Tatra T6A2
| Tatra T6A2 / B6A2 | |
|---|---|
 T6 / B6 train in Berlin, 1990
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| Number: | 256 railcars 92 sidecars |
| Manufacturer: | ČKD Tatra Mountains |
| Year of construction (s): | 1988-1999 |
| Gauge : | 1435 mm 1450 mm (Dresden) 1458 mm (Leipzig) 1009 mm (Sofia) |
| Length over coupling: | 15,342 mm |
| Length: | 14,500 mm |
| Height: | 3110 mm |
| Width: | 2200 mm |
| Trunnion Distance: | 6700 mm |
| Bogie axle base: | 1900 mm |
| Empty mass: | 18.3 t (T6A2) 14.3 t (B6A2) |
| Top speed: | 55 km / h |
| Hourly output : | 4 × 45 kW = 180 kW |
| Control type : | Thyristor control TV3 |
| Motor type: | TE 023 |
| Power transmission: | Overhead line |
| Transmission ratio: | 1: 8.775 |
| Operating mode: | Furnishing multiple units / side cars |
| Gradient: | 80 ‰ (without Bw) 60 ‰ (with Bw) |
| Seats: | 20–28 (T6A2) 20–29 (B6A2) |
| Standing room: | 66–81 (T6A2) 92 (B6A2) |
| Floor height: | 900 mm |
T6A2 is a type designation for tram vehicles from the manufacturer ČKD Tatra in Prague . The type T6A2 and B6A2 cars were built between 1988 and 1999, with a total of 256 railcars and 92 sidecars (type B6A2).
Types
The cars were delivered as T6A2 D to the GDR (from 1990 Federal Republic of Germany ), as T6A2 H to Hungary and as T6A2 B to Bulgaria .
The thyristor control (TV3), which not only enables precise starting and braking, but is also more economical in energy consumption than the accelerator control of the predecessor types T3 and T4, is striking for the vehicles of the T6 series . With the thyristor control, the chirping noises of the electronics when starting and braking are striking. Comparable with the KT4 are the clearly better visibility for standing passengers than with the types T3 and T4 due to the higher windows.
T6A2
The T6A2D (the code letter “D” was only given after production of the T6A2H and T6A2B started to differentiate) is the last type of tram car developed by ČKD Tatra for the GDR . It comes from the T6 type family, the sixth development series of the manufacturer. The cars were offered together with the matching sidecar B6A2D. The vehicles were delivered to Rostock , Berlin , Leipzig , Magdeburg and Schwerin . Schwerin surrendered its three large trains to Magdeburg without being used because the Schwerin network is designed for 2.5 m wide wagons and the wagons do not use the vehicle boundaries.
Prototypes T6A2 / B6A2
The projects for the T6A2 / B6A2 prototypes were approved by the Ministry of Transport in early 1982. The two large trains built (Tw + Tw + Bw) were first tested in 1985 in Prague and then in Dresden . Series vehicles were no longer delivered to Dresden, but the Dresden transport company kept the prototypes. After the fall of the Wall in 1989 , a large train was converted and used for city tours. The second large train remained in regular service (primarily on line 3). In 2002 the cars were scrapped. What was left was the first prototype railcar 226 001 (ex-city tour), it was handed over to the Dresden Tram Museum and returned to the delivery condition from 1986. Characteristic of the prototypes was the line number cube on the roof, which was then dispensed with in series deliveries.
T6A2D
The first T6A2 arrived in Leipzig on October 20, 1988. It was the 4,000th Tatra car delivered to the GDR. In Leipzig it was given the number 1001. Even before the first test drive, the vehicle was repainted in cream white, the following cars (Tw 1002, Bw 802) were already in the new Leipzig color scheme, Olympic blue / ivory. These vehicles were supplied with special equipment for sightseeing tours in the form of upholstered seats, carpets and the label "Lipsia-Tours". In 1989 more vehicles followed in the standard version, the regular service began on February 14, 1990. The railcars were given the LVB type designation 35, the sidecar 67. The city tour cars were classified as type 35a and 67a, but after a short time adapted to the series version. The vehicles were delivered until the beginning of 1991, after which the end of the fall came from buying Tatra cars. Because of the auxiliary travel switches that were present at the B-ends of the motor coaches and sidecars from the start, the cars were used in particular on lines 4 and 16 with terminals with triangular tracks. Due to its status as a splinter genus, shutdown began in late 2006 in favor of the older Tatra T4D-M . They were only marginally modernized during their service life. On November 30th, 2007 the departure from the regular service took place. The 1001 railcar and the 801 sidecar are now part of the inventory of historic vehicles. In March 2011, all T6A2s except for the museum vehicles 1001 and 801 were sold to an intermediary and scrapped from the end of March.
The Berliner Verkehrsbetriebe received T6A2 and B6A2 from 1988 to 1991. Here too, procurement was abruptly terminated by the fall of the Berlin Wall. In 1992 the modernization of the T6A2 began analogous to the KT4D . The vehicles received, among other things, new interior fittings and exterior pivoting doors as well as the "sun yellow" paintwork. According to the BVG (Berliner Verkehrsbetriebe), the wagons were taken out of service on December 6, 2007 due to increased maintenance costs. This led to protests, especially among passengers from the south-east of Berlin, because there the cars, which previously always drove in double traction , were replaced by type KT4D solo cars , which resulted in capacities being reduced by a third. The sidecars were parked in 2002. 32 of the last parked Berlin railcars were sold to Stettin , they have been in service there since 2008.
Magdeburg received its three large trains in 1989, another three cars originally delivered to Schwerin (initially painted red and ivory) followed in 1990. Between 1995 and 1997, all vehicles were extensively modernized and repainted in the new MVB color scheme. Most recently, after a vehicle involved in the accident, one motor coach and six sidecars were still in regular service, while T4D / B4Ds that are no longer required are being retired. In 2009 twelve modernized sidecars were purchased from Berlin. After extensive overhaul and adjustment of the electrical equipment, eleven have been gradually put into service since March 2011. These sidecars are used exclusively with the low-floor articulated railcars NGT8D of the first delivery series, so that they can be used on large-scale trains on which only Tatra cars previously operated. Type T6A2 railcars were in regular service until January 2013; they were ceremoniously retired from service on January 27, 2013. The 1280 car has different roof edges like the Rostock T6A2, but these were removed again during the modernization. Even after the ceremonial farewell, the T6A2 and B6A2 were repeatedly used in regular service. During the floods in summer 2013, the two large trains 1280, 1281 and 2144 as well as 1282, 1283 and 2147 were evacuated from the northern depot. All other wagons of these types in Magdeburg fell victim to the flooding of the northern depot and were then scrapped. The six wagons are still in use as reserve vehicles on working days, being coupled to three two-wagon trains (Tw + Tw, Tw + Bw). Since July 4, 2019, the existing vehicles have been coupled as large trains due to the construction site. This last happened in 2014 and is currently a specialty.
Rostock received the new T6A2 and B6A2 in 1989 and 1990. 1995 to 2001 the railcars were modernized to T6A2m. They received outward swinging doors, new interior fittings, new headlights and a new heating system. The cars kept their pantographs. In contrast to this, railcar 701 was supplied with a single-arm pantograph. From 1996 B6A2D were parked in this context and replaced by type 4NBWE low-floor trailer from Bombardier. The B6 sidecars were sold to Szeged in 2005. In 2015 the remaining railcars were parked and then sold or scrapped. The low-floor sidecars went to Kassel and Leipzig. A railcar (704) remained in Rostock as a traditional vehicle. A special feature of the T6A2 for Rostock were changed roof edges.
In Germany, the vehicles are used in various combinations: as a solo car, as a double (Tw + Tw), as a mini (Tw + Bw) or large train (Tw + Tw + Bw). The combination of Tw + Tw + Tw, which is also possible in terms of control technology, was used by Berliner BVG occasionally in the early 1990s for night-time transfers, but was never used for passenger operations. The possibility of supplying trains with several railcars only via one pantograph, which ČKD still rejected for the T4D, was provided for in the T6A2 from the outset and could be selected using the multiple selection switch. In the case of the T6A2, the two large trains for Dresden and the three Schwerin trains were delivered in Prague livery. For Leipzig, all but the first car were painted in Olympic blue / ivory. This was based on the test paint that the KT4D 1306 had worn for a short time. Between the bogies and in the window area, the car bodies were painted blue and under the windows ivory. There were only differences in the front area and on the doors. With the delivery of the Type 36 NGT8, the T6 and B6 were also painted in the colors that were introduced with them, above all the significantly stronger yellow. In Magdeburg, the cars were painted in ivory with a green trim line. The three former Schwerin cars were also repainted in the Magdeburg color scheme. In Rostock, like in Magdeburg, ivory was chosen, but with a red decorative line. The Berlin T6A2 received the capital city livery ivory / orange in the same form as the KT4D. The Berlin T6A2 large trains had the largest capacity of all Berlin tram trains.
T6A2 in Dresden as a city tour
T6A2 train in Leipzig
T6A2 in Rostock
Modernized T6A2 in Berlin
T6A2 / B6A2 large train in Magdeburg
Magdeburg: former Berlin B6A2 behind low-floor railcars
T6A2m in Rostock with a new low-floor sidecar
Berlin T6A2D in its new home Stettin
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T6A2H
The Hungarian city of Szeged initially ordered three railcars for their trams. They stood out from 1997 because of their paintwork. In 1998 the fleet was increased by another ten railcars. Now they are gradually being supplemented by KT4D from Potsdam and Cottbus, and six B6A2Ds from Rostock came to Szeged, which have been converted into guided railcars without a driver's cab and used in double traction with the T6A2H.
T6A2 in Szeged
T6A2B
The vehicles of type T6A2 as T6A2B are also on the road in the Bulgarian capital Sofia . While the larger T6B5 cars operate in the new standard -gauge network, 40 T6A2 railcars were initially delivered for the old 1009 mm network in 1991. The paintwork was based on the Budapest T5 car. In 1999, another 10 and seven more wagons were handed over to operation in two sections. They were the last vehicles of this type to be produced.
T6A2 on the Sofia narrow-gauge line 10
T6B5 on standard track line 20
literature
- Heinz Vogt: Berlin: Modernized T6 / B6 tram cars . In: City traffic . tape 39 , issue 2, 1994, ISSN 0038-9013 , p. 15-18 .
Web links
- Information page on the T6A2 from trassenbahnen-online
- further information page from tram-online
- Tram Museum Dresden eV: to the T6A2
Individual evidence
- ↑ The T6A2 / B6A2. (No longer available online.) In: Olaf Wagner. Archived from the original on May 27, 2012 ; accessed on November 22, 2010 (The History of the Leipzig T6A2). 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.
- ^ Peter Neumann: The farewell trip is free. In: Berliner Zeitung . December 6, 2007, accessed June 16, 2015 .
