BSt type U3l
| U3l | |
|---|---|
 No. 3051 II in the Monument Hall, 2018
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| Numbering: | BSt 3050 II -3211 II |
| Number: | 160 railcars |
| Manufacturer: | NAG (conversion) |
| Year of construction (s): | 1921/1922 (conversion) |
| Retirement: | after 1933 |
| Axis formula : | Bo |
| Gauge : | 1,435 mm ( standard gauge ) |
| Length: | 5,200 mm (car body) 9,660 mm (ü platforms) |
| Fixed wheelbase: | 2,800 mm |
| Empty mass: | 9.1 t |
| Hourly output : | 68 kW |
| Motor type: | USL 253 |
| Power system : | 600 V DC |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Coupling type: | Albert coupling |
| Seats: | 20th |
| Standing room: | 26th |
Under the name U3l , the Berlin tram (BSt) ran a series of 160 railcars that were converted from Berolina cars in the early 1920s . The vehicles were only used in passenger traffic for almost ten years, but were then used as work vehicles until the 1950s. Two cars have been preserved as historical vehicles.
development
In 1919/20 the various tram companies in Berlin and the suburbs incorporated in 1920 under the Greater Berlin Act came together . This was associated with the desired standardization and rejuvenation of the vehicle fleet. From 1921 the Nationale Automobil-Gesellschaft (NAG) in Berlin-Oberschöneweide began converting 160 Berolina railcars from the years of construction from 1898 to 1901. Before that, the cars had to be overhauled every two to three years because the platform girders were often fastened to the car body loosened and the penetration of moisture caused rust and rot in the resulting gaps.
During the conversion, the wagons were given a new undercarriage, the wheelbase of which was increased to 2.8 meters. The platforms were enlarged at the same time to increase the capacity and closed. A sliding window was installed on each of the front sides in order to enable points to be set directly from the operator's platform. The basic structure of the platforms corresponded to the later Berlin standard platform . The 70 centimeter wide doors at the ends of the car were subdivided according to the Dresden design, the upper half as a folding window and the lower half as a transfer door. The side windows of the almost unchanged car bodies were divided to save glass. Instead of dividing large - small - large, the two large windows were cut in half in the lower third and quartered in the upper third. The newly created window pillars were painted brown, which visually gave the impression of three windows.
The designation U3l can only be partially explained, U stands for Umbauwagen, the l for longitudinal seats, the meaning of the 3 is unclear.
After the hyperinflation , the railcars received improved electrical equipment with more powerful USL 253 engines with 34 kilowatts of power.
The vehicles were only in use for almost ten years. 1931-32 100 have been constructed means entry-railcar at NAG, which used the driving motors of U3A and as a tag type U3M, from 1934 TM 31 U were used. The prototype of the series with car number 3600 III also had the chassis of a U3l car installed. In 1933/1934 the remaining 60 traction motors were used for the U4 conversion, known as the T 33 U from 1934 . The U3l wagons were then given usable engines from old construction vehicles, primarily Berolina wagons that had not been converted, and were taken over into the work vehicle inventory. During the Second World War , the wagons were mainly used to transport goods and market halls. After 1945, the majority of the cars were taken out of service, the cars remaining with BVG-Ost received a new car body in 1950 and were used until the 1960s.
Two of the cars, 3051 II and 3110 II , have been restored as historic vehicles in the state they looked in the 1920s. Car 3051 II was painted in chrome yellow and white that was introduced in 1924 and is located in the monument hall of the German Museum of Technology . Car 3110 II is on the road as a roadworthy museum car in the original ivory-colored paint scheme from the early 1920s.
literature
- Siegfried Münzinger: NAG conversion car for the Berlin tram . In: Berliner Verkehrsblätter . 1958, p. 45 .
- Siegfried Münzinger: Tram profile. Episode 5 . In: Berliner Verkehrsblätter . Volume 5, 1975, pp. 83 .
- Reinhard Schulz: Tram in turbulent times. Berlin and its trams between 1920 and 1945 . In: Verkehrsgeschichtliche Blätter . Issues 4–6, 2005, pp. 94 ff., 133 ff., 174 ff .