Augsburg tram vehicles
This article presents the operational history of tram vehicles in Augsburg and provides detailed vehicle lists. Here you will find details about the tram vehicles and types that are and were used in Augsburg, about current work vehicles and the historical vehicles still in existence today. An overview of their operational history in Augsburg, their technology and special occurrences in Augsburg can also be found here.
Tram vehicles in Augsburg
Current inventory
| Type | Construction year | Number procured |
Number currently |
Vehicle numbers |
length |
|---|---|---|---|---|---|
| M8C | 1985/1986 | 12 | 5 (including 3 still in operation) | 8001-8012 | 26.64 m |
| GT6M | 1995/1996 | 11 | 11 | 601-611 | 27 m |
| NF8 Combino | 2000/2002 | 41 | 41 | 821-865 | 42 m |
| CF8 CityFlex | 2009-2010 | 27 | 27 | 871-897 | 40.6 m |
M8C
In May 1980 the Essener Verkehrs-AG loaned the M8C car 1114 and tested it in the entire network. Then the decision was made to order this type for Augsburg. The twelve light rail cars were produced by Düwag in cooperation with MAN in 1985 . The bidirectional vehicles replaced the first eight GT5 between 1985 and 1989 and are equipped with automatic sliding steps. An Augsburg specialty are the additional entrances in the middle section. A planned conversion for traction operation was rejected again. Since the 1990s, the M8C's sliding steps have only been deployed at stops with no or very deep platforms. Occasionally, however, the sliding steps accidentally run out even on barrier-free platforms.
The first two M8Cs - 8010 and 8011 - were retired in 2010. 8001, 8003 and 8012 followed in 2012. Cars 8001 and 8011 went to the Darmstadt tram in April 2012 , where 8001 is to be turned into a grinding train , while 8011 served as a spare parts donor and was scrapped in 2014. The 8003, 8010 and 8012 cars were sold to the Elbląg tram in Poland in April 2013 at a unit price of 13,000 euros and transported from Augsburg on May 13, 2013. There they were modernized and received new low-floor middle parts.
During the second Königsplatz renovation, the seven remaining M8Cs were only used in exceptional cases, i.e. on school days in the mornings as amplifiers on line 13 in the Haunstetter Straße - Haunstetten West section. Since December 2013, Augsburg's last high-floor wagons have been running all day on school days on lines 1, 2, 4 and - in exceptional cases - on line 6. In addition, on school days in the mornings as an amplifier between Bürgermeister-Bohl-Straße and Königsplatz and between Königsplatz and the university. In the course of 2014, they were increasingly used due to numerous breakdowns of low-floor vehicles.
As of autumn 2018, only three M8C vehicles (8005, 8006 and 8007) are still being used in regular service. The remainder that was left has now been turned off. They are still pursuing the goal of a 100 percent low-floor fleet. However, this goal has had to be postponed again and again due to a lack of vehicles (vehicles ready for use).
GT6M
With the 27-meter-long, three-part, six-axle GT6M, Augsburg turned to low-floor construction; MAN and AEG delivered the prototype with the number 601 on January 29, 1993. The vehicle was extensively tested on all lines, approved by TÜV Süd for regular service on July 27, 1993 and from then on used on Line 4. Originally it was planned to adapt the vehicle optically and technically to the series cars. However, the first GT6M was involved in a serious accident on December 7, 1995, after which it was retired and returned to the manufacturer on December 23, 1995. In 2001 the prototype finally came to Siemens in Krefeld , its whereabouts are unknown.
Due to the decommissioning of the prototype, the municipal utility increased the order of the originally planned ten series vehicles to eleven on December 18, 1995. The cars with the numbers 601 II - 611 were manufactured by Adtranz and delivered by the end of October 1996. The last delivered tram (611) was originally planned as a four-part eight-axle vehicle, but was nevertheless designed as a six-axle vehicle. The GT6M were procured for Line 3, which was new at the time. The tests with the prototype also showed that the new cars could only be used on this line at the time. After the renovation of the Wertach Bridge, this type of vehicle could no longer be used on Line 4. Due to construction-related restrictions, line 1 was also not used because of the Perlachberg.
Due to this usage restriction, a resale of the GT6M was considered in the meantime. This did not happen, however, because they feared that the funds would be reclaimed. It was not until Line 6 went into operation in 2010 that they were given a new area of use.
Also in 2010, hairline cracks were found in weld seams in three of 66 wheel guide arms that were repaired by Bombardier . After this problem also occurred in other operations of this type, the manufacturer recommended its customers to install automatic monitoring systems using air pressure, which can quickly detect hairline cracks that appear again. In January 2014 the technical supervisory authority (TAB) temporarily shut down the Augsburg GT6M because this installation was not approved.
During the second Königsplatz renovation, the GT6M only operated as an exception, that is, on school days in the mornings as an amplifier. Since they could not continuously serve the temporarily established line 13 due to the Perlachberg problem, these assignments were limited to the Haunstetter Straße - Haunstetten West section. In addition, they were back on route 9 for the first time in 2013. From the timetable change in December 2013, they were mostly in use during the five-minute cycle, and since the timetable change in December 2014 also outside the five-minute cycle.
IFTEC has been modernizing the GT6M since 2013 . The modernized cars received new handrails, new upholstery covers and a screen for passenger information like the ones in the CityFlex as standard. They also have a mobile wheelchair ramp at the front entry and are a little quieter. Car 602 was also the first to be retrofitted with video surveillance. In December 2014, the two cars, which were first modernized, returned to regular service. The cars that were modernized in 2014 have not yet been released. In 2014, this type of vehicle was mostly used on Line 6 and only in rare individual cases on its former main line 3 and on exhibition line 9. This is still the case in 2015.
Due to the age of now 22 years (2018) and the lack of tunnel unsuitability (safety technology in the on-board system) of these vehicles, it is planned to retire with the completion of the station tunnel in 2023. The technical retrofit kit required for this vehicle for tunnel suitability is no longer available on the market due to the age of the vehicles. The vehicles were mostly used on Line 3. Since Line 6 was commissioned, the GT6M have been used on this line due to their low capacity. Due to a lack of vehicles (vehicles ready for use), however, these vehicles are occasionally used again on line 3 Monday to Saturday (except on public holidays).
NF8 Combino
The longest Augsburg tram is the 42-meter-long Combino from Siemens , known in Augsburg as the NF8. The 41 again low-floor vehicles were delivered in 2000 and 2002. After major technical problems in the early days (leaky roof, weak points and cracks in the body), all vehicles are in regular service after renovation by the manufacturer. The Combinos drive on all lines and replace the first GT4 from Stuttgart and the last GT5 . Since 2012, Wagen 822 has been running annually in the Advent season as a Christmas tram with a Christmas motif on the five regular tram lines.
CF8 CityFlex
The most modern type of tram in Augsburg are the 27 Cityrunners delivered in 2009 and 2010 by Bombardier Transportation , which are locally known as CityFlex or CF8. For the first time in the history of the Augsburg tram, this type has air conditioning throughout. With the exception of three cars, the option for additional vehicles was redeemed. After a commissioning phase characterized by technical defects - including door malfunctions - all CF8s are now in regular service. They replaced the last Stuttgart GT4, all GT8 - with the exception of one vehicle due to feared breakdowns due to defects, all GT8 from 2010 to 2012 were kept in reserve - as well as part of the M8C. On June 11, 2012, car 883 was so badly damaged in an accident with a semi-trailer that three segments had to be rebuilt. The CF8 run on all Augsburg tram lines.
Work car
The Augsburg tram currently has a GT8 converted into a work car with the number 806 and a grinding car built by Windhoff with the number 41.
Former vehicles
Vehicles from 1881 to 1948
From 1881 to 1948 there was no type designation for the individual models. You only counted the number of axles. It was not until the vehicles manufactured by the Fuchs wagon factory were given individual type designations for the first time in Augsburg.
Foreign vehicles (loaned)
During the Second World War, the Augsburg tram was allocated four two-axle railcars from Genoa as part of the National Socialist "equalization of burdens" for war-torn cities, which had to be returned to Genoa after the war on the instructions of the American military government. No. 192 = 1945 war loss still with the car number from Genoa; No. 189–191 = 1949 back to Genoa.
War tram cars
The ten so-called war tramcars, or KSW for short, ordered during the Second World War , arrived in Augsburg in 1948 and were in regular service until 1976, but ultimately only for repeater trips in school traffic.
The cars were delivered without engines, then they received drives from the Augsburg series 175-188 railcars, which were then converted into sidecars. Since at that time enough sidecars were available, not least because of this measure, no suitable sidecars were procured for the war tramcars. Older sidecars, which arose from the conversion of the first series of railcars in 1898, were partly handed over to the Würzburg tram, which was badly damaged in the war .
Three wagons of this series have been preserved, of which 501 and 503 are inoperable while wagon 506 is ready for use and is available for special trips from spring to autumn. The 502 car body was scrapped in 1983. The chassis was used for the number 16 snow plow. Car 504 went to a playground in Landshut in 1974 and was scrapped there in 1997. Car 505 was sold to a private person in Herrsching am Ammersee in 1976 and after his death in 1992 by the “Friends of Augsburger Straßenbahn e. V. “bought back. In 2004 the club sold the vehicle to A Coruña in Spain , from where it was resold in 2008 to Zaragoza , also in Spain . Car 507 was handed over to Darmstadt in 2007 . Car 508 was in the Augsburg Zoo from 1980 to 2004 and was scrapped in the same year. Car 509 went to the Hanover tram museum in 1985 and was scrapped there in 1999, some parts were used for other vehicles. The car body of KSW number 510 was given to the Bergisches Tram Museum in 1994 . The chassis was used for car 506 and the previous one was stored in the Lechhausen car shed.
Open-plan car (steering three-axle)
In the course of the modernization and expansion of the rolling stock that had begun in the 1950s, the Augsburg Transport Authority received eleven three-axle large - capacity railcars with the numbers 511-521 and the associated eleven large-capacity sidecars with the numbers 263-273. These vehicles were mainly used in a combination of railcars and sidecars, but the railcars were also used solo during off-peak periods. The steering three-axle vehicles were ordered from MAN in Nuremberg based on the M / m trains from Rathgeber, which had already been introduced in Munich a few years earlier, and were built under license. The Augsburg wagons differed from their Munich counterparts in the shape of the roof, the tapered platforms, the door cutouts, the type of sheet metal, the aprons, the pantograph and a few other details.
The large capacity trains were initially used exclusively on the then line 4 from Oberhausen to Haunstetten and line 14 from Oberhausen to Schertlinstrasse. 1964 - after delivery of the first GT5 series - their area of responsibility expanded to include line 1 from Stadtbergen to Lechhausen. On the other hand, they were never on the then line 2 from Kriegshaber to Göggingen due to the way they were built.
In the course of further rationalization projects, the transport companies decided in the course of 1968 to convert the existing large-capacity trains into articulated vehicles, based on the 20 GT5s delivered in 1964 and 1968. After the renovation, the Augsburg transport company had a total of 42 articulated vehicles at their disposal, which from 1969 enabled a largely single-type run-out.
The conversion took place partly at MAN, partly in the tram's own workshops. Today there is an inoperable large-capacity railcar with the number 520. This is a dismantling of the GT5 549, which was created in 1969 from the large-capacity sidecar 270. This vehicle should be made ready for operation again. The dismantling of the GT5 number 548 to a large sidecar failed for reasons of cost. In 1999 it was scrapped at Mittenwalder Gerätebau GmbH (MGB).
GT5
As a further development of the eleven three-axle large-capacity trains purchased in 1956, the Augsburg transport company - again in close cooperation with MAN - developed the GT5 type in Nuremberg. Together with the open seating cars, these articulated trams shaped the Augsburg tram for almost 40 years. The main reason for the procurement of the GT were rationalization measures. With regard to the vehicle length of the GT, the transfer table in the workshop at that time also played a role, as it could not accommodate long cars. The GT5 was therefore designed in such a way that it was easy to separate or join together at the joint.
The front, motorized part of the articulated vehicle corresponded to a large-capacity railcar without a rear platform, while the rear part was a somewhat shortened, non-motorized but braked trailer resting on a bogie. Previous calculations showed that the engine power of the three-axle predecessor series was sufficient for this.
Initially 13 cars were ordered, which went into operation from 1964. They were given the numbers 522 to 534 after the open-plan cars and were used on lines 1 and 4 from the start. After the cars proved their worth, a further seven cars with the numbers 535 to 541 were delivered in 1968. In 1964, with the GT5, side wall advertising was reintroduced for almost all vehicle types.
- 511 to 521 - formerly large capacity railcars 511 to 521 (built in 1956 / conversion 1968/69)
- 522 to 534 - designed and delivered as articulated vehicles (year of construction 1964)
- 535 to 541 - designed and delivered as an articulated vehicle (year of construction 1968)
- 542 to 552 - formerly large sidecar 263 to 273 (year of construction 1956 / conversion 1968/69)
From 1972, the GT5 were also adapted in the course of the introduction of the conductorless one-man operation. The conductors' seats were removed, validators, contact steps, anti-trap protection, light barriers and push buttons for opening the doors from inside and outside were installed. The exception was the first door, which was still operated and monitored by the driver. Furthermore, the driver received various light buttons on the driver's desk to check the built-in security packages and a small ticket sales table. In addition, the seating has been adjusted slightly, the flow of passengers has been eliminated and new information labels have been added to provide orientation for passengers. The announcements of the stops have been switched to tape.
Other changes over the years were the replacement of the plug-in signs with automatic brooches for marking lines and destinations (from around 1979/80) and the installation of a computer-controlled operations control system. The color scheme changed from the previous beige with green decorative stripes to white-emerald green with black battering piles and red-green decorative stripes.
The first shutdowns concerned the cars from the original year of manufacture in 1956 and took place from 1985. However, cars built in 1956 also received a general inspection in 1991, for example 511 and 518.
The last GT5 were taken out of service in autumn 2001 and went to the Iași tram in Romania in 2001 . They were parked there from 2010 to 2013 and were scrapped in 2013. There only car 354 (ex Augsburg 545) has been preserved in a museum that is not operational. In Augsburg, only the parked and inoperable car 535 has been preserved, as it was bought by the Augsburg SPD for 1000 D-Mark from Stadtwerke Augsburg Verkehrs GmbH and donated to the association “Friends of Augsburger Straßenbahn e. V. ”was given.
The use of the GT5 was limited to the old building lines 1, 2 and 4. Due to the missing train protection system on the GT5 vehicles for the local railway crossings, the GT5 could not drive on the new line 3 to Inninger Straße (today Haunstetten West) - a special traffic, as well as amplifier trips In the morning until the trade fair loop was possible - that was also the reason that after the extension of line 1 to the Neue Ostfriedhof, line 1 could no longer be used as far as Lechhausen and the GT5 could therefore no longer be used on line 1 were used. With the elimination of the turning loop at the Jakobskirche, the GT5 could only be used as an amplifier in the morning in the Königsplatz - Göggingen section, as well as in special traffic in this section. Most recently, the GT5 were mostly used exclusively on Line 2, or in exceptional cases also on Line 4. After the extension of Line 4 to Augsburg North went into operation, they have completely disappeared on Line 4 and after the extension of Line 2 Augsburg West, the vehicles were finally taken out of the regular service, because because of this short time they did not want to install any new line destination displays and the first Combinos trams were delivered in 2000 and the second delivery of vehicles took place in 2002. From then on, the cars were parked and a small part was still in use as amplifiers in the morning. The official last day of operation was July 31, 2000. Following this, the Friends of Augsburger Tram e. V. a farewell drive on the route sections approved for the GT5. Due to a lack of cars, some cars were reactivated on school days from September 2000 to 2001.
GT4 from Aachen
In order to be able to replace the labor-intensive war tramcars and the attached sidecars on the reinforcement courses in school traffic, Stadtwerke Augsburg bought a total of ten used GT4s from Aachener Straßenbahn und Energieversorgungs-AG in 1972 , which were then delivered in 1973. These wagons, built in 1951, had the numbers 7103 to 7113 in Aachen, came from the Talbot wagon factory and were originally two-axle assembly wagons that were extended to articulated railcars at the Rastatt wagon factory in 1958 using a two-axle trailer. As a result of the suspension of the Aachen tram , they had become superfluous at their original location. In Augsburg they were given the company numbers 401 to 410. This type never ran in Augsburg in regular regular service, but was only used as an electric car for rush hour traffic and for school traffic during rush hour .
The Aachen wagons turned out to be unsuitable for the requirements of their new location. One of the reasons for this was that the crank direction of the drive switch was exactly opposite to that of the Augsburg vehicles. Car 409 (formerly 7103) therefore had a serious traffic accident in 1974 - the driver turned the crank in the wrong direction in a dangerous situation and therefore accelerated instead of braking. After car 405 was scrapped in 1976 due to a broken axle and car 409 after the accident in 1974, samples were also taken in the same year after delivery of all twelve GT8s, which served as replacements for the Aachen GT4, but were also used in regular scheduled services the remaining eight GT4. Of the eight remaining cars, except for the two cars 403 and 410, the Aachen cars were scrapped in 1977. Car 410 followed in 1978. As a result, only car 403 remained as a museum vehicle that was currently inoperable. Efforts on the part of ASEAG to buy back this car are due to the association "Friends of Augsburger Tram e. V. “failed. The Stadtwerke Augsburg transport companies were to have been already agreed to repurchase the ASEAG. An operational reconditioning is planned.
GT8
The twelve three-part and eight-axle double articulated railcars of the Mannheim type were Duewag licensed buildings . The series was bought by the city of Augsburg in 1976 and then given away to the then Stadtwerke Augsburg Verkehrsbetriebe to prevent the tram from being completely shut down.
In 2009, the first car, the 805, was taken out of service, and the eleven remaining vehicles followed in autumn 2010. Car 805 went to the Romanian city of Iași in 2009 together with the modernized GT4 . In April 2012, nine more followed. Only cars 806 and 807 remained in Augsburg. The former also serves as a work vehicle - but is mostly used as a museum vehicle for rental special trips, the latter is an operational museum vehicle. The GT8 operated on lines 1, 2, 3 and 4.
GT4 from Stuttgart
The short-articulated railcars of the type GT4 came used by the Stuttgart trams (SSB) to Augsburg between 1991 and 1996 , because they were superfluous there due to the conversion to standard-gauge light rail operations. On the one hand they replaced part of the GT5, on the other hand they were needed to have enough vehicles for the then new line 3. Augsburg received a total of 43 GT4s, 40 of which were modernized for further use. Three remained in their original Stuttgart condition and served as spare parts donors. Ten leading and ten guided motor coach - called Beitriebwagen - were the Mittenwalder Gerätebau GmbH fully modernized (MGB). They bore the numbers 411 to 420 and 461 to 470. The remaining ten leading and ten recovery vehicles, however, were partially modernized in their own workshops, they were carried under the numbers 401 to 410 and 451 to 460.
The GT4 operated in Augsburg almost exclusively in double traction consisting of a multiple unit and a service vehicle . The modernized or partially modernized trains were mostly coupled together according to their type, deviations only occurred on the occasion of defects or accidents, whereby it never happened that non-modernized and modernized vehicles were coupled together. Also when some of the railcars failed and some leading railcars were used solo on Line 2, which was not yet extended at the time. At that time no GT4 trains could run on it because they were too long for the Kriegshaber car hall used as a turning triangle .
The Augsburger Verkehrsgesellschaft delivered four partially modernized trains and a modernized multiple unit (413) to Iași in 2004. In 2009, six modernized multiple units and seven modernized multiple units followed. They are still used there today. The 411/461 set remained in Augsburg as a museum train (currently only 411 is operational). The rest was scrapped in Augsburg (the partially modernized vehicles in 2003 and, due to an accident, two modernized railcars in 2004 and 2009, as well as a modernized railcar in 2008) ) used. Later on also on line 2. However, due to the Perlachberg problem, the GT4 no longer ran on line 1 and also no longer on the exhibition line.
Museum car
The museum inventory of the Augsburg tram consists of 17 multiple units, including three work cars, two former Stuttgart GT4s (including a leading and a guided, both modernized) and a sidecar. Currently, only KSW number 506 and GT8 number 807 are operational and can be rented for special trips. In individual cases, the GT8 number 806 converted into a work car is also used for this purpose.
In the autumn of 2010, the municipal utilities decided to keep at least one copy of every type still in existence on site as a museum. Thanks to the commitment of the “Friends of Augsburger Tram e. V. ”, at least one vehicle of each post-war type was preserved. However, only a few work cars from the pre-war period have survived, some of which have been returned to their original condition. Of the sidecars, only car 224 is left; it survived as a social room. A re-authorization for museum operations is sought.
list
Standard gauge
Horse-drawn carriage
| Manufacturer | axes | Construction year | piece | Numbers | Remarks |
|---|---|---|---|---|---|
| ? | 2 | 1881 | 30th | Reported: 19 | closed car, 1897–1889 conversion to meter gauge |
| ? | 2 | 1881 | 30th | Narrated: 30, 31, 35, 38 and 41 | including at least twelve summer cars , 1897–1889 converted to meter gauge, from 1901 converted into sidecars 61–72 for the electric tram |
| ? | 2 | 1891 | 4th | unknown | 1897–1989 conversion to meter gauge; from 1908 conversion to sidecars 73–76 for the electric tram |
Steam tram locomotives
| Manufacturer | axes | Construction year | piece | Numbers | Remarks |
|---|---|---|---|---|---|
| Krauss | 2 | ? | 3 | no | Tram locomotive , two years of trial operation with attached horse-drawn tram cars in 1886 and 1887 |
Meter gauge
Vehicles used temporarily
| Type | Manufacturer | axes | Construction year | piece | Numbers | today's number | operational | Conversions | Shutdown / retirement |
Whereabouts | Remarks |
|---|---|---|---|---|---|---|---|---|---|---|---|
| T 2 | unknown | 2 | 1920 | 4th | 189-192 | 0 | 0 | none | 1949 | No. 192 = 1945 war loss still with Genoa wagon number; No. 189–191 = 1949 back to Genoa | The railcars had to be returned to Genoa because Augsburg was not the legal owner of these vehicles. |
| M8C | DUEWAG | 8th | 1979 | 1 | 1114 | 0 | 0 | none | May 1980 | May 1980 back to EVAG | This car was borrowed from EVAG for test drives for approx. 1 month to test whether the M8C cars are suitable for Augsburg. At that time this car was still without a clutch for traction. Augsburg then ordered 12 cars of this type for itself, without coupling, for traction, with a door in the middle part of the car (s). |
| VBZ Be 5/6 "Cobra-Tram" prototype | Bombardier Transportation Alstom | 6th | 1995 | 1 | unknown | 0 | 0 | none | 1998 | unknown | This tram was in Augsburg in 1998 for test purposes. The decision to buy was against the VBZ Be 5/6 "Cobra-Tram", in favor of the Combinos . |
| Combino prototype | Siemens | 5 | 1995 | 1 | none (since 2001 No. 400) | 0 | 0 | none | October 1998 | October 1998 back to manufacturer Siemens. Since 2001 in inventory and property of Verkehrsbetrieb Potsdam GmbH. | 25 September to 12 October 1998 test drives. Initially without passengers. Finally, the citizens of Augsburg were allowed to test the Combino. |
| RNV6 | Bombardier | 6th | 2010 | 1 | 4149 | 1 | 1 | none | A dual-flow system and bidirectional car from Bombardier , of the Variobahn type , with car number 4149 (since February 2014 number 4349 driving school car; 2010-2013 property of Bombardier) from Rhein-Neckar-Verkehr GmbH (rnv) was specially made by Bombardier for test purposes rented the rnv to test the overhead line-free tram operation in Augsburg with their vehicle. In Augsburg, the vehicle was on the specially modified trade fair loop. |
Permanently used vehicles
| Type | Manufacturer | axes | Construction year | piece | Numbers | today's number | operational | Conversions | Shutdown / retirement | Whereabouts | Remarks |
|---|---|---|---|---|---|---|---|---|---|---|---|
| T 2 | MAN | 2 | 1898 | 40 | 1-40 | 1 | No | ||||
| T 2 | MAN | 2 | 1909, 1910 and 1911 | 18th | 41-58 | 0 | 0 | ||||
| T 4 | MAN | 4th | 1913, 1915 and 1920 | 46 | 101-126 and 137-156 | 1 | No | TW 101 from 1956 to 1978 ATW contact line observation vehicle | |||
| T 2 | MAN | 2 | 1918 | 10 | 127-136 | 0 | 0 | ||||
| T 4 | MAN | 2 | 1926 and 1928 | 18th | 157-174 | 1 | No | ||||
| T 2 | MAN | 2 | 1936, 1938 and 1940 | 14th | 175-188 | 1 | No | ||||
| GT4 | Talbot / Rastatt | 4th | 1951 | 10 | 401-410 | 1 | No | 1958 conversion to an articulated wagon | 1976, 1977 and 1978 | Except for car no. 403 all scrapped. | Ex tram Aachen ; Car number 403 is still there as a historical museum vehicle. |
| KSW | Fox | 2 | 1948 | 10 | 501-510 | 3 | 1 | 1958 Conversion to lengthways seats, concertina bars, line sign on the roof | |||
| T 3 or M 3 steering three-axle (similar to the M series in Munich) | MAN | 3 | 1956 | 11 | 511-521 | 1 (dismantling from GT5) | No | 1968 and 1969 conversion to GT5 | see GT5 | see GT5 | see GT5 |
| GT5 | MAN | 5 | 1956, 1968 and 1969 | 42 | 511-552 | 1 | No | Partial reconstruction from T3 and B3, partly new building; Outside almost everywhere new door opening buttons; Inside new heating and technology modernized. Partly experimental radio, with telephone receiver. | Last storage and retirement 2001 | Partly scrapped, partly sold to Iași in Romania . The remaining vehicles were scrapped there in 2013 and only car 354 (ex Augsburg 545) could be saved and has been preserved there as a museum ever since. | Car number 535 is still there as a historical museum vehicle. |
| GT4 | Machine factory in Esslingen | 4th | 1959, 1960, 1962 and 1963 | 43 (20 railcars and 20 guided railcars, as well as 3 spare parts donors) | 401–410, 451–460, 411–420, 461–470, spare parts dispensers SSB 405, SSB 437 and SSB 498 | 2, the set No. 411/461 (1 railcar and 1 guided railcar) | No | 401–410 and 451–460 = 1992–1994 in the Stadtwerke Augsburg Werkstätten gradually slightly modernized. 411–420 and 461–470 = completely modernized in 1996 at the MGB company in Mittenwalde. All cars got new door opening buttons on the outside and stop displays on the inside. | Partly modernized: No. 404 = 2001, remainder 2003 and 2004; Completely modernized: 413, 414 and 468 = 2004; No. 464 = 2007, rest of 2009 | Partly scrapped, partly sold to Iași in Romania. Partly still there today. | Ex Stuttgart trams ; The set with the car number 411/461 is still there as a historical museum vehicle. |
| GT8 | MAN; DUEWAG | 8th | 1976 | 12 | 801-812 | 2 | 2 | Outside: New line and destination displays and new door opening buttons; Inside: installation of stop displays | Car 805 = 2009; Rest of 2010 | Except for cars 806 and 807, all in Iași . | 806 work car, 807 for special trips. |
| M8C | MAN ; DUEWAG | 8th | 10 1985 and 2 1986 | 12 | 8001-8012 | 7th | 7th | Outside: New line and destination displays (one car again converted to LED matrix displays) and new door opening buttons; Inside: Installation of bus stop displays, new seats and occasional folding seats removed. | 8010 and 8011 = 2010; 8001, 8003 and 8012 = 2012 | 8001 and 8011 to Darmstadt; 8003, 8010 and 8012 to Elblag in Poland | 7 vehicles remain in Augsburg for construction sites, as a reserve and for reinforcement trips. |
| GT6M | MAN / AEG | 6th | 1993 | 1 | 601 I. | 0 | 0 | no | 1995 | After an accident in 1995 it was taken out of service and returned to the manufacturer in Nuremberg . In 2001 the vehicle came to Siemens in Krefeld . The whereabouts of the vehicle are unknown. | prototype |
sidecar
| Type | Manufacturer | axes | Construction year | piece | Numbers | today's number | operational | Conversions | Shutdown / retirement | Whereabouts | Remarks |
|---|---|---|---|---|---|---|---|---|---|---|---|
| B 2 | unknown | 2 | 1901 and 1908 | 16 | 61-76 | 0 | 0 | ||||
| B 2 | MAN | 2 | 1911 | 9 | 77-85 | 0 | 0 | ||||
| B 2 | Waggonfabrik Hannover | 2 | 1917 | 5 | 86-90 | 0 | 0 | All scrapped | Originally intended for Constantinople. Landed in Augsburg in the chaos of the First World War . | ||
| B 2 | MAN | 2 | 1917 | 1 | 91 | 0 | 0 | ||||
| B 2 | MAN | 2 | 1950 | 2 | 128-129 | 0 | 0 | ||||
| B 2 | MAN | 2 | 1912, 1950 | 6th | 130-134 and 136 | 0 | 0 | 1950 conversion to a sidecar | 1946/47 ex T 2 Landshut No. 1 - 6 | ||
| B 2 | MAN | 2 | 1920 and 1928 | 20th | 201-220 | 0 | 0 | ||||
| B 2 | MAN | 2 | 1936, 1938, 1940 and 1941 | 24 | 221-244 | 1 | No | All but car No. 224 scrapped. | Car No. 224 has been preserved as a museum car. | ||
| B 2 | Rathgeber | 2 | 1947 and 1948 | 18th | 245-262 | 0 | 0 | ||||
| B 3 steering three-axle (similar to the m series in Munich) | MAN | 3 | 1956 | 11 | 263-273 | 0 | 0 | 1969 conversion to GT5 | see GT5 | see GT5 | see GT5; Sidecar only for T 3 or M 3. |
Work car
| Type | Manufacturer | axes | Construction year | piece | Numbers | today's number | operational | Conversions | Shutdown / retirement | Whereabouts | Remarks |
|---|---|---|---|---|---|---|---|---|---|---|---|
| ATW 2 | MAN | 2 | 1898 | 1 | 1 | 0 | 0 | no | 1911/1912 | Scrapped in 1912 | snow plow |
| ATW 2 | MAN | 2 | 1898, 1912 | 4th | 11, 12, 14 and 15 | 1 | 0 | 1930 ATW No. 14 and 15 new body | ATW # 11 = 1930; ATW # 12 = 1976; ATW 14 and 15 = 1989 | ATW No. 11 = 1930 scrapped; ATW No. 12 = sold in 1976; ATW No. 14 = car body scrapped in 2012; Chassis sold in 2012; ATW No. 15 = historical snow plow | snow plow |
| ATW 2 | Self-made / Rastatt ; Chassis from KSW TW 502 | 2 | 1983 | 1 | 16 | 1 | No | none | 2003 | historical snow plow | Snow plow; After being taken out of service in 2003 and 2004, shunting vehicles for loading the GT4 for a few days. |
| ATW 2 | MAN | 2 | 1898, 1925, 1946 | 1 | 20th | 0 | 0 | 1925 conversion to a rail cleaning car from TW 20; 1945 loss of war; 1946 reconstruction; | 1960/1963 | Scrapped in 1963 | Rail cleaning trolleys |
| ATW 2 | MAN | 2 | 1911, 1930 | 1 | 21st | 0 | 0 | 1930 Conversion to a welding car with a TW 50 chassis | 1979 | Scrapped in 1979 | Welding car; Replaced by a truck in 1979 or replaced by a truck in 1979. |
| ATW 2 | Schörling | 2 | 1952 | 1 | 22nd | 1 | No | none | 1996 | historical grinding trolley | Grinding trolley |
| ATW 2 | MAN | 2 | 1909 | 1 | 41 | 0 | 0 | Rail grinding car | |||
| ATW 2 | MAN | 2 | 1909, 1910 and 1911 | 5 | 42, 46, 48, 49 and 50 | 0 | 0 | Work car | |||
| ATW 2 | MAN | 2 | 1910 | 1 | 44 | 0 | 0 | Freight wagons | |||
| ATW 2 | MAN | 2 | 1910 | 1 | 45 | 0 | 0 | Driving school car | |||
| ATW 2 | MAN | 2 | 1911 | 2 | 53 and 56 | 0 | 0 | Auxiliary snow plow | |||
| ATW 2 | MAN | 2 | 1911, 1936, 1944, 1945 | 4th | 54 | 0 | 0 | approx. 1936 conversion to snow plow ex TW 54; 1944 goods TW ex TW 54; 1945 Track construction welding car | 1961 | Scrapped in 1961 | Last welding car |
| ATW 2 | MAN | 2 | 1911 | 1 | 57 | 0 | 0 | Freight wagons | |||
| ATW 4 | MAN | 4th | 1913 | 1 | 101 | 1 | No | 1956–1978 Contact line observation car, then dismantled again to T 4 | |||
| ATW 4 | MAN | 4th | 1915 | 1 | 119 | 0 | 0 | Track construction wagon | |||
| ATW 4 | MAN | 4th | 1918 | 1 | 135 | 0 | 0 | Driving school car | |||
| ATW 4 | MAN | 4th | 1920 and 1926 | 2 | 156 and 157 | 0 | 0 | Work car | |||
| ATW 2 | MAN | 2 | 1940 | 1 | 185 | 0 | 0 | Work car |
Advertising car
| Type | Manufacturer | axes | Construction year | piece | Numbers | today's number | operational | Conversions | Shutdown / retirement | Whereabouts | Remarks |
|---|---|---|---|---|---|---|---|---|---|---|---|
| T 2 | MAN | 2 | 1909 and 1911 | 5 | 43, 47, 52, 57 and 58 | 0 | 0 | No. 57 = sold in 1956 | |||
| T 4 | MAN | 4th | 1915 | 1 | 120 | 0 | 0 | 1966 or 1967 privately sold to Munich; 1968 sold to the Hanover / Wehmingen Tram Museum | Scrapped in 1994 |
See also
- Augsburg city buses
- Augsburg Transport Company (AVG)
- Augsburg trolleybus
- Augsburg tram
- Verkehrsgemeinschaft Augsburg (VGA)
literature
- Albrecht Sappel: To Königsplatz and back! 100 years of urban traffic in Augsburg . Alba, Düsseldorf 1981, ISBN 3-87094-325-4 .
- Herbert Waßner: 100 years of Augsburg local transport vehicles in the picture . FdAS, Augsburg 1998.
- Friends of the Augsburger Tram (Ed.): Review of 20 years of “Friends of the Augsburger Tram” . 2009.
Web links
- Arbeitsgemeinschaft Nahverkehr Augsburg ANA e. V.
- Friends of the Augsburger Tram e. V.
- Augsburg Tram Museum
- Private website about local transport in Augsburg
- Vehicle fleet list Stadtwerke Augsburg Verkehrs-GmbH
- Vehicles of the Augsburg tram
Individual evidence
- ↑ Albrecht Sappel: To Königsplatz and back! 100 years of urban traffic in Augsburg . Alba, Düsseldorf 1981, ISBN 3-87094-325-4 .
- ↑ a b c augsburger-allgemeine.de
- ↑ strassenbahn-magazin.de ( Memento of the original from April 5, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ augsburger-allgemeine.de
- ↑ Michael Hörmann: Eleven trams further withdrawn from traffic: Displeasure among passengers. In: Augsburger Allgemeine , January 9, 2014; accessed on December 29, 2014.
- ↑ augsburger-allgemeine.de
- ↑ tram-info.de
- ↑ tram-info.de
- ↑ augsburger-allgemeine.de
- ↑ StadtZeitung from June 20, 2012; Passengers in the broken glass
- ↑ fdas.de ( Memento of the original from December 15, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Herbert Waßner: 100 years of Augsburg local transport vehicles in the picture. FdAS, Augsburg 1998
- ↑ fdas.de ( Memento of the original from December 15, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Friends of the Augsburger Tram (ed.): Review of 20 years “Friends of the Augsburger Tram”. 2009.
- ^ Catenary-free tram in Augsburg , Stadtwerke Augsburg
- ↑ strassenbahn-magazin.de ( Memento of the original from April 5, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
