BSt type 1926

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Type 1926
BDM 26
Bw 1525 in the condition from 1966 parked in the Btf. Koepenick (2020)
Bw 1525 in the condition from 1966 parked in the Btf. Koepenick (2020)
Numbering: BVG 1501 II –1550 II
Number: 50 sidecars
Manufacturer: O&K u. a.
Year of construction (s): 1928-1930
Retirement: until 1969
Axis formula : 2'2 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 12 160 mm
Length: 11 700 mm (car body)
Height: 3090 mm
Width: 2200 mm
Trunnion Distance: 5500 mm
Bogie axle base: 1600 mm
Empty mass: 11.3 t (1501–1530)
10.5 t (1531–1550)
Wheel diameter: 650 mm
Brake: Solenoid brake, crank brake
Seats: 34
Standing room: 46
Floor height: 665 mm

In 1926, the Berlin tram operating company ordered a series of 50 center-entry sidecars, which were delivered between 1928 and 1930. From 1934 onwards, these four-axle wagons , which had been run as the 1926 type , were designated as BDM 26 according to the type code of the Berliner Verkehrsbetriebe (BVG) .

history

After the Berliner Straßenbahn-Betriebs-GmbH standardized its fleet of two-axle railcars and sidecars with the types 1924 and 1925 , the next step was to procure new four-axle sidecars. The existing stock of such cars dates back to 1886 and was used by the Berlin Steam Tram Consortium , later known as the West Berlin Suburban Railway. In 1926, the Berlin tram initially ordered 30 sidecars, the development of which took about two years. After the manufacturer Orenstein & Koppel delivered the first cars between July and November 1928, there was a second delivery of 20 cars in 1929, which were put into service between December 10, 1929 and January 15, 1930. The car numbers ran from 1501 II to 1550 II . Due to their large capacity, the wagons were mainly used for work and excursion traffic, initially on line 25, later primarily on lines 5, 27 and 69. They were stationed at the depots in Lichtenberg , Britz , Tegel and Charlottenburg . Because of their size and mass, they were nicknamed Bull by the staff .

The 1503 sidecar was briefly fitted with cable couplings for the SSW dual control in the 1930s . During this time, the car was coupled between carriages 3604 and 3605 of the type TM 31 U, which were equipped with dual controls . After the test drives were completed, the wagons were dismantled. In 1934, the BVG replaced the steel wheels with rubber-sprung wheel sets.

In 1943, the year of the war, the tram was used for freight transport. Due to their wide central entry and the large interior, the sidecars of types BDM 26 and BM 28/35 as well as BM 28/37 were particularly suitable for this. The BVG converted the car accordingly. The benches were removed and the window panes were protected with wooden gratings. The inscription "Stadt-Güterverkehr" was affixed to the side walls. As a result of damage caused by the effects of the war , eight cars (1502, 1504, 1517, 1532, 1542, 1544, 1548 and 1550) had to be retired, the remaining cars were prepared for passenger transport again after the end of the war. After the BVG was split up, 27 cars remained in West Berlin and 15 in East Berlin .

BVG-Ost converted some of its cars in 1951. They were initially stationed at the Lichtenberg, Köpenick and Nalepastraße depots , from where they were used on lines 63, 69, 82 and 86. The wagons were later stationed in the Weißensee depot and then in the Niederschönhausen depot , and they were used on route 71. They were primarily drawn by type T 24 , TD 07/25 and TDS 08/24 railcars . In 1968 the wagons were included in the Reko program and converted into two-axle one-way wagons of the type BE 64. The wagons were, however, practically new, as the BDM 26, as a four-axle vehicle with internally mounted bogies, hardly produced any parts that could be used to build two-axle vehicles.

The BVG-West wagons were not significantly changed after 1949. They mainly operated with the railcars of the types T 33 U and T 24. The car 1526 was converted in 1960 into a freight cart with the number G391. The 26 wagons remaining in passenger traffic were decommissioned by 1966 and scrapped except for wagon 1525. For the converted car 1526, the retirement year is given as 1969, two years after the West Berlin tram was discontinued. The car 1525 was preserved as a museum vehicle and kept in the BVG vehicle collection at the former Britz depot. In 1993 he was transferred to the Niederschönhausen depot and subordinated to the Berlin Heritage Association . The car can currently be rolled and is in an exhibition condition from 1966.

construction

Vehicle overview
No. Whereabouts Retirement Remarks No. Whereabouts Retirement Reko no.
1501 II BVG-West 1966 1526 II BVG-West 1967 1960 in goods cart G391
1502 II Loss of war 1527 II BVG East 1968 Reko-BW 2166/267 270
1503 II BVG-West 1966 1528 II BVG-West 1966
1504 II Loss of war 1529 II BVG East 1968 Reko-BW 2167/267 271
1505 II BVG-West 1966 1530 II BVG East 1968 Reko-BW 2168/267 272
1506 II BVG-West 1966 1531 II BVG East 1968 Reko-Bw 2169/267 273
1507 II BVG East 1968 Reko-BW 2160/267 264 1532 II Loss of war
1508 II BVG-West 1966 1533 II BVG East 1968 Reko-BW 2170/267 274
1509 II BVG-West 1966 1534 II BVG East 1968 Reko-BW 2171/267 275
1510 II BVG East 1968 Reko-BW 2161/267 265 1535 II BVG East 1968 Reko-BW 2172/267 276
1511 II BVG East 1968 Reko-BW 2162/267 266 1536 II BVG-West 1966
1512 II BVG East 1968 Reko-Bw 2163/267 267 1537 II BVG East 1968 Reko-BW 2173/267 277
1513 II BVG East 1968 Reko-BW 2164/267 268 1538 II BVG-West 1966
1514 II BVG-West 1966 1539 II BVG-West 1966
1515 II BVG-West 1966 1540 II BVG-West 1966
1516 II BVG-West 1966 1541 II BVG-West 1966
1517 II Loss of war 1542 II Loss of war
1518 II BVG-West 1966 1543 II BVG-West 1966
1519 II BVG-West 1966 1544 II Loss of war
1520 II BVG-West 1966 1545 II BVG-West 1966
1521 II BVG-West 1966 1546 II BVG-West 1966
1522 II BVG East 1968 Reko-Bw 2165/267 269 1547 II BVG East 1968 Reko-BW 2174/267 278
1523 II BVG-West 1966 1548 II Loss of war
1524 II BVG-West 1966 1549 II BVG-West 1966
1525 II BVG-West 1967 Museum car 1550 II Loss of war

The cars were designed as four-axle sidecars with central entrances, which should make it easier for the conductors to handle the passengers. The car body consisted of a wood and steel construction and had a length of 11.7 meters. The double-leaf sliding door had a clear width of 1.8 meters. The cars ran on bogies with riveted press frames. The car body rested on spherical pivot pins guided by a king pin. The car body was supported on the side by sliding pieces on the bogies. The suspension of the car body to the bogie took place in the cradle of the bogie. Two leaf springs were stored in a hollow beam, which was arranged between the bogies transversely to the direction of travel, and were in turn connected to the rotating pan. The wheelsets were internally stored. As a result, the pulled-down side walls in the area of ​​the bogies did not have to be left open. The exterior painting was initially carried out in the 1920s scheme. The lower half of the car body and the ventilation flaps were painted chrome yellow, the row of windows was white, the intermediate spars of the windows were dark and the roof was painted gray. From 1934, the cars were painted in a uniform light ivory.

The empty weight of the wagons of the first delivery was 11.0 tons; by making some design changes it could be reduced to 10.5 tons in the second delivery series. The cars offered space for 88 people, 34 of which were seated in the form of longitudinal benches, 20 standing places in the entry area and 17 standing places each inside the car. By installing longitudinal benches, it was not critical that the wheel disks protruded into the car body. The compact design of the bogies made it possible to lower the floor to 665 millimeters above the top edge of the rails, compared to 800 millimeters for most other vehicles. By dispensing with transverse walls and doors inside the car, the interior was very clear. The upholstered seats, chrome-plated handles and the ventilation through the side windows and Flettner fans on the roof made the cars very popular with the public. Thanks to the central entrance, the waiting time at the stops could also be shortened considerably, as the conductors were spared walking. Protective boards were attached to the doors to prevent passengers from stepping on the running boards. These boards were later removed.

The cars were equipped with disc brakes, the brake discs were centered on the axle shafts. The train brake was operated by a solenoid on each bogie, which was fed by the braking current of the railcar. In addition, two crank-operated hand brakes were installed. Since the wagons ran smoothly and the wheelsets were not subject to wear and tear, the BVG worked on improving the wheelsets. This led to the installation of rubber-sprung single-ring gears in the mid-1930s. On the one hand, the rubber inserts between the wheel center and the wheel tire ensured noise reduction and also absorbed shocks in the horizontal and vertical directions.

In 1951, the 15 sidecars left at BVG-Ost were extensively modified. The longitudinal seats were replaced by transverse benches and the incandescent lamps by fluorescent tubes, and the Flettner fans were removed. Externally, the six windows on each side of the doors were replaced by three large windows on some cars, and these cars also received upholstered seats. Wooden seats were built into the rest of the cars and the window bars were painted throughout in light ivory. The lower rubbing strip was also removed from the 1534 car. The wagons ran in this condition until they were converted in 1968. The 27 BVG-West wagons were given signal taillights as the largest conversion measure in 1959 in accordance with the provisions of BOStrab . They operated in this condition until they were retired in 1966.

literature

Web links

Individual evidence

  1. ↑ a b c d e f g h i j Lothar Schwarz: Type BDM 26 tram sidecar . In: Verkehrsgeschichtliche Blätter . No. 3 , 1978, p. 31-34 .
  2. ↑ a b Sidecar 1525. Monument Preservation Association Berlin, January 25, 2010, accessed on July 28, 2019 .
  3. ↑ Tram profile. Episode 16 . In: Berliner Verkehrsblätter . No. 6 , 1976, p. 121 .