. 18: Street light lamp post [Legend: úroveň zapuštění = mark for embedding]

27 / 56 8 NEW FRAME STRUCTURE CONSTRUCTIONAL SOLUTION New Structure Description, Structural Loads: The bridge is designed as a continuous, longitudinally prestressed monolithic beam structure with crossbars in the places of mounting. The places of transition of the bridge structure to longer spans are solved by increasing the height of the middle beams by the means of haunches in the area of adjacent supports. The load-bearing structure is placed over pot bearings on a reinforced concrete substructure formed by pillars and supports. The substructure is assumed to feature deep foundation. Due to the height above the terrain, the construction of the bridge is designed on a solid ring. Cross-section Arrangement: In the middle part of the supporting structure, there is a tram track line on a lowered slab, which is designed as a fixed carriageway track. The surface of the tram track line is modified to enable passages of vehicles of the integrated rescue system. The tram track line is separated from the supporting structure by anti-vibration mats. In each direction, one car lane is designed, which is separated from the tram track line by a low sloping curb in the part of the New Flood Bridge, while in the part of Štorchova-Voctářova streets, the tracks and the car lane are in the same level. The sidewalk part is partly designed as a monolithic reinforced concrete cornice (lane for cyclists) and partly as mosaic paving (pedestrian strip). The sidewalk part of the bridge is separated from the vehicle lane by a 0.15m high curb. On the edges of the free width of the bridge, there is a concrete opaque parapet railing of 1.1m in height with a cornice, which covers the side view of the supporting structure of the bridge. The parapet is fitted with lamp posts made of ultra-high-performance concrete. The pillars of the frame structures, the parapet railing with the handrail and cornice and the lamp posts will be treated with anti-graffiti paint. Drainage: Drainage of the road and bridge deck is ensured by their transverse and longitudinal slope. In the gutters, bridge curb drains integrated under the granite curbs are designed with the water drained into a longitudinal drain located under the supporting structure. The bridge deck surface is fitted with a waterproofing solution. Engineering Networks: Under the supporting structure, a space is created between the end beams for a larger number of utility network protectors. To ensure their protection, a light steel soffit made of expanded metal with integrated lighting of the area under the bridge is designed between the beams of the load-bearing structure. 9 ADJOINED BRIDGE LIGHTING Lights used on the bridge will be same as on the V 009 bridge. The existing lights on the V009 and the X-656 bridges will be preserved. This variant preserves the original character of the Libeň Bridge lighting system and the function of the lamp posts to the maximum extent and allows their use in the intentions of the original design. Visualizations of the lights are shown in Fig. 21. The style of the light is shown in Figs. 19 and 20. Colour selected: black RAL 9005. The chromaticity temperature (CCT) of the light sources should be 2700K or lower. The parameters for selecting suitable lighting are described in Appendix 8.

Fig. 19: Light 28 / 56

Fig. 20: Light in detail – side view [Legend: kabeláž vedena dutinou kandelábru = cables run through lamp post cavity; závěs svítidla s vedením kabeláže = lamp hinge with cable line; svítidlo = light]

Fig. 21: Lighting visualization - suspended lights The lighting of the staircase sections of the V009 and X-656 bridges, of ramps from the New Flood Bridge to Rohan Island and all staircases of the new frame structures will be done using LED strips inserted on the inner underside of the concrete handrail on both sides along the entire length of the staircase / ramp, see Figs. 22-24. The light will contain a diffuser and will be connected to the electrical wiring of the public lighting power distribution system via a transformer. The lampposts with a new design are made of concrete (UHPC) of the same proportions (height and lining) as the original lampposts. The reconstruction of the above-ground part will also include the reconstruction of the underground part of the electrical wiring of the public lighting power distribution system – i.e. the replacement of cables and distribution boxes. Waterway transport signalling will be powered via the public lighting power distribution system and will be described in detail within the appropriate project documentation stage. Access roads and surfaces in front of non-residential/commercial premises in the frame parts of arch bridges will be connected to the electrical wiring of the public lighting power distribution system and illuminated according to valid standards. A detailed proposal will be drafted together with a proposal for the use of non-residential/commercial premises. 29 / 56

Fig. 22: Staircase lighting – LED placement detail [Legend: LED osvětlení vedeno pod hranou madla = LED lighting placed under the edge of the handle]

Fig. 23: The V009 and X-656 bridge staircases lighting system – LED placement

Fig. 24: New Flood Bridge ramp lighting – LED placement

30 / 56 10 TRANSPORT AND URBAN PLANNING SOLUTIONS

10.1 Transport Solution Basic Principles

▪ The tram line is preserved in the axis of the Libeň adjoined bridges in the form of a predominantly separate strip, with a pair of tram stops called Libeňský most [Libeň Bridge] located approximately in the middle of the bridge. ▪ The western part of the bridge crossing the Vltava river serves equally all means of transport, which are more notably separated from one another within the profile. ▪ The eastern part of the bridge serves mainly public (tram) and non-motorised (pedestrian and bicycle) transport, while transit car traffic is seamlessly connected by a pair of one-way ramps and connecting roads to Voctářova Street. ▪ Key entry-point intersections in terms of car traffic are traffic light-controlled - the Dělnická x Jankovcova cross intersection on the left Vltava bank (Prague 7 municipality) and a pair of intersections on Voctářova street on the right Vltava bank (Prague 8 municipality). ▪ In terms of non-motorised traffic, ways of connecting Libeň bridge with the surrounding street network have been considered both via the protected A2 bicycle path on the right riverbank and Rohan Island. In terms of cycling traffic various requirements are observed (recreation, transport). ▪ All traffic signs indicating the pedestrian and cycling path regime will be reduced in size. Other vertical traffic signs will preferably be in reduced sizes, too, with a limitation to places for which it is possible to obtain the consent of the Department of Transport (the state administration Department of Roads and Railways of the Capital City of Prague’s Office [PKD MHMP]). ▪ Traffic signs will primarily be placed on public lighting poles and tram traction power poles. ▪ In cases where it is necessary to use poles for traffic signs, these will be located outside the basic pedestrian and cycling areas, especially outside the concrete cycling path belts and mosaic pavements within the area of bridge structures. ▪ Horizontal traffic signs will be made of plastic, larger continuous areas of traffic signs (pedestrian crossings, red highlighting of horizontal dedicated road lanes symbols or the V19 marking of a cycling path in the roadway, etc.) must have anti-slip properties comparable to asphalt road. ▪ Cycling path signs (size and placement of symbols) will follow the TC (Technical Conditions) 179 and the TC 81, whereas all symbols within the horizontal lanes as well as the V19 marking will be highlighted using a red rectangle in line with Prague standards. ▪ Bicycle symbols on raised bicycle lanes will be embossed into the surface of the lane-forming concrete. ▪ The shape and size of the symbols will correspond to the valid sample sheets of horizontal traffic signs (V14); the height unevenness of the surface must be comparable to the commonly used horizontal traffic signs in Prague (e.g. thermoplastics in cyclo-lanes).

31 / 56 10.2 Sections – Composition and Arrangement of Intersections

Entire upper level of the bridge (same conditions for sub-sections, unless explicitly stated otherwise): ▪ The basic road solution arrangement is symmetrical, partial deviations appear only at places of connections and intersections. ▪ Tram Track (TT): o double track with track centre distance of 3m o basic overall width of 6.5m and 6m respectively, paved surface and 2x 0.25m edging ▪ curbs separating the road and the pavement, or the 0.3m wide cycling path ▪ spatially uniform solution of the railing ▪ drainage is solved by using street drains or curbs with integrated drainage

10.2.1 Historic Bridge across Vltava – New Post-reconstruction Set-up

▪ Motor Transport Arrangement: o The tram tracks will be elevated approx. 0.10m above the road, the separating curb between the road and the TT will be chamfered and drivable – in the straight section of the TT, a speed of 60km / h is proposed for tram traffic. o The clear width between the raised curbs (for the tram line and both one-way roads) will be 12.5m. o The clear width of the asphalt strip of one-way roads between the vertical and chamfered curb will be 3m. o The tread between the bicycle lane (or pavement area) and the road will be approx. 0.15m. ▪ Cycling Lanes: o one-way (in the direction of travel to the right parallel to the vehicles) o Concrete strip of 1.2m in width alongside the 0.3m wide granite edging, i.e. in composition: 1.0m net width of the bicycle lane + 0.5m lateral safety distance from the road edge, or the outer edge of the curb o Tread of 0.00m from the closer edge of the road curb alongside the road and from the tactile pedestrian navigation strip, or sidewalk o The cycling path colour: grey-white RAL 9002 (Grauweiss) o Horizontal markings (pictograms, arrows, etc.) will have a colour grade one degree darker than the surrounding concrete surface (applies to the entire bridge, including the surfaces of the ramps leading to Rohan Island) o red areas must not be used to highlight cycling paths ▪ Pavements (alt. sidewalks): o Pedestrian lanes at the edges of the bridge profile within the raised area between the railing and the roadway

32 / 56 o The tactile pedestrian navigation strip for visually impaired pedestrians between the cycling and walking strip will be of 0.3m in width with zero tread on both sides o 2.4m basic width of the mosaic strip between the railing and the closer edge of the tactile pedestrian navigation strip (contrast will be ensured only by the structure of the mosaic surface, not by boards), local extension given by the floor plan of the railing o The height of the railing will be at least of 0.9m, maintaining the current width of the railing, without interfering with its original form (i.e. without raising its height compared to the original design, or without adding another handle, etc.) ▪ Transverse Slopes and Drainage: o TT drainage will be roof-like o Transverse tilting of the road from the chamfered TT curb to the right edge (of the raised curb) o Uniform transverse tilting from the railing to the road in the raised area of the sidewalk with a cycling path o Drainage gutter along the edge of the curb by the edge of the road

10.2.2 New Inundation (Flood) Bridge

▪ The total basic clear width between the railing should be identical to that of the historic bridge crossing the Vltava river ▪ The solution should be identical to the new layout of the historic part of the bridge, including the requirements as listed above

10.2.3 Libeň Bridge Tram Stop Areas

▪ Libeň Bridge (“Libeňský most”) Tram Stops o A pair of opposite tram platform islands with a barrier-free boarding edge of 70m in length (i.e. a clear width between the two boarding edges of 5.7m, or a distance of the boarding edge from the track axis of 1.35m) o Tram platform islands with a total width of 2.9m with east-side direct barrier-free connection to the dividing islands of the tram track and the road in the width of at least 2.5m and a direct transverse (access) pedestrian connection between the sidewalks across both roads (using pedestrian crossings) and the tram track line (track crossing area) o Without railings, possible use of poles o The tram stop (tram stop identification sign and shelter) will follow the City of Prague standards (the standards of Prague Integrated Transportation stops) ▪ Unidirectional driving lanes (of the road) parallelly copying the islands: o The 3.75m width of the road (lane) will be redistributed into a 2.5m wide "core lane" and a 1.25m wide (including lateral safety distance) cycling lane that can be used by large vehicles - these two lanes will be distinguished by different surface material (in structure) with the bicycle lane featuring a smoother surface than the core lane.

33 / 56 o The area featuring axes of the roads parallel to the axis of the tram track shall be designed as elevated, with a tread between the road (driving lane) and the pedestrian area (sidewalk, or the area of stops and passenger access) ranging from 0.02m to about 0.01m in width, preferably with minimal need to use tactile elements (warning strips) for visually impaired pedestrians. ▪ Pedestrian (Sidewalk or Pavement) Strips: o between road lanes and railing o total width min. of 2.50m (including the curb) ▪ Total basic clear width between the railings (in the section of straight roads) of 24m ▪ In the western part (between the transit road, the tram track line, west transverse non-motor vehicle connecting area and the edge of the stops – i.e. the passenger area) all treads will be zero, the area shall be at one height level to allow safe walking, independent movement of people with limited mobility or orientation and, at the same time, additional passage (legal passage) of bicycles ▪ Slopes descending from both sides of the road will feature greenery (i.e.: using gabions, or applying reinforced soil techniques is not allowed)

10.2.4 Eastern Part of Bridged-section – Area of New Štorchova-Voctářova Bridges with Historic Arch Bridge

▪ The basic layout and overall width are based on the original authentic layout of the historic bridge ▪ Road layout: o Tram track line at road level, separating curb between the roadway and a drivable recessed tram track line with zero tread o The clear width between raised curbs (for tram track line and both one-way roads) of 14.5m o The clear width of the asphalt strip of one-way roads between the curbs will be 4m, within the roads protective lanes for cyclists in the basic composition will be delimited by means of horizontal traffic markings (i.e. 1.5m cycling lane including lateral safety distance + 2.5m core lane) o The tread between the road and the sidewalk of approx. 0.15m ▪ Sidewalks: o The basic clear width of the sidewalk between the railings and the road of 3.25m (minimum of 3.2m including edging) o Sidewalks will not be designated for cycling traffic ▪ Transverse Slopes and Drainage: o Roof-like drainage of the roadway between the tram track and the edges (raised curbs) o Tilting of the sidewalk from the railing to the roadway o Drainage gutter along the edge of the curb at the edge of the roadway ▪ Total basic clear width of the street profile between the railings of 21m (for new constructions) 34 / 56 10.2.5 Bridge Eastern Part – Terrain Section East of Voctářova Street to Palmovka

▪ Basic floor plan arrangement (positions of curbs, gutters and materials of surfaces of individual strips) identical with that of the adjoining section of Libeň Bridge (between streets Štorchova and Voctářova), with straight and continuously adjoining parallel lines to the axis of the tram track line ▪ In terms of elevation, the solution proposes one height level with zero treads and a symmetrical solution of longitudinal and transverse slope of the area with regard to drainage into gutters along the outer longitudinal edge of an asphalt strip and into street drains, the technical solution of which should allow possible future partial height adjustments of both the walkway and the car lane surface without the need to incur higher additional costs for modifications within the underground construction ▪ The considered transport regime is to support space sharing, but without a negative impact on public transport (without cruising speed alterations), with the preservation of the side mosaic pedestrian-dedicated strips and with a potential for short-term stopping of vehicles within the asphalt strip ▪ In the area connecting to the different height level of both sidewalks and roads at the eastern foreland of the bridge across Voctářova Street, it will be levelled with the tram track line as follows: o Mosaic strips for pedestrians will smoothly transition to an elevated level of the sidewalk, without a clear edge or ramp o The south road will be raised by a clear (non-stepped) ramp with an upper edge on its arrival side, from which the next height solution will be seamlessly connected to the height solution of the sidewalk on the right (outer) side o The north road will be designed in a similar way to the south road, or (at the exit) in the same height level (with the tram track line) ▪ With regard to the future expected development of the area and possible continuous development of buildings on this section (distance of street or building lines potentially 21- 30m), the placement of a continuous tree line (symmetrically on both sides within the street profile) must not to prevented (namely by engineering network installations): o Within the new paved surfaces – at the outer edge of the asphalt strip (tree axis approx. of 1m from the edge of the edging-gutter, in approx. the ¼ of the width of the strip) o Within the immediately adjacent unpaved terrain (axis of the tree line of approx. 1m from the outer edge of the mosaic pedestrian strip, or from the orchard edging – navigation guiding line for visually impaired pedestrians) ▪ Total basic clear width of the reinforced street profile (between orchard edgings) of 21m ▪ Slopes on both sides of the road featuring greenery (i.e. gabions are not allowed) ▪ Within the paved areas, strips of stone paving will symbolically indicate the original historical outline of the former Jewish cemetery (in accordance with geodetic position indicated by historical documentation), i.e. in the section between the monument of one hundred kilometres of BKV (Budapesti Közlekedési Vállalat) type panels laid in Prague and the border of the Palmovka tram stop west edging, see drawing part No. 2 ▪ The monument of one hundred kilometres of BKV type panels laid in Prague from the year 1984 will be removed and its transport to the Střešovice depot will be ensured (agreed with the Prague Public Transit Company). 35 / 56 10.2.6 New Southern Libeň Bridge Exit Ramp

▪ Basic total width of 9.5m o With directional lines lined mostly parallel to the upper level of Libeň Bridge, in the upper part with seamless connection o Turning radii and corner curves will be minimised, but if present, must allow regular passage of an N2 lorry category vehicles, in length of a min. of 10m (typically waste collection vehicles, fire engines, etc.), and, at the same time, an exceptional passage of a larger vehicle - articulated bus in length of 18m o Connection of the upper level of the Libeň adjoined bridges in the area of the eastern foreland of the new flood bridge and the lower level in the area of the Štorchova Street underpass (roughly in the area of the original demolished ramp) ▪ Road o Clear width of the road structure (between the curbs) of 5m o A dedicated lane for cyclists with a width of a min. of 1.5m incorporated in the road; the basic width of a regular lane of 3.25m o One-way traffic in the area of descending from the upper level of Libeň bridge to the lower level of Štorchova street ▪ Sidewalk / Pavement o Clear width of the sidewalk structure (including the edging) of 4.5m o Legal additional two-way cycling traffic (pedestrian trail regime with bicycles allowed) o Located towards the open space, i.e. direction south along the road

10.2.7 New North Libeň Bridge Access Ramp

▪ In principle, identical solution with the new southern outbound ramp of Libeň Bridge but with the following differences: o One-way traffic on the road ascending from the lower level from Štorchova street to the upper level of the bridge o North location of the sidewalk along the roadway

10.2.8 New Road Connecting New Voctářova Street Traffic-light-organised Intersection with North Access Ramp

▪ Basic parameters of the solution identical to the arrangement of the north access / inbound ramp ▪ A sidewalk with a width of a min. of 2.5m on the southern side along the road is added

10.3 Intersections – Organisational Principles

10.3.1 Intersection Connecting Main Ramps at Libeň Bridge Tram Stops

▪ Pedestrian connections enabled via one common road lane, over the western section. Main transverse connection together with bicycle traffic in the form of combined pedestrian

36 / 56 crossings with crossings for cyclists (V8c) over roads with inserted splitting-directional islands by tram track line crossed in the form of a road crossing (for walking and cycling), in terms of directional guidance in slightly bent (or arched) line. ▪ Tram stops moved further west towards the junction with ramps, i.e. at the western end, the possibility to cross only one road at a time (possible crossing of vehicles via tram track line only between ramps and the eastern section of the bridge) ▪ The main road imprint in the direction of Libeň bridge - ramps with regard to the road traffic- urban context (especially the diversion of transiting individual car traffic to the ramps, or the ceased existence of Libeň Island), roadways alongside tram stops will be quieted down and elevated to the level of sidewalks and tram stop islands, in the area of the intersection with zero tread and delimitation of the space of the drivable part by anti-parking poles following the design and colours of the urban features as set by the IPR (Centre for Architecture and Metropolitan Planning), Prague. ▪ Roads (for transiting individual car transport) will be raised in a similar manner as described above, or partly (with a slight tread) to significantly facilitate pedestrian and bicycle movement and to increase the safety of vehicle traffic ▪ Dedicated lanes for cyclists in the roadways will be continuously connected to elevated bicycle lanes on the western part of the bridge across the Vltava river, or the elevated road surface; sidewalk areas in the area of the bridge foreland will allow legal cycling traffic (in the regime of a pedestrian path with permitted entry of bicycles) ▪ The section of raised road lane to the level of additional strips, or sidewalks (including connections) will be made in a way as to: o Significantly increase the safety and simplicity of the smooth transfer of cyclists across the main traffic stream of the transiting individual car transport even in the case of the scenario where the east-west axis of Libeň Bridge is not set-up as the main road o Enable different modifications of local traffic organisation, especially modifications of right of way, different marking (or possible non-marking) of horizontal traffic markings of lanes, etc. o Allow the passage of cyclists between the car roads of the eastern part of Libeň bridge and bicycle lanes in the western part (or by connecting the A2 cycling path), alternatively by means of use of the western cross-junction with pedestrians (including the eastern extended connection of splitting-directional islands in the primary pedestrian area, excluding the distinguished area of the tram stops intended only for passengers) instead of the only possible passage through the intersection in the east- west connection together with car traffic. ▪ The geometry of the roadway connections of individual roads (ramps and roads in the eastern part of the bridge) will be adjusted to ensure adequate viewing conditions and minimisation of blind spots

o Turning radii and corner curves will be minimised, but if present, must allow regular passage of an N2 lorry category vehicles, in length of a min. of 10m (typically waste collection vehicles, fire engines, etc.), and, at the same time, an exceptional passage of a larger vehicle - articulated bus in length of 18m (e.g. at times of alternative bus transport during public transportation system closures).

37 / 56 10.3.2 Jankovcova x Dělnická Intersection (Traffic Light Signalling Equipment SSZ 7.125) – Construction Solution Modification Maintaining Current Traffic-organisational Set-up

▪ Operationally and space wise, the current concept of the intersection will be restored after the renewal of the traffic light signalling equipment SSZ 7.125 in April 2020, with partial local deviations in the solution details only ▪ All temporary modifications (including prefabricated traffic sign elements) will be replaced with a permanent construction solution (with corner widening, etc.): o Two lanes will be maintained on all branches of the intersection, with the exception of the Dělnická street branch, the car lining will correspond to the current state (including bicycle waiting lanes and dedicated areas for cyclists) o Intersection corners will be structurally modified, turning radii and corner curves will be minimised, but if present, must allow regular passage of an N2 lorry category vehicles, in length of a min. of 10m (typically waste collection vehicles, fire engines, etc.), and, at the same time, an exceptional passage of a larger vehicle - articulated bus in length of 18m o Lengths of pedestrian crossings or crossings for cyclists will be minimised, sidewalks, or sidewalk trails will be formally modified, including tactile modifications for visually impaired pedestrians ▪ The modifications will also include reconstruction, or extension of existing sidewalks: o Adjacent to the sections between the intersection and the bridge, including the spatial connection to the adjoining pedestrian areas at neighbouring buildings – by the northern retaining wall (land plot boundary), at the southern boundary extension of sidewalks to greenery approximately within the scope of the valid building permit o In Dělnická and Jankovcova streets, to the minimum extent necessary, in coordination with the intentions of a private investor and TRA o Existing cycle stands will be maintained near the intersection in at least the current amount; if necessary, these will be replaced with new ones in the design of the urban elements as set by the Institute of Planning and Development, Prague

10.3.3 Voctářova x Štorchova Intersection (Traffic Light Signalling Equipment SSZ 8.072) – Current Intersection Reconstruction

▪ Modification of the geometry of the Voctářova x Štorchova intersection in a way as to ensure that Štorchova street is directly connected to the stabilised position of Vojenova street (along the north-east facade of Kaufland), i.e. by shifting the position of the north-west arm of the intersection (the eastern section of Štrochova street) closer to Libeň bridge ▪ Modification of the profile of Voctářova Street in accordance with the arrangement of the adjoining profile south of the intersection (up to the location of the existing narrowing of the Voctářova Street profile) to the basic width of a one-way lane of 8m between the curbs (2 lanes of 3.25m + a dedicated cycling lane of 1,5m) and the addition of a central dividing island of about 5m in width. The eastern edge of the road will be preserved. It will include the construction of a new sidewalk of 3m in width along the western edge of the road separated by a green belt. Modification of the profile of Voctářova Street in the section north of the intersection to the new northern ramp for 2 + 2 lanes (lane width of a min. of 3.25m) and a dedicated bicycle lane of 1.5m in width in each direction

38 / 56 ▪ Modification of the traffic-organisational (operational-spatial) solution and light signalling equipment as follows: o Štorchova street will be one-way only with the entrance to the intersection, the other branches will remain two-way o Voctářova street in the arrangement of 2 regular lanes and 1 dedicated lane for cyclists in each direction, with splitting islands in the width of a min. of 2.5m and a basic width of the road between the curbs of 8 m, with the possibility of driving straight and turning to Vojenova street (i.e. compared to the current state, with a separate queue lane from the north direction with a left turn from the continuous left lane) o Štorchova street with a road width of approx. 9m between the curbs, with an assumed arrangement with two queue regular lanes and bicycle lanes – 2x (3m + 1.5m) o Vojenova street with preservation of the current state, only with partial modifications of traffic signs (especially the lane switching arrangements) o Pedestrian crossings at least of 4m in width will be added to all branches, namely a pedestrian crossing combined with a 5m wide crossing for cyclists will be added across the north-east (Štorchova) and the south-west (Voctářova from the south) streets (in the latter case, perhaps only preparatory work with regard to the development of the ground floor of the Kaufland building) o At intersection entrances, spaces for cyclists will be added in the basic size for all permissible intersection movements (with the exception of movements for which dedicated lanes will be designated for cyclists with own stop lines) o All intersection entrances will be fitted with vehicle traffic light signalization units (at Voctářova street entrances, bicycle traffic lights of 100mm in size will be added below the basic traffic lights), while pedestrian traffic lights will be used to connect all 4 branches of the intersection (including splitting islands and an associated system across the northwest branch) o Turning radii and corner curves will be minimised, but if present, must allow regular passage of an N2 lorry category vehicles, in length of a min. of 10m (typically waste collection vehicles, fire engines, etc.), and, at the same time, an exceptional passage of a larger vehicle - articulated bus in length of 18m (e.g. at times of alternative bus transport during public transportation system closures) upon use of the entire width of the road 10.3.4 Voctářova x New North Road Intersection – New Consruction, Incl. Traffic Light Signalling Equipment

▪ On Voctářova street, there will be two regular queue lanes from both direction south (separate left turn) and north; continuous dedicated lanes for cyclists, or at least a protective lane for cyclists for left turns (all in basic composition – a minimum lane width of 3.25m, dedicated bicycle lane of 1.5m) ▪ Non-motorized connections in the form of combined pedestrian crossings and crossings for cyclists of 5m in width – across the northern arm with a splitting island of a min. of 4m in width and non- divided across the western arm of the intersection (with geometry minimising the approach of vehicles towards pedestrians and cyclists from behind) ▪ All intersection entrances will be fitted with vehicle signals – direction signals from the south (or another solution, e.g. a full signal with an additional arrow, etc., which will allow traffic

39 / 56 control without turning left while crossing with the opposite direction turning vehicles approaching pedestrians in free direction from behind), full signal from the north, for dedicated lanes for cyclists supplemented with bicycle lights of 100mm in size placed below the basic lights), combined two-colour lights for non-motorized connections (including the splitting island)

10.3.5 Pair of Intersections between Štorchova and Libeň Bridge Ramps

▪ Crossing uncontrolled intersections with traffic priority directions – main road without queue lanes (with a continuous dedicated lane) always in a straight east-west direction ▪ Turning radii and corner curves will be minimised, but if present, must allow regular passage of an N2 lorry category vehicles, in length of a min. of 10m (typically waste collection vehicles, fire engines, etc.), and, at the same time, an exceptional passage of a larger vehicle - articulated bus in length of 18m (e.g. at times of alternative bus transport during public transportation system closures) ▪ Sidewalk areas supporting (additional) legal cycling traffic following sectional connections ▪ Pedestrian connections across all intersection arms in the form of barrier-free crossings for pedestrians combined with crossing for cyclists featuring a min. of 4m in width, with the width extended to 5m across the northern arm of the north intersection and the western arm of both intersections ▪ Sidewalks connected to the construction under the bridge in a paved width of a min. of 5.5m 10.4 Public Space Outlined in East Historical X-656 Arch Bridge

▪ All four lower landings of the historic staircases will be seamlessly connected to paved pedestrian (sidewalk) areas. ▪ The premises under the bridge will be visually restored from the outside following Janák's original design in a way to allow their use as a non-residential space for public functions or business, as a café, a bar, etc., including connection to the necessary engineering networks (including sanitary facilities). ▪ The space under the bridge is designed as a concrete pedestrian area (piazzetta, skate park, etc.) at a reduced level of about 2.5 meters (for edges, see drawing number 2). ▪ The areas in front of the non-residential premises under the bridge will be concreted. ▪ The area outlined by Štorchova and Voctářova streets and the southern edge of the X-656 bridge will be grassed in the entire area. The parts needed for the operation of the retention basin will feature a drivable grassed paving. ▪ A strip will be left along Štorchova and Voctářova streets for future planting of mature trees. ▪ New location of the underground construction of retention basin (D-plus coordination, common requirements): o Connection of the access road for service vehicles from the Voctářova street roadway within the pavement area (without its height or material disturbance), the curb at the roadway is chamfered o It is necessary to respect the defined areas of the square and pedestrian traffic, especially by not placing any parts of the building of the retention basin above the ground level and taking into account the position of surface features

40 / 56 10.5 Access Points

10.5.1 Staircases

▪ Repairs of all original staircases within bridge structures (i.e. freely in space, not on the terrain) o Complete preservation of the original operational and spatial solution ▪ New stairs on the terrain oriented longitudinally with the axis of the adjoined bridge complex, resp. along the retaining wall of the bridge: o A pair of staircases (stairs at the north and south sides of the bridges) west of Štorchova Street – ascent from the lower to the upper level from east to west, accommodating in plan and perpendicular to the axis of Libeň Bridge o A pair of staircases (stairs at the north and south sides of the bridges) east of the Voctářova underpass – ascent from the lower to the upper level from west to east, in plan, sloping staircase (compared to the axis of the Libeň Adjoined Bridges) with connecting points directly linked to the street line of Voctářova street with stair edges orientation perpendicular to the axis of the Libeň Adjoined Bridges and planned demolition of the original staircase on the south side o The upper landings of the stairs will be directly connected to the sidewalk surfaces, their length and width will be greater than the clear width of the staircase and they will not narrow the adjacent sidewalk area ▪ New staircases on the terrain oriented perpendicular to the axis of the bridges o A pair of staircases (stairs at the north and south sides of the bridges) in direct connection to the eastern transverse pedestrian connection by the Libeňský most tram stops – connection to the upper level of the bridges in a favourable position; northern staircase oriented in plan to the axis of Menclova street divided into two parts (between the upper level of Libeň Bridge and the northern access ramp, or between the northern access ramp and the intersection of Štorchova and Menclova streets); southern staircase just between the upper level of the bridge complex and the southern navigable ramp (readied for possible future supportive extension from the southern edge of this ramp to future development) ▪ New staircase north to the repositioned A2 cycling path: o A direct barrier connection at the northern part of the foreland of the eastern part of the inundation bridge (between the upper level of Libeň Bridge and the lower protected non-motorised route) ▪ New staircase parameters: o Basic clear width (stair treads and landings between railings) of 2.5m o The width of steps w = 0.30m and height of steps h = 0.15m for stairs oriented longitudinally with the axis of Libeň Bridge; for other staircases, a steeper slope is permissible while respecting w + 2x, h = 0.60-0.63m (the value of the sum of the width of the step and twice the height of the step will be in the range of 0.60 to 0.63m) ▪ All staircases will be connected to the sidewalks logically, along the individual roads in a way to ensure the most direct and comfortable pedestrian connections.

41 / 56 10.5.2 Non-motorised Ramps and Paths ▪ Freely in space – pedestrian and cycling connection to Rohan Island o In plan supportive ramps parallel to the axis of Libeň Bridge, ascent from the lower to the upper level from west to east (from the Vltava river to Palmovka) o Basic clear width (between railings) of 3m o Railing solution (height and width) enabling joint pedestrian and cycling traffic (walking and cycling); material visual concrete smooth, in shade identical to the shade of the Inundation Bridge railing o On the lower level, a direct reinforced connection of both ramp entrances o In terms of accessibility parameters (slopes, intermediate platforms, etc. in the sense of Decree 398/2009 Coll.), it is appropriate, but not necessarily vital, to ensure complete barrier-free accessibility of the new Rohan Island area by these two ramps, unless it is provided alternatively within the area ▪ Road on the terrain - southern connection to the cycling path of A2 (overhanging) o In the area of the existing notch with connection of the road to the disturbed non- motorised underpass below the upper level of Libeň Bridge o Slope that allows for not completely install the railing, respectively. only to the extent necessary in direct connection to the railing in the upper level of the bridge ▪ Connection of the current footbridge o At the Boudníkova 2506/3 building on the Libeň adjoined bridges sidewalk (at the site of the original entrance of the northern access ramp from Voctářova Street, or the historical foreland of the former original bridge)

10.5.3 Placement of Protected Non-motorised Route (A2 Cycling Path) ▪ The new route of the A2 cycling path will lead on the terrain in an open space below the last (eastern) bay of the inundation bridge, i.e. the north-south route of the protected A2 cycling path (in the lower level) and the southern connection to the street profile of Libeň Bridge (in the upper level) will be ( in terms of mutual east-west arrangement) in the opposite floor plan position to the original state before the start of the reconstruction ▪ The minimum standard is a 4m wide monolithic reinforced strip for joint traffic of pedestrians and cyclists with unpaved curbs of a min. of 0.5m, directional and height guidance in design parameters enabling safe and smooth cycling at a speed of a min. 30 km / h 10.6 Selected General Guidance for Solving Certain Topics ▪ Cycling traffic – solutions for modifications and cycling measures will be mainly based on the principles defined in TP 179, TP 81 ▪ Constructional composition – the construction composition of roads and roadways will comply with the standards of TRA Prague and the required load capacity, which must factor in the expected intensities and composition of the traffic flow ▪ All original stone or concrete elements (primarily original granite curbs) will be preferentially reused within the construction in the area (bridge structures, ramps, other roads), or offered free of charge to the investor (the Capital City of Prague or TRA, Prague, respectively) for takeover

42 / 56 ▪ All steel railings will be painted in RAL 7021 as stipulated by the Public Space Guidelines issued by the Centre for Architecture and Metropolitan Planning, Prague

10.7 Materials

10.7.1 Tram Track Line

▪ Granite cobblestone paving, laid in a row perpendicular to the tram track line axis; on tram islands, a blue strip of mosaic around the perimeter with white centre o Smooth in parts regularly driven over by road vehicles in the transverse direction at intersections with tram track lines (in the area of the intersection with ramps), resp. longitudinally in the case of the tram track line section driven over (east of the bridging across Voctářova street) o Chopped stone paving in sections not regularly driven over by road vehicles o Stone drivable curb (sloping curb) ▪ Asphalt surface o At locally adapted transverse pedestrian and cycling connections – places to cross tram track lines, or crossings for pedestrians and cyclists (all variants considered) o At the Dělnická – Jankovcova traffic-light-controlled intersection featuring the SSZ 7.125 signalling device 10.7.2 Roads

▪ Asphalt surface with the exception of the elevated road in the area of “Libeňský most” tram stops and connections of the descending exit and ascending access ramps ▪ The Libeň Adjoined Bridges are to feature a lighter shade of asphalt, stone and cobblestones

43 / 56 10.7.3 Pavements / Sidewalks

▪ Paved – chipped mosaic, in justified cases smooth (e.g. as a contrast next to the tactile strip) ▪ On the upper level of the bridge, the historical pattern applied with the type and shade of the paving according to the archived documents by architect Janák, see Figs. 25 and 26 (on new frame constructions with prefabricated railings, a 30cm strip of white mosaic is replaced by a concrete walking surface forming a part of the prefabricated unit) ▪ The mosaic will be laid in concrete at least in the range of the bridge structures, resp. within contrasting smooth strips along tactile (warning and signal) strips ▪ The original mosaic from staircase intermediate landings will be reused to the maximum possible extent, the preserved pink border of the staircases will be kept and supplemented as needed

Fig. 25: Paved sidewalk surface according to period sources [17] [Legend: MĚŘ. = scale; levé = left; pravé = right; schod. = staircase; modrá = blue; bílá = white; obruba chodn. = sidewalk curb]

44 / 56

Fig. 26: Bridge walkways paving scheme [Legend: západní část soumostí (hlavní úsek přes Vltavu + inundační most) = west part of the bridge complex (main part across the Vltava river + flood bridge); zámkový spoj obrub (po směru jízdy) = curb interlocking joints (in the direction of travel); pracovní spára kolmo na směr jízdy = working joint perpendicular to the direction of travel; kamenná žulová obruba (u vozovky) = granite curb (besides the road); světlý hladký beton (cyklistický pás) = light-coloured smooth concrete (cycling strip); kamenná žulová dlažba (hmatný pás pro nevidomé) = granite paving (tactile strip for visually impaired pedestrians); broušená mozaika bílá (kontrastní hladký pás) = ground white mosaic (contrasting smooth strip); štípaná mozaika modrá = chipped blue mosaic; štípaná mozaika bílá = chipped white mosaic; východní část soumostí (Štorchova – Voctářova s obloukovým mostem) = east part of the bridge complex (Štorchova – Voctářova with arch bridge); ostatní části soumostí (oblast zastávek tramvaje, křižovatka s rampami atd.) = other parts of the bridge complex (tram stop areas, junctions with ramps, etc.)]

45 / 56 10.7.4 Curbs

▪ All curbs are designed from granite stone ▪ All new main curbs at the borderline of roads and sidewalks will be of 0.3m in width, linked via traditional interlocking joints

10.7.5 Raised Cycling Strips

▪ Light grey-white monolithic concrete, colour RAL 9002 (Grauweiss) ▪ All working joints perpendicular to the direction of travel

10.7.6 Tactile Elements for Visually Impaired Pedestrians

▪ On the upper level of the bridge and at the immediately adjacent parts of public spaces: o Paving of certified tactile elements (warning and signal strips) will be made of granite stone; visually (in terms of colour and structure of the material) similar to stone granite edgings at the borderline of the road and sidewalk o A smooth contrasting sidewalk strip (or pedestrian-used surfaces) made of mosaic and placed alongside tactile elements will be formed by a smooth surface of ground mosaic instead of smooth stone slabs (which are otherwise used when laying paving in a sand bed) - the reason for this requirement is a visually simpler and more aesthetic solution

46 / 56 ▪ Tactile elements for visually impaired pedestrians on the lower bridge level: o Tactile elements of prominent colour (especially pink, purple, or similar) or uneven floor plans (for example, interlocking paving, etc.) are not permissible.

10.7.7 Staircases

▪ Concrete / stone surface of stair treads ▪ Mosaic on staircase landings (see Fig. 18) ▪ Concrete railings (for a detailed description, see the architectural solution chapter) ▪ Historical pattern with the type and shade of the paving according to the archived documents by architect Janák will be used on original staircases 10.7.8 Ramps

▪ Non-motorised traffic ramps on a separate structure: o Surfaces of monolithic concrete o No surface with worse anti - slip properties (e.g. mosaic) is to be used, primarily for safety reasons (slip and skid - sloping surface, prone to frost layer forming, etc.) ▪ Sidewalk areas of the associated area (pedestrian area with legal bicycle traffic): o Asphalt or mosaic 10.7.9 Tram Stop Islands

▪ White mosaic (in case a contrasting leading edge is required, a pink mosaic will be used) ▪ Stone curb edging with interlocking joints

10.8 Drainage

▪ On bridge structures (V009, X-656 and new frame structures), slot drainage will be integrated under stone curbs ▪ Street drains o At road edges, along the curb, preferably completely outside the space normally driven over by vehicles, i.e. not interfering with the basic width of the lanes for cyclists (only in their lateral safety distance band) o Metal grilles will be used with shaping fully accommodating cycling traffic preventing the possibility of the bicycle (tire) trapping, i.e. without additional modification, resp. without a longitudinal slit at the edge of the grille o Slot drainage in the roadway will not be used 47 / 56

Concrete cycling strip; granite stone curb / interlocking joint; drainage valley / gap permissible

10.9 Spaces and Premises Under Enclosed Arch Bridge Frame Parts

▪ All rooms will be equipped in a way to allow their use as a non-residential (commercial) space for public functions or business, as a café, a bar, etc., including connection to the necessary engineering networks (including sanitary facilities). Free spaces under the individual frame bays will be equipped with connections for possible use during cultural and social events (food truck, stands, music production, etc.) - el. 230V and 400V socket, water supply, wastewater drainage for connecting sanitary facilities by each bay. Backbone low-current routes will be terminated in low-current switchboards. A protector incl. optical cables will be ready at these new low-current switchboards for individual room distribution. At this point, the protector will be terminated and ready for the installation of a low-current switchboard for a given future facility. 10.10 Sulphate Corrosion Study

A study is currently being drafted by the Klokner Institute of the Czech Technical University and the TRA (Technical Road Administration of the Capital City of Prague), focused on the monitoring of sulphate corrosion of concrete in the foundation of the Libeň Adjoined Bridges. The construction of a permanent basin in the area of the original (temporary) basin by pillar No. 3 of the V-009 bridge will be a part of the monitoring of the development of sulphate corrosion in the period of the next 30 years. The report draft forms Appendix 10 of this document.

10.11 Coordination

▪ During the preparation and construction phases, the design will be coordinated with other planned constructions in the area around the solved construction and the arrangements of these development plans will be factored in the design, namely: o UNIQ TESLA II - Block of apartment and multifunctional houses o Libeň docks o Rohan City o Karlín Views o Palmovka Territorial Study 48 / 56 o Construction of the Libeň District Bypass o Jankovcova Street Reconstruction ▪ At the same time, the current state of the territory and the road network will be taken into account in places where there have been changes compared to the valid Zoning Permit and Construction Permit documentation, for example: o Voctářova – Vojenova – Štorchova intersection o Connection to Boudníkova street o Modification of the Dělnická - Jankovcova intersection

10.12 Temporary Non-motorised Connectivity Assurance during Construction

From the point of view of non-motorised (pedestrian and bicycle) transport, it is desirable to ensure functional and legal throughput of the affected area via city-wide logical connections throughout the construction phase in accordance with the requirements as specified below. 01) Selected key non-motorised traffic connections to be secured under a protected standard, resp. significantly suppressed traffic: ▪ East-west connection (Libeň Bridge) between the intersections of Dělnická x Jankovcova and Zenklova x Na Žertvách (under the current and target state in the length of 1250m) ▪ North-south right-bank backbone A2 cycling path (Libeň Island) between the path for pedestrians and cyclists on the flood embankment on the south side and Menclova street on the north side (approx. 500m in length) ▪ Mutual interconnection of the two above-mentioned routes in the area of Libeň Island (under the current and target state of the level crossing, connected via both a path and ramps) 02) Other interconnections to be maintained: ▪ On the right bank in the north-south direction of Voctářova and Štorchova streets (between Smrčkova / Boudníkova and Vojenova) ▪ On the left bank in the north-south direction of Jankovcova street and Bubeneč embankment – Sanderova street (between Tusarova street and Holešovice port) Requirements subject to compliance with both 01) and 02) ▪ Legal and safe possibility of walking or cycling, continuously without interruption (e.g. without the need to carry or walk beside the bike) ▪ Preferably the shortest and most direct route possible in terms of directional routing, without lost gradients ▪ Walking and riding surface with anti-slip paved full-surface (preferably asphalt or concrete), in justified cases permissible use of light “pororošt” porous grate segments (in comparable parameters of footbridge across the Vltava river suspended under the Prague Ring road near Zbraslav) or unpaved surface in the current state extent (part of the A2 cycling path) Minimum requirements to ensure 01): ▪ Continued operation for the public without interruption (24/7/365) of both interconnections; max. exception of 336 hours in one year ▪ Legal and safe possibility of walking or cycling continuously without interruption (e.g. the need to carry or walk beside the bike)

49 / 56 ▪ Protected standard, i.e. with the exclusion of ordinary car traffic (e.g. the regime of prohibited entry of all motor vehicles or that of a pedestrian path with permitted entry of cyclists, etc.) – the exception may be Menclova and Štorchova streets with bicycle traffic on the road (upon limited speed to 30km / h and exclusion of transit car traffic) ▪ Minimum width of 3m + side safety distances of a min. of 0.25m (locally with the possibility of omitting safety distance spaces) ▪ Continuous public lighting at least for the east-west interconnection and in places with permanently limited daylight (especially underpasses, protective covers of the route corridor, etc.) Minimum requirements to ensure 02): ▪ Continued operation for the public without interruption (24/7/365) of at least one of the pair of interconnections on the given riverbank; max. exception of 336 hours in one year ▪ Pedestrian space within a separate strip of width at a min. of 1.5m (excluding car traffic) ▪ Cycling traffic on the road together with car traffic or together with pedestrians upon the extension of the pedestrian strip to a min. of 2.5m in width (as a dual passage - an alternative to the road, or in the case of a temporary exclusion of car traffic) ▪ Permissible length extension of the route compared to the current state to the max. of twice the total length between entry points ▪ Continuous public lighting

Fig. 27: Client requirements on Non-motorised traffic connections during the construction phase [Legend: Vybrané klíčové bezmotorové vazby = Selected key non-motorised traffic connections; Další vazby k zajištění = Additional interconnections to be provided]

50 / 56 HYDRAULIC ASSESSMENT – RAMPS TO ROHAN ISLAND

The purpose of the hydraulic assessment was to determine whether the change in the solution of the ramps under the new design of the new flood bridge across Rohan Island will worsen the runoff conditions in the area compared to the original project of the Pragoprojekt company. The necessary hydraulic calculations were processed using 2D mathematical modelling. Doc. Ing. Ales Havlik, CSc., from the REVITAL company was the main researcher of the project. Based on the processed numerical simulations of 2D flow in the floodplain of the Vltava river, it was possible to draw the following conclusions: Significant opening of the embankment of the road, through which the road is now connected to the main part of Libeň Bridge, as proposed in the original project documentation and implemented in the new bridge reconstruction solution, will improve the drainage conditions, especially in the part along the flood protection line, but also in the profile of the railway bridge on Štvanice island where a slight improvement was determined, too, as clearly evidenced in Appendix B.1. The calculations did not consider a creation of a new channel in this part, which could connect to the Libeň port area. The author of the report did not have enough data available to assess this solution. In the case of its implementation, further improvement of runoff conditions may be assumed. The proposed construction of a gradually sloping ramp, presented in the new reconstruction solution designed by architect Petr Tej and his team, will cause but a very local swell of the water body running around the ramp in its immediate vicinity, which will be fully compensated by the opening of the existing robust block abutment. The new solution for the reconstruction of Libeň Bridge will certainly not worsen the runoff conditions of the area. In the vicinity of an opening of the block abutment and the new proposed ramp, there will even be very slight improvements, as shown in Appendix B.2. of Addendum 3. To conclude, it can be stated that the arrangement of the proposed flood bridge with two parallel ramps to Rohan Island is feasible in terms of runoff conditions in the area.

11 ENGINEERING NETWORK PLACEMENT [9]

The report [9] addresses variants of network placement in the area of Libeň bridge. The report shows: The engineering network solution can, in principle, be divided into two stages in terms of time sequence, namely: a) Temporary transfer of networks at the time of reconstruction b) Transfer of networks in the bridge body post reconstruction The ranges of the existing networks run on the bridge and the requirements for the placement of engineering networks during and after the reconstruction are summarised in the following tables taken from the study of engineering networks [7] drafted by Pragoprojekt. In the current arrangement (Table 1) of engineering networks on the bridge, cables (PRE, CETIN, ELTODO, lighting, etc.) and DN200 waterlines are placed under the sidewalks on both sides of the bridge in the area between the curb and the reinforced concrete console supporting the railing. The OC 300 gas pipeline mentioned in the original documentation with it location in the middle copying the bridge axis (Fig. 14) under the tram track line is not in operation today. Even in terms of current legislation, it is not possible to place this type of feature in the roadway.

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Tab. 1: Summary table of existing engineering networks located on the bridge according to the study drafted by Pragoprojekt. The following table 2 shows the requirement for the transfer of networks during the reconstruction according to the study drafted by Pragoprojekt. In the study, technical options are presented for the transfer of networks at the time of reconstruction, including an estimate of the costs of this method of temporary network transfer. A consideration of an excavated cable duct under the river bottom is also included in the Pragoprojekt study. This is one of the possible definitive solutions in terms of the final arrangement of networks around Libeň Bridge. It can be assumed that in the event that this variant is selected, the construction will most likely not be completed at the time of reconstruction and, therefore, it will not be possible to use the proposed cable duct for the temporary transfer of networks.

Tab. 2: Summary table of requirements for the transfer of engineering networks during the reconstruction phase according to the study drafted by Pragoprojekt. 52 / 56

Tab. 3: Summary table of requirements for the placement of engineering networks post reconstruction according to the study drafted by Pragoprojekt distinguishing which features must remain on the bridge and which can be relocated.

Fig. 28: Space for engineering networks according to the original arrangement [Legend: Prostor pro sítě = Space for engineering networks]

The expansion of the space for the engineering networks will be created on the V009 bridge across the Vltava river by widening the sidewalks by approx. 550mm (pedestrian and cycling paths) and narrowing the vehicle transport lane. This modification creates a free space of approx. 2150mm in the area between the curb and the reinforced concrete console supporting the railing on both sides of the bridge. The maximum possible space for engineering networks is hatched in Fig. 29. It is about 480 x 2150mm + 200 x 1600mm on both sides of the bridge. Inspection shafts can be made in the area above the pillar.

Fig. 29: Expanded space for engineering networks 53 / 56 A detail of the extended space for the placement of engineering networks levelled with the sidewalk pavement according to the original height of the sidewalk pavement and when widening the sidewalk by 550mm.

11.1 Engineering Network Distribution

▪ In the section across the Vltava river, as part of the construction of the historic and new flood bridge o Within the raised non-motorised areas of the historic bridge o Under the load-bearing structure of frame bridges ▪ In the section of the eastern foreland of Libeň Bridge – section on the terrain east of Voctářova street: o On the upper level of Libeň Bridge (upon adherence to the operational-spatial solution) o On the lower level to the south in parallel with Libeň Bridge (minimising placement under roadways) o A combination of the above or another solution o The networks are run in the embankment body in the space under the sidewalks in the axis of the bridge, a part of the networks descend along the sidewalks of the ramps to the lower level and run parallel to the bridge complex in the route of the designed but not implemented cable duct, following approximately its routing between KK12 - KK16 (see Drawing No. 2 by Pragoproject and the Design); between KK13 and KK14, it is necessary to coordinate the route of the networks with the new position of the retention basin ▪ In the section on the terrain east of Voctářova street o On the upper level of Libeň Bridge upon adherence to the requirement for space preservation for possible future addition of tree lines (specifications of four lanes of trees are provided in detail in the relevant section)

12 IMPACT EVALUATION OF OK 23E RECONSTRUCTION STUDY AND P8 RETENTION BASIN CONSTRUCTION ACCORDING TO D PLUS 05/2020 PROJECT ON THE PROPOSED SOLUTION

The project assesses variants of location and shape of the retention basin in variants: Retention basin in Libeň Bridge foreland; Retention basin of original dimensions with above-ground part; Retention basin of original dimensions without above-ground part; Retention basin reduced in floor plan with above-ground part; Retention basin reduced in floor plan without above-ground part and Retention basin behind the water element. The study was drafted based on the documentation "P8 Retention Basin Construction" at the level of building permit documentation and water law documentation, see Appendix 4. ▪ Documents drafted by the PUDIS company, in the scope of the project addressing the flushing channel, were also used. ▪ Relevant documents from the design of the reconstruction of Libeň Bridge were also provided. ▪ According to the author of the Libeň Bridge reconstruction study, the fact that the relocation of engineering networks associated with the reconstruction of Libeň Bridge does not impose any territorial requirements in places where the retention basin is designed according to individual variants has been observed.

54 / 56 ▪ Due to the timeframe for the completion of this study, documents drafted by the underground engineering network administrators for previous actions and stages were used. At present, updated documents are being requested from individual engineering network administrators within the scope of this study. ▪ Other related constructions will be mapped in the project documentation of the following stages within the ordered coordination activities. The conclusions of the project provide for a clear recommendation for the location of a retention basin reduced in floor plan without an above-ground part besides Libeň Bridge (according to Appendix 6, variant 5.2.4). The exact floor plan dimensions and depth of the retention basin will be decided upon the receipt of all documents from the individual underground engineering network administrators. The network placement and any necessary relocations in relation to the floor plan dimensions of the retention basin will affect the dimensions of the retention basin. As the other variants (5.1, 5.2.1, 5.2.2 and 5.3) see Appendix 6, are either impracticable or unacceptable, this study is limited to a technical solution only. The result of this study is the location of the retention basin next to Libeň Bridge. The exact dimensions and depth of the basin will be defined after all underground engineering networks have been outlined in the technical drawing.

13 ADMINISTRATIVE HEARINGS

The project was continuously discussed during the phase of Transport-architectural study of the Libeň Adjoined Bridges - selected variant, author: Petr Tej et al., April 2020, see Appendix 2. This study includes a discussion of the project with the Traffic Engineering Department of TRA, IPR PRAGUE, European Transportation Consultancy, s.r.o. + Rohan engineering, s.r.o. + D3a, the Prague 8 district municipality and SUDOP PRAHA a.s. Comments are addressed in this study. The project was also discussed under the Documentation phase of the Design and Build contract tender with the Department of Roads and Railways – the Road Administration Office Department of the Municipal Authority of the City of Prague and the Transport Inspectorate of the Police of the Czech Republic. The standpoints and the meeting minutes are attached. Furthermore, the comments of IPR Prague (the Centre for Architecture and Metropolitan Planning, Prague) and THMP (the Technology of the Capital City of Prague) were settled. The standpoint of DPP (the Prague Public Transit Company) is also included in Appendix 7 of the Administrative Hearing.

55 / 56 14 APPENDICES

1. Transport-architectural study of the Libeň adjoined bridges – variant solution, authors: Petr Tej, Tomáš Cach et al., March 2020 2. Transport-architectural study of the Libeň adjoined bridges – selected variant, authors: Petr Tej, Tomáš Cach et al., April 2020 3. Hydraulic Assessment, author Aleš Havlík 4. Retention Basin – Study of OK 23E Reconstruction and Retention Basin Construction according to D Plus Project, 05/2020 5. Holešovice Foreland Cadastral Situation 6. Budget, authors: Dana Wangler – SUDOP, Petr Tej, Milan Holý, Jiří Kolísko – Klokner Institute of the CTU, Prague, 7th Administrative Hearing 8. Lighting Selection Recommendations, authors: Michal Bareš, The Astronomical Institute of the Academy of Sciences of the Czech Republic (AI ASCR) and the Czech Astronomical Society; consultation Jan Srnka, Cityscapes – Visualisation 9. Approaches to Arch Bridge Surface Rehabilitations (Expert Report No. 1700 J 019-04, "Determination of the load capacity of the V009 Libeň Bridge and evaluation of individual elements of the structure in terms of feasibility, applicability, service life or possible intervention; Reconstruction and evaluation of remediation methods," Annex No. 4, CTU in Prague, Klokner Institute, Pontex and Inset Association; 01/2018 10. Concept of Monitoring the Development of Concrete Sulphate Contamination, author: Jan Zemánek

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