The car KT8D (reg. no. 9001-9048) is a three-sectional bidirectional vehicle with semiconductor control TV 3 (UA22P) - thyristors, with pulse control of acceleration and braking and with the anti-slip and anti-shear protection. Thanks to the equipment distribution into four equal parts, one for each bogie a tram would be able to complete its journey on only two bogies in emergency.

The body is composed of three sections "A", "B" and "C", which differ from each other and each is interchangeable only with the same type. Sections "A" and "B" are similar – the end ones and the section "C" is central. The connection of sections is provided by joints, which are based on the cradle of medium bogies and the gap between the sections is covered with bellows and with rubber screens in the interior. The car is equipped with two driver posts "A" and "B". The first four cars vary by the execution of roof covers, the placement of elements on panels and other details on the body and in the equipment.

As the other proposed short type T5A5 did not make it into series production, the three-sectional and eight-bogies car was supposed to become the new generation of trams in the 1980´s; it had been supposed to become the basis for other derived types. Parameters were supplied by the Administration for Transport in mid-1981 and the KT8D5 project was approved in September 1982.

Two prototype vehicles (registration numbers 0018 and 0019) were made in 1984. Their testing drives without passengers in Prague lasted until 1988 (the KT8D5 test series was produced as early as in 1986). These cars were the property of ČKD and they were never put in service with passengers. DP received the first four KT8D5 cars from the test series in 1986 and identified them with the registration numbers 9001 – 9004. Other series were delivered in 1989 and 1990 with the reg. no. 9048. Original plans were for the supply of 200 units. Cars were supposed to be parked in depots in Hloubětín, Motol and especially Vokovice for then planned route (about 1977) to the airport and to Kladno. There had been plans for the renewal of the roundabout for trams on the VŘSR square (currently Vítězné náměstí) and the four-track depot station was supposed to be build over the Leninova (Dejvická) metro station. The cars were about to be coupled to form trains (the testing cars were really fitted with compact couplers). That's why cars were designed with all the doors in the plane of the sidewall, which resulted in increase in passing profile in the curve and re-increasing distances between axles of rails in curves and at intersections (for the first time with the arrival of T3). During the deliveries the different view on these cars prevailed and other orders were not accepted.

The T5A5 prototype vehicle was built in 1981 and numbered 8013 - due to occupation of the number series by T3M trams it was renumbered to 0013. After the decision not to produce this type it was used for various tests. During one of these tests in the mid 1980´s it crashed the tested Střešovice T3 train (application of technical faults and it was repaired here using ČKD parts) on the test track in workshops area while in reverse at full speed - the car body was bent down from the rear bogie. After some time it was put out of the operation without the use in the Hloubětín depot. This accident helped ČKD engineers to solve KT8D5 bodies by their strengthening and using deformation zones of fronts.

In the fall 1998, the car was again used for a crash-test of the prototype tram RT8D5 for Manila and a little later it was scrapped. The first KT8D5 was upgraded to the partially low-floor type KT8N2 in 2004 and 2005.

Specifications

Total vehicle length: 31,340 mm
Vehicle height: 3,145 mm
Vehicle width: 2,480 mm
Vehicle weight: 38,000 kg
The maximum number of seats / standing places: 54 / 283 persons

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Tram Repair Plant
U Vozovny 590/6
108 00 Praha 10

opravnatramvaji@dpp.cz