Munich tram series P
| Munich tram series P (railcars) |
|||
|---|---|---|---|
 |
|||
| P 1.65 |
P 2.12 P 2.13 |
P 3.16 | |
| Numbering: | 101-102 | 2001-2002 | 2003-2044 |
| Number: | 2 cars | 2 cars | 42 cars |
| Manufacturer : | Rathgeber | ||
| Year of construction (s): | 1959-1960 | 1964-1965 | 1966-1968 |
| Retirement: | 1976 | 1981 | from 1997 |
| Gauge : | 1435 mm | ||
| Length over coupling: | 26,350 mm | 16,700 mm | 16,700 mm |
| Height: | 3180 mm | 3180 mm | |
| Width: | 2350 mm | 2350 mm | |
| Empty mass: | 22.0 t | 23.3 t | |
| Top speed: | 70 km / h | 80 km / h | 70 km / h |
| Hourly output : | 200 kW | 356 kW | 356 kW |
| Traction motors: | 2 | 4th | 4th |
| Power transmission: | Overhead line | ||
| Seats: | 54 | 46 | 42 (from 1970/72 40) |
| Standing room: | 180 | 112 (from 1970/72 106) |
118 (from 1970/72 111) |
| Munich tram series p (sidecar) |
|||
|---|---|---|---|
|
p 2.14 p 2.15 |
p 3.17 | ||
| Numbering: | 3001-3002 | 3003-3040 | |
| Number: | 2 cars | 38 cars | |
| Manufacturer : | Rathgeber | ||
| Year of construction (s): | 1964-1965 | 1966-1968 | |
| Retirement: | 1981 | from 1997 | |
| Gauge : | 1435 mm | ||
| Length over coupling: | 16,700 mm | 16,700 mm | |
| Height: | 3180 mm | 3180 mm | |
| Width: | 2350 mm | 2350 mm | |
| Empty mass: | 16.2 t | ||
| Seats: | 41 (from 1969/70 42) |
40 (from 1970/72 42) |
|
| Standing room: | 136 (from 1969/70 120) |
130 (from 1970/72 120) |
|
As P series , the 13th generation is tram - railcars of Trams in Munich called. Some P-cars are still in use today as the only high-floor vehicles operated by the Munich Transport Company (MVG). In 1960 the Josef Rathgeber wagon factory delivered the first two prototypes of the P 1.65 series. However, as it turned out, contrary to expectations, that two conductors were still needed on these trains , there were no further orders. It was not until 1963 that planning began again for a new, high-performance series. Two further prototypes of the P2 series were created. They were built again at Rathgeber with a license from Hansa Waggonbau and showed similarities with the short articulated car GT4 of the Bremen tram . Since the vehicles proved their worth especially with regard to the light rail network planned before the construction of the Munich subway due to their high performance, the Munich transport company of that time ordered a further 42 railcars and 38 sidecars. The delivery took place from 1967 to 1969.
Up to two trains are still used on weekdays on routes 11 and 13 of line 15, four more railcars and two sidecars are currently parked in Munich. Most of the others were scrapped or given to Romania .
history
Type P 1
Prehistory and operational history
In 1960 the state capital Munich operated 24 tram lines. These were used with 302 railcars and 380 sidecars. The railcars were not enough to cope with the heavy traffic. The streets in Munich's old town were overcrowded, especially during rush hour , so that the trams usually only made slow progress. An underground tram was seen as the solution . The tram lines should run underground in the city center in order to come back to the surface in the outskirts. A new type of railcar should also be created for the Unterpflasterbahn. The first prototype of the P 1.65 series was manufactured by the Josef Rathgeber wagon factory and delivered in the spring of 1960. It was given the road number 101, the second car that was delivered later was given the number 102.
The two railcars were used on line 12 from Herkomerplatz to Wettersteinplatz and also for testing on lines 3, 8, 25 and 29. After initial analyzes in 1961, it turned out that the new series did not meet expectations. Above all, the hoped-for reduction in personnel did not materialize because, because of the ticket sales that were still common at the time, two conductors per train were still necessary. In addition, the entry times were longer compared to the type M, since the type P 1 only had five instead of six doors. Due to the articulated construction, the maintenance costs of the type P 1 trains were higher than that of the type M trains. In 1976 the railcars were retired due to the high maintenance costs. Car 102 has been back in Munich since June 2015 after spending many years in the Hanover Tram Museum .
technology
In terms of construction, the cars essentially corresponded to the M series . The trains consisted of a steering three- axle multiple unit and a sidecar, which were connected by a floating middle section . Instead of the telescopic sliding doors of the previous M series delivery series, they were given larger outward swinging doors, which were then also used in the last M 5 series and in the P 2 and P 3 series. In addition, they were equipped with an electropneumatic control from Kiepe so that the trains could run in tunnels as a train set. Because of its length of 26.35 meters, it was nicknamed the Tatzelwurm by passengers .
Type P 2
History of origin
Since the prototype P 1 did not prove itself, the Münchner Verkehrsbetriebe ordered 24 type M trains on June 16, 1962 instead of further cars of this series. However, more powerful types had to be procured for the new tunnel and light rail-like routes. The use of Duewag standard cars was not possible in Munich because the curve radii are too small. The new head of the Rathgeber company was formerly the board member of Hansa Waggonbau in Bremen, so he proposed the construction of short articulated wagons under license from Hansa.
At the beginning of 1963, however, additional M-cars were ordered to replace the pre-war series. On June 7, 1963, two prototypes of the Bremen wagons were ordered from Rathgeber by Hansa Waggonbau. The trains were to be delivered in the winter of 1964/65 in order to carry out the first test drives. However, the deadline could not be kept because the Munich transport company requested some changes to the vehicles. Two different electronic devices were tested in the prototypes, so that each was given its own type designation.
Car 201 received the series designation P 2.12, car 202 was classified under the series P 2.13 in the series scheme. The sidecars were designated as series p 2.14 and p 2.15 and had the car numbers 2001 and 2002.
technology
Both vehicles were two-part short- articulated cars designed for 158 passengers in the railcar and 177 passengers in the sidecar. A conductor only drove in the sidecar, so that tickets could only be purchased in the sidecar. The car bodies were 16.7 meters long and 2.35 meters wide. This corresponds to a usable area of around 25 square meters. There were four DC motors in each railcar. Car 201 received SSW engines of type GB 197/17, car 202 engines of type US 5057 a from AEG . All engines had an output of 110 hp. The top speed was 80 km / h and was limited by an automatic. Each car was equipped with four outward swinging doors. These were operated with compressed air. The doors in the front railcar were controlled by the driver, those in the sidecar by the conductor. The railcars received single- arm pantographs from Dozler.
The driver's cab was set up similarly to the M-cars. A new double cam travel switch was created for the heavy current control. The drive switch on car 201 had 20 driving and 17 braking levels. The car 202 was equipped with 16 driving and 17 braking levels. The railcar 201 also received a Simatic control, the railcar 202 a Geamatic control. These were used to control several railcars from one driver's cab. The car ceiling of the railcar 201 was equipped with perforated panels, the railcar 202 received a roof panel in which several ventilation slots were integrated.
Operation history and conversions
Railcar 201 was completed in June 1965 and presented to the public at the International Transport Exhibition. The sidecar was delivered on September 4, 1965. The maiden voyage took place on November 2, 1965. The official commissioning was on December 11, 1965. The car was handed over to the Munich transport company on December 23, 1965. Car 202 was handed over on August 14, 1965, but due to the technical commissioning it was not available until March 17, 1966. The sidecar was delivered on January 22, 1966 and put into operation on April 7, 1966. The trains were based in depot 7 and were used on tram line 25 from Max-Weber-Platz to Grünwald. From 1967 they were used on line 8 from Hasenbergl to Fürstenried West. However, because of the low ground clearance of the railcars and the associated bumping into the curbs, they were soon used again on line 25. From May 1968 to March 1970 the trains were adapted to the P 3 series cars. A ticket machine was installed in the sidecar so that the trains now run without conductors. Passengers could buy day tickets and strip tickets at the ticket machine, and single tickets could be purchased from the driver. After the conversion, the trains still showed some differences to the series vehicles. On June 18, 1968, railcars 201 and 202 were given new car numbers. These corresponded to the series scheme of the series vehicles and were the numbers 2001 and 2002. The sidecars previously provided with these numbers were renumbered 3001 and 3002.
In 1970, the trains were relocated to depot 3 and from there they were used on lines 19 and 29. The trains were rarely used on lines 8 and 16. In 1972 the coupling of the trains was rebuilt so that they could also be used with a type P 3 sidecar. In 1976 the ivory-colored decorative stripe under the ribbon window was removed. In the following years, however, the trains proved to be too prone to failure. That is why it was decided in January 1981 that the trains would be taken out of service in the event of major damage. When a brief overhaul for the 2001 railcar was due on January 22, 1981, it was parked. Since October 7, 1981, the railcar has been used by fire station 2 on Aidenbachstrasse for training purposes. In December 1980, the railcar was parked in 2002 after an accident on July 29, 1980. In the autumn of 1982 it was scrapped in Kolbermoor . However, the sidecars received a major overhaul. During the overhaul of sidecar 3002, it was discovered that asbestos was being used as an insulation material . The 3002 sidecar was immediately parked in depot 3, the 3001 sidecar drove until the deadline on December 1, 1989 and was then parked. The asbestos in sidecar 3001 was removed and it served as a storage car for the Friends of the Munich Tram Museum Association . The 3002 car was scrapped.
Type P 3
History of origin
Since the P 2 series was convincing except for a few defects, the Munich tram's 9th car procurement program decided to buy more P type trains. The main advantage of the P type was that only one conductor was required per train, thus saving personnel. In May 1966, 22 railcars and 20 trailer cars were ordered from Rathgeber. The electronic drive switch control Geamatic was dispensed with, which was mainly due to financial reasons. Each railcar cost 410,000 D-Marks , the price of the sidecars was estimated at 218,776 D-Marks. The railcars were designated as type P 3.16 and were given the car numbers 2003 to 2024. In April 1967 the second series was ordered. The railcars, which were already equipped with Geamatic ex works , cost 371,485 D-Marks each, these were given the car numbers 2025 to 2044. The sidecars were given the car numbers 3023 to 3040 and cost 210,990 D-Marks each.
technology
The trains of type P 3 had no trim. They received an additional center headlight, which is intended for reversing. In contrast to type P 2, vehicles of type P 3 were fitted with target sign boxes on the sides, which were only available there at the rear. The trains of the second series were still equipped with a hand crank for setting the target sign boxes, later the trains of the first series were retrofitted with a hand crank. The perforated panels used in car 201 served as ceiling cladding and only a few buttons and levers were moved in the driver's cab. Instead of the single-arm pantograph used in the P 2 type, a high-speed single-arm pantograph was used in the P 3 multiple unit. The engine was the type US5057a from AEG, which was already used in car 202 and reached a top speed of 70 km / h.
Mission history
The delivery of the trains began in September 1967. The trains were stationed in depots 4 on Soxhletstrasse and 6 on Hofmannstrasse. From the timetable change in December 1967, the vehicles were used on line 8. After delivery of the second series began in the summer of 1968, the vehicles of the first series were pushed onto lines 19 and 29. The trains of the first series were later stationed in depots 2 in Steinhausen and 3 on Westendstrasse. In 1968, the new P-type vehicles allowed numerous pre-war vehicles to be taken out of service. On May 21, 1969, the last vehicle with the car number 2044 was delivered, the delivery was delayed because the quality defects that had already been identified in the other vehicles could still be repaired on this train. From 1970 to 1972 the vehicles were converted to run without a conductor. A ticket machine was installed in the sidecar, where passengers could purchase day tickets and patrol tickets. The driver sold single tickets. In the period that followed, the railcars were used on almost all lines. The area in the Neuhausen-Nymphenburg district was an exception , where the wide P-cars could not be used for a long time because the cars would have touched each other in curves.
In the years 1990 to 1991 the Geamatic control was removed because it became more and more prone to failure and the procurement of spare parts became more and more difficult. From 1992 onwards, all trains that were overhauled were given a new color scheme. The traditional tram blue and ivory were replaced by brilliant blue and antique white. The roofs were painted dark gray instead of light gray. From January 1997 the P-Wagen 2031 was converted into a party car in the main workshop. However, the renovation was never completed. The last main inspections should be carried out in 1997. From the end of the 1990s, the P-cars were gradually replaced by the low-floor cars of the R 3.3 series.
The original plan was to replace the last P-cars in December 2011 with the new Variobahns of the S series . However, these were only provisionally approved, in March 2012 nine of a total of eleven of the new railcars had to be taken out of service due to damage to the wheels.
Since the frequency of individual lines has been increased in the meantime and the Variobahns could not be used due to technical deficiencies and approval problems, up to three P-trains again ran on lines 17, 21 and 27 from April 2012. After June 30, 2012 only A train was still in use on line 17, the MVG surprisingly announced on July 24, 2012 that trains that had already been parked would be reconditioned. As a result, the railcars 2031, 2028, 2006 and 2010 as well as the side cars 3014, 3039 and 3037 received a new general inspection as well as new ticket machines and validators. They returned to lines 17 and 27 between November 2012 and January 2013. Up to December 2013, railcars 2005 and sidecar 3005 were also fully examined, so that from then on six railcars and five sidecars were operational.
From December 2013, the P-cars were used alternately on lines 15, 21, 22 and 28. When the deadline expires, Wagen 2021 has been parked since the end of September 2014 and Wagen 2028 since November 30, 2014. When Car 2031 was parked in 2016, only two railcars and four sidecars are still in use.
Whereabouts
Two vehicles were used for special purposes in their last years of operation; for this purpose, the ticket machine and the validator were temporarily removed. The P-Wagen 2031, which was converted into a party car in 1997, was regularly used for special trips, the P-Wagen 2006 was regularly used as a Christmas tram from 1994 during the Advent season. Both are back in regular service today (as of January 2014). The 2009 car was exhibited in the MVG Museum until January 2016 and is now used as a spare parts dispenser.
21 railcars and 22 sidecars were handed over to the Timișoara tram between 2000 and 2005 through the mediation of the Munich Tram Association . There, the Societatea de Transport Public Timișoara uses them under their old company numbers but with a new paint job to this day. On May 31, 2008, 13 trains were still operational, another sidecar served as a spare part donor. The rest were replaced by younger Wegmann light rail vehicles from Bremen. By 2014, the number was reduced to eight railcars and four sidecars. In Timișoara , the P 3 railcars also run solo in some cases.
Two more trains went to the Bucharest tram in the Romanian capital in December 1998 . However, they were never used as planned there, number 2008 was converted into a party car and the remaining three cars were scrapped.
Railcar in use in 2006 as the Christkindl tram, December 2005
Railcar 2041 with sidecar in Timișoara
Timișoara: Railcar 2013 solo on line 4
Driver's cab of the P-car 2006
vehicles
| number | delivered | switched off | retired | Remarks |
|---|---|---|---|---|
| 101 | 1960 | 1976 | 1976 | |
| 102 | 1960 | 1976 | 1976 | |
| 2001 | Dec 23, 1965 | Jan. 22, 1981 | June 24, 1982 | retired, due to a short overhaul; until June 17, 1968 car number 201 |
| 2002 | Aug 14, 1965 | July 29, 1980 | June 24, 1982 | shut down due to accident; until June 17, 1968 car number 202 |
| 2003 | Sep 1 1967 | Aug 27, 1999 | Aug 27, 1999 | 2000 sold to Timișoara |
| 2004 | Sep 14 1967 | 2001 | 2001 | 2001 sold to Timișoara |
| 2005 | Sep 20 1967 | - | - | in service again since December 2013 |
| 2006 | 25 Sep 1967 | - | - | drove from 1994 to 2012 on special trips and as a Christkindl tram, since the ticket machine and validator expanded since December 17th, 2012 again in regular service |
| 2007 | 29 Sep 1967 | Nov 1, 1998 | Aug 31, 1999 | shut down, due to a general inspection |
| 2008 | Oct 28, 1967 | Aug 1, 1997 | Jan. 21, 1998 | shut down because main inspection is due; sold to Bucharest on December 16, 1998 |
| 2009 | Nov 2, 1967 | unknown | - | until January 2016 at the MVG Museum spare parts dispenser |
| 2010 | Nov 16, 1967 | - | - | in line service again since the beginning of 2013 |
| 2011 | Nov 29, 1967 | 1997 | 1997 | |
| 2012 | Dec. 4, 1967 | 2005 | 2007 | Scrapped in 2007 |
| 2013 | Dec. 27, 1967 | 2001 | 2001 | 2001 sold to Timișoara |
| 2014 | Dec 28, 1967 | Aug 1, 2000 | Aug 1, 2000 | retired due to due general inspection |
| 2015 | Dec 29, 1967 | Jan. 22, 1997 | Apr 1, 1997 | Retired due to damage to the wheel tire, parked in Blindheim in 2007 |
| 2016 | Jan. 4, 1968 | Jan. 31, 1995 | May 8, 1995 | retired due to a collision; scrapped on May 29, 1996 |
| 2017 | Jan. 19, 1968 | June 26, 1997 | 2000 | shut down because main inspection is due; 2000 sold to Timișoara |
| 2018 | Jan. 29, 1968 | March 8, 1993 | Dec 1, 1994 | shut down due to a collision; scrapped on May 29, 1996 |
| 2019 | Feb 6, 1968 | unknown | 2005 | Scrapped in 2007 |
| 2020 | Feb 16, 1968 | Oct 21, 1997 | July 7, 1998 | 2000 sold to Timișoara |
| 2021 | 4th March 1968 | 17 Sep 2014 | - | shut down, due to a general inspection |
| 2022 | March 7, 1968 | 2005 | 2005 | |
| 2023 | Apr 1, 1968 | unknown | 2001 | 2001 sold to Timișoara |
| 2024 | Apr 3, 1968 | unknown | 2003 | 2003 sold to Timișoara |
| 2025 | May 20, 1968 | 23 Aug 2000 | 23 Aug 2000 | retired due to engine failure |
| 2026 | 4th June 1968 | unknown | 2003 | sold to Timișoara |
| 2027 | June 25, 1968 | 17 Sep 1994 | Dec 1, 1994 | shut down due to a collision; scrapped on June 16, 1995 |
| 2028 | June 26, 1968 | Nov 30, 2014 | - | in service again from December 10, 2012, since the end of November 2014 |
| 2029 | June 27, 1968 | Aug 12, 1997 | Sep 11 1998 | shut down due to a collision; scrapped on January 25, 1999 |
| 2030 | 5th July 1968 | Feb 17, 1999 | Aug 31, 1999 | shut down because main inspection is due; 2000 sold to Timișoara |
| 2031 | 17th July 1968 | 2016 | - | Use from 1997 to 2012 only for special trips, since the ticket machine and validator were removed again in regular service from November 14, 2012, since 2016 it has been parked |
| 2032 | July 26, 1968 | unknown | 2003 | 2003 sold to Timișoara |
| 2033 | Aug 6, 1968 | June 10, 1997 | 4th July 1997 | retired due to cable fire; sold to Bucharest on December 16, 1998 |
| 2034 | Aug 20, 1968 | Sep 1 1998 | Sep 11 1998 | shut down because main inspection is due; 2000 sold to Timișoara |
| 2035 | Aug 28, 1968 | June 1, 2000 | June 1, 2000 | retired due to due general inspection; 2000 sold to Timișoara |
| 2036 | Sep 12 1968 | unknown | 2001 | 2001 sold to Timișoara |
| 2037 | 25 Sep 1968 | unknown | 2001 | 2001 sold to Timișoara |
| 2038 | Oct 2, 1968 | unknown | 2001 | 2001 sold to Timișoara |
| 2039 | Oct 17, 1968 | unknown | 2001 | 2001 sold to Timișoara |
| 2040 | Oct 31, 1968 | unknown | 2003 | 2003 sold to Timișoara |
| 2041 | Nov 6, 1968 | 4th July 2000 | 4th July 2000 | 2000 sold to Timișoara |
| 2042 | Nov 22, 1968 | unknown | 2001 | 2001 sold to Timișoara |
| 2043 | Dec 11, 1968 | June 17, 1998 | 2000 | 2000 sold to Timișoara |
| 2044 | May 21, 1969 | Apr 1, 2000 | Apr 1, 2000 | 2000 sold to Timișoara |
| 3001 | 4th Sep 1965 | Dec. 1, 1989 | July 23, 1992 | from June 18, 1968 wagon number 3001; Adaptation to type p3 1972; shut down because main inspection is due; Used as a storage trolley until 2000 |
| 3002 | Jan. 22, 1966 | May 1, 1989 | July 23, 1992 | from June 18, 1968, car number 3002; Adaptation to type p3 1972; turned off because of asbestos; scrapped on January 14, 1993 |
| 3003 | Sep 1 1967 | unknown | unknown | |
| 3004 | 13 Sep 1967 | unknown | unknown | |
| 3005 | 21 Sep 1967 | - | - | |
| 3006 | 28 Sep 1967 | Aug 5, 1997 | Sep 11 1998 | sold to Bucharest on December 18, 1998 |
| 3007 | Sep 30 1967 | June 26, 1997 | 4th July 1997 | shut down, due to a general inspection |
| 3008 | Oct 20, 1967 | unknown | unknown | 2001 sold to Timișoara |
| 3009 | Oct 31, 1967 | unknown | unknown | 2003 sold to Timișoara |
| 3010 | Nov 13, 1967 | unknown | unknown | |
| 3011 | Nov 26, 1967 | Apr 1, 1999 | Aug 31, 1999 | shut down, due to a general inspection |
| 3012 | Dec. 1, 1967 | unknown | unknown | |
| 3013 | Dec 8, 1967 | unknown | unknown | |
| 3014 | Dec 28, 1967 | unknown | - | from 10 December 2012 back in service, parked |
| 3015 | Dec 29, 1967 | June 15, 1998 | June 23, 1998 | shut down because main inspection is due; 2000 sold to Timișoara |
| 3016 | Jan. 2, 1968 | June 15, 1998 | unknown | parked because of damage to the wheel tire; 2000 sold to Timișoara |
| 3017 | Jan. 16, 1968 | - | - | from March 17, 1997 conversion to a party car |
| 3018 | Jan. 23, 1968 | Aug 5, 1997 | Jan. 21, 1998 | sold to Bucharest on December 16, 1998 |
| 3019 | Feb. 2, 1968 | June 15, 1998 | June 23, 1968 | parked because of damage to the wheel tire; 2000 sold to Timișoara |
| 3020 | Feb. 15, 1968 | unknown | unknown | 2001 sold to Timișoara |
| 3021 | 5th March 1968 | unknown | unknown | 2001 sold to Timișoara |
| 3022 | March 8, 1968 | Jan. 1, 2000 | unknown | shut down because main inspection is due; 2000 sold to Timișoara |
| 3023 | May 9, 1968 | unknown | unknown | 2003 sold to Timișoara |
| 3024 | May 9, 1968 | unknown | unknown | 2003 sold to Timișoara |
| 3025 | May 21, 1968 | Apr 1, 2000 | unknown | shut down, due to a general inspection |
| 3026 | 5th June 1968 | Aug 30, 1999 | unknown | shut down because main inspection is due; 2000 sold to Timișoara |
| 3027 | June 26, 1968 | unknown | unknown | 2001 sold to Timișoara |
| 3028 | 5th July 1968 | May 12, 1999 | Aug 31, 1999 | shut down because main inspection is due; 2000 sold to Timișoara |
| 3029 | July 16, 1968 | Sep 30 1999 | unknown | shut down because main inspection is due; 2000 sold to Timișoara |
| 3030 | July 25, 1968 | Aug 28, 2000 | unknown | shut down, due to a general inspection |
| 3031 | Aug 6, 1968 | unknown | unknown | 2001 sold to Timișoara |
| 3032 | Aug 12, 1968 | unknown | unknown | 2005 sold to Timișoara |
| 3033 | Aug 27, 1968 | unknown | unknown | 2001 sold to Timișoara |
| 3034 | Sep 11 1968 | Jan. 30, 2000 | unknown | shut down because main inspection is due; 2000 sold to Timișoara |
| 3035 | Sep 24 1968 | Jan. 31, 1999 | Aug 31, 1999 | shut down because main inspection is due; 2000 sold to Timișoara |
| 3036 | Oct. 1, 1968 | unknown | unknown | 2003 sold to Timișoara |
| 3037 | Oct 16, 1968 | unknown | unknown | in line service again since the beginning of 2013 |
| 3038 | Oct 28, 1968 | unknown | unknown | 2005 sold to Timișoara |
| 3039 | Nov 7, 1968 | - | - | in regular service again since November 14, 2012 |
| 3040 | Nov 27, 1968 | unknown | unknown | 2001 sold to Timișoara |
literature
- Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 .
Web links
- Data of the P series on mvg.de.
- Description of the P series vehicles on strassenbahn-muenchen.de
Individual evidence
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 .
- ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 68 ( tram magazine. Library ).
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 8 .
- ↑ a b Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, 1976, ISSN 0541-3303 , p. 350–351 ( New series of publications by the Munich City Archives 060).
- ↑ Wanderbücherei and Tatzelwurm in Munich on tramgeschichten.de
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 9 .
- ↑ Thomas Badalec, Klaus Onnich: Munich's M-Wagen. 50 years on three axes . InterTram Fachbuchverlag, Munich 1999, ISBN 3-934503-01-2 .
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 10 .
- ↑ a b Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, 1976, ISSN 0541-3303 ( New series of publications by the City Archives Munich 060).
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 15 .
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 15-16 .
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 16 .
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 16-18 .
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 28, 32 .
- ↑ Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 32 .
- ^ Siegfried Bufe: Tram in Munich . Bufe specialist book publisher, Munich 1977.
- ↑ a b Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 , p. 28-30 .
- ↑ MVG press release, March 27, 2012 ( Memento from October 17, 2013 in the Internet Archive ; PDF; 53 kB)
- ↑ Use of the P-car on line 21 ( Memento of July 13, 2012 in the Internet Archive ) on tramgeschichten.de
- ↑ Use of the P-wagons on line 17 in March 2012
- ↑ Last use of P-Wagen in 2021 on tramgeschichten.de
- ↑ Press release on the Variobahn. ( Memento from February 1, 2014 in the Internet Archive ; PDF; 60 kB) Stadtwerke München, MVG, July 24, 2012.
- ↑ a b c Recommissioning of P-Wagen 2031 ( Memento from November 17, 2012 in the Internet Archive ) on tramgeschichten.de
- ↑ a b c Recommissioning of P-Wagen 2028 on tramgeschichten.de
- ↑ a b Recommissioning of P-Wagen 2006 on tramgeschichten.de
- ↑ Michael Krische: Supply Offensive and Fallback Levels. Munich: Reinforcement lines, more frequent intervals, additional vehicles . In: Tram magazine . Issue 12, 2012, p. 16-19 .
- ↑ Three-quarter P-car on tramgeschichten.de
- ↑ P-car use: From today on 21er on tramgeschichten.de
- ^ P-car Eldorado on Barer Strasse . Tramreport.de; accessed on November 6, 2014.
- ↑ P-car: return to line 21 . Tramreport.de; accessed on January 10, 2015.
- ↑ Hello 2021! Tramreport.de; accessed on October 1, 2014.
- ↑ Pfiat di, 2028! Tramreport.de; Retrieved November 30, 2014.
- ↑ a b c Vehicle fleet list of the Munich tram. tram-info.de; accessed on February 23, 2020.
- ↑ P-Wagen 2006: General inspection completed on tramreport.de, accessed on January 15, 2016
- ^ Ingo Teschke, RAT Timişoara vehicle fleet, as of May 31, 2008
- ↑ a b c d Thomas Badalec, Klaus Onnich: Munich's P-car . InterTram, Munich 2000, ISBN 3-934503-02-0 .
- ↑ a b c d e f g h i j k l m n o p q Retired vehicles ( Memento from August 10, 2011 in the Internet Archive ) on tram-muenchen.de
- ↑ Vehicles still in operation ( Memento from August 10, 2011 in the Internet Archive ) on tram-muenchen.de
- ↑ a b c d e f g h i j k l m n o p q r s t u v Munich tram cars in Romania
