The adoption of the New Austrian Tunnelling Method enabled the construction of a new type of station on the Prague metro network – the single-vault station. For the first time ever, this design solution was used at Kobylisy station (put into operation in 2004), then at Bořislavka and Petřiny stations (both put into operation in 2015).

Kobylisy station had been planned as a three-vault station in the original documentation for the 1997 planning application. A number of problems, both structural and operational, meant that the concept was changed to a two-vault station containing two separate station tunnels with two transverse connecting corridors into which the escalator tunnels would lead. At the request of the investor, this solution was changed to a single-vault station with an island platform before the start of the implementation so as to eliminate the transverse connecting corridors that are the most congested in terms of passenger movement.

Kobylisy station has a clear width of 18.4 m and a clear height of 11.2 m. The top of the arch is 7.8 m above the platform level. The island platform is 10.6 m wide and 100 m long. The total length of the station is 147.9 m. As this was the first time that a single-level station had been excavated in the Prague metro network, and as it was a relatively large cavern in a location where the overburden was a busy urban environment and where predominantly residential buildings were situated, a procedure was chosen that minimized deformation of the excavation and the adjacent rock environment as much as possible, thereby minimizing subsidence. 

The whole excavation was divided vertically into three sub-excavations - left, right, and middle - and each of these sub-excavations was again divided horizontally into a so-called 'pool, buttress and base'. The station was thus cut into a total of nine sub-excavations, which were gradually connected.

At the time of its commissioning, Kobylisy station was temporarily the terminus of Line A in the northern part of Prague. It is a station with an island platform and escalator tunnels situated in the front walls of the station. The ceiling arching over the platform is not intercepted by any other structure.

In the track section of Line A between Dejvická and Nemocnice Motol, two more single-vault stations of the Prague metro were built. Their layout and construction procedure were largely based on the experience with the construction of Kobylisy station. However, it was not, and could not be, completely identical. The construction of the two stations had to adapt to the fact that the two earth shields that were cutting the track tunnels on the section were gradually pulled through them. The stations had to be structurally prepared for the passage of the shields and, after their passage, they were constrained by a conveyor belt that carried the spoil from the two machines.

The second major design difference was the excavation of the elevator shaft into the already completed station excavation. The shaft was excavated to a level of about 3.5 m above the station. After the final lining of the station was completed, with the passage to the lift shaft omitted, a special structure was partly concreted into the final vault lining  to ensure the safety of work during the excavation of the shaft and the subsequent cutting of the primary lining of the station. The insulation and the final lining of the station were then connected to the shaft.

It is certainly worth noting that the cross-section of the Kobylisy station was 220 m2, the Bořislavka station 233 m2 and the Petřiny station 266 m2. However, even this will be surpassed in the future, as the Pankrác station on the currently implemented section of Line D will reach an impressive profile of 350 m2. This will not be the only parameter that will make Pankrác station unique. In fact, it will be the only single-vault station so far that will not have an island platform, but a side platform, and it will also be the only single-line station that is also a transfer station.

Another single-vault station on the D route has been designed at Nové Dvory. Although it will again be arranged "traditionally", i.e. with an island platform in the middle and train sets running in the sides of the station, Nové Dvory station will also have a technical uniqueness consisting in the placement of an escalator tunnel not in the front wall of the station, but roughly in the middle of the station in the station vault.