Škoda 15 T
|
Škoda 15 T ForCity uni-directional, bi-directional |
|
|---|---|
 |
|
| Manufacturer | Škoda Transportation |
| Designer | Miloš Zelingr, Patrik Kotas |
| Assembly | Plzeň, Czech Republic |
| Constructed | 2009–present |
| Predecessor | Škoda 14 T Elektra |
| Capacity | 43 (two body sections uni-directional) - 72 (five body sections bi-directional) (Seated) 150 (two body sections uni-directional) - 539 (five body sections bi-directional) (Standing) |
| Specifications | |
| Train length | 21.800 m (71 ft 6.3 in) (two body sections) 31.400 m (103 ft 0.2 in) (three body sections) 41.000 m (134 ft 6.2 in) (four body sections) 50.600 m (166 ft 0.1 in) (five body section) |
| Width | 2,300–2,650 mm (91–104 in) |
| Height | 3,600 mm (140 in) |
| Floor height | 350 mm (13.78 in)/450 mm (17.72 in) |
| Low-floor | 100% |
| Doors | 4/6/8/10 |
| Articulated sections | 1 - 4 |
| Maximum speed | 80 km/h (50 mph) |
| Axle load | 5.2 t (5.1 long tons; 5.7 short tons) |
| Steep gradient | 85 ‰ (8.5%) |
| Power output | 46.6 kW (62.5 hp) x number of driven wheels |
| Wheels driven | 60% - 100% |
| Bogies | pivoting and pivoting Jacobs (25°) |
| Minimum turning radius | 18 m (59 ft)/15 m (49 ft) |
| Track gauge | 950 mm (3 ft 1 3⁄8 in) - 1,524 mm (5 ft) |
| Škoda 15 T ForCity (  Prague)uni-directional |
|
|---|---|
 |
|
| Manufacturer | Škoda Transportation |
| Assembly | Plzeň, Czech Republic |
| Constructed | 2009–present |
| Capacity | 61 (Seated) 239 (Standing) |
| Specifications | |
| Train length | 31.400 m (103 ft 0.2 in) |
| Width | 2,460 mm (97 in) |
| Height | 3,600 mm (140 in) |
| Floor height | 350 mm (13.78 in)/450 mm (17.72 in) |
| Low-floor | 100% |
| Doors | 6 |
| Articulated sections | 2 (3 body sections) |
| Maximum speed | limited to 60 km/h (37 mph) |
| Weight | 42 t (41 long tons; 46 short tons) |
| Steep gradient | 85 ‰ (8.5%) |
| Power output | 745.6 kW (999.9 hp) (16 x 46.6 kW or 62.5 hp |
| Wheels driven | 100% (16/16) |
| Bogies | 4 x pivoting and pivoting Jacobs (25°) |
| Minimum turning radius | 18 m (59 ft)/15 m (49 ft) |
| Track gauge | 1,435 mm (4 ft 8 1⁄2 in) |
| Škoda 15 T ForCity (  Riga)uni-directional |
|
|---|---|
 |
|
| Manufacturer | Škoda Transportation |
| Assembly | Plzeň, Czech Republic |
| Constructed | 2009–present |
| Capacity | 60 (Seated) 260 (Standing) |
| Specifications | |
| Train length | 31.600 m (103 ft 8.1 in) 41.200 m (135 ft 2.0 in) |
| Width | 2,500 mm (98 in) |
| Height | 3,600 mm (140 in) |
| Floor height | 350 mm (13.78 in)/450 mm (17.72 in) |
| Low-floor | 100% |
| Doors | 2 per body section |
| Articulated sections | 2 (3 body sections) 3 (4 body sections) |
| Maximum speed | limited to 70 km/h (43 mph) |
| Weight | 42 t (41 long tons; 46 short tons) ? |
| Steep gradient | (?) |
| Power output | 559.2 kW (749.9 hp) (12 × 46.6 kW or 62.5 hp |
| Wheels driven | 75% (12/16) ? |
| Bogies | pivoting and pivoting Jacobs (25°) |
| Minimum turning radius | 18 m (59 ft)/15 m (49 ft) |
| Track gauge | 1,524 mm (5 ft) |
Škoda 15T (also known as Škoda ForCity Alfa) is a 100% low-floor multiple-unit tram developed by VUKV a.s. and built by Škoda Transportation in Pilsen for the Prague tram network. It was a successor to the Škoda 14 T, featuring articulated bogies and more power to correct for problems found during the operation of the 14 T. The 15 T has articulated bogies at either end of the train, and Jacobs bogies between the segments. The tram has two double-doors in each segment (or four in bi-directional version) to allow fast boarding of passengers, and one extra side door leading to the driver's cabin.
The Škoda 15 T ForCity was developed as highly modular; it is offered with up to five car body sections and 50.6 meters (166 ft 0 in) in length. It may be used on gauges from 950 mm (3 ft 1 3⁄8 in) up to 1,524 mm (5 ft) and the body may be 2,300–2,650 mm (90.6–104.3 in) wide. The tram can be or . It can have from 60% of wheels driven up to all of the wheels driven for networks in hilly cities. As the bogies are under articulations and don't interfere with the inner space of the body sections, there is unlimited choice of interior lay-out and location of doors.
The basic vehicle length can be modified. It is also possible to couple two or more vehicles. The tram's appearance and front design are user-defined.
The fixed bogies which are used by most 100% low floor trams increase track wear and decrease the speed at which a tram can drive through a curve (usually 4–15 km/h (2.5–9.3 mph) in 20 m (65.62 ft) radius curve). The 15 T is designed to cope with these issues through Jacobs bogies under the articulations and pivoting bogies at the tram's ends. For a time it was said to be the only true 100% low floor tram with pivoting bogies in production. However, the Alstom Citadis X04, an experimental 100% low floor tram currently being developed with pivoting bogies (but with sections of high floor seating over the bogies), has made an initial production appearance as a modified Citadis 301 (with a fixed centre bogie) in Istanbul, and for Helsinki, a tram with similar interior solution and all pivoting bogies is undergoing trials as of 2015. With the same length of tramcar, the Škoda 15 T has also four bogies compared to the predecessor Škoda 14 T's three (same on most other 100% low floor trams) (fixed) bogies, which decreases the load each wheel puts on the track. The most of the tram floor is at height of 350 mm (13.78 in) above rail; the height over the bogies is 450 mm (17.72 in) above rail; the transition is inclined, without interior steps. The corridor above the central bogies is 700 mm (27.56 in) wide. The bogies may be all driven, or some of them may be idle ones, depending on the customer's preferences. The bogies have two axles and two-level springing. The mounted wheels are made of rubber-sprung wheels with integrated brake-discs and axle bearing. On the axle bearings there is a combined, dynamically resistant, primary rubber-bonded-metal-sprung bogie framework. This bogie framework supports four traction motors and one (in outer bogies) or two (in inner bogies) sprung swing bolsters. The secondary springing of the swing bolsters is secured by steel coil springs with parallel hydraulic rotating dampers. On the swing bolsters there are pivot bearings, which facilitate full rotation of the bogie below the body without any limitations.
...
Wikipedia