Büssing DE
| Büssing DE | |
|---|---|
Büssing DE 65 BVG coach 1662 |
|
| DE | |
| Manufacturer: | Chassis and engine: Büssing AG , structure: Gaubschat , DWM , O&K |
| Design type: | double-decker bus |
| Production period: | 1965-1974 |
| Axes: | 2 |
| Power: | with swirl chamber diesel engine U7 150 HP, with direct injection U7D 156 HP |
| Length (mm): | 11,165 |
| Width (mm): | 2,500 |
| Height (mm): | 4.051, 4.040 |
| Doors: | 2 (double wide) |
| Stairway: | 1 (middle) |
| Seats: | 90, 86 (DES) bottom: 37, top: 53 |
| Standing room: | 8th |
| Weight (kg): | Empty: 9,100, total: 15,800 |
| Previous models: | Büssing D2U , DF |
| Successor: | MAN SD 200 |
| Similar models: | Büssing Prefect 26 |
The Büssing DE is a double-decker bus that was designed and produced by the West Berlin coachbuilder Gaubschat with chassis components from Büssing in the mid-1960s for the needs of BVG (West) for use in one-man operation .
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The type DE is regarded as the successor to the Büssing D2U or the DF and was built from 1965 to 1974 in several, slightly different series by different manufacturers for the BVG. The buses of the type DE had - like their predecessors - an underfloor mounted diesel engine from Büssing U 7 with 150 HP or later U 7 D (with direct injection ) with 156 HP, which was installed behind the right front wheel with a flange (on the vehicles BVG two-stage), automatic Voith -Diwabus transmission (Voith Diwabus 150 U2 (car 1659-1854) or Voith Diwabus 502-2 (car 2001-2622)). This transmission gave the DE car a characteristic, turbine-like “howl” while driving and a “singing” when stationary, which was typical for DE buses.
Like the DF type, it had air suspension and a lowered central aisle in the lower deck, so that despite the low overall height in the upper deck, a level floor with a 2 + 2 seating arrangement could be created. Because it was used in one-man operation, the bus was given a two-lane entrance opposite the driver's seat with a four-part, pneumatic folding folding door operated by the driver and one in the middle of the vehicle. In the Berlin version, the latter was supplemented with locking bars attached to the sides, which the disembarking passengers had to push outwards in order to release the exit. This barrier (so-called "Stuttgart pendulum barrier") should prevent passengers from using the rear door as an entry (either accidentally, as is usual with the older types, or deliberately to bypass the driver's cash register and drive "black") , and after swiveling back, an electrical contact started the closing process of the door after a certain delay of about two seconds. The stop brake was only released (automatically) after the closing process was completed (provided the driver had already put the "Stop brake" switch on the dashboard back ("co-operation")), so that the car could accidentally start up or roll away with the rear door open was impossible. The opening of this door, on the other hand, was only semi-automatic, because here, too, the cooperation (i.e. conscious control) of the driver was necessary, who not only complied with the request to open the rear door via the "bus stop brake" switch , but also the electro-pneumatic bus stop brake at the same time so that inadvertent opening of the door while driving was not possible, or it quickly brought the car to a standstill. This stop brake was previously unknown in Berlin, the previous types had to be held by the driver at the stops with the foot brake.
In the first DE 65 series, these pendulum barriers were still attached to a central rod. Since this made it very difficult for strollers to get in, this error was quickly corrected by attaching the swing barriers to the two side posts and omitting the central bar. Nevertheless, these barriers, which could only be opened outwards, were a nuisance for boarding passengers with prams during the entire operating time, because it often took three people to get the pram onto the bus. The vehicles were later fitted with magnets on the barriers. These kept the barriers open after the driver had pressed a switch. The bus type had two angled stairs to the upper deck in the middle of the vehicle on the left side of the vehicle, which in the first series was a little further back than in the last series. This change also required a different window layout on the left side of the vehicle. The first two series (DE 65 and DE 67) could be distinguished from the successor series by wider window pillars, a raised black bar under the windows and a smaller overhang of the roof over the front upper-deck windows.
Right from the start, the buses for Berlin received a radiotelephone - required for one-man operation - with an antenna in a curved tube that was visible from the outside and placed under the upper left front window . At the BVG there was a sign box for the line number and one for the destination at the front, which, like the predecessor vehicles, were equipped by the driver with sheet metal reversing signs. There was also no destination tape on the side or back , but transparent plastic signs attached to the inside of the windows (on the right for line number and destination, at the back for the line number). On the left in the window in the middle there was a metal sign with the so-called “Oder-Neisse Line”, which can be read from the inside, showing the layout of the lines with all the streets passed and connections to other lines.
The BVG internal abbreviation DE stands for D oppeldecker- E inmannwagen. Vehicles from 1968 were temporarily an exception here (DES 68). For this series, the BVG decided to convert 135 cars from 1976 to 1981 with an additional conductor's seat behind the longitudinal bench above the left front wheel arch due to an overhang of conductors . The passenger flow remained unchanged from the front to the middle.
Since BVG (West) failed to further develop the tariff and handling system and adapt it to the special requirements in good time (increase in the proportion of season tickets , introduction of multiple-trip tickets and validators ) at the beginning of the increased one-man bus operation required by the shortage of staff in the 1960s ), difficulties arose when the old D2U conductors were replaced by DE buses on the main lines with high demand: The more complicated handling processes (tear-off tickets made of thin paper and the current data printed with a hand stamp by the driver) led to the extension of the stopping times at the Stops and thus prevented an efficient use. Even after the start of the use of validators, it took a long time for customers to get used to it and thus for the processing to be accelerated. From the beginning of 1970, for example, some DE 68 series buses were initially equipped with reversible cash registers, so that an additional conductor could take over passenger handling in the place directly behind the driver. From 1973 further DE 68 were equipped with it. From March 1976, over a hundred more DE 68s with a permanent conductor's seat in the area of the two benches behind the front left longitudinal bench were converted in addition to the previously retrofitted. This type of substructure, known as DES, with 135 cars, was rebuilt into normal DE one-man cars by May 1981.
The very first two vehicles (or indirect prototypes ) that were put into service of the type DE were the cars built by O&K 1750 and 1751, which can be assigned to the DE 65 series. They were used for the first time on October 30, 1965 on the "triangle" excursion line through the Grunewald in passenger service.
The distribution of the wagons in the BVG numbering scheme was determined as follows:
- DE 65 : 1659-1794
- DE 67 : 1795-1854
- DE / DES 68 : 2001-2200
- DE 70 : 2201-2303
- DE 71 : 2304-2330, 2364-2398
- DE 72 : 2331-2363, 2399-2445
- DE 73 : 2446-2513
- DE 74 : 2516-2622
The body manufacturers Gaubschat, Orenstein & Koppel (O&K) and DWM (most recently as Waggon Union) were responsible for the construction of this vehicle type during the production period .
A total of 816 vehicles were produced for the BVG and nine more for the Lübeck-Travemünder Verkehrsgesellschaft (LVG) (built in 1968 and 1972). 1973 it was decided that vehicle type due to changed EU standards by the new, on VÖV-standard bus -oriented type SD ( S tandard D to replace ouble decker). The now required increased drive power could no longer be achieved in a double-decker bus by an underfloor motor between the axles, so that this - like the Senator or Prefect 25 and 26 body-built by Büssing (at the same time as the DE buses) - has one Received underfloor engine in the stern.
The regular service of the DE series in Berlin ended on October 1, 1987, making this vehicle type representative of West Berlin bus traffic for 23 years. For this reason, individual copies have been bought or taken over by the working group Traditionsbus Berlin in recent years . Partly in their original condition. The AG Traditionsbus occasionally uses DE buses in regular service on the excursion bus route 218 through the Grunewald. Otherwise type DE buses can only be admired on special trips and exhibitions.
Web links
literature
- Carl-Wilhelm Schmiedeke: One-man double-decker buses in West Berlin . In: Der Stadtverkehr , issue 2/1966, pp. 52–53, Werner Stock, Brackwede 1966
- Dieter Gammrath, Heinz Jung: Berlin omnibuses . Alba-Verlag, Düsseldorf 1988, ISBN 3-87094-334-3