Prague tram
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| Basic information | |
| Country | Czech Republic |
| city | Prague |
| opening | September 23, 1875 |
| operator | Prague City Transport Company |
| Infrastructure | |
| Route length | 142 km of which 52% in our own track |
| Gauge | 1435 mm ( standard gauge ) |
| Power system | 600 V = overhead line |
| Depots | 7th |
| business | |
| Lines | 24 (daytime) |
| Line length | 540 km |
| Clock in the peak hours | 4-8 minutes |
| Clock in the SVZ | 7-15 minutes |
| vehicles | 991 |
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The tram network of the Czech capital Prague is operated by the Prague City Transport Company, which also maintains the Prague Metro and the city's bus network. With a route length of 142 km and 991 vehicles, which are on 24 day and nine night lines with a total line length of 540 km, it is the most extensive in the Czech Republic.
history
Horse tram
The first horse-drawn tram line went into operation on September 23, 1875. It led from the Národní třída to Karlín - a route that is roughly used by today's line B of the Prague Metro . As early as 1876, the line was extended to Smíchov station. From 1882 the horse-drawn tram also went to the then still independent municipalities of Vinohrady and Žižkov . The route network had a length of around 19 km.
The operator of this private railway was initially the Belgian entrepreneur Edouard Otlet and later the company Generální ředitelství Pražské tramwaye (General Directorate of Prague Trams).
First electric tram
The first electric tram was designed by František Křižík for the " Great General National Anniversary Exhibition " held in 1891 . The 800 m long single-lane route with a switch connected the Letná district with the exhibition grounds. The electricity was supplied by a dynamo-electric machine powered by a locomobile . In 1902 operations were stopped again.
In 1896 the first regular service of an electric train began on the Florenc - Libeň - Vysočany route on a 2.2 km long route with twelve railcars and five sidecars that ran every ten minutes. This railway, also built by František Křižík, had a connection to the horse-drawn railway in Karlín.
Urban Railroad - 1897 to 1918
In 1897, the city of Prague founded its own tram company Elektrické podniky královského města Prahy , which gradually took over the private tram companies. From 1905 to 1908 the electric tram ran over Charles Bridge . For urban planning reasons, no overhead line was built on this bridge ; the trains received their electricity via an additional conductor rail under the road surface.
From 1908 the cars were painted red - before that they were dark green. In addition, the lines were given numbers instead of the previous identification letters.
At the beginning of the First World War there were 14 lines on a 102 km long network of routes. The following years brought noticeable restrictions in operation: the tours to the sights of Prague, which were only introduced in 1912, were discontinued. From 1917 onwards, due to insufficient power generation due to a lack of coal, tram operations had to be reduced: on some days the trains only ran in the morning hours, on others not at all. Individual railcars were converted into medical vehicles to bring injured soldiers from the train stations directly to the hospitals .
1919 to 1945
In 1922, 36 surrounding communities were incorporated into Prague, which is why a further expansion of the route network was inevitable. The hundredth kilometer of the route was completed as early as 1927 - which was documented by the erection of a small monument.
In 1938 there were 38 lines with a line length of 258 km. 610 railcars and 749 sidecars were available, transporting a total of 282 million passengers this year. The railcars had 80 seats, the sidecars 69 and 93. The maximum speed was 35 km / h.
In 1939, the conversion to right-hand traffic also required considerable investments in the tram. In 1942, continuous night operations were introduced. During these war years, blackout was mandatory for the trams .
The plans for a comprehensive renovation of the tram network, which were already well advanced, could no longer be realized. To speed up traffic, the majority of the routes in the city center should be laid underground.
After 1945 until the introduction of the metro
The entire network was slowly getting on in years, and many cars no longer met the requirements that had increased in the meantime. From 1952 they were replaced by the Tatra T1 type Tatra wagons . Between 1952 and 1956, a total of 133 of the 287 T1 type railcars built were delivered to Prague. The conductors now had their own small cabin and sold the tickets there. Ten years later, the changeover to conductors-less operation began. There were now semi-automatic tills in the car, which ejected a ticket after inserting six ten-Heller coins. The last car with a conductor ran on May 9, 1974.
In 1955, two test cars of the Tatra T2 were tested in Prague, they were given the numbers 6001 and 6002. But none of the series vehicles that were delivered from 1958 were used here.
The increasing motor vehicle traffic required wider roads, so that separate routes were built for the trams, separate from other road traffic. From the beginning of the 1950s, the fault-prone roller collectors were replaced by pantographs .
Even so, it did not succeed in solving the main problems of Prague tram traffic, the unreliability of the system and slow travel speed. Therefore, the project of tram lines running in tunnels, which had been discontinued due to the war, was taken up again. Construction work began in 1966. The first phase of construction was to connect the main train station with the Pankrác district. The line was supposed to use the tube of the bridge under construction over the Nusle valley . In 1967 it was decided to build a subway network instead. Experts were of the opinion that only a system that was completely independent of road traffic could bring the desired reliability. As a long-term goal, the complete abolition of the Prague tram was intended.
Line network
The Prague tram network is characterized by a high density. In a spacious area around the city center, there is practically no district that is not served by a train line. Six to seven lines operate on some streets in the city center, so that there is a train in each direction practically every minute. This resulted in some lines such as B. the line 11 from the outskirts of the city only touch the edge of the city center and continue from there to another suburb. For laypeople, this sometimes creates a somewhat plausible “L” or even “U” on the route network map.
The most important junction in Prague tram traffic was Wenceslas Square until the Prague Metro was built . After that he lost this function to Karlsplatz .
The daily network currently includes lines with the numbers from 1 to 26 (not 19), which are usually on the way from around 5.00 to around midnight (see below for deviations). Museum line 41 is also on the road on summer weekends. During the night, when daytime traffic is idle, night lines 91 to 99 operate. Due to construction work there are often line closures somewhere in the network. As a result, lines are often discontinued, rerouted, shortened or even extended over the longer term. In this context, special lines with numbers between 30 and 40 are being introduced temporarily.
Daily network
| line | route | Line length | Remarks |
|---|---|---|---|
| 1 | Sídliště Petřiny - Spojovací | 14,098 km | |
| 2 | Sídliště Petřiny - Nádraží Braník | ? | |
| 3 | (Sídliště Modřany / Levského -) Nádraží Braník - Kobylisy / Březiněveská | ? | between Sídliště Modřany / Levského and Nádraží Braník only during peak hours |
| 4th | Sídliště Barrandov - Čechovo náměstí | ? | only during rush hour (Monday to Friday) |
| 5 | Ústřední dílny DP - Sídliště Barrandov | ? | |
| 6th | Palmovka - Kubánské náměstí | ? | |
| 7th | Rádlická - Černokostelecká | ? | |
| 8th | Nádraží Podbaba - Starý Hloubětín | ? | |
| 9 | Sídliště Řepy - Spojovací | 17.328 km | important line (runs every 4 to 8 minutes) |
| 10 | Sídliště Řepy - Sídliště Ďáblice | 22.184 km | |
| 11 | Spořilov - Spojovací | ? | |
| 12 | Sídliště Barrandov - Výstaviště Holešovice | ? | |
| 13 | Náměstí Bratří Synků - Černokostelecká | ? | |
| 14th | Spořilov - Nádraží Vysočany / Vysočanská | ? | |
| 15th | Kotlářka - Olšanské hřbitovy | ? | |
| 16 | Lehovec - Kotlářka (- Sídliště Řepy) | ? | Between Kotlářka and Sídliště Řepy only during peak hours |
| 17th | Sídliště Modřany / Levského - Výstaviště Holešovice (- Vozovna Kobylisy) | ? | every second course towards Vozovna Kobylisy ends at the Výstaviště Holešovice stop; important line (runs every 4 to 8 minutes) |
| 18th | Nádraží Podbaba - Vozovna Pankrác | ? | |
| 20th | Sídliště Barrandov - Divoká Šárka | ? | |
| 21st | Sídliště Modřany / Levského - Kotlářka | ? | only during rush hour (Mon-Fri) |
| 22nd | (Bílá Hora -) Vypich - Nádraží Strašnice / Radošovická (- Nádraží Hostivař) | 20.921 km | every second course only runs between Vypich and Nádraží Strašnice / Radošovická; important line (runs every 4 to 8 minutes) |
| 23 | Královka - Malostranská - Národní divadlo - Zvonařka | ? | has been running every half hour from 8:30 a.m. to 7:00 p.m. since March 25, 2017; from May to mid-October every 15 minutes, the so-called nostalgic line |
| 24 | Kubánské náměstí - Kobylisy / Březiněveská | ? | only runs on working days from 6 a.m. to 8 p.m. |
| 25th | Bílá Hora - Lehovec | ? | |
| 26th | Divoká Šárka - Nádraží Hostivař | 20.262 km | |
| 41 | Vozovna Střešovice - Výstaviště | ? | Museum line, is operated with historical vehicles. The line is only in use from April to November on weekends and public holidays. The historic vehicles can also be rented for group trips. |
As of August 28, 2016
Night network
| line | route | Line length |
|---|---|---|
| 91 | Divoká Šárka - Nádraží Strašnice | 18.911 km |
| 92 | Lehovec - Sídliště Modřany | 21.792 km |
| 93 | Sídliště Ďáblice - Vozovna Pankrác | 16.014 km |
| 94 | Lehovec - Sídliště Barrandov | 21.842 km |
| 95 | Vozovna Kobylisy - Ústřední dílny DP | 21.339 km |
| 96 | Petřiny - Spořilov | 16.824 km |
| 97 | Bílá Hora - Nádraží Hostivař | 21.278 km |
| 98 | Spojovací - Sídliště Řepy | 18.386 km |
| 99 | Sídliště Řepy - Nádraží Hostivař | 20.517 km |
Planned network expansion
Inner-city connections
In autumn 2017, the city council approved extensive plans for the expansion of the tram network, which envisage a total of up to 30 construction measures. The aim is to reduce dependence on buses and fossil fuels. The expansion is to take place in three stages.
Within the next five years, the three projects that are most advanced in planning are to be implemented: It is a 2.4 kilometer extension from Divoká Šárka to Dědina and a 1.9 kilometer extension from Sídliště Barrandov to Slivenec and a 2.1-kilometer extension of Modřany by Libuš to a station of the planned metro line D . Reversible loops are also to be built at Depo Hostivař and in Zahradní Město.
The second phase includes sixteen other projects. They should be implemented by 2030. The longest of them all will be the 6.1 km long Choceradská - Jižní Město stretch, which will run through Chodovec, Opatov and Háje.
In the final construction phase, eleven projects, mostly smaller gaps, will be implemented. These include the extension Záběhlická - Bohdalec - Eden - Vršovická, a connection from Podbaba to Troja Zoo and a new line between Modřany and Komořany.
Planning for an extension to the surrounding area
In March 2018, the administration of the Central Bohemian Region commissioned a study to examine whether an extension of the Prague tram network in the north of the city from the current terminus Vozovna Kobylisy beyond the city limits to Zdiby and Sedlec u Líbeznic makes sense. The 5.5 km long new lines would have six new stops. In two new P + R facilities - one of them on the new turning loop - around 2500 parking spaces would be created.
Operating facilities
Track systems
The track gauge of the entire network is 1435 mm ( standard gauge ). With the exception of a gate passage with a looping track at the St. Thomas Church on the Lesser Town , the entire network has two tracks.
The superstructure consists for the most part - over a total of more than 100 km - from so-called BKV panels (»Budapest construction method«). These are named after the Budapest transport companies that first used them. They were later used on many trams in the Eastern Bloc. These are concrete slabs with longitudinal grooves in which seamless rails with a special profile are laid and fixed with rubber pads. They are extremely easy to install, but difficult to manipulate during repair work. In contrast to other construction methods with carriageway slabs such as large composite slabs , the rails in the Budapest construction method can be individually replaced.
On some new sections with their own track structure, the variants ballast or grass track are used.
Grooved rails have so far been used in the entire network, including on new lines similar to trams with a ballasted track (e.g. Nádraží Braník - Sídl. Modřany or to Barrandov). Vignole rails, as in Central and Western European companies with comparable routes, were laid for the first time in April 2010 on the route in Poděbradská Street.
Depots
Since 1951, tram operations in Prague have been handled by seven depots, which are relatively evenly distributed across the entire city.
- Vokovice: This depot was put into operation in 1933 and today has 30 sidings.
- Kobylisy was built as the last depot before the Second World War and was put into operation in October 1939 as a replacement for the central but outdated depot in Holešovice. Today Kobylisy is responsible for tram operations in the northern part of the city.
- The Hloubětín depot is located in the northeast of the city and has existed since 1951, making it the youngest of the depots. The vehicles of type KT8D5 have been based here since the late 1980s.
- Motol dates back to 1937, was expanded considerably in 1953 and now has 24 tracks. This is where the Tatra T6A5 vehicles are located.
- Pankrác started operations in 1927, initially it also served as a bus depot. This depot was badly damaged in bombing towards the end of the war. After renovations, the type T trams were serviced here. In 1992 a train washing facility was built.
- Žižkov has been in operation since 1912. In 1925, in addition to the three existing halls, another was built and all halls were extended a year later. Extensive renovations took place in 1962, and there has also been a washing facility since 1993. Today the tram traffic is organized from here, especially in the eastern part of the city.
- The Strašnice Depot has been in operation since 1908, making it the oldest of the Prague depots. The factory halls, which originally consisted of wood, were replaced by brick structures in 1929–33. The Strašnice depot is now responsible for the sets in use in the south-east of the city.
There is also the former Střešovice depot, which today houses the Tram Museum.
Vehicle fleet
Review: Former vehicles since 1951
This section is dedicated to vehicles that have been in use since 1951 - d. H. starting with Tatra T1 - operated on the Prague tram routes but are no longer in operation. The old stock, d. H. Vehicles that existed before 1951 are not dealt with.
Tatra T1
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The two Tatra T1 prototypes were handed over by the manufacturer shortly before the end of 1951. They were given vehicle numbers 5001 and 5002. In 1952, the remaining cars of the first series followed with the numbers 5003 to 5025. The second series began with the 5026 in 1954 and ended in 1955 with the 5063 railcar. The third series was also in 1955 adopted (numbers 5064 to 5090). The fourth series, which was delivered in 1956 and comprised vehicles 5091 to 5133, formed the end.
The first vehicles that were delivered had longitudinal seating, and later they were delivered with transverse seating. All Tatra T1 railcars were delivered with pantographs. In 1961 two vehicles were given pantographs for testing purposes . The remaining vehicles were then converted between 1964 and 1966.
In 1966, 15 railcars of this type were converted to type T3. They received new car bodies with the electrical equipment. Two of them were handed over to the Most tram . In 1972, another railcar was converted, which was damaged in an accident.
The last scheduled deployment of a Prague T1 took place on January 25, 1983. Retirement had already started in 1976: 30 cars were parked in that year alone.
In 1980/81 fourteen T1s were handed over to the Pilsen tram .
Three Prague T1s have been preserved in museums: the railcars 5001 and 5002, i. H. the prototypes of the T1 series are in the Prague Tram Museum. The former was restored to its delivery condition in 1972 and again has a pantograph, the second kept the pantograph. The 5064 railcar has been in the Brno Technical Museum since 1978, but was returned to the Prague workshops for renovation between 1987 and 1991.
Tatra T2
In 1954 the first two Tatra T2 cars were manufactured in the Tatra factory in Prague-Smichov. The tried and tested PCC control (accelerator) was also built into this type of car. Extensive test drives - some with passenger transport - took place in Prague until 1957. The prototype car 6001 still had longitudinal seats, whereas the car 6002 already had transverse seats in the 2 + 1 row. Both vehicles still had a pantograph when they were delivered. Since the Prague tram network had not yet been adapted to 2.5 meter wide vehicles, no further T2 were purchased.
The 6001 car was handed over to Olomouc in 1965. In 1986 it was retired there and scrapped a few months later.
Car 6002 first came to Liberec in 1956 and was passed on to Bratislava in the same year after being changed to 1000 mm. From there he was brought back to Prague in 1977. In the Tatra works in Prague-Smíchov, the vehicle received new standard gauge bogies, which Tatra had given free of charge. It has been in the Střešovice Tram Museum since 2000 .
This railcar is listed as object 16 on the list of cultural monuments of the Czech Ministry of Culture.
Tatra T3 in the original version
The Tatra T3 and its subspecies are the most common tram cars in Prague. Between 1961 and 1976 900 vehicles of the basic type T3 were delivered. They were given the vehicle numbers 6101 to 6992. Eight vehicles were used as replacements for vehicles that were withdrawn early and bore the number of the replaced vehicle.
After testing a prototype (number 6101), the first series vehicles were used from 1962. The scheduled use of the T3 vehicles ended on December 19, 2011. The power control of the traction motors was carried out by means of resistance-controlled speed regulation using an »accelerator«. This combination of servo-operated travel switch and resistors was adopted from the PCC car. The driver controls the accelerator using an accelerator pedal. All four drive motors are constantly connected in parallel. Operation is simple, but the fact that there is no series connection when starting up makes the control less effective. In addition, it is not possible to use the car heating elements as starting and braking resistors.
Between 1966 and 1972, 16 Tatra T1 with new car bodies were converted to T3. From 1984 the older vehicles of this series were modernized or retired and replaced by newer vehicles.
Tatra T3G
The successful modernization of the T3M at the end of the 1970s was followed by the T3G type in the 1990s. The electrical equipment of the type TV8 had a GTO thyristor control, which was developed by ČKD Trakce in cooperation with the Prague transport company. This control was installed in the railcar 6551 in 1991. It was later given vehicle number 8201 and was in trial operation with passengers from 1994. The car was retired in 1996 and scrapped in 2003.
A total of only 20 new buildings of this type were built, 83 T3G were built by modernizing older vehicles. Only two vehicles were used in Prague. They had vehicle numbers 8200 and 8201.
Tatra T3R
In addition to extensive modifications, the T3R received a thyristor control (model TV 8). After a T3 had already been converted into a T3R in Brno in 1995 and ten further new cars were ordered for Brno in 1997, the conversion of a T3 (vehicle number 6328) under the number 8205 was also put into operation in Prague in 1999. The Prague tram central workshop had been working on this conversion since 1994. However, due to its high susceptibility to failure, the vehicle was never used as scheduled. In 2005 the vehicle 8205 was taken out of service and scrapped a little later. Only the front part of the car body with the driver's cab is preserved. It is located on the premises of the main workshop in Prague.
Another railcar from the T3SU series (vehicle number 7005) was also to be modernized to the type T3R. The work ran in 1996 and 1997, but was never completed. The unfinished building skeleton remained on the ČKD site until 2002 and was then scrapped.
Tatra RT6N1
Tatra RT6N1 vehicles destined for Prague were manufactured in the second half of 1996. The first vehicle was delivered in December 1996, two more in January and the fourth in February 1997. They were given vehicle numbers 9101 to 9104. Test drives were carried out with passenger transport.
Due to numerous breakdowns, they were often parked and in use they were only used for amplifier drives. In 1998 the bogies were replaced at the request of the Railway Authority. The test drives were discontinued in June 1999 after the only railcar still in test operation (No. 9103) broke down and derailed. All four vehicles were parked in the Pankrác depot. In addition, at the end of 1999 the provisional passenger transport permit expired. In 2001 the vehicle 9104 was repaired at ČKD, but on the way back to the depot a defect occurred again and the railcar had to be towed. After another repair and a few test drives, it was shut down again in early 2002.
From 2004 to 2005 the company Pars Nova in Šumperk tried to get the vehicle 9101, which was converted into the type RT6N2 in an extensive overhaul. But here, too, the test drives ended with numerous breakdowns.
In 2009 the Prague transport company sold the four vehicles to SKD Trade and in September of the same year they were brought to Nymburk. The cars 9102 and 9103, which had been parked since 1998 and 1998, served as a spare parts store. The other two were sold to Poland in 2010.
Current vehicle inventory
Since Prague was the production site of the manufacturer ČKD Tatra , it is almost natural that their vehicles were also used there and that various variants are still on the road today. In fact, Tatra wagons of different generations represent the largest part of the vehicle fleet. Line-specific missions of a certain type of wagon do not exist, only the KT8D5, as they are bidirectional vehicles (all other types are one-way vehicles), are preferably used for construction site traffic with temporary stub tracks .
Vehicle inventory in 2016
Overview table
| Manufacturer | Type | As of 2016 |
|---|---|---|
| Tatra Mountains | T3M | 21st |
| Tatra Mountains | T3SUCS | 15th |
| Tatra Mountains | T6 | 106 |
| Tatra Mountains | T3R | 350 |
| Tatra Mountains | T3R.PLF | 34 |
| Tatra Mountains | KT8D5.RN2P | 48 |
| Škoda | 14T | 57 |
| Škoda | 15T / 15T4 | 196 |
| total 826 |
Tatra T3M and T3M2-DVC
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Between 1976 and 1981, 102 T3 railcars were equipped with thyristor controls. This created the T3M sub-series. However, braking resistors were still required for the electrodynamic brake. It was not possible to feed the braking energy back into the power grid (so-called recuperation ).
The cars used in Prague were given the vehicle numbers 8005 to 8106. In autumn 2012, 34 T3Ms were still in operation.
As a result of the renewed modernization of some of the T3M railcars, the T3M2-DVC variant was created between 1996 and 1999: the main objective was to replace car bodies damaged by corrosion. These were supplied by ČKD Tatra. The cars received door openers in the form of push buttons. The name was given by the Czech phrase Dveře Volí Cestující (= The doors operate the travelers) with the abbreviation DVC. A total of 18 vehicles were converted in this way.
Tatra T3SU and T3SUCS
In the 1980s, the Czechoslovak tram operators were allowed to fall back on the outdated version of the T3 in the absence of suitable alternatives - even though their construction for Czechoslovakia had actually been suspended since 1976. Vehicles were acquired from a tranche that had actually been built for the Soviet Union. The type designation T3SU carry cars with vehicle numbers 7001 to 7020, which were delivered in 1982. The cars with the numbers 7021 to 7292 were put into operation between 1983 and 1990 under the type designation T3SUCS - with adaptation to Czechoslovakian customs. Common to both versions was the retention of the energetically inefficient accelerator control. However, they received a modern Stemmann single-arm pantograph as an innovation. The seating arrangement is different: the T3SUCS were delivered with 1 + 1 rows, there was a row of seats on both sides of the aisle. In the T3SU, the seating arrangement is 2 + 1, and double seats are installed on the right-hand side. Prague took over a total of 292 vehicles between 1982 and 1989.
On March 24, 2017, the scheduled use of the T3SUCS vehicles almost completely ended. They can now only be found on line 23, the so-called nostalgic line, where they travel together with T3M vehicles on the central section of line 22 during amplifier trips.
Tatra T3R.P
The type T3R.P is derived from the not very successful type T3R. The cars received electrical equipment from Alstom, which is now operating in the Czech Republic under the name Cegelec. The motor control takes place with the help of the IGBT transistor TV Progress (which is what the P in the designation indicates), which enables recuperation of the braking energy and includes a skid control and anti-skid control. The control is still operated via foot pedals.
This led to the biggest wave of modernization in the Prague tram: between 2000 and 2010, a total of 315 T3, T3M and T3SUCS cars were converted to T3R.P. 35 cars were renewed by the company Pars Nova as in Šumperk - they were given the vehicle numbers 8211 to 8245. The remaining vehicles were converted in the main workshops of the Prague Transport Company and assigned the numbers 8300 to 8579.
Tatra T3R.PV
Individual cars were in such poor condition that they could not be modernized with reasonable financial outlay. The Prague public transport company acquired VarCB3 car bodies from Krnovské opravny a strojírny sro from Krnov , which this company had developed for the renovation of T3SUCS railcars. These railcars built in this way received the electrical equipment TV Progress. Between 2003 and 2007, 35 railcars were delivered to Prague under the type designation T3R.PV. There they were given vehicle numbers 8151 to 8185.
In fact, they are new builds, even if they are officially listed as the modernization of old vehicles.
Tatra T3R.PLF
Variant 1 (2006-2010)
View from the rear of the car into the low-floor area
Tatra T3R.PLF with low-floor section
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On the basis of the newly developed, low-floor car body VarCB3LF between the bogies , a new railcar variant was developed:
One-way wagons were created with a pivot spacing of 7.5 meters. Compared to the previous T3 variants, the length of the car body increased from 14,000 to 15,000 mm, recognizable by the additional window. The bogie axle base, engine power and electrical equipment remained the same. The empty weight increased from 17.3 to 21.5 tons. Unlike the previous T3, the new cars are painted in wine red and silver. Deliveries began on the occasion of the European Mobility Week 2006. By 2010, a total of 33 cars had been taken over by the Prague public transport company. They were assigned vehicle numbers 8251 to 8283 and were delivered in the following chronological order: In 2006 (vehicle numbers 8251, 8252), 2007 (8253–8255), 2008 (8256–8262), 2009 (8263–8275) and finally 2010 (8276 -8283). The driver's cabs are air-conditioned from car 8262.
Variant 2 (from 2017)
Another T3R.PLF was put into operation in July 2017 with the 8284 railcar. It differs both in its external appearance and in technical details from the cars purchased between 2006 and 2010. In contrast to the previous series, car 8284 was again painted in cream and red based on the original ČKD standard paint scheme. On the front of the vehicle, the cream-colored wedge does not extend so far down and the vehicle number is now between the headlights. The doors have a vertical LED strip, which is intended to inform the passengers of their condition: If the doors are released for opening or open, the strip lights up green. Shortly before the start and during the closing process, the light color changes to red. The vehicle was built by Krnovské opravny a strojírny sro on the basis of the 8156 railcar. The renovation cost 8.5 million Czech crowns. If the Prague transport company is satisfied with this vehicle, a total of 92 cars of this type could be built.
Tatra KT8D5
For a long time these were the only type of articulated multiple units on the Prague tram, and they are the only bidirectional vehicles , which is why they are preferred for construction site traffic with temporary dead ends . They are three-part articulated wagons that run on four bogies. The two inner ones are Jacob's bogies . The type KT8D5 was redeveloped by Tatra from the mid-1980s. They were delivered between 1986 and 1990. What was striking about them was the display of the line in a cube-shaped roof lantern. They were numbered 9001 to 9048.
The first scheduled use of these articulated multiple units took place on July 6, 1986 on the last line 15, the last train also ran on line 15 according to the schedule on May 21, 2013.
Tatra KT8D5.RN2P
As part of a fundamental modernization, all railcars of the KT8D5 series were converted from 2005 to 2015. The middle section (C-section) was given a low-floor floor between the bogies, and the line cubes on the roof also disappeared. The converted cars have the type designation KT8D5.RN2P, the new vehicle number is 50 larger than the original. Occasionally the abbreviation KT8D5N is used instead of KT8D5.RN2P
Most noticeable is the low-floor area with a floor height of 350 mm above the top of the rail. From there, in front of the respective joint, three steps lead to the end parts. The previous height of 900 mm was retained there. The TV Progress electrical equipment from Cegelec is also new. This control has also proven itself in the T3R.P series and enables regenerative braking. The prototype of the Prague version went into operation on April 1, 2005.
Since there is still a shortage of bidirectional vehicles and the financial resources of the Prague transport company are not very good, they like to fall back on used KT8D5, which are then also converted to KT8D5R.N2P. In 2014, two cars were acquired from Strausberg, which were given the vehicle numbers 9056 and 9098 in Prague after the renovation.
During 2016, a total of 7 vehicles were acquired from the Miskolc tram . Another 8 multiple units also came to Prague from Miskolc from May 2019. There they are to be converted into the KT8D5.RN2P with a low-floor middle section
Tatra T6A5
Between 1995 and 1997, the Prague public transport company received 150 type T6A5 railcars , which were given the numbers 8601-8750. As with the T3, it was a four-axle bogie wagon that was used either individually or in double traction. A special feature is the fully automatic GFT coupling with line coupling attachment, as can also be found in Swiss tram companies. However, the GF couplings are only installed at one end of the car in most cars.
The vehicles of the first delivery tranche were delivered with a 1 + 1 row of seats. Then one went over to the 2 + 1 ranking.
As the delivery of the articulated trolleys 14 T and 15 T from Škoda progresses, the Tatra T6A5 will become increasingly dispensable:
Note: The list below is probably not exhaustive!
- Six cars had already been sold in a package in 2015.
- In 2016, twenty T6A5 were handed over to the Sofia tram .
- In the spring of 2017, the board of the Prague transport company approved the sale of a further ten T6A5 multiple units. You will go to Sofia again.
- T6A5 vehicles were also handed over to Kharkiv and Bratislava.
- Kiev received about six vehicles.
- Brno acquired 10 vehicles in summer 2019.
- At the end of May 2019, only 29 vehicles of this series were still in use in Prague.
Škoda 14 T.
The Škoda 14 T are (partially) low-floor, six-axle multi-articulated wagons in one-way design. They have been in regular service in Prague since 2006. The manufacturer is Škoda Transportation from Pilsen. The design was created by Porsche Design . The five-part sets have a total length of 30 m, offer space for 269 passengers and are approved for a top speed of 60 km / h. There are 60 cars with the numbers 9111 to 9170 in use.
Car 9165, which was involved in a serious rear-end collision, has been parked since 2012. In the meantime, two more units had to be taken out of service after accidents.
After cracks were found on the bogie consoles in six 14 T units, all 59 units were initially shut down on August 6, 2014 as a precaution. A vehicle of this type was then taken out of service and dismantled. Selling the damaged vehicles was even considered. In the end, it was decided to use the insurance payments, which covers damage caused by accidents between tram vehicles and material defects, to renovate the vehicles. Individual cars were used again in January 2015, the rest were gradually refurbished by the manufacturer in Pilsen.
The modernized railcar 9148 was presented in April 2016. In the first, third and fifth element, the seats were arranged at right angles to the direction of travel - in order to speed up passenger changes - and at the same time all seats were replaced. The new seats are based on those of the T3. The color scheme has also been changed and instead of being painted, the vehicle has been covered with foils. Further units, modernized in the same way, went into operation from February 2018. The modernization campaign is to be completed in 2020.
Škoda 15 T
.JPG)
The latest vehicle type on the Prague tram is the three-part, fully low-floor Škoda 15T ForCity Alfa . The delivery began in 2009 with the number 9200. Since October 2010, type 15T cars have been in passenger service. It is noteworthy that the Prague Transport Authority has introduced easy-care wooden seats for these cars. The second series, also known as the Škoda 15T4, which has been delivered since August 2015, has air conditioning and free internet (WiFi). Further distinguishing features are the yellow painted front and seats made of plastic instead of wood. The partially redesigned front consists of fewer individual parts so that they can be replaced more easily in the event of an accident. They should mainly be used on the more important lines. Škoda delivered a total of 250 units, 124 of the first series and 126 of the second. The last car was delivered in February 2019. It has the vehicle number 9450.
The vehicles in this series replace older Tatra T3 and T6 trams.
While the second series was still being delivered, the decision was made to equip the passenger compartment of these vehicles with air conditioning. In summer 2018, the air conditioning of the vehicles of the first series was subsequently decided.
The vehicles of the nostalgia line Linka 23
Older vehicles are used on line 23, which was set up at the end of March 2017 and is also known as nová nostalgická linka :
- 18 T3SUCS railcars, which were built between 1985 and 1989. The 7144 railcar, which played an important role in the 2016 documentary A Day with the T3 Tram , is also used.
- 5 type T3M railcars. These are converted T3 railcars built between 1976 and 1979. They received a thyristor control in 1978, 1979 and 1981 with largely unchanged appearance.
- 2 type T2 railcars with the numbers 6003 and 6004 are to run on the line from the first weekend in March 2020.
Prague tram cars abroad
With the commissioning of the low-floor multiple units from the manufacturer Škoda, the Prague tram can take older vehicles out of service. Eastern European tram administrations are happy to accept vehicles.
| country | city | Tax year | number of vehicles | Prague vehicle number | Vehicle type | Remarks | |
|---|---|---|---|---|---|---|---|
| Bulgaria | Sofia | 2016 | 20th | 8609..8715 | T6A5 | ||
| Japan | Kochi | 1993 | 1 | 6319 | T3 | intended for conversion to narrow gauge in museum operations, whereabouts unclear | |
| North Korea | Pyongyang | 2008 | 4th | 6710 ... 6964 | T3 | ||
| North Korea | Pyongyang | 2008 | 3 | 7040..7069 | T3SU | ||
| North Korea | Pyongyang | 2008 | 13 | 7072..7223 | T3SUCS | ||
| Russia | Kursk | 2012 | 1 | 7084 | T3SU | ||
| Russia | Kursk | 2012–13 | 9 | 7108 ... 7239 | T3SUCS | ||
| Russia | Moscow | 2004 | 2 | 6532, 6686 | 15T | in Moscow with a low-floor center section assembled into a three-part railcar | |
| Slovakia | Bratislava | 2013 | 1 | 7055 | T3SUCS | ||
| Ukraine | Druzhkivka | 2015 | 1 | 7010 | T3SU | delivered to Kharkiv, passed on to Druhkivka | |
| Ukraine | Druzhkivka | 2015 | 2 | 7089, 7240 | T3SUCS | delivered to Kharkiv, passed on to Druzhkivka | |
| Ukraine | Kharkiv | 2013 | 2 | 5506, 5509 | T3 | T3 converted to a special vehicle | |
| Ukraine | Kharkiv | 2012 | 4th | 6852..6957 | T3 | Some of the former Prague railcars from different T3 variants were passed on to Druschkiwka or Kamjanske | |
| Ukraine | Kharkiv | 2011–16 | 22nd | 7008..7070 | T3SU | ||
| Ukraine | Kharkiv | 2012–16 | 14th | 7071..7284 | T3STCS | ||
| Ukraine | Kharkiv | 2011–16 | 21st | 8021..8102 | T3M | ||
| Ukraine | Kharkiv | 2016 | 10 | 8607..9729 | T6A5 | ||
| Ukraine | Kamjanske | - | 10 | 6900..7068 | 1 × T3, 6 × T3SU, 1 × T3SUCS | Taken from Kharkiv | |
| Ukraine | Kryvyi Rih | 1993-96, 2004 | 14th | 6250..6782 | T3 | ||
| Ukraine | Kryvyi Rih | 2012 | 4th | 7148..7248 | T3 | Several vehicles have meanwhile been handed over to the Odessa tram |
literature
- Gerhard Bauer: Trams in the Czech and Slovak Republics. From the horse tram to the Tatra carriage. The history of the tram company in words and pictures . Verlag für Verkehrsliteratur Bauer, Dresden 1995, ISBN 3-9804303-0-8
- Pavel Fojtík: (Nejen) čtvrtstoletí pražského metra . Dopravní podnik hlavního města Prahy, Praha 1999, ISBN 80-238-3864-4
Individual evidence
- ↑ Homepage of the Prague Transport Company
- ↑ Historical Tram Line No. 41 , Dopravní podnik hlavního města Prahy, accessed April 20, 2017.
- ↑ Archived copy ( Memento of the original from August 28, 2016 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (Czech / PDF); Route network valid from August 28, 2016; accessed on August 28, 2016
- ↑ Výstavba tratě Divoká Šárka - Dědinská (2020) , Dopravní podnik hlavního města Prahy (Czech), accessed on September 15, 2018
- ↑ Výstavba tratě Barrandov - Holyně - Slivenec (2020) , Dopravní podnik hlavního města Prahy (Czech), accessed on September 15, 2018
- ↑ Výstavba tratě Modřany - Libuš (2020) , Dopravní podnik hlavního města Prahy (Czech), accessed on September 15, 2018
- ↑ Metro Report of October 2 , accessed November 12, 2017
- ↑ cs-dopravak.cz of March 14, 2018 ♂ (Czech), accessed on March 14, 2018
- ↑ Employee magazine dpp Kontakt 05/2010 (PDF; 5.5 MB), accessed on July 19, 2010
- ↑ Archived copy ( memento of the original dated January 6, 2018 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. prag-straba.de accessed on September 4, 2017
- ↑ prazsketramvaje.cz: T2 (Czech); Retrieved September 9, 2917
- ↑ Robert Mara: tramvaje Pražské. Dopravní vydavatelství Malkus, Praha 2012, ISBN 978-80-87047-28-6 , page 2
- ↑ T3R at www.prazsketramvaje.cz (Czech), accessed on July 18, 2017
- ↑ ROCENKA DOPRAVY PRAHA, page 28 - PDF (Czech), accessed on July 13, 2017
- ↑ Robert Mara: tramvaje Pražské. Dopravní vydavatelství Malkus, Praha 2012, ISBN 978-80-87047-28-6 , page 4
- ↑ Robert Mara: tramvaje Pražské. Dopravní vydavatelství Malkus, Praha 2012, ISBN 978-80-87047-28-6 , page 8
- ↑ Robert Mara: tramvaje Pražské. Dopravní vydavatelství Malkus, Praha 2012, ISBN 978-80-87047-28-6 , pages 10 a. 60
- ↑ MHD86.cz of March 26, 2017 (Czech); accessed on September 14, 2017
- ^ Homepage of the Krnovské opravny. (German), accessed on July 20, 2017
- ↑ mhd86.cz of August 29, 2017 (Czech), accessed December 8, 2017
- ↑ Homepage of the Prague Public Transport Company (Czech), accessed on August 3, 2019
- ↑ transphoto.ru (Czech), accessed on August 10, 2019
- ↑ československý dopravák from May 17, 2019 (Czech), accessed on July 31, 2019
- ↑ prazsketramvaje.cz: T6A5 (Czech); accessed on July 27, 2017
- ↑ cs-dopravak.cz of March 3, 2017: PRAHA PRODÁ DALŠÍ TRAMVAJE DO BULHARSKÉ SOFIE (Czech); accessed on July 27, 2017
- ↑ cs-dopravak.cz (Czech), accessed on August 4, 2019
- ↑ LIDOVKY.CZ from 18. March 2015 (Czech), accessed March 5, 2018
- ↑ [ = prague & no_cache = 1 metroreport.com from February 13, 2018: Praha reintroduces 14T trams] (English), accessed on March 5, 2018
- ↑ cs-dopravak.cz of February 4, 2019 (Czech), accessed on August 4, 2019
- ↑ cs-dopravak.cz of August 14, 2018: VŠECHNY PRAŽSKÉ TRAMVAJE ŠKODA 15T BUDOU KLIMATIZOVANÉ (Czech), accessed on August 29, 2018
- ↑ Nová nostalgická linka číslo 23, (Czech / English), brochure Dopravní podník hlavního města Prahy, 2017
- ↑ Příspěvky od Ondřej Matěj Hrubeš: Tramvaje T2 jsou v Praze, v nové sezóně vyjedou na retrolinku December 23 , 2019, accessed on January 23, 2020 (cs-CZ).
- ↑ Developed from tables (as of Fabruan 2017 there) on prazsketramvaje.cz , accessed on December 19, 2017
Web links
- Network cards
- Homepage of the Prague City Transport Company (Czech, German, English)
- private homepage about the Prague tram by Marcel Götze
- Tram trips: Dopravní podnik hlavního města Prahy (DPP)
Brno • Liberec • Most – Litvínov • Olomouc • Ostrava • Plzeň • Praha
Alumni: Bohumín • České Budějovice • Český Těšín • Jablonec nad Nisou • Jihlava • Mariánské Lázně • Opava • Teplice • Ústí nad Labem