NJTFAN1235! wrote: ↑15 Mar 2024, 20:04
Retro tram lines? Why are they named "retro" even though they are tram lines of such? Trams are common. Im not a European person... I need more info to complete this.
It's because of the rolling stock used on those lines. The rolling stock on retro lines was used on regular lines in the past, but it was either reconstructed or completely retired. For example the retro line 23 is usually served by Tatra T3 in their OG appearance and with their OG equipment. The rest of the Tatra T3 fleet was reconstructed, but it's still used untill nowadays.
Here are differences between OG Tatra T3 and it's reconstructed counterpart.
1st: OG Tatra T3 uses electromechanical motor-generator to convert 600V DC from the catenary to the lower voltages used by additional equipment, like interior lights, onboard computer for announcer and switch control, back-up battery, etc. (output ranges from 6V DC to 48 V DC). It also has a fan mechanically connected to it, which cools down the rheostatic controller (see bellow), because of this fan, the motor-generator is a vital part of the tram. If the tram loses power or motor-generator malfunctions, the driver is usually warned about this by a buzzer going off, and has to be careful with accelerating (only if the motor-generator malfunctions , but the tram still has power) or with EDB braking.
Reconstructed Tatra T3 uses semi-conductor reduction circuitry to reduce the voltage.
2nd: OG Tatra T3 uses rheostatic controller (also called "accelerator", in Czech "zrychlovač") to control the power output, which was copied from PCC trams. This rheostatic controller is cooled by a fan mechanically connected to the motor-generator, which I already mentioned above. This rheostatic controller is also prone to malfunctions, especially if the driver accelerates or brakes very sharply. The very common malfunction was false contact, which was caused by the switchplate being welded in "on" position, due to current surge.
Reconstructed Tatra T3 uses high-voltage, high-current IGBT transistors to control the power output.
3rd: OG Tatra T3 uses carboard signs to show the tram line, which is serving and the terminal station, where it ends, and a sign which is placed on the right side of the tram, showing a summary of the stations on the line served by the tram. The sign showing a tram line is placed above the driver's cabin and it's a navy blue sign with the white number, showing the number of the tram line. The sign showing a terminal station is placed between the back of the dashboard and the windshield, and it's a white sign (orange sign, if the served line is diverted due to trackworks) with dark blue borders on each sides (black borders, if the sign is orange), with a blue text (black text, if the sign is orange) telling the name of the terminal station. The sign on the right side of the tram is placed next to the middle door, and it's a white sign (orange sign, if the if the served line is diverted due to trackworks) with a blue text (black text, if the sign is orange) showing a number of the served line and the summary of stations served by the line (bold text for terminal stations, italic text if the stations are on the diverted route, and the the logo of the Prague metro next to the station's name, if the passengers can tranfer to metro from the said station).
Note: On line 23, the side signs are secured to their holder using a padlock. This is because of the insubordinate tram enthusiasts, who had a cheek to take the side sign from it's holder and flee from the tram at the next station, taking the sign with him/her as a souvenir.
Reconstructed Tatra T3 uses digital signs. One above the driver's cabin, showing a line number and the terminal station. If the line is diverted, the arrow bent upward and then downward, is shown next to the line's number. If the passengers can transfer to the metro at the terminal station the logo of the Prague metro is shown next to the name of the terminal station. And a one digital sign on the side next to the middle door, also showing the line number (without the mentioned arrow, if the line is diverted) and showing the terminal station on the upper half and the next station on the lower half. In both cases (the terminal station and the next station) a logo of the Prague metro is shown next to the station's name, if the passengers can transfer to metro from those stations.
4th: Reconstructed Tatra T3 has buttons close to the doors, which allow passengers to open the doors, either directly (if the tram is standing still at the station) or notifying the driver about someone wanting to get off (if the tram is going or it's standing still, but it's not at the station. This system allows for some stations to be on request. That means the tram will pass through the said station, if no one is standing on the station's platform or if no one presses the button to get off. Passengers are usually notified about this fact by the announcer, which will play a single vibraphone ding and says "The next station is on request."
OG Tatra T3 has no buttons at all, and drivers of these trams has to open the doors manually and always stop at stations on request, because there's no way to tell the driver, you want to get off at the station on request. Speaking with the driver directly is prohibited to prevent accidents, and it's impossible, if the trams are two trams coupled together and you're in the rear tram, because the rear tram is non-manned and driven remotely from the front tram.
Note: both versions of Tatra T3 has the ability to open the only front door. This is usually used when the switch is set incorrectly and it doesn't flip automatically, so the driver can get out and flip the switch manually.
If you want to make a very fast ride, just disable ATB/ZUB, put trottle to 1.00 and enjoy.
In my Avatar is a Logo of a Prague metro.
Sorry for my bad English. I am Czech and i am learning English
Looks like the Prague transport company wasn't the only one, who thought about using it's old trams for retro tram lines and retro rides.
.) I am watching you.
