Tatra T3 is legendary worldwide tram (to today serve in: czech republic, post sviet republic, india, north korea... and many other countries) Tram T3 is the world's first in the number of units produced.
Just a small detail : when I learned how to drive PCC's in Brussels (Belgium), I was always told that if my foot was not on the traction pedal, I should immediately put it on the brake pedal while coasting : reaction speed in case of emergency. Just my tuppence worth ...
Same for Prague (Czech republic), you are supposed to have foot near brake pedal not only in PCC accelerator trams (Tatra T1/T2R/T3/T3SU/T3SUCS), but also for others with pedals. (T3M,T3M-2DVC,T3R.P(V),T3R.PLF).
That is the rule, but a lot of folk keep it just behind the brake to rest their foot and if you do that, you just need to be quick with foot work. I've operated them on and off since 2002. [SF]
Left pedal is the Interlock or "Deadman" pedal, which has to be held partway down. If the deadman pedal is released, the brake brakes apply, the sanders dump sand, the gong rings and the doors balance. Many trolleys, streetcars, and locomotoves have some form of "deadman" pedal or hancdle that has to be maitianed in position to operate. Thanks for your question and interest Brad
Hello Bradley Preston. Thank you so much for your wonderful video. I had a theoretical exam where I had to describe the accelerator. I know the theory. But thanks to you, I understood how it works in practice. Please tell me does the accelerator work on modern trams like that too?
Thanks! There is always some spring tension, just a matter of how much. Also speed, grade, and such have effect. I may have lifted slightly off the power, but not clear off, if the contacts open at the controller and the car goes into "coast" the pilot motor moves to the ready for braking position (from your comment you know all that I bet!) Thanks again, Brad
It is not true that Czechoslovakia did not pay license fees for PCC. The cooperation between ČKD and Westinghouse, concluded even earlier during the "1st Czechoslovak Republic", also consisted in the mutual exchange of licenses between the two companies. According to my sources, $10,000 was paid for the first 25 trams produced, which means 50 complete chassis covered by the parts contract. The following chassis were already redesigned by ČKD-Tatra Smíchov's own design, which was no longer subject to the fee arrangement for each manufactured chassis according to the PCC model. Grandfather and great-grandfather worked at ČKD-Tatra, Prague-Smíchov, and ČKD-Sokolovo, Prague-Vysočany, and participated in the technical development of the T2 and T3 types. Greetings to all of you from Prague, Jan.
@Myrtone The reason is to stop the streetcar if the operator becomes incapacitated. The sound you hear is the traction motors, axles and wheels. The pitch changes with the speed of the streetcar.
Awesome. I know it from the Tatras and their lovely sound (especially the main contactor) in some towns of Eastern Germany. But meamwhile nearly all of them are thyristor controlled.
Thanks to all who have viewed and commented on this and the other PCC Streetcar technical videos, I will make more as the opportunity and time allows :) Over 5000 views!
Wouldn't it have been much more practical to design this vehicle with levers rather than pedals? I don't understand the use of the pedals, which are also complicated and tiring when the hands are completely free and with a single lever it is possible to have both the accelerator and the brake, most of the trams and I think almost all trains are made like this, with levers.
Don't forget that the PCC was designed in the mid-1930s, 20th century, and then the trams didn't have delicate joysticks to steer, only heavy actuators that manually moved the contacts with a crank. Therefore, the use of pedals to control was an innovative solution, which also tried to resemble the control of a car. I have a friend who is a tram driver, he drives both modern trams and older PCCs and admits that after a whole day of pressing the pedals, his legs hurt...
@@faurl35h I understand....but the driving position for the reverse gear should have a manual control for the gas. There are several trams around the world built in the 1930's, 80% all have hand levers and controls. I find it very uncomfortable to just use the feet
@@nasinopuzzolente5396 There is no problem in upgrading the electrical system to use manual controls. Many retrofit PCCs have a manual control panel. ua-cam.com/video/PbjoeO_-zPQ/v-deo.html
Great to see all the action at once. But for safety, when not accelerating, the operator's right foot should be resting on the brake pedal. (operator and line instructor for 25+ years)
Tatra T3 is legendary worldwide tram (to today serve in: czech republic, post sviet republic, india, north korea... and many other countries) Tram T3 is the world's first in the number of units produced.
Rostislav Bycek Only sad fact about Czech PCC derivates is that license fees were never fully settled by Czechoslovak goverment :/
Just a small detail : when I learned how to drive PCC's in Brussels (Belgium), I was always told that if my foot was not on the traction pedal, I should immediately put it on the brake pedal while coasting : reaction speed in case of emergency. Just my tuppence worth ...
I was learned the same in Warsaw, when driving 105Na. But to be honest - it's for dangerous places
Same for Prague (Czech republic), you are supposed to have foot near brake pedal not only in PCC accelerator trams (Tatra T1/T2R/T3/T3SU/T3SUCS), but also for others with pedals. (T3M,T3M-2DVC,T3R.P(V),T3R.PLF).
That is the rule, but a lot of folk keep it just behind the brake to rest their foot and if you do that, you just need to be quick with foot work. I've operated them on and off since 2002.
[SF]
Left pedal is the Interlock or "Deadman" pedal, which has to be held partway down. If the deadman pedal is released, the brake brakes apply, the sanders dump sand, the gong rings and the doors balance. Many trolleys, streetcars, and locomotoves have some form of "deadman" pedal or hancdle that has to be maitianed in position to operate. Thanks for your question and interest Brad
Very much like driving a new truck or bus, with automatic, pretty impressive for something designed in the late 1930s!
Hello Bradley Preston. Thank you so much for your wonderful video. I had a theoretical exam where I had to describe the accelerator. I know the theory. But thanks to you, I understood how it works in practice. Please tell me does the accelerator work on modern trams like that too?
Thank you. Great to see the combination of action shots.
Thanks! Happy to see all the interest in these videos, and streetcars.
Thanks! There is always some spring tension, just a matter of how much. Also speed, grade, and such have effect. I may have lifted slightly off the power, but not clear off, if the contacts open at the controller and the car goes into "coast" the pilot motor moves to the ready for braking position (from your comment you know all that I bet!) Thanks again, Brad
It is not true that Czechoslovakia did not pay license fees for PCC. The cooperation between ČKD and Westinghouse, concluded even earlier during the "1st Czechoslovak Republic", also consisted in the mutual exchange of licenses between the two companies. According to my sources, $10,000 was paid for the first 25 trams produced, which means 50 complete chassis covered by the parts contract. The following chassis were already redesigned by ČKD-Tatra Smíchov's own design, which was no longer subject to the fee arrangement for each manufactured chassis according to the PCC model. Grandfather and great-grandfather worked at ČKD-Tatra, Prague-Smíchov, and ČKD-Sokolovo, Prague-Vysočany, and participated in the technical development of the T2 and T3 types. Greetings to all of you from Prague, Jan.
@Myrtone The reason is to stop the streetcar if the operator becomes incapacitated. The sound you hear is the traction motors, axles and wheels. The pitch changes with the speed of the streetcar.
Big thank for this video!
Обалдеть, какие ровные рельсы!!!
Awesome. I know it from the Tatras and their lovely sound (especially the main contactor) in some towns of Eastern Germany. But meamwhile nearly all of them are thyristor controlled.
Amazing, thank you for uploading this Video :)
Thanks to all who have viewed and commented on this and the other PCC Streetcar technical videos, I will make more as the opportunity and time allows :)
Over 5000 views!
Nice video editing,..cool vid.
Wow this is a cool video...
Wouldn't it have been much more practical to design this vehicle with levers rather than pedals? I don't understand the use of the pedals, which are also complicated and tiring when the hands are completely free and with a single lever it is possible to have both the accelerator and the brake, most of the trams and I think almost all trains are made like this, with levers.
Don't forget that the PCC was designed in the mid-1930s, 20th century, and then the trams didn't have delicate joysticks to steer, only heavy actuators that manually moved the contacts with a crank. Therefore, the use of pedals to control was an innovative solution, which also tried to resemble the control of a car. I have a friend who is a tram driver, he drives both modern trams and older PCCs and admits that after a whole day of pressing the pedals, his legs hurt...
@@faurl35h I understand....but the driving position for the reverse gear should have a manual control for the gas. There are several trams around the world built in the 1930's, 80% all have hand levers and controls. I find it very uncomfortable to just use the feet
@@nasinopuzzolente5396 There is no problem in upgrading the electrical system to use manual controls. Many retrofit PCCs have a manual control panel. ua-cam.com/video/PbjoeO_-zPQ/v-deo.html
Great to see all the action at once. But for safety, when not accelerating, the operator's right foot should be resting on the brake pedal. (operator and line instructor for 25+ years)
@Myrtone LOL not "decapitated"