BSt type 1924
| Type 1924/1925 T 24 / B 24 / T 25 / B 25 |
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|---|---|
 No. 5869 (T 24) on line 128E to Reinickendorf , sports field with a bilingual destination sign in Cyrillic and Latin script, next to it in the opposite direction a B 24 on line 141 towards Gesundbrunnen station (1945/46).
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| Numbering: | 5701-6200 (T 24) ; 5700 (T 25) 1–500 (B 24) 501–803 (B 25) |
| Number: | 501 railcar 803 sidecar |
| Manufacturer: |
Busch , C&U , Dessau , HAWA , LHW , Lindner , MAN , Nordwaggon , O&K , Schöndorff , vdZ , Werdau , Wismar , WUMAG (wagenbau. Part) ; AEG , BBC , SSW (el. Equipment) BVG , LEW , LOWA , Raw Sw (conversion) |
| Year of construction (s): | 1924-1927 |
| Retirement: | until 1967 |
| Axis formula : | Bo (railcar) 2 (sidecar) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 10,876 mm (Tw) 10,867 mm (Bw) |
| Length: | 10,000 (length over platform) |
| Height: | 3973 mm (Tw) 3350 mm (Bw) |
| Width: | 2200 mm |
| Fixed wheelbase: | 2800 mm (T 24) 3200 mm (T 25, some T 24 and B 24) |
| Empty mass: | 11.8 t (T 24) 13.2 t (T 24/49) 7.2 t (B 24) |
| Wheel set mass : | 5.6 t (T 24) |
| Top speed: | 30–54 km / h (depending on the design) |
| Hourly output : |
2 × 32 kW (GDTM 100 a 4) 2 × 33.5 kW (USL 253a) 2 × 34 kW (Dy 492) 2 × 40 kW (USL 253av, USL 271a) 2 × 43 kW (USC 253) 2 × 60 kW (EM 60/600, GBM 430/431) 2 × 50 kW (USL 323v) 1 × 76 kW (USC 335a) |
| Continuous output : | 24.7 kW |
| Wheel diameter: | 720 mm 760 mm (T 24/49, T 24 E) |
| Motor type: |
USL 253a, Dy 492 (series) GDTM 100 a 4, USC 253a, USC 253f, USC 335a (div. Tw 1927-1932) USL 271a (20 Tw from 1932) GBM 430/431 (T 24/49; from 1949) EM 60/600 (T 24 E, T 24 U; from 1951) USL 323v (T 24/55; from 1955) |
| Power system : | 550 V = |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 1 (Tw 5936; until 1932) |
| Drive: |
Pawl bearing drive (series) Cardan drive (various types 1927–1932) Worm drive (various types 1927–1932) |
| Transmission ratio: | 1: 5.92 |
| Type of speed switch: | FB 3 (T 24, T 25) EF 43 (T 24/49) StFNB 1 (T 24 E, T 24 U) |
| Brake: | Short circuit brake |
| Control: | Cam switch |
| Coupling type: |
Albert coupling various transition couplings (until 1926) |
| Seats: | 24 |
| Standing room: | 35 (Tw) , 46 (Bw) (each 6.7 pers./m²) |
| Floor height: | 810 mm (T 24) , 790 mm (T 25, B 24) , 775 mm (B 25) |
The 1924 and 1925 trams were used for passenger traffic on the Berlin tram from 1925 to 1966 . With a total of 501 multiple units and 803 sidecars, it was the largest uniform series of trams delivered to a company in Germany before the Second World War . More than a dozen wagon factories were involved in building the wagons. The delivery took place within two years.
Due to the economic constraints of the previous hyperinflation , the technical construction was kept simple, namely in a chassis-free construction with a pawl bearing drive . Individual railcars were also equipped with the more powerful cardan and worm drives between 1927 and 1932 , but did not get beyond a test phase. With the introduction of the BVG-type code in 1934 were the railcar in 24 T (500 Cart) and T 25 (1 car), the sidecar in B 24 (500 cars) and B 25 renamed (303 cars). During the Second World War, the Berliner Verkehrsbetriebe (BVG) began to increase the motor power of the railcars.
After the Second World War, around a fifth of all wagons had to be scrapped, and less damaged wagons continued to be used as goods wagons or work wagons . After the administrative separation of the BVG on August 1, 1949, 164 each of the types T 24 and B 24 remained with the BVG (East), the only T 25 and 90 side cars of the type B 25, 244 motor coaches, 256 B 24 and 137 B 25 at BVG (West). The two administrations then began independently of one another to modernize the railcars to varying degrees and to equip them with more powerful engines. At BVG (East) this development resulted in the " reconstruction " of all vehicles as reko car types TE 59 and BE 59 in 1959. BVG (West) decommissioned its vehicles by 1966. Only a few of the 1924 railcars and sidecars have been preserved in museums.
prehistory
In the years 1919 to 1921, along with the Greater Berlin Act , most of the tram companies operating in Berlin were combined in the Berlin tram (BSt) , a company owned by the city of Berlin. In the vehicle fleet of around 4,000 vehicles, the focus was initially on standardizing equipment such as pantographs (conversion from hoop to roller pantographs), couplings (conversion to Albert couplings ) and brakes (conversion from compressed air brakes to electric brakes). In addition, the BSt was able to order 100 railcars and 132 sidecars from an older order from the Great Berlin Tram, as well as another ten railcars that were intended for the former BESTAG . With the participation of NAG in Oberschöneweide , the BSt 1921/1922 had a total of 160 Berolina wagons converted, which from then on were run as type U3l . There were no further renovations due to the advancing hyperinflation . The tariff increases could not withstand the devaluation; In addition, the majority of passengers migrated to the elevated and underground railways as well as the city, ring and suburban railways , which adjusted their fares later than the BSt and thus effectively offered a lower tariff. The company refrained from major price increases out of concern about further passenger migration. In order to cover the running costs, the BSt had to constantly reduce the offer. Maintenance work on the wagons and the infrastructure was not possible in this way, not to mention new acquisitions. In order for economic operation to be made possible, the BSt had to be released from its communal ties and transferred to a company under private law. The operating contract between the city and the future operating company stipulated, among other things, that the company had to maintain and replace the operating resources and facilities. On September 8, 1923, the Berlin tram filed for bankruptcy . The following Sunday was used for the restructuring of the company, the tram traffic stopped on that day. On September 10, the Berlin tram operating company (BSBG), organized under private law, began its work on a trunk network with 32 lines. The introduction of the Rentenmark in November 1923 created a solid currency base shortly afterwards, which in turn resulted in stable fares, so that further modernization of the vehicle fleet could be considered. In addition to the purchase of new tram cars in large numbers, the outdated and too small tram depots were modernized or replaced by modern new buildings in the following years. In 1928/29 the Berlin tram, the elevated railway company ( subway ) and the ABOAG ( omnibus ) merged to form the Berliner Verkehrs-AG (BVG; from 1938: Berliner Verkehrs-Betriebe).
In the summer of 1924, the Berlin tram operating company ordered 500 units (No. 5701–6200) and side cars (No. 1–500) of the 1924 design from 13 wagon factories as a replacement for around 1,000 older multiple units and sidecars Cars were not fully sufficient, the BSBG ordered a further 300 sidecars (actually 301, No. 501-801) from various manufacturers. The delivery was subsequently supplemented by a railcar (No. 5700) and two sidecars in light metal construction (No. 802 and 803). According to other information, the 801 sidecar was also made of lightweight construction. With 1304 cars, the vehicles then represented the largest uniform tram fleet in Germany.
construction
Type 1924 (T 24 / B 24)
Car construction part
Senior engineer Eberhard Kindler was commissioned by the Berlin tram operating company to design the cars. The cars were designed as two-axle bidirectional vehicles . In order to permanently reduce power consumption, the main focus was on a lightweight construction of the vehicles, which is reflected in several places. The wagons do not have a separate chassis , but are designed in a self-supporting construction . The car body rests on two longitudinal beams in Z-profile without intermediate springs. The Z-frame is cushioned against the car axles by means of helical and leaf springs, with the helical springs responding first and the leaf springs when the load is about half the load. The cast steel axle brackets and the iron corner pillars (U-profile) and three window pillars (T-profile) are attached to the lower, outward-facing flange of the Z-beam. The floor of the car is attached to the upper, inward-facing flange. Roller bearings were provided in the axle bushes, and the axles themselves were made of nickel steel. Compared to the older vehicles, the floor of the car is continuous and has no steps in the interior, which means that a continuous, uncranked carrier could be used for the sidecars. The railcars did not have a continuous girder, as experience shows that they were more often exposed to collisions and the girders would have bent more often. The Z-frame is therefore only designed up to the steps, the entry platforms were supported by a separate frame, which was stored analogously on the main frame. To reinforce the Z-frame, double hanging trusses were provided on both sides , which made use of the wagon pillars and whose struts were anchored close to the steps. By largely dispensing with sliding windows, the hanging structure was easier to accommodate. Kindler did not consider the alternatively possible design of the side walls as a two-dimensional structure , since otherwise the replacement of the side walls to be riveted would be more difficult.
The director of the Berlin School of Applied Arts, Bruno Paul , was able to be won over to design the wagons , with the young Sergius Ruegenberg supporting him. Paul not only specified the choice of materials and colors for the interior, but also a new paint scheme. He rejected the previous beige paint and replaced it with a strong post or chrome yellow for the car body under the windows and white ribbon windows to attract attention in traffic. The uniform window division and the black decorative lines of the bumper strips and the window parapet should give the car a pleasing appearance.
The structure was created using a mixed wood and steel construction. Instead of the traditional lantern roof , the wagons were given a 600 kg lighter barrel roof , which at the same time increased the stability of the car body. The ventilation therefore took place via two (railcars) or four (sidecar) ventilation attachments and four hinged windows of 1400 mm × 140 mm per side above the side windows. The middle of the eight side windows in the interior could be opened from the side. Sliding windows and window frames were made of profile brass, in which the rubber-mounted 4 mm thick glass panes sat. The 25 W light bodies were attached to the side of the window pillars. Before that, the mostly cylindrical light bodies hung from the roof of the car. The car body measures 10.00 m in length and 2.20 m in width. The platforms of the 1924 design are each 2.14 m long. A mixed arrangement of longitudinal and transverse seats was chosen for the seating, as was already chosen for the 1913 design (from 1934: TF 13/25 and BF 13/25). Twelve seats were designed as transverse benches in a 2 + 1 arrangement and three seats each on the longitudinal benches on both sides. There were also 40 standing places, twelve of them on the platforms. The seats were upholstered in red leather. All iron parts were clad with oak wood in the interior. It was important to Paul that the shape of the benches conformed to the anatomy of the human back. The brass handles should also adapt organically to the passenger's hand. The floor of the car consisted of a grate slat cover.
The railcar platforms received the end shield boxes and corner lanterns that would later be typical of Berlin, which made it possible to recognize the line number from all sides. The interchangeable line signs were illuminated from above by three light bulbs that were placed in a special box. The line numbers cut out of sheet metal were placed in front of opaque glass panes illuminated from the inside to make them easier to recognize. One of the incandescent lamps in the corner lanterns could be switched to the headlight using a toggle switch, but this was only used on the outside routes. In contrast to the older vehicles, the front structures were pulled forward to the edge of the roof. The sidecars had plug-in frames in the middle of the front to accommodate the line number plates. The structure of the platform essentially corresponded to that of the U3l wagons with entry and exit on both sides at the ends. The entrances that were not required in each case could be closed with transfer doors (lower area) and hinged windows (upper area).
Electrical equipment and brake
The railcars were equipped with two direct current series traction motors , half of which came from AEG (Tw 5701-5955, engine USL 253a) and half SSW (Tw 5956-6200, engine Dy 492). The main tram workshop took over the installation . The self-ventilating traction motors were equipped with paw- bearing drives and weighed 790 kg without and 830 kg with accessories. The hourly output was 35 kW at 500 V DC, 70 A amperage and a speed of 700 min −1 . The continuous output was 24.7 kW at 900 min −1 . The smaller dimensions of the engines made it possible to reduce the wheel diameter to 720 mm with a ground clearance of 123 mm, which meant that there were no steps between the interior of the car and the platforms. Cars 5701–5955 received AEG (USL 253a) bearing motors, and cars 5956–6200 those of SSW (Dy 492). AEG FB 3 slip ring travel switches were used for starting and braking for series and parallel connections and for short-circuit brakes with crossed brake circuits . The drive switches had six standard speed levels, five parallel speed levels and seven braking levels.
The railcars were in addition to the electrical short-circuit brake with a mechanical shoe brake with asbestos - brake pads fitted to the extended armature shaft attacked and their bases were cast on the motor housing. The sidecar had a knee lever brake , which was operated mechanically by the brake spindle and electrically by the solenoid brake. In contrast to the block brakes that had been used on the wheels until then , the suspension of the wagons did not affect the braking capacity.
Four resistance frames attached under the double benches served as heating in the railcars , through which the driving and braking current flowed during the heating season. The heating power was 10 ° C. The sidecar had two fresh electricity heaters with 1500 W power.
Type 1925 (T 25 / B 25)
The 1925 type cars built on the experiences made with the 1924 type. The body framework also made of rolled iron in Z, T and U-profile shape to the gusset plates together riveted were. For a better room layout, the platforms were shortened by 20 cm while the overall length remained the same, so that the longitudinal seats could be larger. Outwardly, this was noticeable through a changed window layout on the platforms. The car floor could be lowered to 790 mm (Tw) or 775 mm (Bw) above the upper edge of the rail , at the same time the car had one more step. The wheelbase was increased from 2.80 m to 3.20 m using Peckhampendeln . With these, the wagons are suspended on the axle bushing so that they swing sideways, so that side impacts, for example when entering curved tracks, are softened. Seven railcars and seven side cars of the 1924 design also had the enlarged wheelbase. The knee lever brake used in the sidecar could be simplified to the caliper brake in view of the long service life of the brake pads. 40 W incandescent lamps were used for the passenger compartment lighting. The floor of the car was covered with heavily fluted triolin . Other differences resulted, among other things, in the design of the paintwork and the use of light metal for various individual parts. Otherwise, the cars largely corresponded to the 1924 design.
Mission history
Delivery and development until 1949
The delivery of the first sidecars probably began in December 1924. After a test phase lasting several months, these were first used on the Kurfürstendamm lines 76 and 176 from March 1, 1925, and from the end of March the new sidecar was used on line 55, which runs through Siemensstadt . The Berlin tram started using the first railcars as planned from August 1925, with the number 5956 being the first to go into operation. The first sidecars of the 1925 design were also used in 1925. Overall, the delivery and commissioning of the cars dragged on until 1927. From around this time on, the Berlin tram was trying to equip individual vehicles with different engine types and drive types.
- BBC equipment with double countershaft motor
- The railcars 5901, 5904, 6001, 6002, 6003, 6007 and 6008 were equipped with a high-speed series motor (GDTM 100 a 4) from BBC with a double ratio. The engines had an hourly output of 32 kW at 1200 revolutions per minute. Instead of the inner-shoe transmission brake, the cars were equipped with an outer-shoe transmission brake. The railcars received type PN cam switches with hammer contacts. The vehicles were noticeable during operation by a loud whistling, especially when the car had to brake hard. The maintenance costs were kept within normal limits.
- Cardan drive
- Even before the 1924 type was procured, the Berlin tram equipped the U3l carriages 3102 II and 3212 II with NAG cardan drives . They expanded the experiment by equipping the railcars 5907, 5946-5953 and 5955 also with one-sided cardan drive. The cars converted at NAG received AEG engines of the type USC 253a, which corresponded electrically to the type USL 253a of the series. The wagons were very expensive to maintain. In addition, the lack of a separate chassis meant that the vibrations of the drive were transmitted directly to the car body. The railcars 5948, 5954 and 5955 were originally equipped with one-sided cardan drive and high-speed AEG engines of the type USC 253f with an hourly output of 43 kW. The mechanical brake was on the extended bevel gear shaft. The railcars 5948 and 5955 were rebuilt after a short time, with railcars 5954 the experiment lasted longer. Railcar 5936 was the only one to have a double-sided cardan drive with double transmission, and a USC 335a from AEG with an hourly output of 76 kW served as the drive motor. Two cardan shafts were driven via a spur gear and the torque was transmitted to one axle via bevel gears. For this purpose, the car had to be equipped with a separate drive switch, in which the direction roller was operated via a special hollow shaft. The brake discs were on the axle of the test vehicle.
- Worm drive
- The railcars 6024 and 6025 were equipped with a worm drive during this phase . Car 6024 retained its traction motor, and railcar 6025 received a high-speed USC 253f with a correspondingly changed gear ratio.
The knowledge gained from the tests proved to be valuable, with the lack of a separate chassis having a negative impact on the testing. For the purpose of uniform maintenance and warehousing, the BVG converted the vehicles back to peg bearing drives by 1932. Since the existing reserve engines USL 253a were not sufficient, 20 railcars (5881–5900) were given USL 271a engines, such as those used in the 1927 type cars . The motors had a caliper gear brake instead of the inner jaw gear brake. From 1934 onwards they were only allowed to be hung with a two-axle sidecar, externally this was indicated by a red line below the car number (red line car). As a result of the ordinance on the construction and operation of trams (BOStrab), which came into force on April 1, 1938 , the cars equipped with Siemens Dy 492 motors (from 5956 onwards) were also marked as red line cars. Also in 1934, the BVG introduced a type code for better identification of their vehicles. According to the key, the vehicles of the 1924 type were designated as T 24 (railcars) and B 24 (sidecars). The 1925 type wagons were given the designation T 25 and B 25. From the winter of 1934/1935, the paintwork was changed to ivory. From 1939, the BVG replaced the previous contact rollers on the pantographs with sliding blocks . In the same year, it equipped a test train from Tw 5834, Bw 83 and Bw 106 with rail brakes.
| Btf. | Lines (number of trains) | Σ |
|---|---|---|
| Britz | 47 (7), 95 (6) | 13 |
| Char | 72 (5) | 5 |
| Hal | 76 (7), 176 (7), 92 (5) | 19th |
| Head | 83 (4), 86 (5), 87 (6) | 15th |
| cross | 1 (20), 73 (4) | 24 |
| Lich | 64 (8), 65 (10), 68 (6), 69 (14), 76 (7), 176 (6) | 41 |
| Moa | 13 (11) | 11 |
| Garbage | 25 (13), 41 (9), 45 (10), 68 (7) | 39 |
| Never | 23 (11), 24 (11), 47 (7), 54 (3), 199 (7) | 39 |
| Rei | 41 (4), 61 (11), 88 (5) | 20th |
| Nice | 60 (6), 71 (6), 88 (7), 95 (6) | 25th |
| spa | 54 (9) | 9 |
| web | 40 (7), 44 (7), 74 (11), 177 (8), 96 (4) | 37 |
| Teg | 128 (6) | 6th |
| Tem | 96 (5), 99 (10), 199 (7) | 22nd |
| Tre | 44 (7), 82 (5), 187 (7), 92 (4), 93 (11) | 34 |
| White | 60 (6), 71 (5), 72 (6), 73 (6) | 23 |
The cars determined the image of the Berlin tram in the following years. They were at home in almost all depots. For 1937, a list showed the use of 399 trains on 38 day lines.
Since the BVG had not put any new vehicles into operation since 1930, the vehicle fleet situation was increasingly unsatisfactory from the start of the war. The purchase of 60 multiple units and 18 sidecars, which were originally intended for the Warsaw tram , could hardly defuse the situation. In order to reduce the number of individual courses , the speed of travel on Sundays and in late-night traffic was increased before the war began, and from 1941 also in daytime traffic. This was achieved by abandoning less frequented stops and increasing the maximum speed from 25–30 km / h to 40 km / h. The drivers were instructed to drive “sharply”, that is, from the highest gear they started the braking process without any transition. Since the traction motors were thermally overstressed under this load, they were only allowed to be hung twice during the day for four hours; they were identified by a blue line under the car number (blue line car). In order to increase the number of railcars that could be hung twice for the whole day, the BVG gradually upgraded the traction motors. By improving the armature winding and replacing the cotton insulation (insulation class A) with asbestos insulation (insulation class B), it was possible to increase the hourly output of the traction motors to 40 kW. The improved engines were given the letter "v" after the type designation. The conversion was slow, so not all vehicles were converted by the end of the war. After the end of the war, the regulations for the hourly hanging of the railcars were no longer applicable, which meant that the blue line could be dropped.
As a result of the Allied air raids on Berlin , considerable damage to the vehicles occurred from November 1943. In the late phase of the war, the BVG switched to parking the wagons on the streets at night, which did not promise greater protection. Further damage was caused by the use of damaged wagons as anti-tank traps . Presumably from November 1944, the main inspections in the main tram workshop (HwS) were also dropped. During the Second World War, around a fifth of the T 24 (92 Tw), a sixth of the B 24 (80 Bw) and a quarter of the B 25 (76 Bw) were destroyed or so badly damaged that rebuilding was not worthwhile. The BVG built goods trolleys for the work vehicle fleet on the remains of individual motor coaches and sidecars, although the numbers often cannot be clearly assigned. The goods trolleys G160 II , G165 II , G360-G364, G366-G369, G371-G374 and G 388 are known. The G155 II boxcar is also said to be one of the two types.
From the second half of 1945, the BVG carried out general inspections again. In addition to the HwS, these and a number of other repairs and refurbishments also took place in the main U-Bahn workshop in Seestrasse (HwU See) and at several private companies. BVG orders to WUMAG , Gaubschat , SSW , MBA , TRO and LOWA are known . Some of the work also took place after the administrative separation of the BVG in August 1949. Individual cars were painted in camouflage colors from US stocks, including Tw 6183, which was in use on the non-public pendulum line Grazer Platz - Eisenacher Straße (CCD Shuttle), which was used for internal traffic by the occupying forces in the post-war period.
In view of the factual administrative division of Berlin since 1948, the BVG was subordinate to two municipal administrations for transport. On April 28, 1949, there were talks about the administrative separation of the BVG, as a result of which, from May 1, 1949, the administrative districts were aligned with the sector boundaries. With the official separation of administration on August 1, 1949, the wagons were then assigned to the respective transport company depending on the home depot. The BVG in the western part of the city (BVG [West]) then kept 244 T 24, 256 B 24 and 137 B 25, the BVG in the east (BVG [East]) each 164 T 24 and B 24, 90 B 25 and the only one T 25. Until the network was disconnected in January 1953, the wagons could still be found in both halves of the city. The liberal use of wagons meant that when the network was disconnected on January 15, 1953, several wagons were in the "wrong" half of the city. For January 23, 1953, both administrations agreed to exchange cars. At 10:00 alternated at the Sonnenallee Bw 415, 478 and 480 in the West and Bw 611, 626 and 713 and Tw 6121 in the East. In Copenhagener Strasse in Wilhelmsruh , Tw 5846 and Bw 82 changed from east to west at 1 p.m. At the same time, the tw 6042, 6109 and 6165 came to the Reinickendorf district and the bw 181 and 307 to the Pankow district on Wollankstrasse . At the time the network was disconnected, three more railcars of the BVG (East) were in West Berlin for refurbishment, number 5830 at MBA, 5857 at SSW and 5860 in the main workshop in Seestrasse. The BVG (West) noted on February 1, 1953 that the cars remained permanently in West Berlin. It is not known whether the BVG (East) also withheld cars.
BVG (East)
Conversion types T 24 E and T 24 U
The BVG initially had its vehicles repaired in its own workshop and by private companies. From 1950 one began with the reconstruction of car bodies on existing underframes. At the LOWA plant in Werdau , four B 24 (type B 24/50, No. 123, 269, 287, 371) and four B 25 (type B 25/50, No. 565, 679, 706, 758) each received new car bodies of the body type . In 1952, the LOWA plant in Berlin-Johannisthal built four trailer cars from the G165 II , G160 II , G360 and G363 freight cars , which in turn were made from type T 24, B 24 and B 25 cars (type B 24/52, No. 1741-1744). Other reconditioned sidecars were given an appearance that differed greatly from the original shape. This could be seen in the number of side windows (four large instead of eight small), the installation of sliding doors, the use of metal decorative strips or the pulling down of the side walls on the platforms. The BVG (East) also deviated from the norm in places when it came to painting. Like the rest of the car body, the intermediate struts of the windows were painted light beige, the car number was written on the side and not in the middle, and some railcars had a darker paintwork in the area of the headlights.
From 1952, the BVG (Ost) began modernizing the first T 24, similar to the western administration. A total of 90 railcars were fitted with new cabling, rail brakes and slip-ring travel switches of the type StFNB 1 with 18 driving and 13 braking levels. To enable covering with two sidecars, the railcars were equipped with more powerful drive motors of the unit type EM 60/600 with an hourly output of 60 kW. The technical equipment was similar to that of the T 24/49 in the other half of the city. In contrast to these, the upgraded railcars of the BVG (East) received disc wheels instead of the usual spoked wheels, but driver seats were not installed. Here too, the wheel diameter was 760 mm with the wagon floor raised accordingly. The partial use of sheet metal resistors (so-called “Saalfeld resistors”) with high cover boxes on the roofs was striking. The ventilation flaps above the side windows were glazed and made the car look a bit more transparent. The seats were covered with brown synthetic leather, the seat frames made of angle iron. VEB Waggonbau Görlitz (formerly WUMAG), VEB Waggonbau Bautzen (formerly Busch) and VEB Waggonbau Niesky (formerly C&U) took over the wagon construction part of the conversions , the electrical equipment came from VEB Lokomotivbau Elektrotechnische Werke "Hans Beimler" in Hennigsdorf (LEW , formerly AEG). The BVG referred to the car as T 24 E, with the "E" probably standing for standard equipment. The upgrading program also included the T 25 5700, which came to LEW in 1953 and, in addition to the electrical equipment, was also adapted to the T 24 in terms of vehicle construction. To do this, the car body had to be lengthened and the platforms shortened to the same extent, the wheelbase was adjusted to the usual 2800 mm. The renovation was completed by 1954.
In the same construction lot as the Tw 5700 there was also Tw 6144, which was to serve as a sample car for an extensive conversion. In addition to the electrical equipment, as with the T 24 E, the car received new platforms with one-piece sliding doors and aprons pulled down at the ends of the car. The characteristic corner lanterns were exchanged for a number box placed in the middle above the target sign. Smaller windows were combined into larger ones. The test drives took place from September 22, 1953 on the LEW test track, from October 16, 1953, the number 6144 was ready for delivery. On November 5, the Berlin transport company complained that only 25 of the 49 listed defects had been dealt with by this time. The railcar was therefore brought back to Hennigsdorf on December 7, 1953 by means of a Culemeyer transporter . Among other things, new upholstered seats and window frames should be installed. On April 12, 1954, Tw 6144 was presented to a larger group of employees together with an "Ammendorfer sidecar". The "Ammendorfern" (Bw 1751–1800) were optically matching sidecars from VEB Waggonbau Ammendorf , which were internally designated as B 53 . LEW converted a further 34 railcars accordingly, and LOWA Berlin-Johannisthal took over 40 railcars. Due to their angular appearance, the railcars, internally designated as T 24 U, were given the derogatory nickname "pig pen". The first conversion cars were still equipped with pantographs, the conversion of which to pantographs was completed by 1955. While the T 24 E often ran with pre-war sidecars, the externally more conspicuous T 24 U with the new build sidecars B 50 / B 51 (Bw 1701-1740) and B 53 were used.
The T 24 E Tw 6096 was extensively converted in the Treptow workshop in 1956 with the aim of visibly increasing the attractiveness of the car. The vehicle received new platform structures with rounded metal sheets, manually operated folding doors, rubber-framed windows, a new barrel roof and a handwheel-operated travel switch. The conversion car - also known as the "Ochsenkopf" - known as the T 24/56 received numerous elements that were later used in the reconstruction program. The first test drives took place in October 1958, and it was mainly used on line 91 ( Treptow , Rathaus - Johannisthal ) or the night car on line 87 ( Wiener Brücke - Rahnsdorf ). The vehicle operated as a solo car, occasionally it was used as a towing vehicle to transfer the internal library car B1.
Recoprogram
Since the mid-1950s, VEB Waggonbau Gotha was the only manufacturer of tram vehicles in the German Democratic Republic . Although new developments of open- plan and articulated wagons were originally planned for Berlin , their development stalled, especially since the wagon factory was busy with orders. The BVG therefore resorted to the further conversion (" reconstruction ") of the existing vehicles in order to give the appearance of new vehicles from the outside. The first preparatory work took place from 1957 at LOWA Johannisthal, which was taken over shortly afterwards by the Reichsbahnausbesserungswerk Berlin-Schöneweide (Raw Sw) on the basis of an innovator proposal . The T 24 U model trains 5791 and 5919 were given Scharfenberg couplings , a door locking system, a driver's cab with an improved driver's seat and an extra-low voltage system , with the car body unchanged . Aluminum moldings were added to enhance the look. Bw 536 was adapted to the railcars accordingly. The two railcars also ran in association with the Gothawagen BF 59 delivered to Berlin in 1959 .
In the further procedure, all other T 24, B 24 and B 25 should now be reconstructed. In addition to the large number of cars, the comparatively simple design and the use of roller bearings - instead of plain bearings as in the older vehicles - were decisive. Presumably for the purpose of uniform storage, the conversion also included the T 24 U, the conversion of which was less than five years ago at that time. Externally and in terms of equipment, the Rekowagen should be based on the TF 59 of Waggonbau Gotha, which was also shown by the consecutive numbering. While the Gothawagen were classified under 3901–3910 (railcars) and 1801–1820, the Reko wagons received the numbers from 3911 and 1821. For the conversion, the floor frame including the axle brackets and the side suspension were used, whereas the platforms were separated and replaced by such Form the Gothawagen were replaced. The sidecars retained their spoked wheels . The car body superstructures, the roofs and the interior fittings were also new buildings. The toggle brake of the T 24 and B 24, which acted on two brake disks per axle shaft, was replaced by a caliper brake acting on both sides of a brake disk. The caliper brake was installed on the B 25 right from the start. The wheelbase has been increased from 2800 mm to 3200 mm; the sidecars equipped with Peckhampendeln retained the wheelbase, but received simple welded axle brackets. Since the B 25 had a longer base frame, the use of uniform platforms increased their overall length to 10.70 m above sheet metal compared to 10.50 m on the reconstructed B 24. The previous seating arrangement of longitudinal and transverse benches was changed in favor of a 2 + 1 -Seating given in compartment form. The two-seaters in the sidecar were arranged slightly offset in order to make it easier for the passengers sitting at the window to get out without having to move the people next to them to get up. In addition, the sidecars were given a conductors seat , while the railcars were not required for Z operations. In the first few years up to the introduction of conductors-free operation (OS operation, "without conductors"), it was therefore only allowed to be used by season ticket holders who were supposed to hold up their tickets visibly when boarding. The new type designation was TE 59 for the railcars and BE 59/1 (ex B 24) or BE 59/2 (ex B 25) for the sidecars. The Schöneweide raw material was primarily responsible for the conversion, and from January 1960 the conversion also took place at Waggonbau Gotha. The first Reko cars started running on route 49 ( Buchholz - Hackescher Markt ) from January 1960 . The conversion of the standard cars dragged on until 1964, the last original railcars were therefore in use by the end of 1962 at the latest, the sidecars possibly in spring 1963. The type B 24/50 and B 25/50 sidecars with LOWA superstructures, which the BVG scrapped after being retired in 1963/64, were excluded from the conversion. Of the B 24/52 dismantled from freight wagons, Bw 1742–1744 found their way into the reconstruction as the new type BE 59/3, Bw 1741 was also scrapped. A total of 165 railcars and 249 type T 24 and T 25 side cars were included in the reconstruction program.
After the standard cars T 24, B 24 and B 25, the BVG had other model series "reconstructed" in the 1960s, whereby these Reko cars are de facto new-build vehicles, as hardly any parts of the old-built vehicles were used. Only with the Tw 5001 (type TE 63/1), original Tw 3716 (type T 33 U ) from 1933, was the same procedure as with the TE 59. When the last Reko wagons were retired from scheduled service in 1996, the Tw 3050 ( Donor vehicle 5755) and Tw 3056 (donor vehicle 5700) represent two railcars of the 1924/1925 design, which were also preserved for posterity.
BVG (West)
Conversion types T 24/49 and T 24/55
In 1949, BVG (West) began to equip part of the T 24 with more powerful engines. As a preliminary test, Tw 6089 received two unit type EM 60/600 (GBM 430) with 60 kW hourly output and type EF 43 cam travel switches. In addition, the railcar received two power rail brakes, driver's seats and completely new cabling. The drive motors required a wheel diameter of 760 mm, which increased the entry height accordingly. After successful testing, 55 additional railcars were converted into the sub-series T 24/49, with the series vehicles being equipped with GBM 431 traction motors. In 1952, Tw 6089 was adjusted as the last car in the series. During the same period, the BVG ended the changeover from pole to pantographs, which had begun in 1948. The railcars were among the most powerful of the Berlin trams. Unlike the T 24 E from BVG (East), the T 24/49 retained their spoke wheel sets. By 1952, the BVG also converted all railcars to pantographs .
From 1955 the BVG was able to equip additional T 24s with more powerful engines. This was made possible by the decommissioning of the maximum multiple units of the types TD and TDS , which no longer complied with the BOStrab regulations due to their wooden superstructures. A total of 92 railcars were equipped with USL 323v traction motors, which had an hourly output of 50 kW. As with the T 24/49, the engine design required the use of drive wheels with a diameter of 760 mm. The BVG officially ran the vehicles as the T 24 with the USL 323v engine, but in the literature the name T 24/55 is also found. In almost all of the remaining 96 railcars that had not been converted, the BVG upgraded the traction motors by using silicone instead of asbestos insulation (USL 253avi motor); the Dy 492 that were still in existence were also replaced with Siemens motors due to the lack of armature core ventilation. Both the T 24/55 and the T 24 with USL 253avi engine were able to pull two sidecars.
Retirement in West Berlin
From 1958, the BVG equipped the railcars and sidecars with tail lights. The requirements of BOStrab provided for an increased minimum braking delay and the installation of a fresh-flow rail brake from January 1, 1960. The latter was retrofitted to the railcars used in passenger transport, while the existing rail brakes on the T 24/49 were converted to supply fresh electricity. As early as 1956, a train consisting of Tw 6091, Bw 61 and Bw 704 was equipped with rail brakes. The BVG equipped other sidecars with frames to accommodate the rail brakes, as the braking deceleration of the railcars was considered sufficient, so they were not installed.
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The changed braking deceleration values from 1960 meant that the train formation regulations had to be adjusted again; double hangings with center entry wagons were generally not permitted in future. While the T 24/49 and T 24/55 could still attach two two-axle sidecars in passenger traffic, the T 24s equipped with USL 253avi were allowed to attach one sidecar for passenger traffic, but two sidecars when towing without passengers. This was indicated by the reintroduction of the blue line under the car number. The remaining T 24s with USL 253v or USL 271v were generally only allowed to be hung with a sidecar.
| Type | ATw no. | Tw no. | Remarks |
|---|---|---|---|
| T 24 | A451-A470 | 5714, 5734, 5810, 5832, 6102, 5925, 5945, 5960, 6022, 6030, 5713, 5928, 5933, 6052, 6053, 6105, 6135, 6137, 6185, 5946 | |
| T 24/55 | A471-A490 | 5803, 5992, 5999, 5811, 5801, 5953, 5866, 5865, 5913, 5974, 5889, 5846, 5915, 6009, 6051, 5951, 5871, 6078, 5947, 5927 | |
| T 24/49 | A491-A500 | 5959, 6006, 6027, 6043, 6046, 6057, 6082, 6159, 6171, 6181 | |
| A501-A502 | 6184, 6199 | Tow rail car for Bw 7000–7001 | |
| A511-A514 | 6074, 6158, 6176, 6196 | Track construction department | |
| A521-A524 | 5907, 5970, 5998, 6100 | Snow removal vehicle |
Since the specifications of the BOStrab also had an impact on the stock of work cars, the BVG decommissioned the older motor coaches with wooden superstructures and used 20 motor coaches with USL 253 as towing motor coaches A451-A470 towards the end of 1960. With the exception of the work car painting, the BVG did not make any modifications to the vehicles. For economic reasons, a general inspection was not carried out as the end of the mission was foreseeable. The work cars were parked in the course of 1963. They were replaced by 20 vacant T 24/55 as A471 – A490. The vehicles were also taken out of service when they reached their term until 1966. From the beginning of 1965, the BVG now used twelve T 24/49 as towing cars A491-A502, whereby A501 and A502 were intended exclusively for the large trailer cars 7000 and 7001 of the type BED 52 and were equipped accordingly. In mid-1965, the track construction department received four more T 24/49, which were classified as A511-514. According to the UVV , the wagons had to be given an orange warning paint ( RAL 2000 ) and, due to official requirements, equipped with speedometers . In the autumn of 1965 four more T 24/49 were removed from the inventory and classified as A521-A524. After conversion they were used as snow clearing vehicles.
In 1960, the BVG began decommissioning surplus type B 24 sidecars. The BVG decommissioned the last B 24 when the timetable changed on May 1, 1964; the wagons were mostly dismantled in the former Spandau depot (Spa) or in the Wittenau main warehouse . Of the B 25, only the 803 lightweight wagon was prematurely retired due to rotting in 1960. The majority of the wagons were initially dismantled in Spandau, after which the Schöneberg and Moabit depots were closed on October 1, 1964. The last area of operation was the sidecar until April 1966 on routes 15 and 96 and occasionally on route 47. Of the T 24 remaining in passenger traffic, the remaining cars with USL 271v (Tw 5883-5885, 5887), which were only allowed to drive with a trailer because of their engines, and three T 24/55 (Tw 5729, 5923, 5955) were initially sold in 1962 ) retired. This was followed by the unmodified railcars with USL 253v, USL 253av and USL 253avi until 1964, the T 24/55 the following year. The final end of use came on May 2, 1966 and affected the T 24/49 and B 25 that were still in use. Due to a regulatory order, wagons with non-lockable doors were no longer allowed to be used in passenger traffic. The remaining wagons were scrapped in Moabit.
Vehicles received after 1967
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After the cessation of tram operations in West Berlin initially twelve cars - eight railcars and four sidecars - were preserved for posterity. Since the BVG (East) vehicles were included in the Recoprogram without exception, these are exclusively vehicles that remained with the BVG (West). In January 2020, two trains, each with a T 24 railcar and a B 24 sidecar, were still preserved as a museum in Berlin, one of which was operational. Two more T 24 railcars are in other museums.
The Berlin Heritage Preservation Association (DVN) looks after the 5984 and 339 buildings, which are in working order. Tw 5984 was converted to the T 24/49 in 1949 and was only used for special trips from 1965 onwards. In May 1968 it came to the BVG's historical vehicle collection in the Britz depot . After its dissolution in 1993, a cooperation agreement was reached in December 1994 between the BVG and the DVN regarding the reconditioning and general inspection of the vehicle. BVG took over the overhaul of the motors, wheel sets and rail brakes, while DVN took care of the reconditioning of the drive switches and resistors, re-sheet metal and repainting, chrome plating of the handles and the installation of a low-voltage hazard warning system and an inductive switch control. In September 1997 the railcar could be put back into operation. Bw 339 was in service until May 1964 and came to Roermond in November 1964 . In 1967 the car moved to a private tram museum in Weert , where it stood outdoors. In 1989 the Electrische Museumtramlijn Amsterdam took over the car, and two years later it returned to Berlin. The DVN refurbished the car over the next 15 years and presented it outdoors for the first time in August 2006. In May 2007, the technical acceptance of the vehicle, which was restored to its condition from 1950, took place. Together with Tw 5984, this resulted in an operational train of the 1924 design.
No 5725 and Bw 1 were declared as museum cars from June 1964 and were optically restored to the delivery condition by the BVG.The pantograph was removed from the railcar and replaced with the roller pantograph that was common at the time. A technical work-up was probably omitted. The vehicle combination was initially located in the Charlottenburg depot and in May 1968 came into the BVG's historical vehicle collection in the Britz depot . After the collection was dissolved in 1993, both cars were loaned to the German Museum of Technology in Berlin , which they are kept in the municipal transport depot in the Monument Hall, where they are temporarily presented to the public.
The two Tw 5954 and 5964 were parked in the Charlottenburg depot in May 1967 when the Karlsruhe Transport Company (VBK) expressed interest in the two railcars. In the same month they went to Karlsruhe , where they were given a new paint job below the windows. Tw 5954 received a light blue belly band with red corner markings, Tw 5964 a green belly band with green corner markings. Together with other old-build vehicles from the Federal Republic of Germany, both cars drove on a special line operating on the occasion of the 1967 Federal Horticultural Show . The VBK used the car for further special trips on the Karlsruhe tram network until around 1969 . The Tw 5954 then came to the National Capital Trolley Museum in Colesville , Maryland . No. 5964 came into the holdings of the German Tram Museum in Sehnde - Wehmingen and has been in the possession of the Hanover Tram Museum at the same location since 1987 . The car looks like it was in the 1960s. In September 2008, on the occasion of the 700th anniversary of Heiligensee , the car was exhibited on the former depot of the former local tram.
The Tw 6181 last used as A500 was from December 1967 initially on the Uncle Tom market in Zehlendorf and 1969 in a traffic garden in the Brettnacher road off. The car was later repainted and given the wrong number 5860. In 1979 the German Tram Museum bought the car and transferred it to Sehnde-Wehmingen the following year. The vehicle was parked there - even after it was taken over by the Hanover Tram Museum. In view of its desperate condition, the car was scrapped in 2005.
After the cessation of passenger traffic in West Berlin on October 2, 1967, the BVG (West) carried out individual transfer trips between the depots in Charlottenburg and Moabit in order to scrap the remaining vehicles there. On December 21, 1967, the last trips took place, in which the railcars 5988 and 6158 were also involved. No. 5988 sold the BVG to the Berliner Morgenpost , which set it up as a market stall on Breitscheidplatz at the turn of the year 1968/69 . The daily newspaper then gave the car away to the Wedding District Office , which exhibited it in the courtyard of a daycare center or library on Schönwalder Strasse . Since it quickly served as a sleeping place for the homeless, it was removed and dismantled in April 1971. No. 6158, most recently A512, remained in the Moabit depot until 1985. There were rumors that the vehicle should be exchanged for an East Berlin maximum railcar. In 1983 the BVG sold it to a businessman who left it to the BVG again a year later. The railcar was scrapped in August 1985. The front of the vehicle was preserved and was handed over to the BVG subsidiary VVR , which exhibited it in its office in Alboinstrasse in Schöneberg under the wrong number 3566 - a TM 36 .
Railcar 6027, last used as the A493 tow railcar, was sold by BVG in 1966 to a discotheque on Kurfürstendamm after the motors, pantographs and the undercarriage had been removed. The torso was present until the 1980s, its whereabouts are unclear. A similar fate befell the 556 sidecar, which was sold to a pub on Laubacher Strasse in Wilmersdorf in 1965 . The car body is still there as a bar area, and appropriately this student bar has been called the tram since 1977 .
- Received T 24 and B 24
No. 5725 in the original yellow and white paint in the municipal transport vehicle collection of the DTMB (2012).
No 5984 in the later ivory-colored uniform paintwork with Bw 1707 in Große Praesidentstrasse (2017).
No. 5954 in the National Capital Trolley Museum (2012).
No. 5964 in front of the former depot of the Heiligenseer tram (2008).
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Vehicle list
| Type | T 24 | T 25 | B 24 | B 25 | B 24/52 |
|---|---|---|---|---|---|
| Procurement 1924–1927 | 500 | 1 | 500 | 303 | 4th |
| until 1949 excl. | 92 | 0 | 80 | 76 | - |
| BVG (East) | 164 | 1 | 164 | 90 | 4th |
| of which Reko | 164 | 1 | 160 | 86 | 3 |
| BVG (West) | 244 | 0 | 256 | 137 | - |
| received from it | 4th | 0 | 2 | 0 | - |
The following list provides an overview of the multiple units and sidecars of types 1924 and 1925. The table is sorted in ascending order according to the vehicle number. The type B 24/52 sidecars are also listed in the table due to their unclear origin, so that a total of 1308 entries are recorded for 1304 vehicles built.
- Legend
- No. - wagon number upon delivery. A superscript Roman number refers to the second, third, etc. assignment of a car number within the numbering scheme of the Berlin tram or BVG.
- Type - Original vehicle type according to the BVG type code from 1934.
- Manufacturer - manufacturer of the vehicle part.
- Engine (until 1932) - Engine installed until 1932. In the case of the railcars that were converted on a trial basis up to 1932, the first engine installed (before 1927) is not mentioned separately
- Engine (from 1932) - Engine installed from 1932 . The respective indices that were created by changing the insulation class are not mentioned separately.
- Engine (from 195x) - Engine installed as part of conversions from the 1950s. The respective indices that were created by changing the insulation class are not mentioned separately. The USL 323v are an exception, as only this type of USL 323 motor was used. In simplified terms, it is assumed that the Siemens motors (Dy 462) were only replaced as part of a major vehicle conversion.
- Wheelbase (in mm) - The column serves primarily to highlight the T 24 and B 24 with an extended wheelbase.
- Fate - Fate of the vehicles after 1945/49. The abbreviations KV stand for war loss (retired until 1945), O for BVG (east) and W for BVG (west).
- Conversion type - vehicle type after conversion according to the BVG type code.
- Retirement - year of retirement of the car. In the case of BVG (West) wagons, the information relates to the year of scrapping; it is simply assumed that the decommissioning took place in the same year.
- Reko no. - Car number after the conversion to a reko car, only applies to BVG (east) wagons.
- Comments - Comments such as use as a work vehicle etc.
- Source - individual reference to the entry.
| No. | Type | Manufacturer | Engine (until 1932) |
Engine (from 1932) |
Engine (from 195x) |
Wheel base (in mm) |
Whereabouts | Conversion type |
Ausmus- esterification |
Reko no. | Remarks | source |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1 II | B 24 | LHW | - | 2400 | W. | 1964 | museum car since 1964; parked in the DTMB | |||||
| 2 II -9 II | W. | 1964 | ||||||||||
| 10 II | W. | 1960 | ||||||||||
| 11 II | KV | 1945 | ||||||||||
| 12 II -15 II | W. | 1964 | ||||||||||
| 16 II | O | 1961 | 1925 II | |||||||||
| 17 II -23 II | W. | 1964 | ||||||||||
| 24 II | O | 1960 | 1868 III | |||||||||
| 25 II | W. | 1964 | ||||||||||
| 26 II | O | 1960 | 1847 II | |||||||||
| 27 II | W. | 1964 | ||||||||||
| 28 II | KV | 1945 | ||||||||||
| 29 II | W. | 1964 | ||||||||||
| 30 II | 3200 | W. | 1964 | |||||||||
| 31 II | W. | 1964 | ||||||||||
| 32 II | 2400 | KV | 1945 | |||||||||
| 33 II -35 II | W. | 1964 | ||||||||||
| 36 II | KV | 1945 | ||||||||||
| 37 II | W. | 1964 | ||||||||||
| 38 II | O | 1961 | 1885 II | |||||||||
| 39 II | W. | 1964 | ||||||||||
| 40 II | KV | 1945 | ||||||||||
| 41 II | O | 1961 | 1892 II | |||||||||
| 42 II -46 II | W. | 1964 | ||||||||||
| 47 II | O | 1961 | 1886 II | |||||||||
| 48 II | W. | 1964 | ||||||||||
| 49 II | O | 1961 | 1888 II | |||||||||
| 50 II | W. | 1964 | ||||||||||
| 51 II | W. | 1964 | ||||||||||
| 52 II | O | 1960 | 1863 III | |||||||||
| 53 II -57 II | W. | 1964 | ||||||||||
| 58 II | KV | 1945 | ||||||||||
| 59 II | O | 1961 | 1891 II | |||||||||
| 60 II -63 II | W. | 1964 | ||||||||||
| 64 II | O | 1960 | 1846 II | |||||||||
| 65 II | O | 1960 | 1883 II | |||||||||
| 66 II -69 II | W. | 1964 | ||||||||||
| 70 II | O | 1964 | 1970 II | |||||||||
| 71 II | O | 1961 | 1890 II | |||||||||
| 72 II -73 II | KV | 1945 | ||||||||||
| 74 II | W. | 1964 | ||||||||||
| 75 II | O | 1962 | 1942 II | |||||||||
| 76 II | O | 1962 | 1968 II | |||||||||
| 77 II | O | 1960 | 1882 II | |||||||||
| 78 II | O | 1962 | 1945 II | |||||||||
| 79 II | W. | 1964 | ||||||||||
| 80 II | O | 1964 | 1977 II | |||||||||
| 81 II -86 II | W. | 1964 | ||||||||||
| 87 II | O | 1961 | 1893 II | |||||||||
| 88 II | W. | 1964 | ||||||||||
| 89 II | KV | 1945 | ||||||||||
| 90 II -100 II | W. | 1964 | ||||||||||
| 101 II | O | 1962 | 1957 II | |||||||||
| 102 II | W. | 1964 | ||||||||||
| 103 II | W. | 1962 | ||||||||||
| 104 II | O | 1964 | 1971 II | |||||||||
| 105 II | KV | 1945 | ||||||||||
| 106 II | W. | 1964 | ||||||||||
| 107 II | O | 1961 | 1897 II | |||||||||
| 108 II | O | 1960 | 1843 II | |||||||||
| 109 II -111 II | W. | 1964 | ||||||||||
| 112 II | O | 1962 | 1953 II | |||||||||
| 113 II | O | 1964 | 1974 II | |||||||||
| 114 II -115 II | W. | 1964 | ||||||||||
| 116 II | O | 1961 | 1895 II | |||||||||
| 117 II | W. | 1964 | ||||||||||
| 118 II | O | 1964 | 1973 II | |||||||||
| 119 II | W. | 1964 | ||||||||||
| 120 II | O | 1960 | 1878 II | |||||||||
| 121 II | KV | 1945 | ||||||||||
| 122 II | W. | 1964 | ||||||||||
| 123 II |
LHW LOWA |
O | B 24/50 | 1962 | ||||||||
| 124 II | LHW | KV | 1945 | |||||||||
| 125 II | O | 1964 | 1979 II | |||||||||
| 126 II | bush | KV | 1945 | |||||||||
| 127 II | O | 1961 | 1906 II | |||||||||
| 128 II | KV | 1945 | ||||||||||
| 129 II -131 II | W. | 1964 | ||||||||||
| 132 II | KV | 1945 | ||||||||||
| 133 II -134 II | W. | 1964 | ||||||||||
| 135 II | KV | 1945 | ||||||||||
| 136 II | O | 1961 | 1931 II | |||||||||
| 137 II -139 II | W. | 1964 | ||||||||||
| 140 II | O | 1961 | 1907 II | |||||||||
| 141 II | KV | 1945 | ||||||||||
| 142 II | O | 1960 | 1853 II | |||||||||
| 143 II | W. | 1964 | ||||||||||
| 144 II -146 II | W. | 1964 | ||||||||||
| 147 II | KV | 1945 | ||||||||||
| 148 II | W. | 1964 | ||||||||||
| 149 II | O | 1961 | 1896 II | |||||||||
| 150 II | KV | 1945 | ||||||||||
| 151 II | W. | 1964 | ||||||||||
| 152 II | KV | 1945 | ||||||||||
| 153 II -158 II | W. | 1964 | ||||||||||
| 159 II | KV | 1945 | ||||||||||
| 160 II | W. | 1964 | ||||||||||
| 161 II | O | 1961 | 1921 II | |||||||||
| 162 II -163 II | W. | 1964 | ||||||||||
| 164 II | O | 1964 | 1980 II | |||||||||
| 165 II -166 II | W. | 1964 | ||||||||||
| 167 II | O | 1961 | 1894 II | |||||||||
| 168 II | O | 1960 | 1822 II | |||||||||
| 169 II | O | 1961 | 1903 II | |||||||||
| 170 II | O | 1960 | 1823 II | |||||||||
| 171 II | W. | 1964 | ||||||||||
| 172 II | KV | 1945 | ||||||||||
| 173 II -174 II | W. | 1964 | ||||||||||
| 175 II | O | 1960 | 1829 II | |||||||||
| 176 II -177 II | Wismar | W. | 1964 | |||||||||
| 178 II | O | 1962 | 1965 II | |||||||||
| 179 II | W. | 1964 | ||||||||||
| 180 II | O | 1962 | 1944 II | |||||||||
| 181 II | O | 1961 | 1905 II | |||||||||
| 182 II | KV | 1945 | ||||||||||
| 183 II | O | 1960 | 1824 II | |||||||||
| 184 II -185 II | W. | 1964 | ||||||||||
| 186 II -187 II | KV | 1945 | ||||||||||
| 188 II | W. | 1964 | ||||||||||
| 189 II | O | 1960 | 1852 II | |||||||||
| 190 II | O | 1960 | 1850 II | |||||||||
| 191 II -192 II | KV | 1945 | ||||||||||
| 193 II -194 II | W. | 1964 | ||||||||||
| 195 II | 3200 | W. | 1964 | |||||||||
| 196 II | 2400 | W. | 1964 | |||||||||
| 197 II | O | 1961 | 1900 II | |||||||||
| 198 II | O | 1960 | 1872 II | |||||||||
| 199 II -200 II | KV | 1945 | ||||||||||
| 201 II | KV | 1945 | ||||||||||
| 202 II - 203 II | W. | 1964 | ||||||||||
| 204 II | O | 1961 | 1904 II | |||||||||
| 205 II -207 II | W. | 1964 | ||||||||||
| 208 II | O | 1964 | 1972 II | |||||||||
| 209 II -212 II | W. | 1964 | ||||||||||
| 213 II | O | 1960 | 1854 II | |||||||||
| 214 II -216 II | KV | 1945 | ||||||||||
| 217 II | O | 1961 | 1927 II | |||||||||
| 218 II | KV | 1945 | ||||||||||
| 219 II | O | 1961 | 1909 II | |||||||||
| 220 II | KV | 1945 | ||||||||||
| 221 II -224 II | W. | 1964 | ||||||||||
| 225 II | KV | 1945 | ||||||||||
| 226 II -229 II | HAWA | W. | 1964 | |||||||||
| 230 II | O | 1962 | 1967 II | |||||||||
| 231 II | O | 1960 | 1877 II | |||||||||
| 232 II -233 II | W. | 1964 | ||||||||||
| 234 II | KV | 1945 | ||||||||||
| 235 II -237 II | W. | 1964 | ||||||||||
| 238 II | O | 1962 | 1940 II | |||||||||
| 239 II -240 II | W. | 1964 | ||||||||||
| 241 II | O | 1961 | 1924 II | |||||||||
| 242 II | W. | 1964 | ||||||||||
| 243 II | O | 1961 | 1910 II | |||||||||
| 244 II | W. | 1964 | ||||||||||
| 245 II | KV | 1945 | ||||||||||
| 246 II | 3200 | W. | 1964 | |||||||||
| 247 II | 2400 | KV | 1945 | |||||||||
| 248 II | O | 1960 | 1871 II | |||||||||
| 249 II | O | 1960 | 1851 II | |||||||||
| 250 II | O | 1960 | 1874 II | |||||||||
| 251 II | KV | 1945 | ||||||||||
| 252 II | O | 1962 | 1954 II | |||||||||
| 253 II | KV | 1945 | ||||||||||
| 254 II | O | 1960 | 1862 III | |||||||||
| 255 II | O | 1961 | 1920 II | |||||||||
| 256 II | KV | 1945 | ||||||||||
| 257 II | O | 1960 | 1858 II | |||||||||
| 258 II | W. | 1964 | ||||||||||
| 259 II | KV | 1945 | ||||||||||
| 260 II | 1949 | |||||||||||
| 261 II | KV | 1945 | ||||||||||
| 262 II | W. | 1964 | ||||||||||
| 263 II | O | 1960 | 1864 III | |||||||||
| 264 II | KV | 1945 | ||||||||||
| 265 II -266 II | W. | 1964 | ||||||||||
| 267 II | 3200 | W. | 1964 | |||||||||
| 268 II | 2400 | KV | 1945 | |||||||||
| 269 II |
HAWA LOWA |
O | B 24/50 | 1962 | ||||||||
| 270 II | HAWA | W. | 1964 | |||||||||
| 271 II | O | 1962 | 1943 II | |||||||||
| 272 II | W. | 1964 | ||||||||||
| 273 II | O | 1960 | 1873 II | |||||||||
| 274 II | O | 1960 | 1875 II | |||||||||
| 275 II | O | 1961 | 1936 II | |||||||||
| 276 II -277 II | KV | 1945 | ||||||||||
| 278 II | 1949 | |||||||||||
| 279 II | O | 1962 | 1951 II | |||||||||
| 280 II -284 II | W. | 1964 | ||||||||||
| 285 II | O | 1962 | 1956 II | |||||||||
| 286 II | W. | 1964 | ||||||||||
| 287 II |
HAWA LOWA |
O | B 24/50 | 1962 | ||||||||
| 288 II | HAWA | W. | 1964 | |||||||||
| 289 II | KV | 1945 | ||||||||||
| 290 II | W. | 1964 | ||||||||||
| 291 II | KV | 1945 | ||||||||||
| 292 II | O | 1961 | 1901 II | |||||||||
| 293 II -294 II | W. | 1964 | ||||||||||
| 295 II | KV | 1945 | ||||||||||
| 296 II | O | 1960 | 1867 III | |||||||||
| 297 II -298 II | KV | 1945 | ||||||||||
| 299 II | O | 1961 | 1926 II | |||||||||
| 300 II | O | 1961 | 1889 II | |||||||||
| 301 II | W. | 1964 | ||||||||||
| 302 II | 1949 | |||||||||||
| 303 II -306 II | W. | 1964 | ||||||||||
| 307 II | O | 1962 | 1959 II | |||||||||
| 308 II | KV | 1945 | ||||||||||
| 309 II -310 II | W. | 1964 | ||||||||||
| 311 II | KV | 1945 | ||||||||||
| 312 II | W. | 1964 | ||||||||||
| 313 II | 3200 | W. | 1964 | |||||||||
| 314 II | 2400 | KV | 1945 | |||||||||
| 315 II | KV | 1945 | ||||||||||
| 316 II | 3200 | W. | 1964 | |||||||||
| 317 II | 2400 | O | 1962 | 1960 II | ||||||||
| 318 II | O | 1961 | 1913 II | |||||||||
| 319 II -320 II | W. | 1964 | ||||||||||
| 321 II | O | 1960 | 1845 II | |||||||||
| 322 II -323 II | W. | 1964 | ||||||||||
| 324 II | O | 1960 | 1861 III | |||||||||
| 325 II | O | 1960 | 1849 II | |||||||||
| 326 II | Wismar | O | 1961 | 1902 II | ||||||||
| 327 II -331 II | W. | 1964 | ||||||||||
| 332 II | O | 1960 | 1859 II | |||||||||
| 333 II -334 II | W. | 1964 | ||||||||||
| 335 II | O | 1960 | 1844 II | |||||||||
| 336 II | O | 1961 | 1915 II | |||||||||
| 337 II | O | 1960 | 1879 II | |||||||||
| 338 II | O | 1960 | 1866 III | |||||||||
| 339 II | W. | 1964 | 1964 to Roermond 1967 to Weert since 1991 museum vehicle of the DVNB |
|||||||||
| 340 II | O | 1960 | 1855 II | |||||||||
| 341 II | O | 1962 | 1938 II | |||||||||
| 342 II | O | 1960 | 1821 II | |||||||||
| 343 II | O | 1961 | 1908 II | |||||||||
| 344 II | O | 1961 | 1914 II | |||||||||
| 345 II | O | 1960 | 1857 II | |||||||||
| 346 II | O | 1960 | 1848 II | |||||||||
| 347 II | W. | 1964 | ||||||||||
| 348 II | O | 1960 | 1865 III | |||||||||
| 349 II -350 II | W. | 1964 | ||||||||||
| 351 II | W. | 1964 | ||||||||||
| 352 II | KV | 1945 | ||||||||||
| 353 II | O | 1961 | 1919 II | |||||||||
| 354 II | W. | 1964 | ||||||||||
| 355 II | KV | 1945 | ||||||||||
| 356 II | W. | 1964 | ||||||||||
| 357 II | KV | 1945 | ||||||||||
| 358 II | 1949 | |||||||||||
| 359 II | KV | 1945 | ||||||||||
| 360 II -361 II | W. | 1964 | ||||||||||
| 362 II | O | 1961 | 1928 II | |||||||||
| 363 II | W. | 1964 | ||||||||||
| 364 II | O | 1961 | 1911 II | |||||||||
| 365 II -366 II | W. | 1964 | ||||||||||
| 367 II | KV | 1945 | ||||||||||
| 368 II -370 II | W. | 1964 | ||||||||||
| 371 II |
Wismar LOWA |
O | B 24/50 | 1962 | ||||||||
| 372 II -374 II | Wismar | W. | 1964 | |||||||||
| 375 II | O | 1960 | 1876 II | |||||||||
| 376 II | O | 1961 | 1922 II | |||||||||
| 377 II | W. | 1964 | ||||||||||
| 378 II | O | 1962 | 1962 II | |||||||||
| 379 II | W. | 1964 | ||||||||||
| 380 II | O | 1961 | 1933 II | |||||||||
| 381 II | O | 1960 | 1870 II | |||||||||
| 382 II | W. | 1964 | ||||||||||
| 383 II | O | 1960 | 1881 II | |||||||||
| 384 II | O | 1961 | 1916 II | |||||||||
| 385 II | O | 1962 | 1948 II | |||||||||
| 386 II | North wagon | W. | 1964 | |||||||||
| 387 II | O | 1960 | 1860 II | |||||||||
| 388 II | O | 1960 | 1856 II | |||||||||
| 389 II | O | 1960 | 1880 II | |||||||||
| 390 II | O | 1962 | 1964 II | |||||||||
| 391 II | O | 1961 | 1917 II | |||||||||
| 392 II | O | 1960 | 1869 II | |||||||||
| 393 II | O | 1961 | 1912 II | |||||||||
| 394 II -395 II | KV | 1945 | ||||||||||
| 396 II | O | 1960 | 1884 II | |||||||||
| 397 II -398 II | W. | 1964 | ||||||||||
| 399 II | O | 1962 | 1949 II | |||||||||
| 400 II | W. | 1964 | ||||||||||
| 401 II | O | 1960 | 1825 II | |||||||||
| 402 II | O | 1962 | 1950 II | |||||||||
| 403 II | W. | 1964 | ||||||||||
| 404 II | O | 1960 | 1826 II | |||||||||
| 405 II -406 II | W. | 1964 | ||||||||||
| 407 II -408 II | KV | 1945 | ||||||||||
| 409 II -411 II | W. | 1964 | ||||||||||
| 412 II | KV | 1945 | ||||||||||
| 413 II | O | 1960 | 1836 II | |||||||||
| 414 II -415 II | W. | 1964 | ||||||||||
| 416 II | O | 1962 | 1952 II | |||||||||
| 417 II | 3200 | O | 1960 | 1837 II | ||||||||
| 418 II -419 II | 2400 | W. | 1964 | |||||||||
| 420 II | O | 1962 | 1955 II | |||||||||
| 421 II -422 II | W. | 1964 | ||||||||||
| 423 II | W. | 1962 | ||||||||||
| 424 II | KV | 1945 | ||||||||||
| 425 II | W. | 1964 | ||||||||||
| 426 II | O | 1960 | 1830 II | |||||||||
| 427 II | W. | 1964 | ||||||||||
| 428 II | O | 1960 | 1828 II | |||||||||
| 429 II -430 II | W. | 1964 | ||||||||||
| 431 II | O | 1960 | 1833 II | |||||||||
| 432 II | W. | 1964 | ||||||||||
| 433 II | O | 1960 | 1835 II | |||||||||
| 434 II | W. | 1964 | ||||||||||
| 435 II -436 II | KV | 1945 | ||||||||||
| 437 II | W. | 1964 | ||||||||||
| 438 II | KV | 1945 | ||||||||||
| 439 II | W. | 1964 | ||||||||||
| 440 II | O | 1962 | 1963 II | |||||||||
| 441 II | O | 1960 | 1834 II | |||||||||
| 442 II | O | 1960 | 1841 II | |||||||||
| 443 II | O | 1961 | 1918 II | |||||||||
| 444 II -445 II | W. | 1964 | ||||||||||
| 446 II | O | 1962 | 1939 II | |||||||||
| 447 II -448 II | W. | 1964 | ||||||||||
| 449 II -450 II | KV | 1945 | ||||||||||
| 451 II | OK | KV | 1945 | |||||||||
| 452 II | O | 1962 | 1966 II | |||||||||
| 453 II -454 II | W. | 1964 | ||||||||||
| 455 II | O | 1960 | 1842 II | |||||||||
| 456 II -457 II | W. | 1964 | ||||||||||
| 458 II | O | 1961 | 1937 II | |||||||||
| 459 II | W. | 1964 | ||||||||||
| 460 II | O | 1961 | 1899 II | |||||||||
| 461 II | KV | 1945 | ||||||||||
| 462 II | O | 1962 | 1946 II | |||||||||
| 463 II | W. | 1964 | ||||||||||
| 464 II | O | 1964 | 1969 II | |||||||||
| 465 II | O | 1960 | 1831 II | |||||||||
| 466 II | O | 1964 | 1978 II | |||||||||
| 467 II | O | 1962 | 1961 II | |||||||||
| 468 II | O | 1961 | 1898 II | |||||||||
| 469 II | O | 1961 | 1923 II | |||||||||
| 470 II | O | 1960 | 1838 II | |||||||||
| 471 II | O | 1961 | 1935 II | |||||||||
| 472 II | O | 1962 | 1958 II | |||||||||
| 473 II | W. | 1964 | ||||||||||
| 474 II | O | 1961 | 1929 II | |||||||||
| 475 II | O | 1964 | 1975 II | |||||||||
| 476 II | O | 1960 | 1839 II | |||||||||
| 477 II | O | 1961 | 1934 II | |||||||||
| 478 II -479 II | W. | 1964 | ||||||||||
| 480 II | W. | 1964 | ||||||||||
| 481 II | KV | 1945 | ||||||||||
| 482 II | O | 1960 | 1840 II | |||||||||
| 483 II | O | 1962 | 1947 II | |||||||||
| 484 II -485 II | W. | 1964 | ||||||||||
| 486 II | O | 1961 | 1930 II | |||||||||
| 487 II | W. | 1964 | ||||||||||
| 488 II | O | 1961 | 1932 II | |||||||||
| 489 II -490 II | W. | 1964 | ||||||||||
| 491 II | O | 1960 | 1827 II | |||||||||
| 492 II | W. | 1964 | ||||||||||
| 493 II | O | 1960 | 1832 II | |||||||||
| 494 II | O | 1961 | 1887 II | |||||||||
| 495 II | W. | 1964 | ||||||||||
| 496 II | O | 1964 | 1976 II | |||||||||
| 497 II -498 II | W. | 1964 | ||||||||||
| 499 II | O | 1962 | 1941 II | |||||||||
| 500 II | W. | 1964 | ||||||||||
| 501 II | B 25 | HAWA | 3200 | W. | 1964 | |||||||
| 502 II -504 II , 505 III | W. | 1965 | ||||||||||
| 506 II | KV | 1945 | ||||||||||
| 507 III | W. | 1965 | ||||||||||
| 508 III -510 III , 511 II | KV | 1945 | ||||||||||
| 512 III | W. | 1964 | ||||||||||
| 513 II | KV | 1945 | ||||||||||
| 514 II | W. | 1965 | ||||||||||
| 515 II | O | 1960 | 1987 II | |||||||||
| 516 II | O | 1964 | 1981 II | |||||||||
| 517 II | W. | 1965 | ||||||||||
| 518 II | W. | 1966 | ||||||||||
| 519 III | KV | 1945 | ||||||||||
| 520 III , 521 II -522 II | W. | 1966 | ||||||||||
| 523 II , 524 III | KV | 1945 | ||||||||||
| 525 II | O | 1960 | 1986 II | |||||||||
| 526 II | W. | 1965 | ||||||||||
| 527 II -528 II | KV | 1945 | ||||||||||
| 529 II | W. | 1965 | ||||||||||
| 530 II | W. | 1966 | ||||||||||
| 531 II | KV | 1945 | ||||||||||
| 532 II | W. | 1966 | ||||||||||
| 533 II | O | 1961 | 2032 II | |||||||||
| 534 III | W. | 1965 | ||||||||||
| 535 III | O | 1964 | 1982 II | |||||||||
| 536 II | O | B 25/58 | 1963 | 2034 II | ||||||||
| 537 III | KV | 1945 | ||||||||||
| 538 II | O | 1964 | 1983 II | |||||||||
| 539 II | O | 1961 | 2026 II | |||||||||
| 540 II | O | 1961 | 2033 II | |||||||||
| 541 III | ? | O | 1960 | 1990 II | ||||||||
| 542 III | W. | 1965 | ||||||||||
| 543 II | O | 1960 | 1989 II | |||||||||
| 544 III , 545 II | W. | 1965 | ||||||||||
| 546 II | O | 1961 | 2029 II | |||||||||
| 547 II | KV | 1945 | ||||||||||
| 548 III , 549 II | W. | 1965 | ||||||||||
| 550 II | W. | 1964 | ||||||||||
| 551 II | KV | 1945 | ||||||||||
| 552 II | O | 1960 | 1992 II | |||||||||
| 553 III , 554 II -555 II | W. | 1965 | ||||||||||
| 556 II | W. | 1964 | Car parts for a pub in Berlin-Friedenau | |||||||||
| 557 II | O | 1960 | 1988 II | |||||||||
| 558 III | O | 1961 | 2027 II | |||||||||
| 559 III | O | 1961 | 2031 II | |||||||||
| 560 III | O | 1960 | 1991 II | |||||||||
| 561 II | Lindner | O | 1960 | 1994 II | ||||||||
| 562 II -563 II | ? | W. | 1965 | |||||||||
| 564 II | O | 1960 | 1993 II | |||||||||
| 565 II | ? LOWA |
O | B 25/50 | 1962 | ||||||||
| 566 II | ? | KV | 1945 | |||||||||
| 567 II | O | 1960 | 1995 II | |||||||||
| 568 II | O | 1961 | 2030 II | |||||||||
| 569 II | O | 1963 | 2058 II | |||||||||
| 570 II | W. | 1964 | ||||||||||
| 571 II | O | 1960 | 2001 III | |||||||||
| 572 II | O | 1961 | 2028 II | |||||||||
| 573 II | W. | 1966 | ||||||||||
| 574 II | W. | 1965 | ||||||||||
| 575 II | W. | 1964 | ||||||||||
| 576 II -577 II | W. | 1965 | ||||||||||
| 578 II -579 II | KV | 1945 | ||||||||||
| 580 II -581 II | W. | 1965 | ||||||||||
| 582 II | WUMAG | W. | 1964 | |||||||||
| 583 II -584 II | W. | 1965 | ||||||||||
| 585 II -586 II | KV | 1945 | ||||||||||
| 587 II | O | 1960 | 1985 II | |||||||||
| 588 II -590 II | W. | 1965 | ||||||||||
| 591 II | KV | 1945 | ||||||||||
| 592 II | O | 1960 | 2000 III | |||||||||
| 593 II | O | 1963 | 2035 II | |||||||||
| 594 II | KV | 1945 | ||||||||||
| 595 II -596 II | W. | 1966 | ||||||||||
| 597 II | O | 1960 | 1996 II | |||||||||
| 598 II | O | 1960 | 1998 II | |||||||||
| 599 II -600 II | W. | 1965 | ||||||||||
| 601 II | W. | 1966 | ||||||||||
| 602 II | ? | KV | 1945 | |||||||||
| 603 II | KV | 1945 | ||||||||||
| 604 II | W. | 1966 | ||||||||||
| 605 II -606 II | KV | 1945 | ||||||||||
| 607 II | W. | 1965 | ||||||||||
| 608 II | KV | 1945 | ||||||||||
| 609 II | W. | 1965 | ||||||||||
| 610 II | Schöndorff | W. | 1964 | |||||||||
| 611 II | ? | O | 1963 | 2061 II | ||||||||
| 612 II | KV | 1945 | ||||||||||
| 613 II | W. | 1964 | ||||||||||
| 614 II -615 II | W. | 1965 | ||||||||||
| 616 II | O | 1960 | 2012 II | |||||||||
| 617 II -620 II | W. | 1965 | ||||||||||
| 621 II | W. | 1964 | ||||||||||
| 622 II -623 II | W. | 1965 | ||||||||||
| 624 II | W. | 1966 | ||||||||||
| 625 II | KV | 1945 | ||||||||||
| 626 II | O | 1963 | 2036 II | |||||||||
| 627 II | Schöndorff | O | 1960 | 2021 II | ||||||||
| 628 II | ? | W. | 1965 | |||||||||
| 629 II | O | 1960 | 1999 II | |||||||||
| 630 II | KV | 1945 | ||||||||||
| 631 II -634 II | W. | 1965 | ||||||||||
| 635 II | C&U | W. | 1966 | |||||||||
| 636 II | KV | 1945 | ||||||||||
| 637 II | O | 1963 | 2062 II | |||||||||
| 638 II | W. | 1964 | ||||||||||
| 639 II | W. | 1965 | ||||||||||
| 640 II | W. | 1964 | ||||||||||
| 641 II | KV | 1945 | ||||||||||
| 642 II | W. | 1965 | ||||||||||
| 643 II | O | 1963 | 2064 II | |||||||||
| 644 II -645 II | W. | 1965 | ||||||||||
| 646 II | KV | 1945 | ||||||||||
| 647 II -648 II | W. | 1965 | ||||||||||
| 649 II | O | 1960 | 2003 III | |||||||||
| 650 II | O | 1963 | 2065 II | |||||||||
| 651 II | KV | 1945 | ||||||||||
| 652 II -655 II | W. | 1965 | ||||||||||
| 656 II | O | 1960 | 2013 II | |||||||||
| 657 II | ? | W. | 1965 | |||||||||
| 658 II | KV | 1945 | ||||||||||
| 659 II | O | 1960 | 2002 III | |||||||||
| 660 II -661 II | W. | 1966 | ||||||||||
| 662 II -663 II | KV | 1945 | ||||||||||
| 664 II | W. | 1966 | ||||||||||
| 665 II | O | 1963 | 2066 II | |||||||||
| 666 II | W. | 1965 | ||||||||||
| 667 II | O | 1963 | 2063 II | |||||||||
| 668 II | KV | 1945 | ||||||||||
| 669 II | W. | 1964 | ||||||||||
| 670 II | W. | 1965 | ||||||||||
| 671 II | O | 1963 | 2037 II | |||||||||
| 672 II | W. | 1966 | ||||||||||
| 673 II | W. | 1965 | ||||||||||
| 674 II | O | 1960 | 1997 II | |||||||||
| 675 II | W. | 1964 | ||||||||||
| 676 II | LWH | KV | 1945 | |||||||||
| 677 II -678 II | ? | KV | 1945 | |||||||||
| 679 II | ? LOWA |
O | B 25/50 | 1962 | ||||||||
| 680 II | ? | O | 1963 | 2044 II | ||||||||
| 681 II | KV | 1945 | ||||||||||
| 682 II | O | 1963 | 2042 II | |||||||||
| 683 II | O | 1960 | 2008 III | |||||||||
| 684 II | W. | 1965 | ||||||||||
| 685 II | KV | 1945 | ||||||||||
| 686 II | W. | 1964 | ||||||||||
| 687 II | O | 1963 | 1984 II | |||||||||
| 688 II | W. | 1964 | ||||||||||
| 689 II | W. | 1966 | ||||||||||
| 690 II | W. | 1965 | ||||||||||
| 691 II | O | 1960 | 2020 II | |||||||||
| 692 II | KV | 1945 | ||||||||||
| 693 II -698 II | W. | 1965 | ||||||||||
| 699 II | KV | 1945 | ||||||||||
| 700 II | W. | 1965 | ||||||||||
| 701 II | O | 1963 | 2040 II | |||||||||
| 702 II | O | 1963 | 2043 II | |||||||||
| 703 II | KV | 1945 | ||||||||||
| 704 II | W. | 1965 | ||||||||||
| 705 II | W. | 1966 | ||||||||||
| 706 II | ? LOWA |
O | B 25/50 | 1962 | ||||||||
| 707 II | ? | W. | 1965 | |||||||||
| 708 II | O | 1960 | 2010 III | |||||||||
| 709 II | O | 1960 | 2017 II | |||||||||
| 710 II | W. | 1964 | ||||||||||
| 711 II | O | 1960 | 2004 III | |||||||||
| 712 II | O | 1960 | 2019 II | |||||||||
| 713 II | O | 1960 | 2023 II | |||||||||
| 714 II | O | 1960 | 2015 II | |||||||||
| 715 II | O | 1963 | 2056 II | |||||||||
| 716 II | W. | 1965 | 1965 to Berlin-Tempelhof | |||||||||
| 717 II -718 II | KV | 1945 | ||||||||||
| 719 II | W. | 1966 | ||||||||||
| 720 II | W. | 1965 | ||||||||||
| 721 II | O | 1960 | 2009 III | |||||||||
| 722 II | W. | 1966 | ||||||||||
| 723 II | W. | 1965 | ||||||||||
| 724 II | W. | 1964 | ||||||||||
| 725 II | O | 1960 | 2016 II | |||||||||
| 726 II | O | 1963 | 2051 II | |||||||||
| 727 II | KV | 1945 | ||||||||||
| 728 II | O | 1960 | 2014 II | |||||||||
| 729 II | W. | 1964 | ||||||||||
| 730 II | KV | 1945 | ||||||||||
| 731 II | W. | 1965 | ||||||||||
| 732 II | O | 1963 | 2048 II | |||||||||
| 733 II | W. | 1966 | ||||||||||
| 734 II | KV | 1945 | ||||||||||
| 735 II | O | 1963 | 2041 II | |||||||||
| 736 II | W. | 1964 | ||||||||||
| 737 II | W. | 1966 | ||||||||||
| 738 II | O | 1963 | 2045 II | |||||||||
| 739 II | KV | 1945 | ||||||||||
| 740 II | O | 1963 | 2060 II | |||||||||
| 741 II | O | 1960 | 2022 II | |||||||||
| 742 II | KV | 1945 | ||||||||||
| 743 II | O | 1963 | 2049 II | |||||||||
| 744 II | O | 1960 | 2011 III | |||||||||
| 745 II | O | 1960 | 2018 II | |||||||||
| 746 II | KV | 1945 | ||||||||||
| 747 II | W. | 1965 | ||||||||||
| 748 II -749 II | W. | 1966 | ||||||||||
| 750 II | KV | 1945 | ||||||||||
| 751 II | KV | 1945 | ||||||||||
| 752 II | OK | W. | 1964 | |||||||||
| 753 II | W. | 1965 | ||||||||||
| 754 II | O | 1963 | 2052 II | |||||||||
| 755 II | W. | 1965 | ||||||||||
| 756 II -757 II | KV | 1945 | ||||||||||
| 758 II | O | B 25/50 | 1962 | |||||||||
| 759 II | KV | 1945 | ||||||||||
| 760 II | O | 1963 | 2038 II | |||||||||
| 761 II | O | 1960 | 2024 II | |||||||||
| 762 II | O | 1963 | 2050 II | |||||||||
| 763 II | W. | 1963 | ||||||||||
| 764 II | W. | 1964 | ||||||||||
| 765 II | KV | 1945 | ||||||||||
| 766 II | W. | 1964 | ||||||||||
| 767 II | O | 1963 | 2047 II | |||||||||
| 768 II | O | 1963 | 2059 II | |||||||||
| 769 II -771 II | ? | KV | 1945 | |||||||||
| 772 II | W. | 1965 | ||||||||||
| 773 II | KV | 1945 | ||||||||||
| 774 II | O | 1960 | 2025 II | |||||||||
| 775 II | W. | 1965 | ||||||||||
| 776 II -777 II | KV | 1945 | ||||||||||
| 778 II | O | 1960 | 2005 III | |||||||||
| 779 II | O | 1963 | 2054 II | |||||||||
| 780 II | O | 1960 | 2007 III | |||||||||
| 781 II | W. | 1966 | ||||||||||
| 782 II | O | 1963 | 2055 II | |||||||||
| 783 II | W. | 1964 | ||||||||||
| 784 II | O | 1963 | 2057 II | |||||||||
| 785 II | O | 1963 | 2046 II | |||||||||
| 786 II -787 II | W. | 1964 | ||||||||||
| 788 II | O | 1960 | 2006 III | |||||||||
| 789 II -794 II | KV | 1945 | ||||||||||
| 795 II | W. | 1964 | ||||||||||
| 796 II -797 II | KV | 1945 | ||||||||||
| 798 II | O | 1963 | 2039 II | |||||||||
| 799 II | O | 1963 | 2053 II | |||||||||
| 800 II -801 II | KV | 1945 | ||||||||||
| 802 II | C&U | W. | 1964 | Light metal car | ||||||||
| 803 II | W. | 1960 | Light metal car | |||||||||
| 1741 II | ? | LOWA | 2400 | O | B 24/52 | 1964 | ||||||
| 1742 II - 1744 II | O | B 24/52 | 1966 | 2073 II - 2075 II | ||||||||
| 5700 | T 25 | C&U | USL 253a | EM 60/600 | 3200 | O | T 24 E | 1961 | 3966 II | Adaptation to the rest of the T 24 when converting to T 24 E. | ||
| 5701 | T 24 | LHW | USL 253a | USL 323v | 2400 | W. | T 24/55 | 1964 | ||||
| 5702 | USL 253a | - | KV | 1945 | ||||||||
| 5703 | USL 253a | W. | 1964 | |||||||||
| 5704 | USL 253a | - | KV | 1945 | ||||||||
| 5705 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3970 II | ||||||
| 5706 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3971 II | ||||||
| 5707 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4017 II | ||||||
| 5708 | USL 253a | EM 60/600 | O | T 24 E | 1960 | 3914 III | ||||||
| 5709 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5710 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3955 III | ||||||
| 5711 | USL 253a | KV | 1945 | |||||||||
| 5712 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4013 II | ||||||
| 5713 | USL 253a | W. | 1963 | 1960 in A461 | ||||||||
| 5714 | USL 253a | W. | 1963 | 1960 in A451 | ||||||||
| 5715 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4062 II | ||||||
| 5716 | USL 253a | KV | 1945 | |||||||||
| 5717 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4026 II | ||||||
| 5718 | USL 253a | KV | 1945 | |||||||||
| 5719 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3938 III | ||||||
| 5720 | USL 253a | KV | 1945 | |||||||||
| 5721 | USL 253a | W. | 1964 | |||||||||
| 5722 | USL 253a | KV | 1945 | |||||||||
| 5723 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5724 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5725 | USL 253a | W. | 1964 | museum car since 1964; parked in the DTMB | ||||||||
| 5726 | USL 253a | KV | 1945 | |||||||||
| 5727 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4063 II | ||||||
| 5728 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4002 II | ||||||
| 5729 | USL 253a | USL 323v | W. | T 24/55 | 1962 | |||||||
| 5730 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3962 II | ||||||
| 5731 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3957 III | ||||||
| 5732 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3967 II | ||||||
| 5733 | USL 253a | KV | 1945 | |||||||||
| 5734 | USL 253a | W. | 1962 | 1960 in A452 | ||||||||
| 5735 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4023 II | ||||||
| 5736-5737 | USL 253a | KV | 1945 | |||||||||
| 5738 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5739-5741 | USL 253a | KV | 1945 | |||||||||
| 5742 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5743 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4027 II | ||||||
| 5744 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3950 III | ||||||
| 5745-5747 | USL 253a | KV | 1945 | |||||||||
| 5748 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4034 II | ||||||
| 5749 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4039 II | ||||||
| 5750 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5751 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3977 II | ||||||
| 5752 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5753 | USL 253a | W. | 1964 | |||||||||
| 5754 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5755 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3924 III | ||||||
| 5756-5757 | USL 253a | W. | 1964 | |||||||||
| 5758 | USL 253a | KV | 1945 | |||||||||
| 5759 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3951 III | ||||||
| 5760-5761 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5762 | USL 253a | W. | 1964 | |||||||||
| 5763 | USL 253a | W. | 1961 | |||||||||
| 5764 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3931 III | ||||||
| 5765 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5766 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4059 II | ||||||
| 5767 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4038 II | ||||||
| 5768 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3933 III | ||||||
| 5769 | USL 253a | W. | 1964 | |||||||||
| 5770 | USL 253a | KV | 1945 | |||||||||
| 5771 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4030 II | ||||||
| 5772-5773 | USL 253a | KV | 1945 | |||||||||
| 5774-5775 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5776 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3976 II | ||||||
| 5777 | USL 253a | KV | 1945 | |||||||||
| 5778 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4024 II | ||||||
| 5779 | USL 253a | KV | 1945 | |||||||||
| 5780 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5781 | USL 253a | KV | 1945 | |||||||||
| 5782 | USL 253a | W. | 1964 | |||||||||
| 5783 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5784 | USL 253a | KV | 1945 | |||||||||
| 5785 | USL 253a | W. | 1964 | |||||||||
| 5786 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4040 II | ||||||
| 5787 | USL 253a | KV | 1945 | |||||||||
| 5788 | USL 253a | W. | 1964 | |||||||||
| 5789 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4028 II | ||||||
| 5790 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3927 III | ||||||
| 5791 | USL 253a | EM 60/600 | O | T 24 U T 24/58 |
1962 | 4051 II | ||||||
| 5792 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3959 III | ||||||
| 5793 | USL 253a | W. | 1964 | |||||||||
| 5794 | USL 253a | KV | 1945 | |||||||||
| 5795 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3934 III | ||||||
| 5796 | USL 253a | KV | 1945 | |||||||||
| 5797 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3935 II | ||||||
| 5798 | USL 253a | EM 60/600 | O | T 24 E | 1960 | 3913 II | ||||||
| 5799-5800 | USL 253a | KV | 1945 | |||||||||
| 5801 | Wismar | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A475 | |||||
| 5802 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5803 | USL 253a | USL 323v | W. | T 24/55 | 1964 | 1963 in A471 | ||||||
| 5804 | USL 253a | EM 60/600 | O | T 24 U | 1961 | 4001 II | ||||||
| 5805 | USL 253a | EM 60/600 | O | T 24 E | 1960 | 3912 III | ||||||
| 5806 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3968 II | ||||||
| 5807 | USL 253a | - | KV | 1945 | ||||||||
| 5808 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4070 II | ||||||
| 5809 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3952 III | ||||||
| 5810 | USL 253a | W. | 1963 | 1960 in A453 | ||||||||
| 5811 | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A474 | ||||||
| 5812 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3946 III | ||||||
| 5813 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3960 III | ||||||
| 5814 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4056 II | ||||||
| 5815 | USL 253a | - | KV | 1945 | ||||||||
| 5816 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5817 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3980 II | ||||||
| 5818 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4003 II | ||||||
| 5819 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3930 III | ||||||
| 5820 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4058 II | ||||||
| 5821 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4073 II | ||||||
| 5822 | USL 253a | - | KV | 1945 | ||||||||
| 5823 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4011 II | ||||||
| 5824 | USL 253a | EM 60/600 | O | T 24 U | 1962 | 4043 II | ||||||
| 5825 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5826 | WUMAG | USL 253a | W. | 1964 | ||||||||
| 5827 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3982 II | ||||||
| 5828-5830 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5831 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4018 II | ||||||
| 5832 | USL 253a | W. | 1963 | 1960 in A454 | ||||||||
| 5833-5836 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5837 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3939 III | ||||||
| 5838 | USL 253a | - | KV | 1945 | ||||||||
| 5839 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4065 II | ||||||
| 5840 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4021 II | ||||||
| 5841 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3929 III | ||||||
| 5842 | USL 253a | EM 60/600 | O | T 24 E | 1960 | 3916 III | ||||||
| 5843 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 4061 II | ||||||
| 5844 | USL 253a | USL 323v | 3200 | W. | T 24/55 | 1965 | ||||||
| 5845 | USL 253a | EM 60/600 | 3200 | O | T 24 E | 1961 | 3978 II | |||||
| 5846 | USL 253a | USL 323v | 2400 | W. | T 24/55 | 1965 | 1963 in A482 | |||||
| 5847 | USL 253a | - | KV | 1945 | ||||||||
| 5848 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5849-5850 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5851 | C&U | USL 253a | W. | 1964 | ||||||||
| 5852 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5853 | USL 253a | W. | 1964 | |||||||||
| 5854-5858 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5859 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3972 II | ||||||
| 5860 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5861 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3975 II | ||||||
| 5862 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3969 II | ||||||
| 5863 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5864 | USL 253a | - | KV | 1945 | ||||||||
| 5865 | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A478 | ||||||
| 5866 | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A477 | ||||||
| 5867 | USL 253a | EM 60/600 | O | T 24 U | 1961 | 3995 II | ||||||
| 5868 | USL 253a | - | KV | 1945 | ||||||||
| 5869 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5870 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3926 III | ||||||
| 5871 | USL 253a | USL 323v | W. | T 24/55 | 1967 | 1963 in A487 | ||||||
| 5872 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3986 II | ||||||
| 5873 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3945 III | ||||||
| 5874 | USL 253a | GMB 431 | W. | T 24/49 | 1966 | |||||||
| 5875 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4048 II | ||||||
| 5876 | Schumann | USL 253a | USL 323v | W. | T 24/55 | 1965 | ||||||
| 5877 | USL 253a | W. | 1964 | |||||||||
| 5878 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5879-5880 | USL 253a | - | KV | 1945 | ||||||||
| 5881 | USL 253a | USL 271a | EM 60/600 | O | T 24 U | 1960 | 3932 III | |||||
| 5882 | USL 253a | USL 271a | EM 60/600 | O | T 24 E | 1961 | 3983 II | |||||
| 5883-5885 | USL 253a | USL 271a | W. | 1962 | ||||||||
| 5886 | USL 253a | USL 271a | USL 323v | W. | T 24/55 | 1964 | ||||||
| 5887 | USL 253a | USL 271a | W. | 1962 | ||||||||
| 5888 | USL 253a | USL 271a | EM 60/600 | O | T 24 U | 1960 | 3944 III | |||||
| 5889 | USL 253a | USL 271a | USL 323v | W. | T 24/55 | 1965 | 1963 in A481 | |||||
| 5890 | USL 253a | USL 271a | EM 60/600 | O | T 24 E | 1962 | 4045 II | |||||
| 5891 | USL 253a | USL 271a | - | KV | 1945 | |||||||
| 5892 | USL 253a | USL 271a | EM 60/600 | O | T 24 U | 1960 | 3948 III | |||||
| 5893 | USL 253a | USL 271a | - | KV | 1945 | |||||||
| 5894 | USL 253a | USL 271a | EM 60/600 | O | T 24 E | 1961 | 3981 II | |||||
| 5895 | USL 253a | USL 271a | EM 60/600 | O | T 24 E | 1963 | 4072 II | |||||
| 5896 | USL 253a | USL 271a | EM 60/600 | O | T 24 E | 1963 | 4075 II | |||||
| 5897 | USL 253a | USL 271a | EM 60/600 | O | T 24 U | 1960 | 3922 III | |||||
| 5898 | USL 253a | USL 271a | USL 323v | W. | T 24/55 | 1965 | ||||||
| 5899 | USL 253a | USL 271a | EM 60/600 | O | T 24 U | 1960 | 3963 II | |||||
| 5900 | USL 253a | USL 271a | EM 60/600 | O | T 24 U | 1960 | 3961 II | |||||
| 5901 | Lindner | GDTM 100 a 4 | USL 253a | W. | 1964 | |||||||
| 5902 | USL 253a | - | KV | 1945 | ||||||||
| 5903 | USL 253a | EM 60/600 | O | T 24 E | 1961 | 3989 II | ||||||
| 5904 | GDTM 100 a 4 | USL 253a | USL 323v | W. | T 24/55 | 1965 | ||||||
| 5905 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4060 II | ||||||
| 5906 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5907 | USL 253a | GBM 431 | W. | T 24/49 | 1966 | 1965 in A521, snow removal vehicle | ||||||
| 5908 | USL 253a | W. | 1964 | |||||||||
| 5909 | USL 253a | EM 60/600 | O | T 24 U | 1961 | 3993 II | ||||||
| 5910 | USL 253a | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5911 | USL 253a | - | KV | 1945 | ||||||||
| 5912 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5913 | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A479 | ||||||
| 5914 | USL 253a | W. | 1964 | |||||||||
| 5915 | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A483 | ||||||
| 5916-5917 | USL 253a | W. | 1964 | |||||||||
| 5918 | USL 253a | - | KV | 1945 | ||||||||
| 5919 | USL 253a | EM 60/600 | O | T 24 U T 24/58 |
1961 | 3985 II | ||||||
| 5920 | USL 253a | W. | 1962 | |||||||||
| 5921 | USL 253a | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 5922 | USL 253a | - | KV | 1945 | ||||||||
| 5923 | USL 253a | USL 323v | W. | T 24/55 | 1962 | |||||||
| 5924 | USL 253a | W. | 1964 | |||||||||
| 5925 | USL 253a | W. | 1963 | 1960 in A456 | ||||||||
| 5926 | HAWA | USL 253a | - | KV | 1945 | |||||||
| 5927 | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A490 | ||||||
| 5928 | USL 253a | W. | 1963 | 1960 in A463 | ||||||||
| 5929 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4052 II | ||||||
| 5930 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4067 II | ||||||
| 5931 | USL 253a | EM 60/600 | O | T 24 U | 1963 | 4057 II | ||||||
| 5932 | USL 253a | W. | 1964 | |||||||||
| 5933 | USL 253a | W. | 1963 | 1960 in A462 | ||||||||
| 5934 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4068 II | ||||||
| 5935 | USL 253a | EM 60/600 | O | T 24 U | 1960 | 3954 III | ||||||
| 5936 | USC 335a | USL 253a | W. | 1964 | ||||||||
| 5937 | USL 253a | W. | 1964 | |||||||||
| 5938 | USL 253a | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5939 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4064 II | ||||||
| 5940 | USL 253a | EM 60/600 | O | T 24 E | 1962 | 4019 II | ||||||
| 5941 | USL 253a | 3200 | W. | 1964 | ||||||||
| 5942 | USL 253a | EM 60/600 | 2400 | O | T 24 U | 1960 | 3936 III | |||||
| 5943 | USC 253 | USL 253a | W. | 1964 | ||||||||
| 5944 | USL 253a | W. | 1961 | |||||||||
| 5945 | USL 253a | 3200 | W. | 1963 | 1960 in A457 | |||||||
| 5946 | USL 253a | 2400 | W. | 1964 | 1961 in A470 | |||||||
| 5947 | USL 253a | USL 323v | W. | T 24/55 | 1964 | 1963 in A489 | ||||||
| 5948-5949 | USC 253 | USL 253a | W. | 1964 | ||||||||
| 5950 | USC 253 | USL 253a | EM 60/600 | O | T 24 E | 1963 | 4066 II | |||||
| 5951 | USC 253 | USL 253a | USL 323v | W. | T 24/55 | 1966 | 1963 in A486 | |||||
| 5952 | USC 253 | USL 253a | USL 323v | W. | T 24/55 | 1964 | ||||||
| 5953 | USC 253 | USL 253a | USL 323v | W. | T 24/55 | 1965 | 1963 in A476 | |||||
| 5954 | USC 253 | USL 253a | GBM 431 | W. | T 24/49 | 1964 | 1967 to Karlsruhe; 1969 to Colesville (USA) |
|||||
| 5955 | USL 253a | USL 323v | W. | T 24/55 | 1962 | |||||||
| 5956 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4046 II | ||||||
| 5957 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5958 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 3917 III | ||||||
| 5959 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A491 | ||||||
| 5960 | Dy 492 | USL 253a | W. | 1963 | 1960 in A458 | |||||||
| 5961 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 5962 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 3988 II | ||||||
| 5963 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 5964 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1967 to Karlsruhe; 1969 to Sehnde-Wehmingen |
||||||
| 5965 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 5966 | Dy 492 | - | KV | 1945 | ||||||||
| 5967 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5968 | Dy 492 | - | KV | 1945 | ||||||||
| 5969 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 5970 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A522, snow removal vehicle | ||||||
| 5971 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5972 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5973 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | |||||||
| 5974 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | 1963 in A480 | ||||||
| 5975 | Dy 492 | - | KV | 1945 | ||||||||
| 5976 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 3973 II | ||||||
| 5977 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 5978 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 3974 II | ||||||
| 5979-5980 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5981 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4033 II | ||||||
| 5982 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 3990 II | ||||||
| 5983 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5984 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1967 to the BVG collection in the Britz depot ; since 1993 museum vehicle of the DVNB |
||||||
| 5985 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5986 | Dy 492 | - | KV | 1945 | ||||||||
| 5987 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5988 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1967 to Berliner Morgenpost ; 1969 to Berlin-Gesundbrunnen ; Scrapped in 1971 |
||||||
| 5989-5991 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5992 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | 1963 in A472 | ||||||
| 5993 | Dy 492 | - | KV | 1945 | ||||||||
| 5994 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3997 II | ||||||
| 5995-5996 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 5997 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4050 II | ||||||
| 5998 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A523, snow removal vehicle | ||||||
| 5999 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | 1963 in A473 | ||||||
| 6000 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6001 II | Dessau | GDTM 100 a 4 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4041 II | ||||
| 6002 II | GDTM 100 a 4 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4032 II | |||||
| 6003 II | GDTM 100 a 4 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | ||||||
| 6004 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6005 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3940 III | ||||||
| 6006 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A492 | ||||||
| 6007 | GDTM 100 a 4 | Dy 492 | USL 253a | W. | 1964 | |||||||
| 6008 | GDTM 100 a 4 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | ||||||
| 6009 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | 1963 in A484 | ||||||
| 6010 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6011 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | |||||||
| 6012 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6013 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4022 II | ||||||
| 6014 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 3984 II | ||||||
| 6015 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6016 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6017 | Dy 492 | - | KV | 1945 | ||||||||
| 6018 | Dy 492 | GBM 431 | W. | T 24/49 | 1964 | |||||||
| 6019 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6020 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3996 II | ||||||
| 6021 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6022 | Dy 492 | USL 253a | W. | 1963 | 1960 in A459 | |||||||
| 6023 | Dy 492 | - | KV | 1945 | ||||||||
| 6024 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6025 | USC 253f | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4037 II | |||||
| 6026 | vdZ | Dy 492 | USL 253a | W. | 1964 | |||||||
| 6027 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | 1965 in A493 | ||||||
| 6028 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6029 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | |||||||
| 6030 | Dy 492 | USL 253a | W. | 1963 | 1960 in A460 | |||||||
| 6031 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3992 II | ||||||
| 6032 | Dy 492 | - | KV | 1945 | ||||||||
| 6033 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6034 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 3919 III | ||||||
| 6035 | Dy 492 | EM 60/600 | O | T 24 E | 1963 | 4071 II | ||||||
| 6036 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6037 | Dy 492 | GBM 431 | W. | T 24/49 | 1965 | |||||||
| 6038 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 3987 II | ||||||
| 6039 | Dy 492 | - | KV | 1945 | ||||||||
| 6040 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6041 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4009 II | ||||||
| 6042 | Dy 492 | USL 323v | W. | T 24/55 | 1967 | |||||||
| 6043 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A494 | ||||||
| 6044 | Dy 492 | - | KV | 1945 | ||||||||
| 6045 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6046 | Dy 492 | GBM 431 | W. | T 24/49 | 1965 | 1965 in A495 | ||||||
| 6047 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6048-6049 | Dy 492 | - | KV | 1945 | ||||||||
| 6050 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 3979 II | ||||||
| 6051 | North wagon | Dy 492 | USL 323v | W. | T 24/55 | 1965 | 1963 in A485 | |||||
| 6052 | Dy 492 | USL 253a | W. | 1963 | 1960 in A464 | |||||||
| 6053 | Dy 492 | USL 253a | W. | 1963 | 1960 in A465 | |||||||
| 6054 | Dy 492 | - | KV | 1945 | ||||||||
| 6055 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3964 II | ||||||
| 6056 | Dy 492 | - | KV | 1945 | ||||||||
| 6057 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | 1965 in A496 | ||||||
| 6058 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6059-6060 | Dy 492 | - | KV | 1945 | ||||||||
| 6061 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4010 II | ||||||
| 6062 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6063-6064 | Dy 492 | - | KV | 1945 | ||||||||
| 6065 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6066 | Dy 492 | - | KV | 1945 | ||||||||
| 6067 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6068 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6069 | Dy 492 | EM 60/600 | O | T 24 E | 1961 | 4000 II | ||||||
| 6070-6073 | Dy 492 | - | KV | 1945 | ||||||||
| 6074 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A511, track construction department | ||||||
| 6075 | Dy 492 | - | KV | 1945 | ||||||||
| 6076 | MAN | Dy 492 | USL 253a | W. | 1964 | |||||||
| 6077 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6078 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | 1963 in A488 | ||||||
| 6079 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6080 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3998 II | ||||||
| 6081 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3994 II | ||||||
| 6082 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A497 | ||||||
| 6083 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4047 II | ||||||
| 6084 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6085 | Dy 492 | - | KV | 1945 | ||||||||
| 6086 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3947 III | ||||||
| 6087 | Dy 492 | - | KV | 1945 | ||||||||
| 6088 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3942 III | ||||||
| 6089 | Dy 492 | GBM 430 (EM 60/600) |
W. | T 24/49 | 1966 | |||||||
| 6090 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4008 II | ||||||
| 6091 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6092 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6093 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6094 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | |||||||
| 6095 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 3918 III | ||||||
| 6096 | Dy 492 | EM 60/600 | O | T 24 E T 24/56 |
1962 | 4012 II | ||||||
| 6097 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | |||||||
| 6098 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6099 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6100 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A524, snow removal vehicle | ||||||
| 6101 | Bautzen | Dy 492 | USL 253a | W. | 1964 | |||||||
| 6102 | Dy 492 | USL 253a | W. | 1963 | 1960 in A455 | |||||||
| 6103 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3928 III | ||||||
| 6104 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4020 II | ||||||
| 6105 | Dy 492 | USL 253a | W. | 1963 | 1960 in A466 | |||||||
| 6106 | Dy 492 | - | KV | 1945 | ||||||||
| 6107 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | |||||||
| 6108 | Dy 492 | - | KV | 1945 | ||||||||
| 6109 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6110 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 3915 III | ||||||
| 6111 | Dy 492 | - | KV | 1945 | ||||||||
| 6112 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4004 II | ||||||
| 6113 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4044 II | ||||||
| 6114 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 3911 III | ||||||
| 6115 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6116 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4014 II | ||||||
| 6117 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4031 II | ||||||
| 6118 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6119 | Dy 492 | - | KV | 1945 | ||||||||
| 6120 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3941 III | ||||||
| 6121 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3991 II | ||||||
| 6122 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6123 | Dy 492 | - | KV | 1945 | ||||||||
| 6124 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4035 II | ||||||
| 6125 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6126 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6127 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4042 II | ||||||
| 6128 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4053 II | ||||||
| 6129 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3923 III | ||||||
| 6130 | Dy 492 | USL 253a | W. | 1960 | ||||||||
| 6131 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6132 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4054 II | ||||||
| 6133 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6134 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4015 II | ||||||
| 6135 | Dy 492 | USL 253a | W. | 1963 | 1960 in A467 | |||||||
| 6136 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3937 III | ||||||
| 6137 | Dy 492 | USL 253a | W. | 1963 | 1960 in A468 | |||||||
| 6138 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4029 II | ||||||
| 6139 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3925 III | ||||||
| 6140 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 3920 III | ||||||
| 6141 | Dy 492 | - | KV | 1945 | ||||||||
| 6142 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6143 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6144 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4016 II | ||||||
| 6145 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6146-6148 | Dy 492 | - | KV | 1945 | ||||||||
| 6149 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3958 III | ||||||
| 6150 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6151-6152 | Dy 492 | - | KV | 1945 | ||||||||
| 6153 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3943 III | ||||||
| 6154 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | |||||||
| 6155 | Dy 492 | - | KV | 1945 | ||||||||
| 6156 | Dy 492 | EM 60/600 | O | T 24 E | 1963 | 4074 II | ||||||
| 6157 | Dy 492 | - | KV | 1945 | ||||||||
| 6158 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A512, track construction department | ||||||
| 6159 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A498 | ||||||
| 6160 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6161 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3999 II | ||||||
| 6162 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4005 II | ||||||
| 6163 | Dy 492 | EM 60/600 | O | T 24 U | 1961 | 3965 II | ||||||
| 6164 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4007 II | ||||||
| 6165 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6166 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6167 | Dy 492 | EM 60/600 | O | T 24 E | 1963 | 4069 II | ||||||
| 6168 | Dy 492 | - | KV | 1945 | ||||||||
| 6169 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 4006 II | ||||||
| 6170 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4025 II | ||||||
| 6171 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | 1965 in A499 | ||||||
| 6172 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4049 II | ||||||
| 6173 | Dy 492 | - | KV | 1945 | ||||||||
| 6174 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6175 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6176 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A513, track construction department | ||||||
| 6177 | Dy 492 | USL 323v | W. | T 24/55 | 1965 | |||||||
| 6178 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3953 III | ||||||
| 6179 | Dy 492 | - | KV | 1945 | ||||||||
| 6180 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6181 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A500; 1967 to Berlin-Zehlendorf; 1979 to Sehnde-Wehmingen; Scrapped in 2005 |
||||||
| 6182 | Dy 492 | - | KV | 1945 | ||||||||
| 6183 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
| 6184 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A501, tractor for Bw 7000 | ||||||
| 6185 | Dy 492 | USL 253a | W. | 1963 | 1960 in A469 | |||||||
| 6186-6187 | Dy 492 | - | KV | 1945 | ||||||||
| 6188 | Dy 492 | EM 60/600 | O | T 24 U | 1962 | 4036 II | ||||||
| 6189 | Dy 492 | - | KV | 1945 | ||||||||
| 6190 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6191 | Dy 492 | EM 60/600 | O | T 24 E | 1962 | 4055 II | ||||||
| 6192 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3956 III | ||||||
| 6193 | Dy 492 | EM 60/600 | O | T 24 E | 1960 | 3921 III | ||||||
| 6194 | Dy 492 | USL 323v | W. | T 24/55 | 1964 | |||||||
| 6195 | Dy 492 | EM 60/600 | O | T 24 U | 1960 | 3949 III | ||||||
| 6196 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A514, track construction department | ||||||
| 6197-6198 | Dy 492 | USL 253a | W. | 1964 | ||||||||
| 6199 | Dy 492 | GBM 431 | W. | T 24/49 | 1967 | 1965 in A502, tractor for Bw 7001 | ||||||
| 6200 | Dy 492 | GBM 431 | W. | T 24/49 | 1966 | |||||||
literature
-
Standard car for the Berlin tram (T 24 / B 24) . In: Berliner Verkehrsblätter .
- Part 1 . 5th year, No. 4, April 1958.
- Part 2 . 5th year, No. 5, May 1958.
- Reinhard Arf: New railways 75 years ago. About the commissioning and use of the legendary Berlin tram series of the 1924 design . In: Verkehrsgeschichtliche Blätter .
- Part 1 . Volume 27, No. 3, 2000.
- Part 2 . Volume 27, No. 5, 2000.
- Part 3 . Volume 27, No. 6, 2000.
- Part 4 . 28th vol., No. 1, 2001.
- Part 5 . 28th vol., No. 2, 2001.
- Part 6 . 28th vol., No. 3, 2001.
- Reinhard Arf: Type 1924 - what remained? Final consideration of a legendary type of vehicle . In: Verkehrsgeschichtliche Blätter . 29th year, no. 4 , 2002.
- Reinhard Arf: From the T 25 to the Reko car. 70 years of vehicle history for the BVG railcar 5700 . In: Verkehrsgeschichtliche Blätter . 33rd year, no. 3 , 2006.
- Karl-Heinz Gewandt: Berlin classics. The vehicles T / B 24 and T / B 25 . In: Tram in Berlin 1865–2015 . Strassenbahn Magazin Special No. 29. GeraMond, Munich 2015, ISBN 978-3-86245-260-6 .
- Arne Hengsbach: 50 years ago . In: Berliner Verkehrsblätter . 32nd year, no. March 3 , 1975.
- Eberhard Kindler: The new multiple units and trailer cars for the Berlin tram . In: Verkehrstechnik . 6th year, 39a, September 1925.
- Eberhard Kindler: New trailer cars for the Berlin tram . In: Verkehrstechnik . 7th year, no. 39 , September 24, 1926.
- Wolfgang von Linstow: The technical development of the multiple units type T 24 of the Berlin tram . In: Tram magazine . 1st year, no. 1 , 1970.
- Wilhelm Pforr: The renewal of the fleet of the Berlin tram . In: Verkehrstechnik . 5th year, special issue, September 1924.
- Lothar Schwarz: The Berlin type T 24 tram car . The largest series of trams . In: Verkehrsgeschichtliche Blätter . 4th year, no. 4 , 1977.
Web links
- Railcar 5984 of the type T24 / 49. In: dvn-berlin.de. Monument Preservation Association Berlin , September 28, 2009.
- Bw 339 (type B 24). In: dvn-berlin.de. Monument Preservation Association Berlin , September 28, 2009.
- Marcel Götze: Old-style railcars . In: berlin-straba.de .
- T 24 (5701–5750 , 5751–5800 , 5801–5850 , 5851–5900 , 5901–5950 , 5951–6000 , 6001–6050 , 6051–6100 , 6101–6150 , 6151–6200)
- T 25 (5700)
- T 24/49 (5871… 6171 , 6176… 6200)
- T 24/55 (5701… 5886 , 5889… 6194)
- T 24 E (5700… 5940 , 5950… 6193)
- T 24 U (5710… 6031 , 6055… 6195)
- T 24/56 (6096)
- T 24/58 (5791, 5919)
- Marcel Götze: Old building sidecar . In: berlin-straba.de .
Individual evidence
- ↑ a b c Standard car for the Berlin tram (T 24 / B 24) . In: Berliner Verkehrsblätter . No. 4 , April 1958, p. 13-14 .
- ^ A b Jan Gympel , Ivo Köhler: Tram history (s). Reko cars. The harder way of driving the tram . GVE, Berlin 1996, ISBN 3-89218-045-8 , pp. 10-14 .
- ↑ a b c d e f g h Reinhard Arf: New railways 75 years ago. About the commissioning and use of the legendary Berlin tram series of the 1924 design (part 1) . In: Verkehrsgeschichtliche Blätter . No. 3 , 2000, pp. 58-67 .
- ^ A b Reinhard Arf: New railways 75 years ago. About the commissioning and use of the legendary Berlin tram series of the 1924 design (part 2) . In: Verkehrsgeschichtliche Blätter . No. 4 , 2000, pp. 131-140 .
- ^ A b Reinhard Schulz: Tram in turbulent times. Berlin and its trams between 1920 and 1945 (part 1) . In: Verkehrsgeschichtliche Blätter . No. 4 , 2005, p. 94-110 .
- ^ Walter Schneider: The urban Berlin public transport . Ed .: Berliner Verkehrs-Betriebe. tape 6 . Berlin 1978, p. 235-262 .
- ^ A b c d e f Wilhelm Pforr: The renewal of the car park of the Berlin tram . In: Verkehrstechnik . Special issue, September 1924, p. 406-409 .
- ↑ a b c d e f g h Reinhard Arf: From the T 25 to the Reko car. 70 years of vehicle history for the BVG railcar 5700 . In: Verkehrsgeschichtliche Blätter . No. 3 , 2006, p. 61-68 .
- ↑ Michael Kochems: trams and light rail in Germany. Volume 14: Berlin - Part 2. Tram, trolleybus . EK-Verlag, Freiburg im Breisgau 2013, ISBN 978-3-88255-395-6 , p. 194-203 .
- ↑ a b c Railcar 5984 of the type T 24/49. In: dvn-berlin.de. Monument Preservation Association Berlin, September 28, 2009, accessed on July 29, 2019 .
- ↑ a b c d e f Eberhard Kindler: The new multiple units and trailer cars for the Berlin tram . In: Verkehrstechnik . No. 39 a, September 1925, p. 775-779 .
- ^ A b c Walter Schneider: The urban Berlin public transport . Ed .: Berliner Verkehrs-Betriebe. tape 7 . Berlin 1978, p. 70-74 .
- ↑ Sergius Ruegenberg : Design work on a tram (1924) . In: Bauwelt . No. 72 . Berlin 1981, p. 742 .
- ↑ New tram cars . In: Vossische Zeitung , evening edition . October 24, 1924, p. 4 ( staatsbibliothek-berlin.de [accessed July 7, 2019]).
- ↑ a b Arne Hengsbach: 50 years ago . In: Berliner Verkehrsblätter . No. 3 , March 1975, p. 48-49 .
- ↑ a b c d e f g h i j k l m Lothar Schwarz: The Berlin type T 24 tram car . The largest series of trams . In: Verkehrsgeschichtliche Blätter . No. 4 , 1977, pp. 35-62 .
- ↑ a b Eberhard Kindler: New trailer cars for the Berlin tram . In: Verkehrstechnik . No. 39 , September 24, 1926, p. 640-645 .
- ^ Siegfried Münzinger: Tram profile. Episode 5 . In: Berliner Verkehrsblätter . No. 5 , 1975, p. 83 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap Wolfgang von Linstow: The technical development the type T 24 railcar of the Berlin tram . In: Tram magazine . No. 1 , May 1970, p. 20-28 .
- ^ Karl-Heinz Gewandt: Berlin classics. The vehicles T / B 24 and T / B 25 . In: Tram in Berlin 1865–2015 . Strassenbahn Magazin Special No. 29. GeraMond, Munich 2015, ISBN 978-3-86245-260-6 , p. 28-34 .
- ↑ a b c d Michael Grunwald: Tram Berlin: dashes under the car number (part 1) . In: Berliner Verkehrsblätter . No. 1 , January 2007, p. 3-7 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin trams. The history of the Berlin tram companies since 1865 . Archive no. 6. Verlag Eisenbahn, Villigen 1973, ISBN 3-85649-006-X , legend 249 .
- ^ Reinhard Schulz: Tram in turbulent times. Berlin and its trams between 1920 and 1945 (part 3) . In: Verkehrsgeschichtliche Blätter . No. 6 , 2005, p. 174-183 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin tram History II A report on the development of the tram in Berlin after 1920. . Archive no. 31. Verlag Eisenbahn, Villigen 1977, ISBN 3-85649-031-0 , legend 213 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin tram History II A report on the development of the tram in Berlin after 1920. . Archive no. 31. Verlag Eisenbahn, Villigen 1977, ISBN 3-85649-031-0 , legend 215-216 .
- ↑ a b c d e f g h i j k l m The work cars of the Berlin tram from 1920 . In: Berliner Verkehrsblätter . No. 6 , June 1967, p. 78-113 .
- ↑ Marcel Götze: Arbeitsbeiwagen (G151-G194). In: berlin-straba.de. 2019, accessed March 8, 2020 .
- ↑ Marcel Götze: Arbeitsbeiwagen (G351-G391). In: berlin-straba.de. 2019, accessed March 8, 2020 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin tram History II A report on the development of the tram in Berlin after 1920. . Archive no. 31. Verlag Eisenbahn, Villigen 1977, ISBN 3-85649-031-0 , legend 122 .
- ↑ a b c d e f Reinhard Arf: New railways 75 years ago. About the commissioning and use of the legendary Berlin tram series of the 1924 design (part 2) . In: Verkehrsgeschichtliche Blätter . No. 5 , 2000, pp. 131-140 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin tram History II A report on the development of the tram in Berlin after 1920. . Archive no. 31. Verlag Eisenbahn, Villigen 1977, ISBN 3-85649-031-0 , legend 230 .
- ↑ a b c d e f g h i j k l Reinhard Arf: New railways 75 years ago. About the commissioning and use of the legendary Berlin tram series of the 1924 design (part 4) . In: Verkehrsgeschichtliche Blätter . No. 1 , 2001, p. 14-24 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin trams. The history of the Berlin tram companies since 1865 . Archive no. 6. Verlag Eisenbahn, Villigen 1973, ISBN 3-85649-006-X , legend 262 .
- ↑ a b c Sigurd Hilkenbach, Wolfgang Kramer: The tram traffic Berlin (BVG-Ost / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 25-49 .
- ^ A b Jan Gympel , Ivo Köhler: Tram history (s). Reko cars. The harder way of driving the tram . GVE, Berlin 1996, ISBN 3-89218-045-8 , pp. 15-19 .
- ↑ a b c d Reinhard Arf: New railways 75 years ago. About the commissioning and use of the legendary Berlin tram series of the 1924 design (part 3) . In: Verkehrsgeschichtliche Blätter . No. 6 , 2000, pp. 168-177 .
- ^ A b Jan Gympel , Ivo Köhler: Tram history (s). Reko cars. The harder way of driving the tram . GVE, Berlin 1996, ISBN 3-89218-045-8 , pp. 20-25 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin trams. The history of the Berlin tram companies since 1865 . Archive no. 6. Verlag Eisenbahn, Villigen 1973, ISBN 3-85649-006-X , legend 256 .
- ↑ a b c d Jan Gympel , Ivo Köhler: Tram history (s). Reko cars. The harder way of driving the tram . GVE, Berlin 1996, ISBN 3-89218-045-8 , pp. 26-48 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin trams. The history of the Berlin tram companies since 1865 . Archive no. 6. Verlag Eisenbahn, Villigen 1973, ISBN 3-85649-006-X , legend 334 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin trams. The history of the Berlin tram companies since 1865 . Archive no. 6. Verlag Eisenbahn, Villigen 1973, ISBN 3-85649-006-X , legend 335 .
- ↑ Jan Gympel , Ivo Köhler: Tram history (s). Reko cars. The harder way of driving the tram . GVE, Berlin 1996, ISBN 3-89218-045-8 , pp. 49-57 .
- ↑ Jan Gympel , Ivo Köhler: Tram history (s). Reko cars. The harder way of driving the tram . GVE, Berlin 1996, ISBN 3-89218-045-8 , pp. 124-132 .
- ↑ Reinhard Schulz: Von der Rolle ... On the history of the overhead contact line and power collection systems in Berlin trams . In: Verkehrsgeschichtliche Blätter . 1 date = 2003, p. 2-13 .
- ↑ Michael Grunwald: Car type designations on the Berlin tram. Origin, use and development (part 2) . In: Berliner Verkehrsblätter . No. 10 , October 2004, p. 188-193 .
- ↑ Standard car for the Berlin tram (T 24 / B 24) . In: Berliner Verkehrsblätter . No. 5 , May 1958, p. 17-19 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin trams. The history of the Berlin tram companies since 1865 . Archive no. 6. Verlag Eisenbahn, Villigen 1973, ISBN 3-85649-006-X , legend 260 .
- ↑ a b Michael Grunwald: Tram Berlin: dashes under the car number (part 2) . In: Berliner Verkehrsblätter . No. 3 , March 2007, p. 39-44 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin tram History II A report on the development of the tram in Berlin after 1920. . Archive no. 31. Verlag Eisenbahn, Villigen 1977, ISBN 3-85649-031-0 , legend 113 .
- ^ Wolfgang Kramer, Siegfried Münzinger: The fleet of the Berlin tram 1920-1970. I. Railcar . In: Berliner Verkehrsblätter . No. 5 , May 1970, pp. 79-93 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin tram History II A report on the development of the tram in Berlin after 1920. . Archive no. 31. Verlag Eisenbahn, Villigen 1977, ISBN 3-85649-031-0 , legend 114 .
- ↑ Marcel Götze: Post-War History 1960–1969. In: berlin-straba.de. 2019, accessed October 20, 2019 .
- ↑ Bw 339 (type B 24). In: dvn-berlin.de. Monument Preservation Association Berlin, September 28, 2009, accessed on July 29, 2019 .
- ↑ a b c d e f Reinhard Arf: Bauart 1924 - what remained? Final consideration of a legendary type of vehicle . In: Verkehrsgeschichtliche Blätter . No. 4 , 2002, p. 107-113 .
- ↑ Berliner Verkehrsbetriebe (BVG) 5954. In: dctrolley.org. National Capital Trolley Museum, December 20, 2016, accessed July 29, 2019 .
- ↑ Our vehicles. In: tram-museum.de. Hanover Tram Museum, accessed on July 29, 2019 .
- ↑ Like 50 years ago . In: Der Tagesspiegel . September 12, 2008 ( tagesspiegel.de [accessed July 29, 2019]).
- ↑ Car park list Hannoversches Straßenbahn-Museum eV (HSM). In: tram-info.de. December 23, 2018, accessed July 29, 2019 .
- ↑ Sigurd Hilkenbach, Wolfgang Kramer, Claude Jeanmaire: Berlin tram History II A report on the development of the tram in Berlin after 1920. . Archive no. 31. Verlag Eisenbahn, Villigen 1977, ISBN 3-85649-031-0 , legend 364 .
- ↑ Tram. Pub collective. In: strassenbahn-kneipe.com. Strassenbahn Gaststätten und Beverage Trade GmbH, accessed on February 22, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa from Marcel Götze: B 24 (1–50). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x Marcel Götze: B 24 (51–100). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am to Marcel Götze: B 24 (101–150 ). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d Marcel Götze: B 24/50 (123, 269, 287, 371). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj Marcel Götze: B 24 (151–200). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af Marcel Götze: B 24 (201–250). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap Marcel Götze: B 24 (251 -300). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al Marcel Götze: B 24 (301–350). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap Marcel Götze: B 24 (351 -400). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al Marcel Götze: B 24 (401–450). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar Marcel Götze: B 24 (451-500). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al Marcel Götze: B 25 (501–550). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ Marcel Götze: B 25/58 (536). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al Marcel Götze: B 25 (551–600). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d Marcel Götze: B 25/50 (565, 679, 706, 758). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am Marcel Götze: B 25 (601–650) . In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am Marcel Götze: B 25 (651–700) . In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av Marcel Götze: B 25 (701-750). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao Marcel Götze: B 25 (751– 803). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b Marcel Götze: B 24/52 (1741–1744). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av aw ax Marcel Götze: T 24 E (5700 ... 5940). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as Marcel Götze: T 24 (5701-5750). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al Marcel Götze: T 24/55 (5701… 5886 ). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av aw ax ay Marcel Götze: T 24 U (5710 ... 6031). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as Marcel Götze: T 24 (5751-5800). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b Marcel Götze: T 24/58 (5791, 5919). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar Marcel Götze: T 24 (5801-5850). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq Marcel Götze: T 24 ( 5851-5900). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av aw ax Marcel Götze: T 24/49 (5874… 6171). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao Marcel Götze: T 24/55 ( 5889 ... 6194). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av Marcel Götze: T 24 (5901-5950). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an Marcel Götze: T 24 E (5950 ... 6193). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at Marcel Götze: T 24 (5951-6000). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av aw Marcel Götze: T 24 (6001-6050). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as Marcel Götze: T 24 (6051-6100). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y Marcel Götze: T 24 U (6055… 6195). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ Marcel Götze: T 24/56 (6096). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au av Marcel Götze: T 24 (6101-6150). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as at au Marcel Götze : T 24 (6151-6200). In: berlin-straba.de. Retrieved March 8, 2020 .
- ↑ a b c d e f g Marcel Götze: T 24/49 (6176… 6200). In: berlin-straba.de. Retrieved March 8, 2020 .
