Tatra T3

Tatra T3 / B3
T3 in Prague
Number:	13,991 tw 122 bw 00
Manufacturer:	ČKD Tatra Mountains
Year of construction (s):	1960-1990
Axis formula :	Bo'Bo '(Tw) 2'2' (Bw)
Length:	14,000 mm
Height:	03,050 mm
Width:	02,500 mm
Trunnion Distance:	06,400 mm
Bogie axle base:	01,900 mm
Top speed:	55-65 km / h (depending on the version)
Hourly output :	160 kW
Motor type:	TE 022
Power transmission:	Overhead line
Number of traction motors:	4th
Operating mode:	One-way vehicle
Seats:	21 (T3), 34 (T3SU) 28–27 (T3D), 29 (B3D)
Standing room:	87 (T3), 59 (T3SU) 103-105 (52) (T3D), 112 (60) (B3D), 96 (B3YU)

T3 is the name of a tram car series from the Czechoslovak manufacturer ČKD Tatra . The T3 is a further development of the T2 designed according to the US PCC system . The T3 was built between 1960 and 1990, a total of 13,991 railcars and 122 sidecars . The series competes with the Soviet KTM-5 for the position of the largest number of trams in the world.

Types

T3

Rear of a Prague T3, built in 1983

The following requirements were placed on the T3, which was manufactured in the Tatra factory in Smichov in Prague : The cars should have the same capacity as the vehicles of the previous type T2, but be lighter. For this purpose, for example, thinner vehicle walls and upholstered seats made of plastic were installed. The T3 was delivered to all tram companies in Czechoslovakia ; it was most heavily represented in Prague with over 1000 vehicles. The T3, now often modernized in a variety of forms, is still the backbone of Czech companies. Regular service of this particular type of car ended in 1996.

The first T3 prototype with the number 6101 has a smaller double folding door in the middle, analogous to the Tatra T1 and Tatra T2 . Like the first series, it also has the two-part front window. It also has a large target display on the front and rear. In the other prototypes, only a small, narrow target display was installed, in the series only a line number display was used. This was also used for the Tatra K1 and the Tatra K2 . The small, narrow line target displays of the prototypes continued to be used in the T3D and T4D for the GDR and in the K2 for Sarajevo.

T3SU

Similar to the T2SU, the first T3SUs were also delivered with two instead of three doors per car. However, the cars were later delivered with a third door. The vehicles had a separate driver's cab and were adapted to the weather conditions. A total of 11,368 T3SUs were delivered, which is the largest number of a uniform type of tram in the world.

The T3SU was first delivered to Moscow from 1963 and later to 33 other Soviet cities.

T3SUCS

In 1976 production of the T3 was stopped and newer vehicle types were built. In 1980 a first exception was made with two railcars for the Slovak city of Košice . Production of the KT8D5 should start from 1985 . However, since this was delayed, other vehicles were needed. A production of T3 was actually not going to be continued, as they were relying on more income through higher prices. This is how the type T3SUCS was born. It differs from the original T3 only in a few details. The closed driver's cab has been retained, all vehicles have three doors. The formation of traction with the same car is easily possible and has been and is practiced.

T3D

Modernized T3D-M in Chemnitz

Tatra T3D

Interior of a 1978 T3D

A CVAG T3D converted into a work car

In the GDR , the first three T3 test trains consisting of railcars and sidecars ran in Dresden in 1964 and 1965 . Since operation there was only possible to a limited extent due to their width of 2.5 meters, the series vehicles later only came to the Schwerin tram and the Chemnitz tram . There they ran solo or in traction (Tw + Tw, Tw + Tw + Bw) or as a mini train made up of a railcar and a sidecar. The possibility of sidecar operation resulted from the fact that the railcars equipped with the same engines (TE 022) as the Czech original T3 received electrical equipment suitable for sidecar operation as well as a different gear ratio, whereby the maximum speed was 55 km / h - instead of usual 65 km / h - sank, on the other hand, however, the tractive power was increased, which made it possible to carry a sidecar. The T3D visually differed from the other T3 in the destination display and in the fan on the left side of the vehicle. The fan was under the fourth window. With the other T3 under the fifth window.

Besides the Yugoslav companies, only the German companies were equipped with a sidecar type. This was referred to as B3D and largely corresponded to the T3D in terms of car structure.

In 1998, Chemnitz sold 14 of its T3Ds ( Wladikawkas ) to Russia and over 40 ( Ufa ) between 2000 and 2005 . Other vehicles were sold to Almaty in Kazakhstan . The remainder of the Tatra inventory was extensively modernized by DWA Bautzen in 1992/1993 and from then on referred to as T3D-M and B3D-M. At the end of 2015, eleven T3D-M trains, each consisting of two railcars, were still in use. The last four large trains consisting of two railcars and one sidecar ran in Chemnitz until 2010, the four sidecars are still owned by CVAG.

T3YU

From 1967, Yugoslavia also got the Tatra T3. It was only delivered to the Osijek tram and the Sarajevo tram . Zagreb and Belgrade got the T4.

The car for Sarajevo had a special feature of the pantograph above the rear bogie and the narrow line display of the GDR makes T3 and T4 (except for car 121, which had the large line number display).

The wagons for Osijek had a single-arm pantograph over the front bogie and visually corresponded to the T3 SUCS. The four railcars 8223 to 8226, which were delivered in 1981 with the trailer cars 8201 to 8204, largely corresponded to the T3D for the GDR except for the meter-gauge bogies. (Narrow line display and fan under the fourth window). On delivery, the controls on the driver's cab are said to have even been written in German. These four sidecars are the only B3s that were delivered to Yugoslavia.

T3R

The T3R vehicles produced for Romania were, with the exception of a LHB prototype for Bucharest, the first trams that the country imported after the Second World War. Due to its car body width of 2.5 meters, only the Galați tram opted for this type. The first wagons went there in 1971 on the occasion of the reopening of the first standard-gauge line, which, as a new construction, had a sufficient clearance profile. The cars also differ from the Czechoslovak vehicles in that they have modified electrical equipment for operation with 750 volts DC. In total, Galați received 50 T3Rs by 1978, after which the company only procured local Timiș 2 trains. The T3Rs delivered to Galați, they had the company numbers 1–50, have now all been taken out of service.

In contrast, the existing plants in Arad , Brăila , Bucharest and Iași only procured the narrower T4R . In addition, Galați did not have a single-type Tatra inventory either, since 20 T4R were in operation there too.

gallery

T3D railcars 461 and 462 with sidecar 731 of the CVAG in the Chemnitz residential area "Fritz Heckert" (today Hutholz ).
T3YU in Osijek
T3 in Nizhny Novgorod