The Prague tram system (including the Petřín funicular) served 373.4 million passengers in 2018,[2] the highest number in the world after Budapest.

A special committee appointed by the Prague City Council rejected the project and recommended electric trams.

On 19 March 1896, Křižík opened a second, more important, tram line, which went from Florenc to Libeň and Vysočany, joining the industrial suburbs of Prague with its residential area in the center.

The Prague to Vinohrady stretch spanned 5.8 kilometres (3.6 mi), had 17 stations, and passed through Nové město (New Town).

At another side of the city, thanks to above-listed railway between Anděl and Smíchov, it allowed Prague tram to provide one-seat-ride between Košíře and Vinohrady.

Even the last horse tram route through the Charles Bridge was electrified (also a project of František Křižík).

Additionally, the need for ammunition led to trams being melted down for their metal and used to produce grenades and bombs leading to further fall in capacities.

The main thoroughfares in the centre, such as Na Příkopě street and Wenceslas Square could not cope with traffic increases.

There was a decree also issued in which Jews were excluded from tram transport from Saturday afternoon until late Sunday night.

Digging began in 1966 and later, this section was used for metro line C. On 1 January 1960, the first of the lines in the historical centre of the city was cancelled: the single-track section leading through Pařížská Street, Old Town Square and narrow Celetná Street, where it was no longer possible to operate fast and modern transport.

This was confirmed by Government Resolution No 437 of 30 November 1966, based on the results of studies by experts from the Czechoslovakia, the USSR, Sweden and Germany.

[14] In May 1967, on the basis of a cabinet meeting, Prime Minister Lenárt asked the Soviet government to send a group of experts to review the whole concept once again.

The management of the Transport Company and the Prague National Committee agreed with these results and the government decision of 9 August 1967 finally confirmed the metro project.

[15] Opponents such as Zbyněk Jirsák and Jindřich Horešovský have previously pointed out the disadvantages of this solution, such as the need to build ramps, etc.

Concrete panels of the BKV type were used en masse for the reconstruction of most of the network, first being used in Prague in 1977 on Dělnická Street.

Another new section was put into operation on 1 September 2011 when the line from Vítězné Náměstí was extended from the Hotel International to a new loop at the Podbaba stop.

Most of the day lines are in operation throughout the week from the early morning hours (earliest departures at about 3:30 AM) until about 1:00 AM, typically the last tram arrives at the depot at about 2:00 AM.

From 1 July 1921, service on most lines (12 out of 15) was extended until 1 a.m., with intervals of 10 to 15 minutes, and a special night fare was again in effect after 10:30 PM.

Tram tickets can be used for all means of transport in Prague (metro, tramways, city buses, funiculars and ferries).

Passengers must buy and validate a ticket immediately after boarding a vehicle, or before entering a metro station's paid area.

There are uniformed and plainclothes fare inspectors who randomly check passengers' tickets within the paid area; they are equipped with an inspection badge or carrier ID.

Initially, mechanical passenger check-in (MOC) was introduced in trams and buses by means of non-transferable tickets from external and on-board machines in the cars, later replaced by electronic-mechanical markers throughout the public transport network.

Since November 2003, all stops of the new line Hlubočepy – Sídliště Barrandov have been equipped with similar digital information banners.

In July 2009, the operator announced that by the end of the holidays, a similar display would appear at 271 tram stops, mainly all with an electrical connection from public lighting with wireless data transmission that would be powered by its own battery during the day, but this did not happen[citation needed].

In 2010, the transport company installed an electronically controlled display on the line between Anděl and Sídliště Řepy and at Hradčanská stops.

The hall was demolished in the summer of 2019 and a new one is under construction; vehicles are deposited in spare rooms at the premises of Central Workshops in Hostivař.

Besides these, the company owns also a fleet of heritage streetcars kept within the transport museum and several trams especially equipped for use for driver training or snowplowing, bringing the total number of vehicles to over 1,000.

The various modifications of the Tatra T3 tram cars, which are common all over the former Eastern Bloc form the bulk of the fleet, since they were produced in Prague in large numbers for both domestic use and export.

To commemorate this anniversary, planners considered reconstructing the old Křižík tram together with a replica of the original first electric car.

To commemorate the anniversary, a variant was chosen where Prague was served by a special tram line operated by old cars, which the Public Transport Company still had at its disposal at that time.