Pankrác terminus with T3R.PLF number 8260 and T3SUCS number 7134
Prague Trams
The Prague tramway network is traditionally the backbone of the city's public transport system. Despite the development of the metro from the 1970s and the continued expansion of the bus network, trams continue to perform a central role, carrying broadly one third of passengers. The route length of over 140 km puts it in Europe's top twenty tram systems, whilst the fleet of around 950 trams makes it one of the world's largest.
Tatra T3 Heaven
For the enthusiast, and even for the casual observer, what singles out the Prague tram system as being something special is the predominance, even today, of the iconic Tatra T3 tram and its derivitives. This is a design dating to the beginning of the 1960s with a heritage linked (via the T1 and T2) to the innovative American PCC design of the 1920s. Incredibly around 70% of the Prague fleet, that's around 670 trams, consists of T3 types, meaning that a good proportion of the 1,193 T3 trams delivered to Prague between 1962 and 1989 survive today in one form or another. The majority have modernised traction equipment, although some survive in more or less original condition. Some 68 have brand new bodies built since 2001, some with low-floor areas, but even these retain the classic T3 shape. The different subtypes are examined below.
Prague therefore has the biggest fleet anywhere of T3 trams, which is appropriate considering they were built in Prague, in a factory now demolished to make way for the huge Novy Smichov shopping centre. To put this into context, however, the vast majority of T3s were actually exported to Russia, thanks to Comecon centralised purchasing during the Soviet era. Of over 14,000 built between 1962 and 1989, a huge 11,353 were delivered to 34 different Russian fleets, Moscow alone having had 2,069 and Kiev 923 (they did not feature in the large St Petersburg fleet as they chose to build their own trams).
It's difficult to know how many survive in Russia, but numbers have certainly dwindled due to heavy usage, poor track, poor maintenance and gruelling weather, and they have largely been replaced by Russian types. In the Czech Republic, however, the policy of keeping the T3s going by modernising and rebuilding has been necessary for financial reasons, and the tram undertakings (notably Prague and Ostrava) have built up considerable expertise in this area, as have a handful of engineering companies keen to diversify in the post-Communist era.
FLEET SUMMARY: Tatra T3 types
We can summarise the current T3 fleet as follows (information is current as at July 2011):
T3 Original and unmodernised
Deliveries of the standard T3 to Prague consisted of 901 cars built from 1961 to 1976. As at July 2011 only 3 unmodernised examples are still in service, dating from 1973-76, whilst a few others are awaiting disposal. They are used as the rear car of a pair (with pantograph up) and carry their original fleet numbers 6863, 6892 and 6921, based at Strašnice depot. [More T3 photos]
T3 number 6149 built in 1962 is on display at the Střešovice transport museum, restored to early 1960s condition. The museum fleet has more recently been joined by 6102, the first production tram from 1961.
Details of the original deliveries of T3 trams to Prague are as follows: T3s of series I and II were numbered 6102-6327 (delivered 1962-64, though 6102 dates from 1961), series III trams were numbered 6328-6505 (delivered 1964-65), series IV trams dating from 1966-68 were 6506-6715 (also 6138 and 6164 replacing accident or fire damaged trams with the same numbers). No trams were delivered in 1969. Series V trams were delivered 1970-71 numbered 6716-6810 (also replacements 6289 and 6779 in 1970/72 respectively), and the final batches (also series V) were delivered 1973-76 numbered 6811-6992 (together with replacements for 6163, 6457, 6736, 6795 and 6798). That gives a total of 901 including the prototype.
Photo: the interior of unmodernised T3 tram 6909, still in service in September 2010 but since withdrawn.
T3SU and T3SUCS The second coming of the T3
Following delivery of the last standard T3s in 1976, a gap of several years ensued, and a suitable replacement for the T3 was still not available. However, they were still being built in Prague for the Russian market, and these later T3s were therefore based on the Russian version (SU = Soviet Union). The initial batch of 20 were designated T3SU and delivered in 1982 numbered 7001-20. These were reimported from the Soviet Union or built using spare parts. 12 unmodernised examples survive in the fleet and carry their original numbers.
It was decided to resume deliveries, and 272 further T3s of type T3SUCS were built for Prague between 1983 and 1989, numbered 7021-7292. They were basically the Soviet Union version (SU), but with slight modifications for the Czech market (hence CS). The majority (214) survive unmodernised. The T3SUCS trams were delivered in batches numbered 7021-70 (1983), 7071-7150 (1985), 7151-90 (1986), 7191-7252 (1987) and 7253 - 7292 (1989). Some of the latter (7253, 7272-92) did not enter service until 1990.
The main difference between the standard T3 and the SU or SUCS version is the all-enclosed cab (also found in modernised T3s), since the driver's partition stopped short of the ceiling in the standard version. There were also some other modifications to deal with the more severe weather conditions found in Russia.
All of the unmodernised T3, T3SU and T3SUCS trams have a small route number box at the front, as opposed to a full-width display on modernised T3R vehicles. There are around 230 unmodernised T3s in total, making up a third of T3 types and around 22% of the total fleet. Ride on them while you can, as they are rapidly being ousted by brand new Skoda 15T trams.
Photo: 7172 heads a pair of T3SUCS in advertising livery on route 22 in September 2010.
T3M and T3M2-DVC The first modernised T3s
The T3M trams were the first T3s to be modernised with TV1 thyristor control equipment, replacing the mechanical system in the standard vehicle. DP Praha converted 102 trams between 1973 and 1981, even whilst new T3s were being delivered (Tatra themselves would not supply trams with electronic equipment at the time). They were given new numbers 8005-8106.
In 1996-98 those with the worst corrosion were given new bodies in the standard T3 style and reclassified T3M2-DVC - there were 18 of these but they retained their 8xxx fleet numbers. Today 64 T3M survive out of 102, including all 18 of the rebodied T3M2-DVC, and can be identified by the equipment box on the roof, just ahead of the rear door.
The 18 T3M2-DVC are numbered 8009, 8015, 8051, 8053, 8063, 8067, 8068, 8072, 8074, 8076, 8077, 8079, 8080, 8082, 8083, 8087, 8088, 8089.
Photo: T3M2-DVC number 8077 on route 15 in Vysočany (September 2010).
T3R.P The standard upgrade
The T3R.P has become Prague's standard modernised T3, consisting of 315 vehicles converted from 2001 until 2010. They account for around 45% of T3 types or around one third of the entire fleet. They have Progress thyristor control equipment, hence the P in the type designation.
Most have as their origins standard T3 or T3SUCS cars built from 1966 onwards, although a handful of earlier cars from 1962 to 1965 have also been modernised to T3R.P (many of the earlier T3s were withdrawn in the mid 1980s whereas later examples have mostly been modernised). 35 cars were modernised by Pars Nova a.s. Šumperk, whilst the bulk were converted at DP Praha's main works.
Trams have been renumbered on modernisation into the series 8211-8245 (Pars Nova) and 8300-8579 (DP Praha). They can be distinguished from unmodernised trams by the full-width destination blind at the front.
Photo: T3R.P number 8554 at Barrandov turning circle (September 2010).
T3R.PV and T3R.PLF New versions of the T3
Both of these more recent types have new bodies due to extensive corrosion of the originals, and are therefore to a large extent brand new trams using refurbished T3 trucks. The traditional method of control by foot pedals is retained. The new bodies (designated VarCB3) are built by local company Pragoimex and are based on the distinctive T3 shape using modern methods of construction. There are 35 T3R.PV built between 2001 and 2007 and numbered 8151-8185.
A variation on the design is the T3R.PLF which has a low-floor section around the area of the central door. They were built from 2006 onwards and by July 2011 there were 33 of this type numbered 8251-8283. They are easily identified from a distance by their maroon and silver livery and silver flashes either side of the central door. In service they are often paired with T3R.PV vehicles, many of which also now carry the new colour scheme.
Photo: T3R.PLF number 8276 at Barrandov showing low-floor area in centre (September 2010).
Works trams
In addition to the operational fleet, a further 24 T3 trams are in the current works fleet, known as Pracovni. The majority (14) are training cars (Cvičné) based at Pankrác depot and numbered in the 55xx series (7 x T3, 2 x T3M and 5 x T3R.P).
The remaining 10 works cars consist of 9 of type T3M and one T3, numbered in the 54xx or 55xx series.
Photo: driver training tram 5524 is of type T3R.P. It joined the training fleet in 2008 and is seen here at the Zborovská tram stop in Smichov in October 2009.
FLEET SUMMARY: Other types
The rest of the operational fleet consists of 259 trams (27% of the total) and we can divide these into four categories:
KT8D5 and KT8D5.RN2P Articulation 1980s style
Distinctly angular in design compared to the T3, the KT8D5 is a three-segment articulated tram built by ČKD Tatra from 1986 to 1991, concurrently with the later T3SUCS cars. Prague took 48 of the KT8D5 between 1986 and 1990, numbered 9001-9048. Unusually for Prague, they are bidirectional trams with a cab at both ends and doors on both sides.
All but one survive, but the majority (31) have been modernised starting in 2004 to type KT8D5.RN2P, with a further handful in the process of conversion. This is a thorough modernisation with many new parts (including new TV3 traction equipment), whilst the central section is discarded and replaced by a newly built low-floor section. Fleet numbers are increased by 50 on modernisation, so as at mid-2011 numbers in the range 9051 to 9097 are in use.
Note that unlike Brno, Ostrava or Bratislava, Prague did not purchase any of the earlier articulated design, the K2, which had a family resemblance to the T3.
Photo: KT8D5.RN2P number 9095 crossing the 'grand union' junction at Palmovka (September 2010).
Tatra T6A5 1990s successor to the T3
This unidirectional design was built by ČKD Tatra from 1991 to 1997 with a total of 296 being built for five different Czech and Slovak fleets. Prague was the biggest customer, taking 150 of the third (and most advanced) series between 1995 and 1997, numbering them 8601-8750. All but one are still in service, and they run either as single trams or in pairs, largely depending on the route.
An oddity dating from 1998 is fleet number 8600 which was designated T6A5.3. Looking very much like a normal T6A5, it was in fact an experimental rebuild using some T3 parts as well as elements of the T6A5. It was withdrawn from the operational fleet in 2011 and is awaiting disposal.
Photo: T6A5 number 8725 at the Olšanské Hrbitovy terminus of route 5 (September 2010).
Skoda 14T New trams for a new Century
These 60 high-tech low-floor trams were built by Skoda in Plzeñ and delivered between 2005 and 2009, numbered 9111-9170. These were the first new trams for Prague for several years. The 14T is 30.25 metres long and has five separate articulated segments. The cabs of these unidirectional trams are partitioned off by glass screens and have their own external doors. All 60 are currently allocated to Motol depot, which runs only 14T and T6A5 trams.
Note that fleet numbers 9101-9104 were used for an unsuccessful ČKD Tatra low-floor design known as RT6N1 built in 1997, following testing of a 1993 prototype. Due to regular failures they were withdrawn from passenger service in 1999 and spent most of their time out of use, despite an attempt to improve and renovate one of the trams in 2004, designated RT6N2. All four were sold in 2009. Other RT6N1 trams were delivered to Brno (4), where similar problems were encountered, and Poznañ (10).
Photo: Skoda 14T number 9147 at Hlavní station (September 2010).
Skoda 15T ForCity The latest design
The 14T has some problems due to its long overhang and uneven axle loads, so the latest deliveries are of a new Skoda type designated 15T ForCity. These 100% low-floor unidirectional trams have three segments and a length of 31.4 metres. Maximum speed is 60 km/h. There are 61 seats and capacity is up to 300 passengers.
A prototype numbered 9201 was delivered in 2008, whilst deliveries of production trams numbered from 9202 upwards commenced in late 2010. Trials with passengers commenced in October 2010 and the first 15T trams entered officially into passenger service in February 2011.
By July 2011 trams numbered 9201-9227 had been delivered. They are all allocated to Pankrác depot and can mainly be seen on routes 11, 18 and 24. A total of 250 are due to be delivered by 2017, which will see many of the T3 trams withdrawn.
Photo: Skoda 15T number 9211 at Strossmayerovo námestí in July 2011. These new trams made a brief appearance on route 17 in July/Aug 2011.