BSt type 1926 one-way car
| Type 1926 TEM 26 one-way car |
|
|---|---|
| Numbering: | 6201-6210 |
| Number: | 10 railcars |
| Manufacturer: | North wagon u. a. |
| Year of construction (s): | 1926 |
| Retirement: | 1962/63 |
| Axis formula : | B (before conversion) Bo (after conversion) |
| Gauge : | 1 435 mm |
| Length: | 11,000 mm (car body) |
| Fixed wheelbase: | 3 200 mm |
| Empty mass: | 13.2 t |
| Hourly output : | 1 × 34 kW (before conversion) 2 × 40 kW (after conversion) |
| Wheel diameter: | 650 mm |
| Power system : | 600 V = |
| Power transmission: | Overhead line |
| Coupling type: | Albert coupling |
| Seats: | 32 30 (after modification) |
| Standing room: | 37 36 (after conversion) |
The twin motor coaches of the type 1926 mover carriage , which from 1934 according to the BVG-type code as TEM 26 were performed, it was a series of ten railcars in 1926 by the Berlin tram operating company (BSBG) were procured. The cars were designed as one -and- a -half-direction cars, each with a driver's cab and central entrances on both sides. In 1931/32 the Berliner Verkehrsbetriebe (BVG) converted the vehicles into one-way vehicles as the successor company.
development
After the Berlin trams had standardized their rolling stock by the mid-1920s, the BSBG then went over to increasing the attractiveness of the product compared to the subway , the city, ring and suburban railways as well as the omnibus . This should happen to larger vehicles while increasing the cruising speed at the same time.
In 1926, BSBG ordered ten center entry cars with the car numbers 6201–6210 based on the Parisian model. Each two railcars were coupled with each other rear to rear, which meant that they did not need to be moved to the final stop. Since the second driver's cab was not used, the space for passengers on the rear platforms increased. The capacity was 32 seats and 37 standing places, 16 of which were standing in the middle corridor. The two-leaf doors were separated by a wide central spar, which enabled separate entry and exit. The lower halves of the doors were designed as pocket sliding doors that were operated by a hand rim in the stile. The upper halves were designed as folding windows and therefore had to be kept open on the entry side.
Due to the continuous train control, the cars could not be separated during operation. The motor was located in the middle between the two axles and powered them via a cardan shaft . Both railcars started up and braked at the same time. It was hoped that this would result in a high cruising speed with short braking distances. The motors were supplied by different manufacturers in order to be able to compare them during operation. After the ten railcars 5964–5955 of the 1924 design , these were further cars with cardan drive . The 6205/6206 train was later equipped with pivot bearing motors and received a contactor control . The 3.2 meter wheelbase was made possible by the use of Peckham pendulums . This enabled the wheel sets to adjust radially in curved tracks, which significantly improved driving comfort. They were groundbreaking for the introduction of the 1927 type center entry car .
The wagons located in the Steglitz depot were initially used on line 177 between Zoo station and Teltow . 1931/32 the ten cars were purely facility vehicles rebuilt and the doors on the left side of the vehicle away. On the right-hand side, full-length double-leaf sliding doors were installed instead of the previously two-part sliding doors. The previously open driver's cabs were separated from the passenger compartment by a wall. The transverse seats were converted so that the passengers sat facing the direction of travel without exception. The converted railcars had two traction motors.
After the renovation, the cars ran on line 7, the Westring, until the end of the Second World War . The two railcars 6207 and 6210 were lost due to the effects of the war. When the BVG was separated in 1949, the remaining eight cars remained in the western part of the city without exception . Until they were retired in 1962/63, they were used on those lines at the end of which there were reversible loops. The BVG had the vehicles scrapped by 1965.
literature
- Twin car type 1926 . In: Berliner Verkehrsblätter . No. 3 , 1962.
- Karl-Heinz Gewandt: Tram profile. Episode 42 . In: Berliner Verkehrsblätter . No. 7 , 1982.
Individual evidence
- ^ A b Reinhard Schulz: Tram in turbulent times. Berlin and its trams between 1920 and 1945 (part 2) . In: Verkehrsgeschichtliche Blätter . No. 5 , 2005, p. 133-143 .
- ↑ a b c d hko: Twin wagons type 1926 . In: Berliner Verkehrsblätter . No. 3 , 1962, pp. 22-23 .
- ^ Karl-Heinz Gewandt: Tram profile. Episode 42 . In: Berliner Verkehrsblätter . No. 7 , 1982, pp. 179 .
- ↑ Ralf Ball: The Berlin type 1927 center entry car . In: Monument Preservation Association Berlin (Ed.): Tram history (s). From 3 to 23 . GVE, Berlin 1995, ISBN 3-89218-033-4 , pp. 42 .
- ↑ 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. 204-216 .
- ↑ Marcel Götze: TEM 26 (6201-6210). In: berlin-straba.de. Retrieved March 11, 2019 .