Tatra T4

T4 is the model designation for a tram railcars of the Czechoslovak manufacturer Tatra CKD. Except for the carbody width of T4 with the T3 is largely identical. The T4 is the most common of Tatra delivered to the GDR tram - car type. The railcars delivered there were referred to as type T4D. Under the terms T4SU or T4R example of this type is also available in other countries of the former Eastern Bloc. For the GDR and Yugoslavia, corresponding trailers were built, which were designated B4D or B4YU.

• 3.1 rear - to -rear traction
• 3.2 spurious bidirectional Cart
• 3.3 Bi-directional railcars Z T4D
• 3.4 Bi-directional Großzug T4D -W / -W B4D

• 7.1 Tatra modernization in Dresden
• 7.2 Tatra modernization in hall
• 7.3 Tatra modernization in Leipzig
• 7.4 Tatra modernization in Magdeburg

History

The T4 was developed at the urging of the GDR, as the GDR, its tram ceased production due to the measures taken Comecon decisions in favor of the Tatra trams. Due to the lower track center distances but the use of the 2.50 -meter-wide T3 was not possible in many cities. The first three railcars of type T3 ( 6401, 6402, 6405 ) were 1964 arrives for testing to Dresden, the use of this type was due to the width but only a very limited scheduled service possible. Thus, the demand for smaller vehicles were. 1967 T4D prototype was tested in Prague. In the same year he reached for further testing to Dresden. In 1968 the serial production.

T4D / B4D

In the GDR, this guy came in the four district towns of Dresden, Halle ( Saale), Leipzig and Magdeburg used. It has 1 2 seating about 26 or 28 seats ( T4/B4 ) and max. 115 standing passengers ( eight persons per square meter ); which until 1978 to Leipzig ( car numbers to 1893/635 ) and all the cars delivered to Magdeburg had due to their 1 1 seating each 6 seats less. In the years 1968-1986 a total of 1766 railcars and 789 trailers were delivered to the GDR. Thus, various combinations were possible, one of which Großzug (two railcars and a sidecar ) represents the most concise version.

Gallery

Leipzig

Großzug in Magdeburg

Z- T4D from Halle to conversion to a current collector

Two-way operation

As older cars had two-way traffic operations no suitable vehicles more to the tram operation of the affected routes at least partially maintain in closures due to construction, as the T4D/B4D were available only as a pure means car.

Rear - to -rear traction

With two rear - to - tail coupled railcars was a relatively simple manner, a temporary two-way operation with T4D cars are realized; but this had on the front of both railcars additional rear lights fitted and the electrics are adjusted so that the rear power car is driven backwards by the leading railcar. But had the disadvantage here is that only the forward railcar could be used for passengers. Although this version is more represented a temporary, line 15 of the Halle tram ( city traffic Merseburg ) was for years operated with such sets.

Were interposed to capacity expansion in Leipzig and Dresden occasionally converted sidecar (see B4D -W).

Fake two-way car

In the Magdeburg transport operators several T4D received at the stern a second cab ( the car body was here not changed), so these cars could be used as a two-way car with single door assembly, this was mainly at distances on its own rail body without platform changes beneficial; other changes related to the additional lights as well as the reduced number of seats. In control mode (ie in the setup mode) this car wrong in 2nd place behind a T4D, which had no rear cab, but upgraded tail lights at the front. In normal operation, these cars usually wrong in bulk trains in two-way operation only, use as traction or solo railcar was possible.

Were rebuilt following railcars: 1004-1006, 1008, 1011, 1016, 1025, 1030, 1156, 1208, 1213, 1182

Two direction railcars Z T4D

The VE Public Transportation Hall (now HAVAG ) needed in the 1980s, two-way car for the Merseburger line 15 (see also: overland train hall bath Duerrenberg ) because this time had two Kopfendstellen. Following the retirement of older two-way car T4D - cars were since the late 1970s here regularly used in the rear - inefficient to -rear traction. After request from the manufacturer CKD Praha but it saw no way to develop a 2.2 meter wide two-way car in T4D - base and rebuild a T4D. So the company decided in 1983 to carry this out on their own.

Were rebuilt vehicles 901 and 902 They were the prototypes of the T4D for hall, built in 1969. During the renovation received each vehicle a second current collector ( just to point control ), a second cab with cabin, and two doors on the left. The previous 3 door has been removed. In addition, it was necessary to the new (left side ) and the left middle door next to it minimally decrease what future repairs difficult exploiting dividend window.

1999, the two carriages of a main study were subjected to this were, among others the second pantograph removed, installed new door panels and painted the car back into the classic red and yellow; Also both cars could be coupled to the B-sides together and now also used as traction.

The 901 now has the number 900 and is part of the tram museum hall; Car 902 arrived in 2005 to the National Tramway Museum Crich (England), for which he received standard gauge bogies and the current collector was set higher.

Bidirectional Großzug T4D -W / -W B4D

After the failed request in CKD Praha decided the VE Public Transportation Hall in 1986, to build a complete Zweirichtungszug, this was referred to as " Wendegroßzug ". For this purpose, the vehicles were 1030, 1031 and 150 chosen. Analogous to the T4D -Z motor cars 1030/1031 two doors on each side, but not a second cab received. The sidecar 150 received on the left side only doors on the car ends, a center door was omitted on this page. Even the Bw had 150 on the front side, no tail lights, as it was only used in two-way operation between the two T4D -W. The train was mainly used during the rush hour in Merseburg as well as shuttle during construction. In the original compilation of the train had a permanently mounted power supply cables between the railcar so that each of the rear Tw could drive with drawn pantograph. In the last years of operation both Tw wrong rarely made ​​between the Bw, this was still partially used as a sidecar setup in bulk trains. All three vehicles were sold to Arad (Romania ), where they are used as mere means car.

Analogously vehicles in Dresden ( Tw 222 801/802/805/806, Bw 273001-004 ) and Leipzig ( Bw 547) converted for bi-directional traffic. The Dresden railcars had on the left side only three-wing doors and could also be combined with T4D cars to two-way trains ( eg bi-directional Großzug for shuttle operation on a track with one-sided exit: T4D - B4D -W - T4D -W).

T4SU

The narrow-gauge tramway companies of the Soviet Union ( track widths 1000 and 1067 mm) were also supplied by setting the tram wagon production at VEB Gotha, who had supplied these companies with previously Tatra cars. With the exception of Pyatigorsk while the smaller footprint of T4SU was elected, while the broad and standard gauge trams (if CKD Tatra of supplies ) were supplied with T3SU. Like the other SU- types a closed cab was installed here as well. Sidecar there was not one of the T4SU.

T4R

The Romanian vehicles technically and dare not structurally different from the Soviet. Since the vehicles were likely due to the lower car body width for most Romanian networks, they have been used other than the T3 often. The condition of the vehicles still in use today in part leaves something to be desired.

T4YU / B4YU

The Yugoslav T4 were delivered from 1967. The two delivered for the tram Belgrade pre-series railcars reported the electrical equipment of the T4D on a railcar arrived a short time later he returned to Prague and was henceforth for kids tours, while the other was converted into the sidecar and came to Halle (Saale ). The delivered at the Zagreb tram vehicles also comply with the T4D/B4D. Only two-car trains will run normally in Zagreb. The Belgrade production car, however, received the electrical equipment of T4SU.

Tatra T4YU / B4YU in Zagreb, Croatia

Tatra T4SU in Tallinn

Modernization

After the turn was started in all German enterprises use with the modernization of T4D - car.

Tatra modernization in Dresden

In the Dresden transport companies started quickly with the development of a modernization concept. To do this, pulled the railcar 222 557 as prototypes, henceforth referred to as T4D -M approach. This was among other things a modern passenger information system, a new coat of paint in the colors of the city as well as a revised design of the passenger compartment. However, the technical differences to the later production cars prevented a meaningful use in the factory.

Based on the experience gained with the 222 557 experiences created in the years 1992-1994, the first series of modernized car, wore the known thereafter as the T4D -MS ( "Modernization Series"). These chariots while the accelerator control, which meant that they were not compatible with the modernized vehicles.

Having had experience with the TV8 thyristor Cegelec collected, it was decided to rebuild another Tatra T4D. Both not modernized cars were upgraded and equipped with a thyristor TV8, as well as some T4D -MS equipped with thyristor control and designated as an T4D -MT. This is the " MT" in the name of " modernization with thyristor ". Fitted with thyristor control cars were henceforth no longer with the vehicles that were equipped with an accelerator control compatible.

At the end of the modernization program a few more T4D have been modernized, but only received an auxiliary driving switch instead of the driver's compartment. These cars should be used behind full T4D -MT. This guided car type ( " Triebbeiwagen " ) was designated TB4D -MS. The first two converted railcar still had the conventional accelerator control, but were equipped after a short time also with the thyristor. All later converted Triebbeiwagen received equal the thyristor. The type designation was standardized later because of this change and shortened to TB4D.

In addition to the railcar trailers were also modernized analogous to the railcars and called B4D -MS. After completion of the modernization were arming or from some non- modernized vehicles with an onboard computer and radio data, so that these vehicles could be used for some years in the network. These were designated as T4D - MI ( " modernization IBIS "). The reason for this was that the network use these systems now required, the replacement of vehicles, however, could not take place immediately. A few cars were given just before the turn of the millennium a small adjustment to the modernized vehicles.

In total, 121 T4D -MS ( 90 of them converted to T4D -MT ), 95 T4D -MT originated in our own workshops DVB (90 from T4D -MS rebuilt ), 55 and 65 TB4D B4D -MS.

Due to the modernization and upgrading of passenger comfort and operating staff could be improved. Some of these vehicles are available at the Dresden tram in operation today. Others were sold in the Eastern European countries, where to enjoy this car very popular.

Tatra modernization in hall

Between 1991 and 1994, 82 engines and 41 Halle trailers were modernized to T4D -C and C - B4D. Main focus was on the PCC control to reduce power consumption and improve the journey values ​​. In spring 1990 the train from Tw 1150 and 1151 as well as the Bw 200 was brought to Mittenwalder equipment construction. He got there a chopper control of AEG and a white custom paint. The roof was covered with blinds, folding doors similar to those of DUEWAG trams. The batch sampling was later adapted the series trains - but always maintained his AEG custom paint.

In the series vehicles, the destination indicators the Scharfenberg couplers were then modified (later AEG, DWA ) replaced the bogies from new with Megi springs, replaced by those with E- part and built -sliding doors. The vehicles were painted silver-gray in red /.

In the first series from October 1991 to February 1992 10 big trains in the middle of the forest have been converted. They received it from the taillights Wartburg 353 and the side lights of the last T4D - Series from 1986, the interior new seats were installed.

In the second series from March 1992 to March 1994 31 Great trains were rebuilt. These were other back and side lights, a completely new interior with bird - sitting and light barriers in the door area. Later, electrically driven pantographs of Stemann were used.

In a third variant, the modernization already modernized vehicles at the main examinations from 1998 to 2005 were directly converted into hall again. The cab was enlarged and fitted with air conditioning, hence the first door had to be removed. Inside, a passenger information system is installed. The vehicles also received the new color scheme in red / light gray.

T4D -C of the second series

And Tw 1156 the third series

Tatra modernization in Leipzig

After the fall of the Leipzig Transport were faced with the necessity of those Tatra car, which should be still in use well into the 21st century, contemporary work up. For this purpose, only cars were selected with the greatest possible remaining useful life, in which modernization could be economically carried out as part of their first major investigation. This included 97 engines and 45 sidecar, which were modernized in the period from 1991 to 1995. The two prototypes were put into operation in the spring of 1992, after nine months of work.

In the car, both the technical components as well as the passenger compartment were renewed timely. So included the improvements in the passenger compartment of the car among other things, the installation of an automatic stops display and announcement, the replacement of sash windows and skylights by hung windows, a partially padded seating, a thermostat-controlled heater and the installation of lateral light bands with fluorescent lights on the roof slopes instead of failure-prone light bulbs. The entire interior is now presented itself in dark brown shades. The changes to the car body fell primarily by the installation of automatic enlarged lines and target indicators on the front and side of the door, and new rectangular headlights and tail lights. Further, the suction port of the fan installed in the lower side skirt so that a smooth outer skin developed on the non-door side. The side walls were provided with a sound-damping for noise reduction. The vehicles were also given a new paint job similar to the T6/B6 in olympia blue and ivory. Also, the working conditions for the drivers could be improved. These improvements included in addition to a closed cab with air conditioning and a completely revised Fahrerpaneel and an adjustable ergonomic seat, the equipment cabinet was able to be integrated into the rear wall of the cab. The innovations in the technical field concerned the replacement of the rotary transformer by a static converter on the roof and the installation of two three-phase quieter fan instead of the noisy motor generator. The bogies have been completely revised. They received LHB bogie frame, a metal-rubber suspension as well as a part of the chariot wheels of the type Bochum 54 and a wheel flange lubrication. This type of modernization were given to 1995 all vehicles in the number series from 2101 to 2197 and as T4D -M1 (type 33c) were henceforth referred to.

Similarly, the trailers were modernized while here, especially the installation of a quick-release hydrostatic oil pressure brake is to be mentioned with ABS, which should avoid over braking the sidecar and the flat spots. The converted to B4D M - trailers were combined 729-773 (type 65c ) in the number series.

After completing the first stage of modernization in the year 1995, they decided to continue slimmed down the program. So another 70 engines and 30 sidecars were intended for modernization. Was immediately tackled During the renovation of the railcars ( range 2030-2099 ), was dispensed with further modernization of sidecars in favor of a subsequent procurement of Niederflurbeiwagen. For financial reasons, had to be omitted in this second series, among others, on the tags on the trucks, the installation of a driver air conditioning and the replacement of the motor generator. Notwithstanding this, however, nine cars again a small static converter on the roof and were under the number series 2091-2099 (type 33e ) summarized, while the remaining cars were numbered 2030-2090 (type 33d ). The modernization of these cars ( T4D -M2 ) was completed in 1998. Initially, the car of the second modernization stage could not run before sidecar. Only since the sidecar can take care of himself by installing a different converter, unrestricted use is possible, but they run today due to the lack of driver air conditioning mostly behind the first car conversion series. By the end of 2002, the installation of static converters in all T4D -M2 could be completed, so that the cars could be from 2030 to 2099 again summarized in the Type 33d.

Once developed by LVB and ABB Chopper Control was brought to series maturity, was as of 1996 the incorporation of this into the already modernized and yet to be modernized railcars. Similarly, a Rangierfahrschalter was retrofitted in the rear on each engine cycle and sidecar, while the wheels of the type Bochum were exchanged in the course of Neubereifungen back to original Tatra wheels in subsequent years. Due to accident damage later 3 railcar re-emerged, so the last line modernized vehicle was not completed until 2000. In the years 2001/2002 was an equipment of all cars with bogies to reduce noise. Since 2000, all cars were visually refreshed within the framework of general inspections. The interior materials are now presented mainly in bright shades of gray and the outer appearance was adapted to the blue / yellow livery of the NGT8.

As part of a HU the center area between the bogies was at four sidecar from 2002 lowered to the height of modern low-floor trams and provided with two double wing folding doors. These cars were advertised as bicycle mobile and accordingly provided in the interior with bicycle mounts. This concept did not prove itself, so that the cars were dismantled in late 2004 Linienbeiwagen normal. Here is now also built two seats in the low floor area. Four other trailers were rebuilt accordingly to increase the low-floor car fleet, so since the beginning of 2005, eight B4D -NF ( 791-798, type 65d ) were available. The first cars have been turned off and scrapped. Since March 2012 are still four cars for the line service.

After the 2006 World Cup began the rejection of the first modernized cars due to the injection of further low-floor vehicles. By late 2008, so already 21 T4D -M2 and 15 B4D -M were turned off, which were sold in the aftermath of Sofia and partly also scrapped. Further additions of new vehicles allowed in the years 2011 and 2012, the separation of the remaining high-floor B4D -M and some T4D -M2. More shutdowns are due to lack of funding for fleet renewal is currently not possible, so since mid-2012 re- main tests must be performed on Tatra cars, although the end of the HU and the termination of the remaining car was announced in 2017 in January 2010. Against this background, now is a use of Tatra cars in regular service well beyond the year 2020 very likely. As of January 2014 are still 126 railcars and 5 sidecar for regular services available, another 7 railcars are behind in reserve.

To Niederflurbeiwagen converted B4D -M

Tatra modernization in Magdeburg

In Magdeburg, the removal of the roof ventilation flaps, Growing roof advertising boards, new exterior and interior destination displays, the cultivation of new indicators and changes in style are the most noticeable modernization measures. First of all " mod cars " were green / gray -painted, with red trim, with the introduction of NGT8D you changed the colors in light gray / green, the trim was added in the amount of the bumpers. Only in one T4D - Großzug ( 1168-1169-2113 ) a chopper control was installed. The T4D 1235 has only to receive a static converter as well as two external fan in place of the generator which are necessary to cool the traction motors and the accelerator.

Current situation

Unmodernisierte T4D were asked in Germany now out of service. Last summer of 2006 they were still. Leipzig in use Car from Halle drive today in Kaliningrad (Russia ) and Romania. Dresden, Leipzig and Magdeburg vehicles arrived in Pyongyang (North Korea ), Romania and Russia.

In Dresden, a large part of the modernized T4D is already replaced by new low-floor vehicles. Tatra sidecar disappeared from the cityscape for several years. The official Tatra farewell took place in summer 2010. In the night traffic and weekends are here only continuous low-floor trains in operation.

In Leipzig, one uses a different solution; here the low-floor area is increased by entrained sidecar, some new buildings, partly rebuilt B4D. In Leipzig, the T4D -M have almost disappeared from the weekend and evening traffic, but they represent weekdays still a large part of the courses.

The first 15 T4D -M and 15 -M B4D from Leipzig were transferred to Sofia in 2010.

Experience with the T4D -M included in Leipzig in the development of Leoliners, so even after his service end slightly rolled off T4D through Leipzig.

In Magdeburg the last T4D were adopted from the Schedule service on 18 October 2012.

Sofia ... ...

And Kaliningrad ...