Tatra pcc's by Robert Barrows

THE TATRA PCC'S & SUCCESSORS

DERIVED FROM SOURCES ACROSS THE INTERNET EDITED BY ROBERT BARROWS

THE ORIGINS OF THE TATRA PCC’S In 1934, a type of tram was developed that prevailed in the United States, which was known as the PCC ("Presidents Conference Committee Car"). The 5000 cars that were built in the U.S. until 1951 were characterized by some previously unknown design features:     

Aerodynamic all-steel box on two-axle bogies with stepless interior and with wide doors for rapid boarding and alighting. Nearly consistent means of designing the car. Passenger flow in the car and a fixed conductor position. Electrical equipment with foot control, traction and braking, with a maximum of 1.5m/s2. High speed of at least 60 km/h

The cars were not suitable for trailer operation, but there was the possibility of two and three cars trains. Tram systems in Czechoslovakia, especially Prague, and the largest tram car manufacturer, Tatra Prague, plant Smichov, made a comparison of the latest designs of trams in Germany, Switzerland and the United States. After doing so, it was decided to purchase a license for the production of PCC cars. Involved in the production of the first type under the designation TI participated along with the Smichov factory was the company CKD Prague, which developed the electrical equipment. The first prototype of the TI was completed at the end of 1951. After that, the series production was started. The companies were, from 1952 to 1988, to produce more than 18,000 cars of the PCC type which were made with classical electrical equipment over the years, the single largest producer of trams in the world.

MODEL DESIGNATION SYSTEM Due to the execution and variety of types, it was necessary to create a labeling scheme for the individual types of construction, from which at least the main technical characteristics are apparent. Therefore, a type designation was introduced, consisting of a letter-number combination, supplemented by the distinguishing sign of the buyer Thus, the letters of the first group the following meaning: T-motorcar, B-trailer, and K –articulated. The following item is related to the development or the number of axles for articulated vehicles. The second letter identifies the type of car:    

A-Car with 6.7m distance between pivots B-Mover carriage with 7.5m distance between pivots C-Bi-directional car with 6.7m distance between pivots D-Bi-directional car with 7.5m distance between pivots

The ensuing digit refers to the carbody width: 2 - 2.2m, 5 - 2.5m, 6 - 2.6m. The lower case letter "t "stands for a car with thyristor control.

THE T1 The first prototype of T1, #5001, ran on 22.11.1951 through the streets of Prague. The car body was 14.5 m long and 2.4 m wide. The track network time did not allow the utilization of the maximum length and width of the car body. The vast number of T1 cars was equipped with longitudinal seats. Transverse seats were only utilized in the last vehicles of the series. Although the T1 were not intended for trailer operation, test operations were conducted during the early years in Prague. It showed only that the railcars were not suitable for this form of operation. The ability to form two car trains was tested in the early days in Prague, but much more frequently used in Ostrava. T1 TECHNICAL DATA Length over couplings: 14500 mm Car body length: 13300 mm Car body width: 2400 mm Car body height: 3050 mm Distance of the VIN pin: 6000 mm Chassis center distance: 1900 mm Seats: 26 Standing: 69 Type of engine: TM 22 Total power of the motors: 4 * 40 kW

Gradually, the T1’s were delivered for operation in all the cities of Czechoslovakia that had a standard gauge network. An exception was Brno, where the fleet was renewed at the same time with a new biaxial car with an all steel body.

It was not only for supplied to the domestic market. Since the type T1 was the most modern tram car generated in the Comecon countries, visitors from other countries came to see them. Twenty cars went to the Soviet city of Rostov-on-Don and two cars to Warsaw, Poland. The latter were used as a template for cars to be built by Konstal, this without the consent of Tatra. Due to the small numbers, the exported cars VEHICLE STATISTICS T1 City Model years Number Numbers were only in use a short time. In CzechosloKosice 1956-1958 11 201-211 vakia, the T1 remained in operation in almost full Most 1957-1958 34 201-234 quantity until the mid sixties. Then several cars Olomouc 1957-1958 10 101-110 in Kosice, Most and Prague were rebuilt as T3’s. Ostrava 1955-1957 44 501-544 With these modifications the whole car body was Plzen 1955-1957 33 101-133 replaced along with the electrical equipment. Of Prague 1952-1956 133 5001-5133 the original car only the bogies were still used, Rostov-on-Don 1957 20 301-320 Warsaw 1955 2 501-502 and these mostly with new traction motors. The remaining T1’s were still in operation until the 1980’s and were then replaced by T3’s. The solemn farewell of type T1 was held in Plzen on 04.04.1987. In operation, the T1 proved very good. The car bodies showed a good power to weight ratio and made the T1 the most agile car in the T-series. T1’s have been preserved in Brno, Kosice (as a static memorial), Prague, Pilzen, and Ostrava.

THE T2 The first two test cars of type T2 were presented for use in the CSSR. In the trial runs, these two cars, numbered 6001 and 6002 appeared in the streets of Prague in 1955. The body, 2.50m wide, took advantage of the maximum allowed by the new Czechoslovak standards for the construction of tram routes. The first car still had longitudinal seats and was released in 1965 to Olomouc. The second car, which was already fitted with cross seats, was tested in 1956 and 1957 on Liberec’s 1000mm narrow gauge lines. Liberec 6002 went to Bratislava, where it was employed with the original number on the local 1000mm network. Finally, it was employed as a school car. In 1977, the car was returned to Prague and placed in the transport museum.

TECHNICAL DATA OF THE T2 Length over couplings: 15200 mm Car body length: Car body width: Car body height: Distance of the VIN pin: Chassis center distance: Seats: Standing: Type of engine: Total power of the motors: City Bratislava Brno Kosice Liberec Must Olomouc Ostrava Plzen Prague Usti nad Labem Sum

14000 mm 2500 mm 3050 mm 6400 mm 1900 mm 25 (T2SU: 38) 75 (T2SU: 56) TM 22 4 * 40 kW

VEHICLE STATISTIC T2 Model years Number 1959-1962 66 1958-1962 94 1958-1962 31 1960-1961 14 1961-1962 36 1960-1961 4 1958-1962 100 1960-1962 26 1955 2 1960-1962 18 1955-1962 391

VEHICLE STATISTICS T2SU City Model years Number Kuibyshev 1958-1962 43 (Samara) Kiev 1960-1962 50 Leningrad (St. 1959 2 Petersburg) Moscow 1959-1962 180 Rostov na 1958-1959 40 Donu Sverdlovsk 1958-1962 65 (Yekaterinburg)

Numbers 201-266 401-494 212-242 10-23 235-270 111-114 600-699 134-159 6001-6002 151-168

Numbers

As of 1958, the T2 was supplied in serial production gradually to almost every street railway of the CSSR. The exceptions were only Jablonec and Prague. In Jablonec, the closure of the tram network was at that time already being considered. In Prague, the network was not suitable for the use of the 2.50m wide car. The T2 is much more similar to the original American PCC car than the previous type T1. Due to their robust design, these cars were no longer as agile as their predecessors, but they had a much longer life. During the years of operation, the T2 experienced some changes that affected the end walls especially. The destination indicator box was changed and the single headlight replaced with two headlights. In Brno, Bratislava, and Kosice, some T2 were given the end walls the T3. In Liberec, a car was also rebuilt in this way after an accident.

T2SU After the successful delivery of the T1’s to Rostov-on-Don, orders of the T2 for the Soviet 301-480 Union followed. The first series of T2SU were 321-360 supplied in the version with three doors. Only in the later series was the middle door omitted at 301-365 the request of the customer. The electrical equipment was almost the same as for the T2’s. For some cities, the cars were equipped for operation under particularly severe climatic conditions. 5001 - 5050

tions. The T2SU utilized closed driver cabins for the first time. The T2SU’s remained in operation until the early eighties.

THE T3 The development of type T3 was started soon after the start of the series production of the T2. It was decided the T3 should be lighter than the T2, but have the same capacity. Therefore the side walls have been thinner and for the front and rear walls laminate was used. The prototype of the T3 was tested in Prague in 1960. It had, as its predecessor type T2, doors of unequal widths. There were some changes compared with the previous types T1 types and T2. The padded seats that were in the first few deliveries of the T3 were replaced in 1964 by laminate seats. While the earlier type of cars been heated by blowing air through the heated resistors, the T3’s were equipped with radiators under the seats. The electrical equipment was modified so that the operation of three car trains was possible. The cars of the type T3 were delivered to all tramway systems in the CSSR. The largest T3 fleet was in Prague. In 1971, the prototype car 6000 got modified electrical equipment in which a thyristor was tested. The car belonged to the factory and was only used from 1973 on a trial basis with the number 8003 on the Prague system. After completion of the tests the car served as a model for the conversion of older T3’s in Bratislava, Brno, Kosice, Ostrava, and Prague. The rebuilt cars were referred to as T3M. Due to the high cost, however, few cars were rebuilt. T3SUCS With the exception of the two cars delivered in 1980 to Kosice, production of the standard version of the T3 ceased in 1976. At the beginning of the eighties, the T1’s and T2’s were quickly wearing out and had to be replaced quickly. As it was foreseen that from 1985 the production of articulated cars KT8D5 should start, the transport management in the Interior Ministry, the production of the T3 should continue until that time. But had the manufacturer delivered the classic T3, the price of the car would have been untenable. The reason was that the thyristor control TV1 was now out of date, but another could not be installed in the car. The problem was resolved by having the export type T3SU delivered to the CSSR systems. In this model there was no price control. So the T3SUCS, due to the late completion of the KT8D5, were delivered in a much larger number than originally planned. From the export version, the T3SUCS differs only slightly. In contrast to T3, the T3SUCS has closed driver cabins and more seating. The steps to the roof are positioned at the rear instead of in the middle door. As the T3 multiple unit control is installed, both versions together may form trains.

T3SU After the successful export of T2SU for the USSR, a long-term contract for the supply of the T3SU was completed. The first cars were delivered in 1963 to Moscow and then to another 33 cities of the USSR. Until 1976, cars in the version with 2 doors were shipped. Thereafter, the version with 3 doors was ordered. Like the previous type T2SU, the T3SU has a closed driver cabin. The electrical equipment was adapted to the extreme weather conditions found in the USSR. In the history of trams, theT3SU had the largest number of units (11368!) built. How-ever, this record also has a negative side. The USSR, as the main Tatra customer, was for too long the recipient of this car type. As a result, the development of the T5 was delayed for a long period of time. T3D After the test runs inPrague, tests of cars 6401, 6402 and 6405 were held in Dresden between December 1964 and May 1965. Based on these tests, it was decided to discontinue domestic production and in the future to import cars from Czechoslovakia. The cars could only be used, because of their width of 2.50m, in Karl-Marx-Stadt (Chemnitz) and Schwerin. For these two cities, the T3D was born. The most essential difference to the T3 was the modified gear that reduces the maximum speed to 55 km/h, but allows for a greater pulling force, which allows trailer operation. The electrical equipment was supplemented for the trailer. Further, the cars are equipped with a door operation by the passenger. B3D The trailer for the T3D used the same car body as for the T3D. The trailers can be used in trains with one or two motor cars. Like the T3D, the B3D has passenger operated doors. The electromagnetic disc brakes are actuated by the motor car. T3YU Finally, Yugoslavia also became interested in the purchase of Czechoslovak trams. In 1967, the prototype of the export version T3YU was built. The only change from the T3 was that the pantograph was attached above the rear bogie. The tests were carried out in Sarajevo. A T3YU then went to Osijek. These cars had 1000 mm bogies and the pantograph was mounted above the front bogie. These cars resembled, regardless of the name T3YU, more the T3, which were delivered to the meter gauge operations in Bratislava and Liberec. The final delivery of four cars of 1982 received the appropriate trailer for electrical equipment of the T3D. These cars were, except those for Pyatigorsk in the USSR, the only meter guage T3â&#x20AC;&#x2122;s that were exported. B3YU With the last delivery of railcars of the type T3YU, four trailers of type B3YU went to Osijek. This trailer differed from the B3D only by the bogies for a gauge of 1000 mm. T3R Due to the arrangements in the Council for Mutual Economic Assistance, ultimately Romania opted for the purchase of tramcars from Czechoslovakia. The T3R differed from the T3 by the modifications of the electrical equipment for an operating voltage of 750 V. The trials took place in 1970 in Galati, the only city where the T3R were used. The wide car bodies prevented the use of these vehicles on other Romanian systems.

Modernized T3 Trams In most Czech cities and in some foreign cities such as Bratislava, Moscow, Riga and Odessa, Tatra T3 trams became very common pieces of equipment. As a result the service personnel and maintenance workers became very good with repairing and servicing the equipment. This served as one of the reasons (the other being the expense of buying new vehicles) for modifying the existing Tatra T3 trams, rather they buying newer cars. The modernization normally includes:   

Restoration of the car body Digital/Electronic destination sign installation Acoustic information system



Installation of new traction motors

  

Thyristor controlled traction systems for the motors. Re-design of the interior, which varies by city and transport authority. Pantograph replacements (also depends on the transport authority).

More radical modernization includes insertion of a low floor section. In particular, such work has been carried out by the Czech firm of Pragoimex which specializes in the rebuilding of Tatra trams.

City Total Barnaul Bratislava Brno Dniprodzerzhynsk Dnipropetrovsk Donetsk Galați Grozny Irkutsk Izhevsk Karl-Marx-Stadt/ Chemnitz Kharkiv Kiev Košice Kramatorsk Krasnodar Kryvyi Rih Kursk Liberec Mariupol Moscow Most Nizhny Novgorod Novokuznetsk Odessa

Year

VEHICLE STATISTICS T3 T3SUCS T3SU T3D B3D

T3YU B3YU T3R

Total

1967–1985 1964–1989 1963–1989 1972–1986 1968–1987 1967–1987 1971–1974 1981–1986 1967–1968 1966–1986

1369 0 58 109 0 0 0 0 0 0 0

911 0 130 53 0 0 0 0 0 0 0

11368 444 0 0 183 370 251 0 70 30 270

247 0 0 0 0 0 0 0 0 0 0

118 0 0 0 0 0 0 0 0 0 0

46 0 0 0 0 0 0 0 0 0 0

4 0 0 0 0 0 0 0 0 0 0

50 0 0 0 0 0 0 50 0 0 0

14113 444 188 162 183 370 251 50 70 30 270

1966–1988

132

194

1967–1987 1964–1987 1963–1989 1967 1980–1986 1986–1987 1966–1987 1965–1987 1967–1975 1963–1987 1967–1987 1978–1986 1967–1986 1966–1987

0 0 97 0 0 0 0 20 0 0 9 0 0 0

0 0 89 0 0 0 0 34 0 0 67 0 0 0

735 923 0 2 115 50 278 0 32 2069 0 220 215 484

0 0 0 0 0 0 0 0 0 0 0 0 0 0

735 923 184 2 115 50 278 54 32 2069 76 220 215 484

City Olomouc Oryol Osijek Ostrava Pilsen Prague Pyatigorsk Riga Rostov-on-Don Samara Sarajevo Schwerin Tashkent Tula Tver Ufa Ulyanovsk Vladikavkaz Volgograd Voronezh Yekaterinburg Zaporizhia

Year 1966–1987 1976–1985 1966–1982 1965–1987 1964–1989 1960–1989 1967–1987 1974–1987 1967–1987 1964–1986 1967–1969 1973–1988 1983–1985 1965–1986 1967–1986 1966–1987 1966–1986 1972–1987 1967–1987 1977–1986 1964–1986 1966–1987

T3 T3SUCS 30 39 0 0 0 0 97 127 48 80 901 272 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

T3SU 0 85 0 0 0 20 117 243 405 619 0 0 18 401 306 360 401 129 425 209 530 304

T3D 0 0 0 0 0 0 0 0 0 0 0 115 0 0 0 0 0 0 0 0 0 0

B3D T3YU B3YU 0 0 0 0 0 0 0 26 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20 0 56 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

T3R 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 69 85 30 224 128 1193 117 243 405 619 20 171 18 401 306 360 401 129 425 209 530 304

THE K1 All previously developed Tatra car series were constructed for the carriage of as many passengers as possible in a single body car. This had a negative side effect of the consequence that they had only a very small number of seats. Therefore, they looked at relatively soon at the construction of articulated cars. In the years 1964 and 1965, two two section articulated cars were built, where the middle truck was not driven. Tentatively, the electrical equipment had been changed. Instead of accellerators, electropneumatic contactors were used. The speed steps have been switched automatically so that there was no difference from the drive for the T3. The K1 also received a compressed air brake in contrast to the previously developed types.

The two prototypes ran in Prague with the numbers 7000 and 7001, then in 1965-1968 in Ostrava with the numbers 800 and 801. After completing these tests, the vehicles came back to Prague to the manufacturer Tatra. The test drives revealed many weaknesses in the electrical equipment, so that further construction of these cars was not considered.

THE K2 The K2 was the first production articulated tramcar built by Tatra between 1966 and 1983,

TECHNICAL DATA OF THE K2 Length over couplings: 21600 mm Car body length: 20400 mm Car body width: 2500 mm Car body height: 3050 mm Distance of the VIN pin: 2 * 6400 mm Chassis center distance: 1900 mm Seating 49 Standing 108 Type of engine: TE 022 Power of the motors: 4 * 40 kW City Bratislava Brno Ostrava

VEHICLE STATISTICS K2 Model years Number Numbers 1969-1983 89 309-394, 7085-7087 1967-1983 132 601-622, 1023-1132 1966-1983 10 802-811

following the failure of the experimental K1 which never entered production. Based on the experiences based on the test runs with the K1, it was decided that the electrical equipment of the same type as in the T3 should be installed in the K2. However, increasing the number of driving and braking levels required that the middle bogie have a mechanical brake. The acceleration as compared to the T3 was slightly lower. The prototype was created in 1966 and came to be test driven in Prague, where it was given the number 7000. In the same year the vehicle was used in Most and a year later in Brno. There, the systems took it over with the number 607. In 1966, mass production of this type began. Most of the cars are still in use.

In Brno, the K2â&#x20AC;&#x2122;s have received, as part of their modernization, newly designed front and rear fascias, a TV8 chopper control, external plug doors, and onboard computer. The modernized cars got the type name K2R, where the letter R stands for "reconstructed." K2SU The export version of the K2 was created simultaneously with the domestic version. The prototype was test driven in 1966 in Prague with the number 7001. After testing in Prague was completed it went to Novosibirsk, where he was given the number 121. The serial production began in 1967 and ended in 1969, as the articulated cars at that time represented a technically difficult to control special fleet of Soviet transport. The only K2SU preserved in Russia was working in 1998 in Yekaterinburg as a historical vehicle numbered 801. K2YU Sarajevo was the only city in Yugoslavia to get the export version of the K2. The K2YU differed from the K2 by some small details and by the pantograph being mounted over the rear bogie. A total of 90 cars were delivered between 1973 and 1983.

THE K5AR A special feature is theK5AR cars, 200 of which were delivered in 1970-1973 in the Egyptian capital Cairo. They were designed as a bidirectional articulated car with driver stands at both ends and with three doors on each side of the car. The shape of the car body is derived from the type K2. The cars had two pantographs over the outer bogies. The electrical equipment was made especially suitable for operation in the sub-tropical climate and the engine power was increased to 44.5 kW. But back in the early 80s most were retired due to constant overloading and the poor state of maintenance. Only a few cars, in a state of disrepair, were in regular service to the mid-80â&#x20AC;&#x2122;s. SPECIFICATIONS K5AR Length over couplings: 21600 mm Car body length: 20400 mm Car body width: 2500 mm Car body height: 3050 mm Distance of the VIN pin: 2 * 6400 mm Chassis Center Distance: 1900 mm Seats: 56 Standing: 92 Type of engine: TE 022 A Total power of the motors: 4 * 44.5 kW

THE T4

T4D The car type T4D was designed at the request of systems in the GDR. The majority of East German systems operated routes for cars with a maximum of a 2.20m width. Here, the 2.50m wide T3D was not usable. The T4D, with the exception of the narrower car body, is practically the type T3D. The prototype was tested without a number in 1967 in Prague. Then it was transferred to Dresden where it was given the number 2000 and was used for the first time in September, 1967. The series production began delivery in1968.The cars went to four major systems: Dresden, Leipzig, Halle and Magdeburg. Most of these cars were subjected to an early 90’s extensive modernization. Many T4D’s were sold abroad, cars from Halle to Kaliningrad (Russia), Leipzig to Pyongyang (North Korea), and Magdeburg to Oradea (Romania). SPECIFICATIONS T4/B4 Length over couplings: Car body length: Car body width: Car body height: Bogie centers distance: Chassis center distance: Seats: Standing: Type of engine: Motor performance: Maximum speed:

T4 15200 mm 14000 mm 2200 mm 3063 mm 6400 mm 1900 mm 20 (T4D: 26) 77 (T4D: 88) TE 022B 4 * 40 kW 65/55 km/h

B4 15200 mm 14000 mm 2200 mm 3063 mm 6400 mm 1900 mm 28 72

B4D The same reasons that led to the development of type T4D made the production of a corresponding trailer necessary. They are used in the following combinations:

 motor + motor (double traction),  motor + trailer (mini-train)  motor + motor + trailer (large train).

T4SU Even in the USSR, there were systems in which the use of cars with 2.50m width was not possible. After the delivery of trams from the wagon factory Gotha ceased, these systems had to procure cars from Czechoslovakia. In the USSR, no more cars were produced after World War II for the few narrow gauge tram opera-tions. The execution T4SU arose from the type T4D, the equipment for the trailer was omitted and closed driver cabins were included. T4R The ability to procure cars with narrower bodies was also used in Romania. In 1973, the first two cars were tested in Bucharest. The T4R is the same as the type T4SU. The cars in Iasi are the only ones in good condition. On the remaining systems, because of the lack of maintenance and spare parts, the state of most cars is very bad. T4YU When Yugoslavia showed an interest in buying the T4, two vehicles were sent to Belgrade. These were built in 1967 and were originally intended as prototypes for the GDR systems. The cars had side walls made of profiled aluminum sheet and got the numbers 110 and 111. After returning the car 110 was used in Prague under the number 5500 for trips with children. The second car was rebuilt for the second B4D prototype and came with the number 101. The T4YU’s delivered to Yugoslavia were equipped with 3 doors and with smooth sidewalls. The cars for Belgrade received the same electrical equipment as the T4SU, but those for Zagreb, the T4D.

B4YU Together with the T4YU’s, the B4YU’s were delivered to Yugoslavia. These are used in Zagreb together in two-car trains VEHICLE STATISTICS T4 City

Year

T4D

B4D

T4SU

T4R

T4YU

B4YU

Total

Arad

1974–1981

100

Belgrade Brăila

1967/1972 1978

0 0

0 10

22 0

0 0

22 10

Bucharest Dresden Galați Halle

1973–1975 1967–1984 1978 1968–1986

0 572 0 323

0 250 0 124

0 0 0 0

131 0 10 0

0 0 0 0

131 822 10 447

Iaşi Kaliningrad

1978–1981 1971–1979

0 0

0 223

70 0

0 0

70 223

Leipzig Liepāja

1968–1987 1976–1979

597 0

273 0

0 15

0 0

870 15

Lviv Magdeburg Tallinn Vinnytsia

1972–1979 1967–1986 1973–1979 1971–1979

0 274 0 0

0 142 0 0

73 0 60 42

0 0 0 0

73 416 60 42

Zagreb Zhytomyr

1976–1983 1977–1979

0 0

0 18

0 0

95 0

85 0

180 18

THE KT4

TECHNICAL DATA KT4 Car body length: Car body width: Car body height: Bogie centers distance: Chassis center distance: Seats: Standing: Type of motor: Engine performance: Maximum speed: Empty weight: Type of control:

18110 mm 2200 mm 3100 mm 8900 mm 1900 mm 26-38 83-168 TE 022H 4 * 45 kW 55/65 km/h 20.3 t Accelerator/thyristor TV1

KT4D In the mid-1960’s, the former GDR, because of agreements with Tatra, abandoned its own tram production. Its tram systems now called for the development of a vehicle type to be used on the routes of GDR cities with curve complex and slope conditions gave decisive impetus to the development of new tram types. It required an efficient vehicle for the large number of smaller tramway operations of the territory with different track gauges. It offered an opportunity to develop an articulated car. The systems asked for a four axle design that would be about the same length as six axle cars being produced at the time. Two such sample cars have been developed between 1969 and 1974. The special construction of the short joint allowed both car sections to always keep the same orientation on tangent track. This design was tested in 1969 in the converted prototype K1 7000. After test operations in Prague, two prototypes went to

Potsdam, where they remained after the trials. In1974, these cars began multi-unit operation. Later, KT4D’s were used as triple trains that had a respectable length of 57m in Erfurt and Cottbus. In1982, two further proto-types were tested with thyVEHICLE STATISTICS KT4D ristor TV3 control, which were designated City Model years Number Numbers Berlin 1976-1988 576 219001-219582 KT4Dt. In 1983, these cars were used in Brandenburg 1979-1983 16 170-185 Berlin. In 1986 and 1987 series production Cottbus 1978-1990 65 1-65 followed based on them. Erfurt Frankfurt (Oder) Gera

1976-1990 1987-1990

156 34

401-555, 404 201-234

1978-1992

Görlitz Gotha Leipzig Potsdam Plauen Zwickau

1983-1990 1981-1982 1976 1974-1987 1976-1988 1987-1988

11 6 8 45 45 22

301-344, 348-363 001-011 301-306 1301 - 1308 001-044, 011 201-245 928-949

City Evpatoria Kaliningrad Liepaja Lvov Pyatigorsk Zhitomir Tallinn Vinnitsa

VEHICLE STATISTICS KT4SU Model years Number 1987-1990 18 1987-1994 41 1983-1988 22 1976-1988 145 1988-1994 35 1981-1988 20 1980-1988 73 1980-1990 81

Numbers 30 - 47 401-441 216-237 1000 - 1145 120-154 19-38 51-123 148-228

City Belgrade Belgrade Zagreb

VEHICLE STATISTICS KT4YU Model years Number 1980-1990 200 1997 20 1985-1986 51

Numbers 201-400 401-420 301-351

KT4SU The advantages of KT4D with complicated routes were so striking that the same vehicles were ordered for some systems in the USSR. This was due to the fact that several systems there were designed and built by German companies to the same standards as systems as in Germany. The two prototypes were tested as KT4SU briefly in Prague and then sent to Lvov. Mass production models of the KT4SU were identical to the 1980 KT4D. KT4YU From 1980 onwards the KT4 was delivered under the name KT4YU to Yugoslavia. In Belgrade, they replaced all other types. In Zagreb, there were both types T4YU and B4YU in use. The pro-totype KT4YUt was tested with thyristor from 1986. However, it did not enter series production.

KT4K Series production of the KT4 was adjusted with the delivery of 50 vehicles of the type KT4K for the new tram service in the North Korean capital Pyongyang in 1991. The KT4 but were rebuilt by the factory Shenfeng in Shenyang (China). Probably due to technical difficulties, the joints were removed and welded the two halves cars to extremely long 4 axle cars. KTNF6 Since Jan. 29, 1996 Cottbus KT4D #172 has operated with a low-floor middle section developed at Mittenwalder Gerätebau GmbH and is designated as a KTNF6. The central pivot section consists of fiber composite materials developed with the Swiss company Schindler. The entry level is 350 mm. The low floor section is 30% of the now 28m car. A retractable ramp at the door allows for use by wheelchair users. These center sections have subsequently been in-stalled on KT4’s in several other cities. Subsequently, this type of car has been producted for several other cities in the former GDR.

KTNF8 These have only been built for Gera. They are similar to the KTNF6 but have four axles under the center section.

THE T5B6 The T5B6 was an experimental car built in 1976. Having enjoyed widespread success throughout the Soviet Union with its earlier products, Tatra was keen to develop a new, modernized generation of trams for its clients. After initial runs on test track at the Tatra factory, two proto types were delivered to Most for evaluation, where they spent a year. They were numbered 8009 and 8010, had a width of 2.6m and were equipped with thyristor control TV2. During the trials, they demonstrated good handling characteristics. However, the transport authorities in Most were unwilling to pay a higher price for the T5B6 than they would otherwise have paid for the T3SU and so no orders were placed. Most purchased the two cars and renumbered them 272 and 273. Number 273 is still in Most, however it does not see active service and is kept only as an historic vehicle.

THE T5C5 After the Soviet Union, Poland, East Germany, Romania, and Egypt, Hungary TECHNICAL DATA OF THE T5C5 also became a purchaser of Tatra trams. In Length over couplings: 15640 mm 1978, two prototypes T5C5 numbered 4000 Car body length: 14700 mm and 4001 were built and ran trial runs were Car body width: 2500 mm performed in Prague. The cars were then Car body height: 3140 mm sent to Budapest. In their design, these cars Distance of the VIN pin: 6700 mm Chassis Center distance: 1900 mm differ from all other Tatra cars previously Type of motor: TE 023 developed. Instead of a conventional or Seats: 28 Thyristor controller, these cars had Standing: 72 multitiered rotary switches with a hand Total power of the motors: 4 * 45kw control lever instead of a foot pedal control. Maximum speed: 65 km / h The cars are equipped with three doors per Empty weight: 18.3 t side and, as delivered, were formed in two car back to back sets. They are now routinely operated in 3 car sets. Between 1978 and 1984 a total of 322 T5C5’s were delivered to Budapest.

THE T6 The T6 was the successor to the T5 and, in many ways, based upon it. Unlike previous models, it was produced in three different widths to accommodate its perspective buyers. T6A2D/B6A2D Towards the end of the 1980s, many of the larger East German cities required new trams to replace their aging fleets of Tatra T4D’s and B4D’s. It was for this reason that Tatra commissioned the building of three prototype cars, 2 T6A2 and a B6A2, in 1985. These vehicles were tested first in Prague, numbered 0020-0022, before being moved to Dresden. The electrical equipment of these

vehicles is designed so that similar sets asin the T4D and B4D can be compiled. Between 1988 and 1991, 174 ofthe type were delivered to five East German cities. T6A2B The T6A2B was produced for the Sofia 1009mm gauge network, of which 40 were delivered in 1991 followed by a second batch of 17 in 1999-2000. The body shells were based on the T5C5 cars delivered to Budapest.

SPECIFICATIONS T6A2/B6A2 T6A2 B6A2 Car body length: 14500 mm 14500 mm Car body width: 2200 mm 2200 mm Car body height: 3110 mm 3110 mm Bogie centers distance: 6700 mm 6700 mm Chassis enter distance 1900 mm 1900 mm Seats: 20-28 20-29 Standing: 66-129 92/147 Type of motor: TE 023 Engine performance: 4 * 45 kW Maximum speed: 55 km / h Empty weight: 18.3 t 14.3 t Type of control: Thyristor TV3 City Berlin Dresden Leipzig Magdeburg Rostock

VEHICLE STATISTICS T6A2/B6A2 Model years Number Numbers 1988-1990 118 218101-218218 1985-1988 4 226001-226004 1988-1991 28 1001 - 1028 1989-1990 12 1278 - 1286 1989-1990 24 601-624

T6A2H Three cars were delivered to the Hungarian city of Szeged were designated T6A2H and entered service in 1997 in fleet that had previously consisted of an exclusively Hungarian built four axle articulated stock. In early 1998 another 10 cars followed. T6A5 The T6A5 is based on the T6A2 with narrow chassis (2.2m) and T6B5 with wide and long chassis (2.5m, bogie distance 7.5m), both made in the 1980s and only built for the domestic systems in Czechoslovakia. The T6A2â&#x20AC;&#x2122;s were made for cities with narrow streets in Germany. The T6B5 had wider ends, suitable for cities with more open space, such as many in the Soviet Union. The T6A5 is a variant between them. They have a body width of 2.5m and bogies 6.7m apart, with narrower front and end to negotiate curves of local tram systems. Despite intentions to convert the remainder of the network of 1000 mm network to 1435 mm, Bratislava was the first Czechoslovak system to receive the new type T6A5CS meter gauge version. The railcars 7903 and 7904 were tentatively fitted with a matrix destination display. New for Czechoslovak tramways was the use of Scharfenberg couplers instead of the usual compact clutch. The connection of the power cables is made via plug cable connections.

The cars 7901 and 7902 were tried in Prague with standard gauge bogies. As the first standard gauge operation Kosice was the first standard guage system to receive the type T6A5CS in autumn 1992.

TECHNICAL DATA OF THE T6A5 Car body length: 14700 mm Car body width: 2500 mm Car body height: 3145 mm Bogie centers distance: 6700 mm Seats: 30 Standing: 128 Engine performance: 4 * 45 kW Maximum speed: 65 km / h Empty weight: 18.7 t Type of control: Thyristor TV3

The Prague Public Transportation procured cars of this type since 1995. Striking features of the new car design of was a new pantograph, the double plug doors, and the large digital display. The interior and the control panels in the cabs were also changed. The first six cars entered service from 11 November 1995.

In January 2006, two vehicles were sold to Bratislava. These two trams were VEHICLE STATISTICS T6A5CS City Model years Number Numbers manufactured in 1997 and were used for Bratislava 1992-1997 56 7901 - 7956 test purposes in Prague. Tatra had stored Brno 1996 20 1201 - 1220 them in its facility. During the bankruptcy in Kosice 1992 30 600-629 2002, property was acquired by Siemens Ostrava 1995-1996 38 1101 - 1138 and the trams were sold to the local rail Prague 1995-1996 150 8601 - 8750 vehicle repairer Pars Nova (a Skoda subsidiary). They were delivered to Pars on 11 May 2002. On 10 January 2006 trams were delivered to Bratislava, but it took nearly year to get all documents needed for operation. After nearly 10 years, they started operation with passengers for first time on 13 December 2006. They are coupled into one set and run together. After arrival to Bratislava they were marked with numbers #7957 and #7958. The couplers of these two trams are slightly longer, so the trainset as a whole is a bit longer. Also the front coupler of the first car and the rear coupler of the second car have the standard "Prague" heads instead of ESW heads like between cars or on the rest of the T6A5 fleet. Due to the T6A5 series angular design, which is similar to T6A2, T6B5, and KT8D5 vehicles, this caused the trams to be nicknamed "Irons." The cars have an angular steel construction with big windows, 3 folding doors on the first two series (later series have plug doors), and is painted with redcream scheme known from all CKD trams made before. Although some elements in conception are based on the American PCC design, many aspects in T6A5's design came from earlier Tatra models. Due to T6A5 series angular design, which is similar to T6A2, T6B5, and KT8D5 vehicles, this caused trams to be nicknamed "Irons". The cars have an angular steel construction with big windows, 3 folding doors on the first two series (later series have plug doors), and is painted with red-cream scheme known from all CKD trams made before. Although some elements in conception are based on the American PCC design, many aspects in T6A5's design came from earlier Tatra models. The T6A5 is smaller than many light rail vehicles. The chassis is mounted on two bogies and four axles. Every axle is connected to one traction motor. Every traction motor is powered from a pulse converter. The traction equipment installed into T6A5 trams was also featured in T6A2 and KT8D5 in mid-80s. This traction equipment uses thyristor pulse regulation, which was used in all 3 series. The electrical parts are designed to be powered only with DC voltage. No AC systems were ever installed to any tram of this type. The T6A5 can drive as a solo vehicle or can be coupled in a train of two or three cars. Two car sets and solo care are routinely used while three car sets are used very rarely, mostly for testing purposes. Tram sets are connected with electronically actuated couplers. When driving in set only one pantograph needs to be raised.

The maximum designed speed is 65 km/h, but an operational speed of 50 km/h is routine. The T6A5 sets can drive at a much faster speed. The speed record of 110 km/h was measured in 1993 in KoĹĄice; 115 km/h was unofficially measured in Bratislava on the straight track to Ruzinov with a two car set at night. However, consistence of stops, crossings, and other city traffic does not allow trams to run at more than 65 km/h in regular operation. Although T6A5 is a unidirectional vehicle, in some special or emergency cases the back control panel can be used to drive backward (driving backward from the operation cab is also allowed). The information system consists of front, side, back and internal panels.

SPECIFICATIONS T6B5 Length over couplings: 16400 mm Car body length: 15300 mm Car body width: 2480 mm Car body height: 3145 mm Bogie centersdistance: 7500 mm Chassis center distance: 1900 mm Seats: 40 Standing: 120 Type of motor: TE 023,nl Engine performance: 4 * 45 kW Maximum speed: 65 km / h Empty weight: 18.9 t Type of control: Thyristor TV3

T6B5SU/T3M In 1983, at the request of the USSR, two prototypes of type T6B5 with thyristor TV3 control were produced. These vehicles began the production of theT6, which is derived from the structure of the T5. The two vehicles were briefly tested with the numbers 0016 and 0017 in Prague and went to Moscow in 1984, where they received the numbers 0001 and 0002. In 1985 the start of serial production of T6B5SU commenced, known in the USSR as the T3M. In the Yuzhmash plant in Dnepropetrovsk, Ukraine, the T6B5SU design was built under Tatra license and designated as the T3M-Jug. Externally there's no difference to the cars built by Tatra. Only 23 such cars were built.

T6B5B In connection with the start of the regauging of the tram network to standard gauge in Sofia, Bulgaria became the ninth country to receive Tatra trams. The Sofia transport company had built the trams for the cityâ&#x20AC;&#x2122;s narrow gauge lines. Since these do not fulfill the demands placed on them, a contract was signed for the supply of the T6B5B which were identical to the T6B5SU. The first seven cars were still delivered in the classic cream-red livery, the rest in the already typical of Sofia cream-yellow paint. T6B5K The North Korean capital Pyongyang ordered the T6B5K. The 129 cars received the numbers 10461174 and are mostly used in two car trains. City Barnaul Kharkov Izhevsk Izhevsk Yekaterinburg (Sverdlovsk) Kiev Krivoy Rog Kursk

Model years 1985 1988 1987-1991 2003 1987-1989 1985-1990 1993 1987-1995

VEHICLE STATISTICS T6B5SU / T3M Number Numbers 106 1001-1032, 3001-3209 1 55 1519-1573 35 2001-2035 2 10 2036-2045 34 357-372, 730-747 95 001-070, 301-318, 601-607 1 78 009-086

Lipetsk 1988 45 Minsk 1990-1996 24 Moscow 1984 2 Nizhny Novgorod (Gorky) 1988 25 Novokuznetsk 1989 15 Orel 1990 14 Riga 1988 62 Rostov-on-Don 1988 40 Samara (Kuibyshev) 1988, 1993 49 Zaporozhye 1988-1992 42 Tashkent 1994-1996 90 Tula 1988-1996 77 Tver (Kalinin) 1985 15 Tver (Kalinin) 1988 20 Ufa 1988 30 Ufa 2007 4 Ulyanovsk,az 1988 44 Vladikavkaz (Ordzhonikidze) 1988 20 Volgograd 1987 20 Voronezh 1989 12 Remarks: 1) with gaps 2) rounds of shell car bodies at Inekon trams in the Czech Republic City Dneprodsershinsk Dnepropetrovsk Kiev Nikolayev Odessa Zaporozhye

2101-2145 001-021, 023-025 301, 0302 2901-2925 214-228 086-099 201-262 800-839 854-867, 1003-1036 416-448, 450-458 1001-1010, 2701-2757, 3001-3020 1 13, 14, 17, 18, 23 - 30, 55, 56, 83, 84, 300, 358 4, 6, 9, 11-16, 18, 20-23, 25 1, 3, 17, 19, 24, 26-38, 136, 138 1101-1130 2 2007-2009, 2031 2173-2217 110-129 2834-2853 105-116

VEHICLE STATISTICS T3M-JUG Model years Number Numbers 1996 4 2001 - 2004 1996 6 3001 - 3006 1994 2 100-101 2000 3 1915, 2001, 2002 2000 1 7001 1994-1995 7 459-466

T6C5 The T6C5 was a unique, single double-ended demonstrator built specifically for use in New Orleans, USA where it was hoped to get an order for the cityâ&#x20AC;&#x2122;s new River Line. It was additionally unusual in that it was equipped with air conditioning and wheelchair lifts to meet USA requirements. Tatra was unsuccessful in getting the order. The car was then sold to Strausberg, Germany

THE T7B5 In 1988-89, Tatra built four prototype cars of type T7B5. The first two cars with the numbers 0024 and 0025 were tested in Prague and the other two went to Most. Compared to the T5 and T6, the super-structure was modernized but without change to the dimensions. The cars were equipped with TV3 thyristor control. Improved bogies and a better suspension assisted to reduce noise while running. The control of the car was no longer by means of two pedals but with a hand lever. The two cars from Most were delivered in1989 to Moscow, where they were first used with

SPECIFICATIONS T7B5 Length over couplings: 16240 mm Car body length: 15300 mm Car body width: 2500 mm Car body height: 3145 mm Bogie centers distance: 7500 mm Chassis center distance: 1900 mm Seats: 40 Standing: 120 Type of engine: TE 026 Engine performance: 4 * 50 kW Maximum speed: 65 km / h Empty weight: 20.0 t Type of control: Thyristor control TV3

numbers 7001 and 7002 in regular service. In September 1994, they were renumbered 3321 and 3322. In 1993, Moscow received another four cars of this type, numbered 3323-3326. Due to a fire in 1999, 3326 is no longer in service.

The prototype car 0025 was in April 1991, initially for 18 months, sent to the Norwegian capital of Oslo, where it was given the number 200. It had upholstered seats and the usual Oslo blue paint. It was the first Tatra car in a Western European country. Later, the car was turned into a party car with the number 321. In November 1998, it went to Goteborg and became car number 100.

THE KT8D5 KT8D5CS In the early 80’s, Tatra got from the traffic department of the Interior Ministry a contract for the development and production of a three section, eight-axle, bi-directional car.

SPECIFICATIONS KT8D5 Car body length: 30300 mm Car body width: 2480 mm Car body height: 3145 mm Bogie centers distance: 3 * 7500 mm Chassis center distance: 1900 mm Seats: 40-54 Standing: up to 283 Type of motor: TE 023 Engine performance: 8 * 45 kW Maximum speed: 65 km / h Empty weight: 38.0 t Type of control: Thyristor TV3 City Brno Kosice Must Ostrava Plzen Prague

VEHICLE STATISTICS KT8D5CS Year Number Numbers 1986-1993 28 1701 - 1728 1986-1991 40 500-539 1986-1990 8 315-322 1989-1990 16 1500 - 1515 1989 12 288-299 1986-1990 48 9001 - 9048

The two prototypes of KT8D5CS were numbered 0018 and 0019. In 1984 they ran in Prague as part of trial runs. After a two year trial operation, the first ten cars of the initial batch went to the cities of Prague (4), Brno (2), Kosice (2) and Most (2). It is a three section vehicle with four bogies and double ended configuration with a total length of approximately 31.30 m and a body width of 2.50 m. In 1986 series production of the standard gauge version began, a narrow gauge version not being planned. The vehicle was designed for the transport of large crowds and it has a maximum capacity of 350 passengers and the ability to be used in two car trains. In 1995, Germany’s Strausberger VG purchased three KT8D5 from Kosice. They were available because they had become superfluous due to the decline in ridership on the lines to that city’s local steel plant. This is the only use in Germany of this car type. The use of these cars made a reconstruction of the workshop facilities in Strausberg necessary. The Hungarian city of Miskolc also got KT8D5CS’s in 1996. Ten (200-209) came from Kosice and four (210-213) from Most. In 1997,

another four were bought from Most (214-217). KT8D5SU The KT8D5SU prototype 0018 was sent to test in Moscow in 1989. There it was given the number 0003 and was mainly used on the line N1. In 1990 it was given to Volgograd and used as number 5834 on the local rapid transit line. KT8D5N In 1998 Brno ordered five KT8D5N cars whose center section is a low-floor one. The first three cars 1729-1731 were delivered in December 1998. The other two, 1732-1733, followed in April 1999. Due to technical difficulties, the first used in regular service was 1729 was on 20 May 1999. In autumn 1999, two more KT8D5N cars were ordered, numbered 1734 and 1735.

THE RT6N1

SPECIFICATIONS RT6N1 Car body length: 26280 mm Car body width: 2440mm Seats: 46 Standing: 130 Total power of the motors: 4 * 90 kW Maximum speed: 80 km / h Empty weight: 32 t Type of control: Thyristor

City Brno Poznan Prague

VEHICLE STATISTICS RT6N1 Model years Number Numbers 1997 4 1801-1804 1997 10 401-410 1993-1997 5 9051, 9101-9104

The prototype of the six-axle, three section car, RT6N1, was first introduced in the summer of 1993 at the Brno Exhibition Centre. The car has a low floor area of 63% with a length of 26.28m and a width of 2.45m. The car can take on curves up to a radius of 18m and has a capacity of 46 seated and 130 standing. The four 90KW motors on the axles of the two outboard bogies give the car a top speed of 80 km/h at an initial acceleration of 1.2 m/s2 from 0 to 40 km/h. The middle bogie has independently mounted wheels not mounted on axles. The car has an electronic DC-AC converter control with GTO thyristors and microprocessor control. The prototype, with the number 0028, was subjected to extensive testing in 1994 in Prague, the runs taking place mostly at night and without passengers. Later, it was also tested in Brno, Liberec, Most, Poznan and Krakow. The initially light green paint was later changed to red, white, and black. On 15 October 1996 the car entered revenue service in Prague with the new number 9051.

Groups of 4 cars were delivered in 1996/97 to Prague and Brno. The Polish city of Poznan ordered 10 vehicles of this type in 1997. There, five vehicles were manufactured entirely in CKD, while the other five cars sent in parts to Poznan, where they were assembled at the wagon factory H.Cegielski SA. Unfortunately, the cars have suffered many technical problems. These problems became so severe that the national transport ministry ordered their removal from service in Prague and Brno. However, they continue to run in Poznan. The demise of Tatra ended any further work on this design.

PRAGOIMEX As the Tatra tram fleets have aged, attention has turned to modernizing and revitalizing these fleets. The Ostrava based company Pragoimex, which is affiliated with the city s public transport operator, has specialized in these efforts. Their efforts are centered on: ’

  

Enhancing high standard and comfort of travelling Modification of electrical unit for a more cost effective one Assuring some number of vehicles with lowered floor and barrier free getting on and off for the passengers Improvement of driving performance of the vehicles and improvement of traffic safety Improvement of operating staff´s working conditions Significant reduce of operational cost Extending lifetime of the vehicles while assuring effective cost distribution

   

Typically, T3 cars receive a low floor center section and sometimes a new front end. The same is done to K2s where the low floor section is present in both sections of the car. On some, a completely new low floor center section is added and they are converted to eight axle cars. On KT8D5’ s, a new center section is added. ’

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