67-633: The T3 is a type of Czech tramcar produced by ČKD Tatra . A late-2000s study conducted on the Prague tram system has shown 98.9% reliability , the best of the Prague tram system fleet. During its period of production between 1960 and 1999, 13,991 powered units and 122 unpowered trailers were sold worldwide. It became the most dominant tramcar model in Eastern Bloc countries, except for Poland, where locally produced trams from Konstal factory are still
134-476: A low-floor section (e.g., Tatra K3R-NT ). Modernisations of Tatra T3: Prague tram system [REDACTED] The Prague tramway network is the largest tram network in the Czech Republic , consisting of 144 km (89 mi) of standard gauge (1,435 mm) track, 882 tram vehicles (one of the largest fleets in the world) and 26 daytime routes, 2 historical and 10 night routes with
201-437: A 90-minute ride or 30 CZK for a 30-minute ride. Children up to 15 years and people over age 65 travel for free. People aged from 60 to 65 years travel half-fare. In November 2007, SMS purchase for basic single transfer tickets and day tickets was introduced. In 2018, electronic tickets were introduced using PID Lítačka mobile application. Various types of prepaid season tickets are also available on Prague's public transport. After
268-476: A clear distinction between bus and tram lines, the first bus lines in the late 1920s were marked with letters. Since then, tram lines have undergone continuous development without major renumbering, however today's lines are no longer similar to the original routes. Day service lines are marked with numbers starting from one, whilst night lines since 1985 have used numbers from 51, and in 2017 night lines were renumbered to numbers from 91 onwards. Nostalgic lines with
335-515: A handful of examples survive today. Their imports stopped in 1981 due to the Romanian austerity policies that imposed a "no imports" rule for public transport vehicles, being replaced by Timiș 2 trams. The Yugoslav T4s was delivered starting from 1967. The two motor coaches delivered for the then Yugoslav, now Serbian, capital Belgrade used electrical equipment of the T4D. One car came back to Prague
402-587: A mode of transport. At that time, tram transport held about 30% of the representation on all trips in Prague public transport. The network therefore was still of key importance to the city of Prague. The Communist government began ordering new tramcars, such as the Tatra KT8D5 as well as more Tatra T3 and started constructing new track sections, most of which were completed soon after the Velvet Revolution . There weren't many new tracks opened during
469-581: A promotional purpose and led from the upper terminal of the Letná funicular cs:Lanová dráha na Letnou to the pavilion of the Jubilee Exhibition through Ovenecká street. Two years later, the line was extended to the Governor's Summer Palace cs:Místodržitelský letohrádek extending the line to a total length of 1.4 kilometres (0.87 mi). František Křižík , who owned Electric Railway company at
536-570: A result of the German occupation, right-hand traffic was hastily introduced on 26 March 1939, to which Czechoslovakia had already committed itself in 1926. The entrances to the trams and individual stops had to be quickly remodeled. There was a decree also issued in which Jews were excluded from tram transport from Saturday afternoon until late Sunday night. In 1942, all-night tram operation was introduced. Threat of bombing by Allied planes meant that cars had to be darkened. Despite all these difficulties,
603-469: A short time later, and was used for excursion trips. The other was rebuilt as a trailer car and shipped to Halle (Saale). In 1972, twenty T4s were delivered to Belgrade with Soviet equipment, and were used by Belgrade tram network from 1972 till 1991. Second largest Yugoslav city, today Croatian capital Zagreb , bought 95 vehicles between 1976 and 1982, 60 of them being still in use as of January 2012. Zagreb cars are similar in their electrical equipment to
670-513: A single type of streetcar worldwide. But because so many of one type were made, their replacement by more modern cars was slow. The T3SU was delivered from 1963, first to Moscow and later to 33 further Soviet cities. ( SUCS for Soviet Union-modified Czechoslovakia ) Originally, the production of the T3 was stopped in 1976 and focus shifted to newer vehicles. The Slovak city Košice , however, ordered two motor coaches as an exception. The production of
737-399: A total route length of 518 km (322 mi). It is operated by Dopravní podnik hlavního města Prahy a.s. , a company owned by the city of Prague . The network is a part of Prague Integrated Transport , the city's integrated public transport system . Prague's first horsecar tram line was opened in 1875, and the first electric tram ran in 1891. Expansion plans were scaled down since
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#1732779790806804-448: Is arguably one of the best vehicles the STB (and its predecessors, RATB and ITB) had so far. However, in the last years, lack of maintenance and care for the trams have hampered their performance and reliability, and only a handful of examples survive today, most of them having been cannibalized for spare parts, and the remaining ones undergoing refurbishment. An incident on 12 March 2019, where
871-484: Is operated on these routes. Fares are governed by Prague Integrated Transport (PID) system which operates on a proof-of-payment system. Tram tickets can be used for all means of transport in Prague (metro, tramways, city buses, funiculars and ferries). Passengers must buy and validate a ticket immediately after boarding a vehicle, or before entering a metro station's paid area. There are uniformed and plainclothes fare inspectors who randomly check passengers' tickets within
938-474: The Charles Bridge operated until 1908. The war added new strain to the tram network. A lack of sufficient horse-drawn transport meant that trams were used to carry war materials, fuel, raw materials, and food. Additionally, the need for ammunition led to trams being melted down for their metal and used to produce grenades and bombs leading to further fall in capacities. This pressure came to an end when
1005-522: The Újezd hub to the Smíchov Railway Station. In 1882, the network was extended to Vinohrady and Žižkov . At that time, they were independent suburbs of Prague, but now they are incorporated into city. In 1883, the size of the entire network consisted of 19.43 kilometres (12.07 miles) of rail. By 1886, various ideas had been floated for steam trams. On September 30, 1890, the mayor of Královské Vinohrady, Jan Friedländer, proposed to
1072-555: The 1970s with the introduction of Prague Metro , however trams still serve a crucial transit and tourist element serving Prague's city centre as well as Prague's suburbs. The Prague tram system (including the Petřín funicular ) served 373.4 million passengers in 2018, the highest number in the world after Budapest . Rolling stock for the network consists solely of trams built locally; mainly classic Tatra trams and low-floor Škoda stock. In 1873, Bernhard Kollmann and Zdeněk Kinský founded
1139-518: The Anglo-Czech Tramway Company. On 5 March 1873, the company received a concession to build and operate a horse-drawn street railway using a horse-drawn tram. Financial reasons meant the plan was eventually not implemented. The first tracks were laid in the streets of Prague from 3 or 4 May 1875, and the first railway section was laid along the former riding barracks (today's Palladium) to the former U Bažanta Inn, which stood on
1206-597: The Christmas market in order to deliver more frequency. In Leipzig, the number of low-floor cars is increased by using low-floor trailer cars. The T4 is remarkable particularly for its distinctive design, which differs strongly from later "box" or modern trams. In the USSR , just like in the DDR there were networks, which permitted a maximum width of vehicle of 2.20 m (7 ft 3 in). Since those were too narrow for T3 and
1273-515: The Czech tram fleet. ( SU for Soviet Union ) As with the T2SU, the first T3SU was delivered with the modification of removing the middle door and replacing it with seats. Later cars, however, were delivered with the third door in place. Again, the vehicles had a closed operator's compartment and were adapted for the harsh climate. Altogether 11,368 T3SU were delivered, making it the largest production of
1340-546: The Prague City Council the construction of three lines to serve the city of Královské Vinohrady with the idea to connect them with Prague. A special committee appointed by the Prague City Council rejected the project and recommended electric trams. In 1891, Prague got its first electric tram line located in Letná , a popular place for recreation in Prague. This line cs:Elektrická dráha na Letné v Praze had mainly
1407-764: The Romanian cities of Oradea and Cluj-Napoca . Cars from Halle are used today in Kaliningrad , Iaşi , Belgrade (one car, garage number 1004), Sofia ; Leipzig and Dresden vehicles are used in Pyongyang ( North Korea ) and Rostov-on-Don (Russia). Despite still being in working order, the T4Ds were withdrawn from regular service in Dresden mostly due to accessibility concerns, as low floor vehicles are now mandated for all new purchases. The T4D still sees service on lines to and from Dresden Technical University and during
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#17327797908061474-645: The T3. Delivery started to the ITB between 1973 and 1975, followed by Arad in 1974 and later in other cities from 1978. Their introduction in Bucharest required a specially-built depot for them along with a new team of well-trained technicians to fix these trams. They have almost always been allocated to the Militari depot, apart from a short time when they were temporarily transferred to the Dudești depot in order to allow
1541-654: The USSR, Sweden and Germany. In May 1967, on the basis of a cabinet meeting, Prime Minister Lenárt asked the Soviet government to send a group of experts to review the whole concept once again. The team headed by I. T. Yefimov recommended to launch the intermediate stage of the subsurface tram. The management of the Transport Company and the Prague National Committee agreed with these results and
1608-488: The carbodies were built too wide for use elsewhere, they remained in Galați. Only 50 units were delivered. Romania then opted for the narrower Tatra T4 , which had more success, being still used in Bucharest as of 2024. A few more of the same type were manufactured in 1997. ( RF for Russian Federation) Four Tatra T3RF were the very last T3 trams built. They were made for Samara and Izhevsk, but only Samara bought them. In 2002
1675-414: The city centre although other interchanges exist. At Lazarská, passengers can change between all routes within 5 minutes, although individual services only run once every 30 minutes. Trams operating on the night lines start their shifts at about 8:00 PM on normal day lines changing their routes at midnight and returning to their depots at the start of normal operations. Night traffic was introduced into
1742-488: The city, thanks to above-listed railway between Anděl and Smíchov, it allowed Prague tram to provide one-seat-ride between Košíře and Vinohrady. Eventually, the municipal enterprise, Prague Transportation Company was formed. In the early 20th century, a monopoly was formed to provide transportation in the city. It began to electrify the horse tram and soon the Otlet Prague trams came under the control of competitors of
1809-482: The construction of the underground tramway started, various studies concluded that it would be more advantageous to convert the system to a conventional underground tramway in stages after completion (the so-called underground concept with an intermediate underground tramway). This was confirmed by Government Resolution No 437 of 30 November 1966, based on the results of studies by experts from the Czechoslovakia,
1876-466: The dead-end terminals were rebuilt into loops. The growing size of the city and the tram network and the increasing distances began to slow down traffic from one end of the metropolis to the other, as the number of lines and passing cars continued to grow. The main thoroughfares in the centre, such as Na Příkopě street and Wenceslas Square could not cope with traffic increases. Efforts to solve this situation appeared with various considerations arising. As
1943-613: The driver's cab. 789 trailers were delivered to the above-mentioned cities. Thus combinations of several cars became possible. This was called "Großzug" ("big train") and most-commonly consisted of two motor cars and a trailer. After the German reunification , Germany began a modernization of the T4D cars. The modernized cars are designated as T4D-C ( Halle ), T4D-M ( Leipzig ), T4D-MS or T4D-MT ( Dresden ). Unmodernized T4Ds were mostly taken out of service. Today (2010), unmodernized T4Ds are only used as works cars. Magdeburg gave away some cars to
2010-465: The electric enterprises. As the monopoly grew, it took over the tracks of the rest of its private competitors. The last private track, the work of František Křižík , was transferred to the city by the year of 1907. In 1905, the electrification works were finished. Even the last horse tram route through the Charles Bridge was electrified (also a project of František Křižík). The tram route through
2077-427: The entire network functioned reliably and the transport performance even exceeded those of the pre-war. In the end, Allied bombing disrupted tram operations until the end of the war. On 18 January 1945, due to wartime necessity, night operation was cancelled and from 5 to 16 May 1945 the tram operation was completely interrupted. A gradual reintroduction of operation was carried out until 17 December 1945. In 1951 began
Tatra T3 - Misplaced Pages Continue
2144-526: The entire network was electrified. In a continuation of the rapid growth of Prague's trams, another new lined was opened in 1897. This time it was a suburban route from Smíchov to Košíře . It was named "Hlaváčkova electric railway". Later, a new passenger railroad in Královské Vinohrady was opened. The Prague to Vinohrady stretch spanned 5.8 kilometres (3.6 mi), had 17 stations, and passed through Nové město (New Town). At another side of
2211-420: The entire tram system. A decision was made to build a subsurface tram. Digging began in 1966 and later, this section was used for metro line C . On 1 January 1960, the first of the lines in the historical centre of the city was cancelled: the single-track section leading through Pařížská Street, Old Town Square and narrow Celetná Street, where it was no longer possible to operate fast and modern transport. After
2278-460: The facility at Militari to be renovated or at Victoria depot in 2023 due to the closure of the line on Bd Timișoara for the replacement of water pipes positioned under the tracks. In 1998, RATB began a project of modernisation of the T4R cars by making an articulated six-axled car from two T4R cars. The new vehicle type is named "Bucur". The project progresses very slowly due to financial problems, and
2345-577: The factory in Gotha stopped its production, the T4s was sold as T4SU to the Soviet Union. Like the other CSU types, a closed operator's cab was included. No trailer cars were used. The Romanian vehicles do not differ technically and structurally from the Soviet. Since the vehicles were suitable, due to the smaller car body width, for most Romanian networks, they were used more frequently and differently from
2412-529: The first 20 years after the revolution, since much more attention was paid to modernizations of existing tracks and vehicles, causing major service disruptions every summer. Concrete panels of the BKV type were used en masse for the reconstruction of most of the network, first being used in Prague in 1977 on Dělnická Street. New lines began to emerge again, first with the section to the Řepy housing estate (1988), followed by construction of Ohrada – Palmovka estacade that
2479-490: The first three T3D cars started operation in 1964 and the city of Dresden got its first delivery in 1965. The cars were used in part due to their width of 2.50 m (8 ft 2 in). They operated as single cars or as multiple units (motor+motor, motor+motor+trailer) and/or as mini trams (motor+trailer). The use of trailer cars was due to the use of original Czech T3 electrical equipment, which had enough power to support trailer cars. However, due to reduced available power,
2546-509: The government decision of 9 August 1967 finally confirmed the metro project. Opponents such as Zbyněk Jirsák and Jindřich Horešovský have previously pointed out the disadvantages of this solution, such as the need to build ramps, etc. The first metro line C opened to the public in May 1974. The gradual expansion of the metro limited the development of the tram network and also opened the question of its possible replacement by buses (bus replacement
2613-501: The heavy shortage of parts (a common problem for the STB these days). The T4R trams in Bucharest are numbered 3301 to 3431, but there have been only 130 cars delivered. The tram with number 3339 has never been delivered. An urban legend tells that ČKD had wrongly printed the number and RATB sign on a car that was delivered elsewhere, then they sent the last car for Bucharest with the number 3431. However, RATB's documents always mention 130 T4R trams for Bucharest, and not 131. The Tatra T4R
2680-429: The intersection of Na Veselí and Na Pankráci streets to the temporary Pankrác terminus. Most recently, a new section was opened to a new housing development between Barrandov and Holyně. Construction of the first stage began in 2021, its completion and opening took place for passengers on 8 April 2022. The renewal of some lines cancelled in the 1970s and 80s and the construction of new lines are being considered. Some of
2747-519: The last tram arrives at the depot at about 2:00 AM. Intervals on individual lines are usually between 7.5 and 15 minutes, with night intervals higher and varying. Services listed below as of 10 March 2024 include a mixture of day, night and historical routes. Prague tram network runs trams on 27 day routes (numbered 1 to 27) - route 23 is operated as nostalgic by old unmodernised Tatra T3 , T2 and T6 trams which are no longer in use on other lines. The day lines run from 4:30 AM until 1:00 AM
Tatra T3 - Misplaced Pages Continue
2814-532: The line on Wenceslas Square was removed, Na Florenci – 1983, Na Příkopě – 1984. Tracks existing for more than a hundred years have been replaced by pedestrian zones. The focus of tram transport in central Prague thus rapidly shifted from Wenceslas Square to Charles Square. During the 1980s, the Communist government understood the advantages of modern tram networks and began replicating tram transport from Western Europe. Prague network began to be appreciated again as
2881-485: The mainstay in tram systems there, and Hungary, where ČKD only made inroads to the country's tram market during the late 1970s. Together with Soviet KTM-5 it is among the most produced trams, it is still in 2022 the most widespread tram car in the world. The design of the T3 had to meet difficult specifications. The cars needed to have the same capacity as its predecessor (the Tatra T2 ), but be easier to build. Some of
2948-691: The maximum speed of the streetcar reached only 55 km/h instead of the usual 65 km/h (40 mph). Only German and Yugoslav networks had trailer cars. The car was designated as B3D and had the same body as the T3D. Today, only Chemnitz uses T3s in full service as the T3D-M (modified). ( YU for Yugoslavia ) From 1967 onwards, vehicles supplied to Yugoslavia differed from the standard type T3 by having different pantographs and trucks. In addition, trailer cars were used, as in East Germany. Uncommonly,
3015-410: The network gradually and at times, it was suspended completely. Starting on 21 January 1911, nine lines were extended until midnight with fifteen-minute intervals. However, on 31 July 1914 after the outbreak of World War I, this midnight service was again abolished. From 1 July 1921, service on most lines (12 out of 15) was extended until 1 a.m., with intervals of 10 to 15 minutes, and a special night fare
3082-520: The network used narrow-profile vehicles, two of which could be found in Czechoslovakia and one in the Soviet Union. ( R for Romania ) At the end of the 1960s, Romania ordered RA cars as part of an agreement in the Comecon . The first vehicles came in 1970 to the city of Galați and had different electrical equipment from the Czechoslovak vehicles, to use the network's 750 V DC voltage. Since
3149-539: The new section between Laurová and Radlická. Another new section was put into operation on 1 September 2011 when the line from Vítězné Náměstí was extended from the Hotel International to a new loop at the Podbaba stop. The new stops were equipped with a brand new electronic sign system with real time display of arrivals. In June 2021, tram operation was launched on a quarter-kilometer restored section from
3216-421: The newly formed First Czechoslovak Republic signed a peace treaty. By 1921, the network returned to its full operational capacity. The tram network began to expand rapidly again – mainly to the newly built quarters of the expanded metropolitan Prague, such as Dejvice , Nusle and Žižkov . In 1927, the length of the network exceeded 100 km. At that time the new unidirectional tram types were introduced and
3283-490: The next day. Most of the lines run everyday from early morning to late night. Some lines also only run at selected times (usually workdays) and/or rush hours. Prague tram network runs services on 10 night routes. Night trams operate between midnight and 5:00 AM or 6:00 AM. Their routes are different from the daily ones since in the night the trams have to perform as a substitute for the Metro . All lines converge at Lazarská in
3350-627: The night service was reintroduced, and lasted without major changes until 1974. From 3 November 1985, a major reform of night tram operations took place. The night lines (traditionally with an interval of 40 minutes) were renumbered into the special number series 51 to 58 and their routes were modified so that the lines met every 20 minutes at a central transfer point at the intersection of Spálená and Lazarská streets. On 29 April 2017, all night lines were renumbered (91-99). Night trams in Prague run at 30 minute intervals. Prague tram network includes 2 historical routes numbered 41 and 42. Older rolling stock
3417-501: The number of trams to be produced is also uncertain, although they originally intended to convert all existing 130 T4 cars into 65 modernised vehicles. Modernized vehicles before 2003 featured own-made carbodies, but from 2003 onwards, they featured a carbody that set the standard for the V3A -CH-PPC and V3A-2010-CA modernizations. The modernization project halted in 2011, and only a few are in service today, some of them being out of order due to
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#17327797908063484-418: The operation of historical vehicles used the numbers 91 and 92, and in 2017 line 91 was renumbered to 41. Special lines set up during closures since 1985 usually carry numbers from 31 upwards. Most tram lines on Prague's network run through the city center. Most of the day lines are in operation throughout the week from the early morning hours (earliest departures at about 3:30 AM) until about 1:00 AM, typically
3551-460: The paid area; they are equipped with an inspection badge or carrier ID. Conductors sold tickets on board vehicles until 8 May 1974. Initially, mechanical passenger check-in (MOC) was introduced in trams and buses by means of non-transferable tickets from external and on-board machines in the cars, later replaced by electronic-mechanical markers throughout the public transport network. Basic single transfer tickets cost 40 CZK (as of 1 August 2021) for
3618-504: The previous trial operation on lines 18 and 22, contactless payment card was introduced in all trams on 26 April 2019. Tatra T4 T4 is the name of a tram produced by ČKD Tatra . It is the narrower variant of the Tatra T3 model. A large number of cars was supplied to the GDR , the USSR , Romania and the former Yugoslavia using names T4D, T4SU, T4R and T4YU, respectively. The T4
3685-415: The replacement of two-axle tram railcars, by new modern series of ČKD production, at first by Tatra T1 and since 1962 by Tatra T3 . The increase of cars on Prague's road network meant that future sections could not be built using traditional methods, and certain sections would have to use reserved tracks. Prague's tram network suffered from unreliability and, above all, unsatisfactory cruising speed in
3752-584: The replacement type KT8D5 was slated to begin in 1985, but this model was by then obsolete. Further production of the T3 would have been too expensive, so instead vehicles of the type T3SU were re-imported and adapted. The closed operator's cab was maintained, the vehicles had all three doors in place, and differed from the original T3 only in a few details. Over time, the T3SU has had minor changes in both exterior appearance and interior design. Exterior details: Interior: ( D for Deutschland ) In East Germany
3819-648: The site of today's YMCA Palace. The first route of the horse-drawn tram was put into operation by the Belgian entrepreneur Eduard Otlet on 23 September 1875 at 3:15 PM, on the Karlín - National Theater route. This way lead to the theater, along the Národní Třída street. Tracks went approximately in direction of today's Metro Line B . In 1876, the track was extended west of the National Theater, through
3886-452: The things that were done to meet this goal were making the walls thinner, and fitting the cars with laminate seats instead of cushioned leatherette seats such as the T2 used. The T3 was delivered to all tramway companies in the former Czechoslovakia . It was most numerous in Prague , where over 1,000 vehicles were delivered. The T3 still forms (mostly in various modernised versions) the backbone of
3953-485: The time, is credited as the creator of Prague's first electric tram line. On 19 March 1896, Křižík opened a second, more important, tram line, which went from Florenc to Libeň and Vysočany , joining the industrial suburbs of Prague with its residential area in the center. On 27 June 1897, Otlet's horse railway was bought and taken over by Elektrické podniky král. hl. m. Prahy . The new company had started construction of new tracks along with electrification and by 1905,
4020-418: The tracks are already included in the zoning plan, with some being listed in the concept Metropolitan Plan. In 2019, plans surfaced which included provision for a larger number of tracks. In 2022, the closest projects to implementation are: The original horse-drawn lines were designated on maps with colored squares or discs, the other tracks were initially referred to by the name of the track. Line numbering
4087-468: The two others were sold to Brno and modernized. In most Czech cities and in some others such as Bratislava , Moscow, Riga , and Odesa , Tatra-T3 trams became very common. As a result, service and maintenance workers became very experienced at servicing them. This was one reason for modifying existing trams rather than replacing them with newer stock (the other being cost). Modernization normally includes: More radical modernization includes insertion of
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#17327797908064154-530: The wheels of tram 3381 (made in 1974) collapsed, forced the RATB to permanently withdraw the T4Rs in service, but after a few days they returned to service due to the shortage of trams on the network. They only run in solo formations, since they have been banned to run in double formations after tram 3385 (used as a trailer) caught fire on 23 August 2017. In other cities, this type has been permanently withdrawn, and only
4221-447: Was again in effect after 10:30 PM. From 9 February 1942, the evening service was shortened to about 23:30. From 30 November 1942, daytime service was shortened to 22:30 and all-night service was introduced on special all-night lines marked A to F and running at 40-minute intervals with a central transfer point at Hybern railway station. Night service was again suspended from 18 January 1945 due to World War II . On 17 December 1945,
4288-600: Was coupled with the relocation of the line to Palmovka (1990). A new track was built to Modřany in 1995. Since 1986, some new sections have also been built on a separate trackbed – for example, track relocation in Braník in 1986, at the Hloubětín depot in 1987 and the Ohrada – Krejcárek section in 1990. On 29 November 2003, a new line between Hlubočepy and Sídliště Barrandov was reopened. On 4 October 2008, regular operation started on
4355-467: Was gradually introduced only after the monopolization and electrification of the Prague tram network. The first 10 lines were numbered according to the approximate order in which they were originally introduced: number 1 was a circular Vinohrady-Prague line, number 10 was initially given to the cable car to Letná. The highest numbering, 12 to 14, was given to lines on the Hlaváček and Křižík railway. To create
4422-468: Was happening in some other cities of the former Czechoslovakia). Due to the rapid development of bus transport, new metro lines to peripheral housing estates were not created and bus lines were preferred instead. In 1978, Prague launched its second metro line A , and in 1985, metro line B was launched. Tram lines parallel to the metro were cancelled: in Pankrác in the 70s, in the 80s in the city centre –
4489-463: Was originally developed in 1968 and has been continuously modernized or copied since. In Germany this type came into four former provincial cities: Dresden , Halle (Saale), Leipzig and Magdeburg . It has space for 26 seats and 88 standees. Between 1968 and 1986 a total of 1,766 vehicles were delivered. The trailers of the T4D-series were called B4D. The trailers have two more seats instead of
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