BVG series A
The first generation of small-profile vehicles for the Berlin subway is known as the A series . The Berliner Verkehrsbetriebe (BVG) differentiates these into types AI and AII (from 1957 on BVG-West as A1 and A2), but externally and technically there are a total of five vehicle types as well as various converted cars. Between 1901 and 1926, a total of 318 multiple units and 120 side cars of the type AI and in the years 1928 and 1929 96 multiple units and 96 side cars of the type AII were built by various manufacturers. At BVG-West, the AI wagons ran until April 1968, the AII wagons in scheduled service until March 30, 1973. Scheduled use of the Ost-Berliner Verkehrsbetriebe (BVB) did not end until November 5, 1989, at which time the oldest vehicles had been in use for over 80 years.
numbering
| Type | number |
|---|---|
| AI | 125 400-125 456 175 401-176 457 |
| AIU | 126 500-126 580 176 501-176 581 |
| AII | 127 600-127 646 177 601-176 647 |
| AIIU | 128 700-128 734 128 701-128 735 |
The cars of types AI and AII were initially numbered consecutively by the elevated railway company and the BVG; Conversions and the Schöneberg subway cars were later integrated into this system. The railcars were given continuous numbering starting with the number 1, the sidecars initially by 200 and from 1912 by 500. The railcar numbers 1 to 58 were assigned for the second time in 1926, as the cars that previously had these numbers had already been taken out of service at that time.
In 1970 the Ost-Berliner Verkehrsbetriebe (BVB; until 1968 BVG-Ost) introduced a computerized number system. This envisaged a series number between 120 and 129 for the old railcars used in passenger transport, and between 170 and 179 for the corresponding sidecars, supplemented with the serial number, with even-numbered railcars and odd-numbered sidecars. Service vehicles were given 700 series numbers.
AI series
| U-Bahn Berlin small profile series AI |
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|---|---|
 AIU car in Berlin-Schöneweide train station
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| Numbering: | Tw: 1–306, 358–369, 1 II –58 II (new occupancy) a, b (special wagons) Bw: 501–770 |
| Number: | 318 Tw, 120 Bw |
| Manufacturer: | vdZ , Falkenried , Düsseldorf , LHW , Credé , Wismar , Fuchs , MAN , S&H |
| Year of construction (s): | 1901-1926 |
| Retirement: | 1968 (West) , 1989 (East) |
| Axis formula : | Bo '(A1) (Tw 1st delivery) Bo'Bo' (Tw 2nd - 18th delivery) Bo'2 ' (Schöneberg) 2'2' (Bw) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 12 770 mm |
| Length: | 12 070 mm (car body) |
| Height: | 3180 mm |
| Width: | 2320 mm |
| Trunnion Distance: | 7260 mm |
| Empty mass: | 25.9 t (Tw) , 15.0 t (Bw) |
| Payload: | 54.0 t (Tw + Bw) |
| Top speed: | 50 km / h |
| Hourly output : | 240 kW (2nd to 18th delivery) |
| Power system : | 750 V = |
| Power transmission: | lateral busbar coated from above |
| Number of traction motors: | 3 (1st delivery) 4 (2nd - 18th delivery) |
| Drive: | Single axle drive |
| Control: | Schütz (5th - 18th delivery) |
| Seats: | 65 (Tw + Bw) |
| Standing room: | 111 (Tw + Bw) |
| Floor height: | 970 mm |
| Classes : | 2nd / 3rd Class (until 1927) |
| The vehicle dimensions correspond to those of the 8th delivery | |
All small-profile vehicles built by the elevated railway company from 1901 to 1926 were subsequently combined as the AI series . These can be used in the so-called “early” wooden wagons (1st to 4th delivery), the “late” wooden wagons (4th to 18th delivery), the wagons of the Schöneberg subway (today's U4 ) , which was independent of the rest of the network until 1926, as well distinguish the steel car built from 1924. Visually, the vehicles differ from the AII wagons through the so-called "elevated railway coupling" and the one-piece sliding doors.
The early wooden wagons
| delivery | year | Railcar | sidecar |
|---|---|---|---|
| 1. | 1901/03 | 1-42 | 501-522 |
| 2. | 1902/03 | 43-57 | 523-528 |
| 3. | 1902/03 | 58-66 | 529-531 |
| 4th | 1903/04 | 532-538 |
The wagons in the first delivery came from the Falkenried Road Railway Company and the Düsseldorf Railway Company and were delivered between 1901 and 1902. The electrical equipment came from Siemens & Halske and was installed in the Warschauer Brücke workshop after the wagons had been delivered. In contrast to the later vehicles with four traction motors, the railcars of the 1st delivery only had three center bearing motors , the fourth axle was a running axle. Due to the associated lower starting tractive effort, only one trailer could be coupled between two railcars.
The motor currents flowed directly through the correspondingly large and stiff driving switch in the leading driver's cab with twelve speed steps. The transition from the eighth to the ninth speed step had to be done quickly and precisely because of the tight magnetic spark extinction , otherwise the drive switches would start to stew and a so-called "drive switch explosion" could occur. The first delivery comprised a total of 42 third-class railcars and 21 second-class trailer cars. The cars of the second class were painted red, those of the third a yellow; the ribbon windows were set off in white.
The wagons of the 2nd to 4th delivery, like those of the 1st delivery, had wooden car bodies, but had four driven axles, which meant that four-car trains with two sidecars could also be formed. The cars of the 2nd to 4th deliveries were built by Falkenried, Linke-Hofmann and van der Zypen & Charlier in 1902 and 1903 and comprised a total of 24 motor coaches and 16 trailer cars.
In the elevated railway accident at Gleisdreieck on September 26, 1908, railcar 3 was so badly damaged that it was removed from the vehicle fleet. The other cars involved in the accident could be made roadworthy again.
In 1923, for the opening of the north-south line (today's U6 ), 24 motor coaches and 24 sidecars were adapted for operation on the new large-profile route, similar to the later AIK, with profile compensating beams, pantographs and travel lock release levers according to large-profile standards. They were used on this route until 1929 and were then converted again for small-profile operation.
In 1926, a total of 32 railcars were converted to sidecars to enable better operation with four-car trains. A sidecar that had not been converted was retired this year. The remaining railcars from these first four delivery series were decommissioned and scrapped between 1935 and 1937, including for the most part the cars that had been converted for the north-south line. Of the total of eight remaining sidecars, four were lost in World War II, the remaining four ended up in equal parts at BVG-West and BVG-East, where they were retired in the 1960s and later scrapped. No vehicle has been preserved from the first four delivery series.
The late wooden wagons
| delivery | year | Railcar | sidecar |
|---|---|---|---|
| 5. | 1906/07 | 67- 72 | 539-551 |
| 6th | 1908 | 73- 78 | 552-559 |
| 7th | 1908 | 79- 82 | |
| 8th. | 1908 | 83-114 | 560-586 |
| 9. | 1909 | 115-120 | |
| 10. | 1909 | 121-129 | 587-596 |
| 11. | 1910 | 130-133 | 597-600 |
| 12. | 1912 | 134-139 | 601-612 |
| 13. | 1913 | 140-163 | 613-636 |
| 14th | 1913 | 164-226 | 637-674 |
| 15th | 1913 | 227-229 | 675-680 |
Compared to their predecessors, the cars from the fifth delivery onwards were equipped with a contactor control. The drive switch only had to switch a comparatively low control current, which is why the drive switch explosions did not occur. Outwardly, they were largely similar to their predecessors, the most noticeable differences between the individual cars - both to their predecessors and among each other - concerned the window layout, which has changed several times over the years. Between 1906 and 1913, a total of 230 multiple units and 171 sidecars from various manufacturers were delivered in eleven delivery series.
In 1935, the railcars of the fifth and sixth deliveries were retired. 22 railcars and 26 sidecars were destroyed in the Second World War. The remaining vehicles were taken out of service at BVG-West in 1966 and at BVB in 1989.
Schöneberger design
| delivery | year | BVG | Schöneberg |
|---|---|---|---|
| 1. | 1910 | 358-369 | 11- 22 |
| 2. | 1912 | 765-770 | 23- 29 |
The Schöneberg subway, which opened on December 1, 1910, was operated by the elevated railway company when it opened. The first plans already envisaged the connection of this initially still independently run route with the main network of the elevated railway company, so vehicles of the same type were ordered. The total of 18 cars - exclusively railcars - were built in two delivery series (later referred to as A1 SI and A1 SII ) by MAN in Nuremberg in 1910 and 1912 ; the electrical equipment came from Siemens & Halske, as in the cars of the elevated railway company. In contrast to the cars of the elevated railway company, they only had a motor bogie and had partition walls within the cars between the second and third class. In addition, the Eisackstrasse workshop had auxiliary pantographs that automatically clicked into place when the wagons pulled in.
After the connection of the Schöneberg subway to the network of the elevated railway company, the cars of the second delivery series were converted into sidecars. The railcars were given the car numbers 358-369; the sidecars 765–770. After the BVG split, the western part received ten and the eastern part eight of the existing cars. Two railcars (11 and 16) were converted for large-profile operation on line E (see below). The cars were retired from BVG-West in the 1960s and from BVG-Ost in the 1970s. Eight BVB wagons were also used as "power cars" and were used until the U2 merged for transfer trips of small-profile trains to the Friedrichsfelde workshop. One half of the car body of railcar 12 (ex Stromwagen 710 008) is still preserved today and is located at the Klosterstrasse underground station.
- Dimensional drawings of the Schöneberg railcars
Exterior view
2nd class floor plan white,
3rd class hatched
cut
The steel car
| delivery | year | Railcar | sidecar |
|---|---|---|---|
| 16. | 1924/25 | 230-280 | 681-731 |
| 17th | 1925/26 | 281-292 | 732-743 |
| 18th | 1926 | 1- 58 293-306 |
751-764 |
After a break of more than eleven years, the elevated railway company ordered new vehicles for subway operations in 1924. In contrast to their predecessors, the vehicles were given car bodies in steel construction, and the cars were externally recognizable by the central five-part row of windows. The paintwork changed from yellow / white or red / white to a complete yellow or red. After the abolition of the car classes, red stood for smokers and yellow for non-smokers. The cars of the 18th delivery series also differed from the previous ones by having two instead of one window in the door area.
In a total of three delivery series, 135 multiple units and 76 sidecars were delivered. Of these, 13 railcars and nine sidecars were lost in the Second World War. In 1962 - nine years before decommissioning - BVG-West converted four sidecars from the 18th delivery into type AII sidecars.
Four of the steel wagons have been preserved and they are used by the BVG as museum vehicles.
AIK conversion car
As a result of the reparation payments imposed by the victorious powers , the BVG had to surrender a total of 120 cars of the then most modern large-profile series C for the operation of the Moscow Metro after 1945 . Since these were primarily used on line E (today's U5 ), which only operates in the eastern section, and the remaining large-profile vehicles belonged without exception to BVG-West, BVG-Ost had to convert some of its small-profile vehicles for operation on the large-profile route.
A total of 40 railcars and 40 sidecars from the 15th to 18th deliveries were transferred by road from the main workshop in Grunewald to the workshop in Friedrichsfelde, where they were converted for operation on the large-profile route. The vehicles received the large-profile pantographs removed from the C-cars as well as new travel lock release levers . The polarity was adapted to the large profile network and the vehicles were fitted with 180 millimeter wide profiled leveling boards - called “flower boards” in Berlin jargon - to reduce the distance between the vehicle and the platform edge. After the conversion, the vehicles were referred to as the AIK series, the vehicle numbers were not changed.
The trains ran at rush hour every three to five minutes, they usually ran as four- or six-car trains. However, since the vehicles could only carry 88 passengers per car (row C: 130) and the maximum speed was 50 km / h (C-car: 60 km / h), almost all of the cars had to move out during rush hour, so that hardly any reserve trains stood by. Since line A (today's U2 ) also did not offer enough capacity due to the lack of conversion cars, it became apparent that BVG-Ost had to design a new large-profile series. After a prototype of the new EI series presented in 1958 turned out to be unsuccessful, from 1962 the conversion of no longer needed cars of the Berlin S-Bahn to the EIII series began. With the delivery of these vehicles, the continuous withdrawal of the AIK wagons from Line E and their dismantling for the small-profile network began. In 1968 the last car ran with "flower boards". The vehicles that were dismantled were henceforth designated as Type AIU (U for conversion). In 1970 the cars were redrawn according to the EDP- compliant series scheme and were run as the 126 series until they were finally retired in 1989.
Series AII
| U-Bahn Berlin small profile series AII |
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|---|---|
 AII platoon on the municipal screen in June 1960
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| Numbering: | Tw: 307–357, 370–414, 415–425 (rebuilding after 1945) Bw: 771–866, 515, 867 (both rebuilding 1929) |
| Number: | 96 Tw, 96 Bw |
| Manufacturer: | O&K , Wismar , MAN , LHB , C&U , Fuchs , Credé |
| Year of construction (s): | 1928-1929 |
| Retirement: | 1973 (West) , 1989 (East) |
| Axis formula : | Bo'Bo ' (Tw) 2'2' (Bw) |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 24 430 mm |
| Empty mass: | 27.2 t (Tw) , 15.3 t (Bw) |
| Payload: | 55.6 t (Tw + Bw) |
| Top speed: | 50 km / h |
| Hourly output : | 240 kW |
| Power system : | 750 V = |
| Power transmission: | lateral busbar coated from above |
| Number of traction motors: | 4th |
| Drive: | Single axle drive |
| Train brake: | electric air brake |
| Train control : | Sifa (from 1962) |
| Control: | Contactor control |
| Coupling type: | Scharfenberg coupling |
| Seats: | 63 (Tw + Bw) |
| Standing room: | 112 (Tw + Bw) |
| delivery | year | Railcar | sidecar |
|---|---|---|---|
| 19th | 1928 | 307-357 | 771-821 |
| 20th | 1928/29 | 370-414 | 822-866 |
In 1927 the Hochbahngesellschaft decided to order additional small profile vehicles. These should, unlike their predecessors, have a uniform design that replace partially over 25 year old wooden chariots and the modern city train car of the Deutsche Reichsbahn compete. The new type of vehicle was designated as AII .
The vehicles are based on the steel car from 1924. However, double pocket sliding doors were installed and the wagons had Scharfenberg couplers for fast train formation and semi-automatic train control. This meant that the vehicles could not be operationally coupled with the AI vehicles. From a technical point of view, the vehicles received an independent train control for the drive switch as well as a switch motor for the lower part of the drive switch drum. When the driver moved the drive switch, the driver simply indicated the position of the shift drum, and the control then took place automatically. The railcars were equipped with four direct current series motors with an output of 60 kilowatts each. An electric air brake , a counter-current brake and a handbrake to lock the car were used as brakes.
Not all railcars had a driver's cab from the start. Some of them ran as "motor vehicles" to form longer train units. In 1937 these cars were equipped with driver's cabs, at the same time some driver's cabs were given a side train attendant door.
In two delivery series (19th and 20th delivery) a total of 96 multiple units and 96 sidecars were delivered.
The AII wagons are also referred to as "Amanullah wagons". This name goes back to a visit by the Afghan King Aman Ullah in 1928, who was allowed to independently control one of these trains, which were very modern at the time.
13 railcars and nine sidecars were lost in World War II. Four years later, the remaining vehicle fleet was divided between the two halves of the city. 25 motor coaches and 24 sidecars went to BVG-Ost, 69 motor coaches and 64 sidecars to BVG-West.
After changing the series from Roman to Arabic numerals in 1958, BVG-West designated the vehicles as A2 . In 1962 she set about converting the remaining vehicles for one-man operation. The driver's cabs were widened to the full width of the car. Since then, the doors have been closed with compressed air and no longer by hand. In addition, the cars were equipped with Sifa . The front windows in the driver's cabs have been enlarged. The vehicles were given the internal designation A2U .
From 1971, the BVG began to take the vehicles out of service, as enough vehicles from the more modern A3 series were available. A year later there was a fire in the sweeping system of the Alexanderplatz underground station in the eastern part of the city , in which several cars were destroyed. Since the BVB knew about the retirement of the A2U wagons, they offered a shop in which they could purchase 20 multiple units and 20 sidecars from the BVG in return for maintenance work on the transit routes. The BVG decommissioned the remaining cars by 1973. The BVB designated the converted cars as AIIU , with the introduction of the EDP numbers they were given the series designations 128 (railcars) and 178 (sidecars). The conversion wagons could not be coupled operationally with the original AII wagons. The last "Amanullah cars" were in service with BVB on November 5, 1989.
A drivable four-car train consisting of the 377 and 404 railcars and the 836 and 848 sidecars is in the BVG's vehicle fleet. In addition, the type A2U motor coach 390 in its retirement state from 1973 is still capable of rolling.
Conversions and special vehicles
During the service life of the AI and AII cars, there were various specimens that differed from the others both technically and externally. Some cars, such as the solo multiple units, were delivered from the factory in this form, but most of them were created as a result of modifications in the workshops of the Hochbahngesellschaft and BVG. In addition to the conversion of railcars and sidecars for test purposes or the reconstruction on the ground frame of older cars after the Second World War, there were also service vehicles that were used, for example, to lubricate or grind the conductor rails . In addition to the examples listed below, there were around two trains at BVG for grinding the conductor rails, the latter of which was replaced by a profile-independent vehicle in the 1980s.
Special cars a and b
The oldest vehicles on the Berlin U-Bahn were two sidecars, similar to the AI vehicles, which were designated with the lowercase letters a and b . They were built in 1899 by van der Zypen & Charlier in Cologne. In contrast to the other cars, these two cars were painted purple instead of the usual yellow (third class) or red (second class). In addition, the door arrangement was asymmetrical. In 1908, car a received the special honor of serving as part of the opening train for the extension from Bismarckstrasse (now the Deutsche Oper ) to Reichskanzlerplatz (now Theodor-Heuss-Platz ). The carriage pushed at the Zugspitze was manned by various dignitaries , including Kaiser Wilhelm II. The car was therefore given the casual designation "Kaiserwagen". The further development of these cars is unclear, however. Presumably they were converted to railcars and scrapped in the 1930s.
Special designs
The late wooden wagons included some railcars that only had a powered bogie instead of a fully motorized one. They ran mainly on routes with little traffic, such as the Wilmersdorf-Dahlemer U-Bahn between Wittenbergplatz and Thielplatz (today's U3 ) and were used as a two-car unit. Another curiosity was the so-called “solo railcar”. Outwardly, this resembled the other railcars, but had two driver's cabs and was therefore able to run individually. It was also used on the Wilmersdorf-Dahlem subway.
Conversely to these special types of railcars, there were also motor cars, motorized sidecars or railcars without a driver's cab. They were used in the formation of longer train units, i.e. six or eight car trains in the middle of the train.
The exact whereabouts of these wagons is unclear; they were probably adapted to the other railcars or taken out of service in the 1920s and 1930s.
21. Delivery
There was never a 21st delivery on the subway. However, the name is used for the conversion of two sidecars in 1928. The two cars 507 and 509 (until 1912: 207 and 209) from 1901 were fundamentally rebuilt for test purposes in order to be able to use them together with the AII cars in regular operation, among other things. The vehicles received Scharfenberg couplings, a different arrangement of windows and double-leaf sliding doors, one of which could only be opened from the inside and the other only from the outside. In the middle section between the doors, transverse seats in the 2 + 1 arrangement were used instead of the usual longitudinal seats. After the conversion, the two cars were given the car numbers 515 and 867, respectively.
The aim of this conversion was to accelerate the change of passengers at the stations through an orderly flow. If it is successful, the BVG intends to order future cars with this structure. Due to the Second World War, however, the project was not pursued any further. The 867 car was lost in the war; Car 515, on the other hand, ran in regular service until the deadline in 1950. It was then parked in the main Grunewald workshop and later in the storage facility at the Krumme Lanke underground station . From 1977 the car was in the sweeping system of the Spichernstraße underground station until it was moved back to the Grunewald workshop in 1980. From 1995 the car was on an uncovered siding in Grunewald and two years later the car was scrapped in Ferchland . Until then, it was the oldest vehicle still in existence on the subway.
22. Delivery
The 22nd delivery also does not include the delivery of new vehicles, but a conversion of existing vehicle material. This occurred in 1949 and 1950 at BVG-West and included the construction of ten AII railcars (no. 416-425), one AII sidecar (no. 870) and three AI sidecars (no. 744, 747, 748) based on the bogies of destroyed AI wagons. Car 748 was later converted into an A2 sidecar and scrapped in 1973, car 744 was scrapped in 1969. The 747 sidecar, which originally belonged to the BVG vehicle collection in the Britz bus depot, was sold due to the closure of the museum and finally scrapped in May 2018.
Tunnel dedusting car 1008
The so-called tunnel dedusting car with car number 1008 was created in 1940 by converting motor car 89. It was used to extract brake dust in the tunnel systems. This was caused by the abrasion of the cast iron brake blocks of the older series. In 1940 alone, around two thirds of the 300 tons of brake pads used were ground to dust. This settled in the tunnels and got back into the trains by the wind, where it could lead to short circuits or malfunctions in the electrical equipment. The BVG first tried to vacuum the dust manually with a work car and a few employees, but this was hardly successful due to the short break in operation. Therefore, she decided to use an existing vehicle with a higher suction capacity.
The AI railcar 89 (8th delivery) was prepared accordingly. The car body was removed and the vehicle was given a driver's cab at each end. The vacuum cleaner facility was in the middle. The extraction device could only be operated via one of the two control stands, which was equipped with a special drive switch with additional contacts. The vehicle had a top speed of 25 km / h, but could only move 2-3 km / h during suction.
The suction device was a water jet pump manufactured by Siemens . The water was stored in a 3000 × 1600 × 660 mm container. During extraction, it first passed through the dust pre-cutter, a cylindrical filter with an outer diameter of 300 mm and a height of 650 mm, in which there were several dust sieves and a total of seven connection nozzles for the suction hoses. The dust pre-cutter was used to catch most of the dust. The wet cutter, a cylindrical container with an outer diameter of 1000 mm and a height of 2000 mm, followed in the further cycle. In this, the air was separated from the last dust particles by a water bath. A cover made it possible to clean them. The water was then pumped back into the initial container so that a cycle was created. The device had seven platforms, one for each suction hose, which were arranged so that all points in a double-track tunnel could be reached while driving.
The vehicle was given the car number 1008 and was used between 1940 and 1972. With the retirement of the last block-braked old construction vehicles, there was no longer any need for the dust collector. It was scrapped in 1974.
Busbar lubrication train 1061/1062
The power rails of the small-profile sections, which are coated from above, have the disadvantage that problems with power consumption can arise when starting up in winter. Since the contact surface is reduced by the layer of ice on the busbar, it sometimes happened that the pantographs absorbed the entire current over a very small receiving area, which resulted in high temperatures at this point. To prevent this effect, in 1971 the BVG had the two motor coaches 353 (19th delivery) and 407 (20th delivery) converted for passenger transport after they were taken out of service. The new vehicle numbers were 1061 and 1062. The two cars were coupled to form a unit and a tin container with waste oil was installed in each of the passenger compartments . This was fed to the pantographs via pumps and hoses. The busbar was only lubricated for the first few meters of approach from the station, as this is where the greatest currents flow. Since there were no de-icing solutions in the oil, this always had to be done before the busbar iced up.
In the mid-1980s, the vehicles were redrawn again, as the BVG for company vehicles in future consistently provided the 4000 number range. Car 1061 became 4021, car 1062 became 4022. With the conversion to heated busbars, the vehicles were no longer needed and were scrapped in the 1990s.
Shower trolley
The BVB employees referred to the 230 (from 1970: 176 526; from 1989: 714 001) as the "shower trolley". This supplied the company canteen at Alexanderplatz station with drinks, hence the name. Since the engines of this car were removed, the operation was always carried out in association with a so-called "power car", ie a motor car for transfer trips between small and large profiles. With the political reorganization from 1989 there was no longer any need for the vehicle.
Received vehicles
The whereabouts of a total of 15 vehicles are still known exactly, seven of which are in the BVG's inventory as drivable museum vehicles. Two more vehicles are in the holdings of the German Museum of Technology in Berlin and the DB Museum in Nuremberg. Cars 86 and 212 were refurbished by AG Berliner U-Bahn and returned to their original condition from the delivery years 1908 and 1913, respectively. A twelfth car - more precisely the front half of the car body - is exhibited at the Klosterstrasse underground station and represents an approaching train. The Klosterstrasse station was originally intended to be the starting point for a small-profile line to Frankfurter Allee ; this project later worked on the U5. In addition, there are still individual cars or parts of them that have been sold to private individuals. However, the exact whereabouts of these vehicles is mostly unclear.
Car 86 is a 3rd class car with wooden seats. He was in passenger service in East Berlin until December 1969. After it was listed as a historical monument in 1975, work began seven years later to restore it to the delivery condition. In 2002 - on the 100th anniversary of the Berlin subway - it was presented to the public. Further work followed by the Berlin U-Bahn working group. At the beginning of July 2020, the vehicle was transferred to the collection of the German Museum of Technology in Berlin .
The following table lists the vehicles according to the BVG numbers from 1928, gives the manufacturer of the car body, the year of construction, the vehicle type and its whereabouts. In order to differentiate the vehicle types, the BVG differentiated the series AI and AII again with regard to the type (motor vehicle or sidecar or Schöneberger motor vehicle) and the number of traction motors. The latter only applies to the AI railcars, as the other railcars each have four powered axles. The abbreviation A1 T4 means AI railcar with four driven axles, while the abbreviation A1 SI means AI railcar Schöneberger Bauart, 1st delivery.
| number | Manufacturer | Construction year | Type | Whereabouts |
|---|---|---|---|---|
| 7th | bush | 1926 | A1 T4 | BVG museum holdings |
| 86 | Falkenried | 1908 | A1 T4 | Existing AG U-Bahn |
| 201 | Wismar | 1913 | A1 T4 | DB Museum Nuremberg, destroyed in a major fire in 2005 |
| 212 | MAN | 1913 | A1 T4 | Existing AG U-Bahn, set back in its original state |
| 262 | Fox | 1925 | A1 T4 | BVG museum holdings |
| 294 | vdZ | 1926 | A1 T4 | BVG museum holdings |
| 377 | MAN | 1928 | A2 T | BVG museum holdings |
| 359 | MAN | 1910 | A1 SI | ex Schöneberg 12, front half set back in its original state at the Klosterstrasse underground station |
| 390 | 1928 | A2U T | Existing AG U-Bahn, condition as in 1973, rollable | |
| 404 | Wismar | 1928 | A2 T | BVG museum holdings |
| 559 | Falkenried | 1908 | A1 B | German Museum of Technology Berlin |
| 722 | Credé | 1924 | A1 B | BVG museum holdings |
| 737 | Credé | 1925 | A1 B | BVG museum holdings |
| 836 | C&U | 1928 | A2 B | BVG museum holdings |
| 848 | C&U | 1928 | A2 B | BVG museum holdings |
Remarks
- ↑ a b until 1912 the sidecar had numbers 200
- ↑ Car numbers up to 1928
- ↑ Second occupancy of cars 1–58 after the previous ones were taken out of service
- ↑ Deviations result from the conversion of type AI to type AII cars in 1949/1950
literature
- F. Finck: The new multiple units of the elevated railway company and the north-south railway A.-G. Berlin . In: Electric Railways . Issue 09, 1925, pp. 338 ff .
- Norbert Walter: The vehicles of the Berlin subway. Type A II . Verlag B. Neddermeyer, Berlin 2008, ISBN 978-3-933254-83-2 .
Web links
- Marcus Schomacker: The Berlin subway fleet. Small profile old building (procurement series up to 1930 and replicas). Retrieved February 2, 2016 .
- Markus Jurziczek from Lisone: Type A1. Berlin traffic pages, accessed December 12, 2008 .
- Markus Jurziczek from Lisone: Type A2. Berlin traffic pages, accessed December 12, 2008 .
Individual evidence
- ↑ Markus Jurziczek von Lisone: Change of the type designation for the Berlin subway. In: Berlin traffic pages. Retrieved August 28, 2012 .
- ↑ a b Redesign of the small profile vehicles BVG (East) 1970 and 1972. Berliner Verkehrsseiten, accessed on December 12, 2008 .
- ^ Manfred Elster: The vehicles of the Schöneberg subway . In: Verkehrsgeschichtliche Blätter . Volume 5, 1978, pp. 74 ff .
- ↑ a b c d Chronicle of vehicles type AI. Berlin traffic pages, accessed on August 28, 2012 .
- ↑ a b Verkehrsgeschichtliche Blätter e. V. (Ed.): U5. Story (s) from the underground . Verlag GVE, Berlin 2003, ISBN 3-89218-079-2 , p. 48 f .
- ^ Monument Preservation Association for Local Transport Berlin: U2. Story (s) from the underground . Verlag GVE, Berlin 1995, ISBN 3-89218-032-6 , p. 95 f .
- ^ Norbert Walter: The vehicles of the Berlin subway. Type A II . Verlag B. Neddermeyer, Berlin 2008, ISBN 978-3-933254-83-2 , p. 66-68 .
- ↑ Markus Jurziczek from Lisone: The power rail grinding train 1294/1295/1296 . Berlin traffic pages, accessed December 12, 2008 .
- ↑ Sigurd Hilkenbach, Willy Esch: The first two Berlin subway cars . In: Berliner Verkehrsblätter . Volume 2, 1971, p. 28 f .
- ↑ a b Markus Jurziczek of Lisone: The test car 515 and 867 of the BVG 1928-29. Berlin traffic pages, accessed December 12, 2008 .
- ↑ a b Chronicle of the vehicles type AII. Berlin traffic pages, accessed on August 28, 2012 .
- ↑ News in brief - U-Bahn . In: Berliner Verkehrsblätter . No. 6 , 2018, p. 119 .
- ↑ a b c Markus Jurziczek von Lisone: The tunnel dedusting car 1008. Berliner Verkehrsseiten, accessed on December 12, 2008 .
- ↑ a b Markus Jurziczek von Lisone: The busbar lubricating train 1061/1062. Berlin traffic pages, accessed December 12, 2008 .
- ↑ Markus Jurziczek from Lisone: The shower trolley. Berlin traffic pages, accessed December 12, 2008 .
- ↑ Really a museum train . In: BVG plus . No. 8 , 2020, p. 22 .
- ↑ The BVG's museum vehicle collection at berliner-verkehrsseiten.de, accessed on February 18, 2020
