|Built from||1961 - 1990|
|Length|| 14,000 mm|
|Width|| 2,500 mm|
|Height|| 3,050 mm|
|Maximum power||160 kW|
|Maximum speed||65 km/h|
|Passenger capacity||23 seats|
At the T3 high demands were made. The cars should indeed have the same capacity as the vehicles of the type T2 predecessors have, but instead be easier. To achieve this goal, for example, the vehicle walls thinned and replaced the seat cushion against such laminate. The T3 was delivered to all tramway undertakings of the former Czechoslovakia, he was most strongly represented in Prague with over 1,000 vehicles. The T3 is, now often modernized in many forms, in the Czech companies are still the backbone.
Similar to the first T2SU T3SU were delivered with two instead of three doors per car. Later, on individual request, the car but also comes with a third door. Again, the vehicles showed a closed cab and the weather conditions were adjusted. A total of 11 368 T3SU were delivered, which is the largest quantity of a single tram car. The downside to the high sum, however, was that by insisting on a car unit, the development and delivery of new and more modern cars for a long time delayed.
The T3SU was in 1963, first to Moscow and later shipped to 33 other Soviet cities. forms, now often modernized in many forms, in the Czech companies are still the backbone.
It was originally set in 1976, the production of T3 and concentrated production on newer vehicles. In 1980, two railcars already made a first exception to the Slovak city of Kosice. As of 1985, finally, the production of type KT8D5 start, as this is delayed, however, had other cars here. Another production of T3 would have been too expensive, instead, were vehicles of the type T3SU re-imported and adapted. The enclosed cab has been maintained, the vehicles have all three doors and T3 are different from the origin only in a few details. Traction formation with the same vehicle is possible and has been and is practiced.
In the GDR wrong the first three test cars of the type T3 (railcars and trailers), first in 1964 and 1965 in Dresden. Since restricted due to their width of 2.5 m of the operation was only possible, the vehicles were only in Schwerin and Karl-Marx-Stadt (now Chemnitz) are used. Here she frequented as a solo or in traction railcar (Tw + Tw, Tw + Tw + Bw) or as mini-train (Tw + Bw). The ability to Beiwagenbetrieb resulted from the fact that the received with the same engines (TE 022) such as the Czech original T3-equipped motor coaches suitable for Beiwagenbetrieb electrical equipment and a different gear ratio, making the maximum speed while at 55 km / h (instead of the usual 65 km / h) decreased, but the other was the pulling force increases, which made carrying a sidecar.
In addition to the Yugoslav enterprises only the German plants were equipped with a Beiwagentyp. This was described as B3D and corresponded in large parts of the wagon-building the T3D.
The distinction from Yugoslavia in 1967 for vehicles delivered from the models of type T3 with a different arrangement of current collectors, here on the rear bogie, and in some cases smaller trucks. Moreover, also, as in the GDR, trailers have been delivered. In addition to two Czechoslovak and a Soviet operation, the vehicles were also the only narrow gauge cars of the type.
By RGW Romania was also the end of the 1960s to encourage them to order Tatra cars. The first cars arrived in 1967 to the city of Galati and differed on the Czechoslovakian vehicles by changing the electrical equipment operating at 750 volts DC. As the car bodies were built for other companies too wide, they remained in Galati.
|Karl-Marx-Stadt (today Chemnitz)||1966-1988||0||0||0||132||62||0||0||0||194|
|Trams manufactured by ČKD Tatra|
|Normal trams:||T1 • T2 • T3 • T4 • T5A5 • T5B6 • T5C5 • T6A2 • T6A5 • T6B5 • T6C5 • T7B5|
|Articulated trams:||K1 • K2 • K5 • KT4 • KT8D5|
|Low-floor trams:||RT6N1 • RT6S • RT8M|