BVG type U3m
| U3m TM 31 U, TM 31 US |
|
|---|---|
 TM 31 U on line 82 in 1950
|
|
| Numbering: | 3600 III (TM 31 US) 3601 II - 3700 II (TM 31 U) |
| Number: | 101 railcars |
| Manufacturer: | NAG , AEG |
| Year of construction (s): | 1931/32 (conversion) |
| Retirement: | 1963 |
| Axis formula : | Bo |
| Gauge : | 1435 mm ( standard gauge ) |
| Length: | 11,000 mm |
| Empty mass: | 11.4 t 11.8 t (after installing rail brakes) |
| Hourly output : | 67 kW |
| Power system : | 600 V DC |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 × USL 253 |
| Coupling type: | Albert coupling |
| Seats: | 30th |
| Standing room: | 31 |
The U3m tram cars were a series of 100 center-entry railcars and a prototype that were converted from parts of former Berolina cars by the Berliner Verkehrsbetriebe (BVG) in 1931/32 . From 1934 onwards, the series vehicles were designated as TM 31 U according to the BVG type code , the prototype as TM 31 US . Despite being labeled as a conversion car, the vehicles were de facto new builds.
development
In 1921, the Berlin tram , which was built in 1920, began converting 160 Berolina railcars, which were procured from the Great Berlin Tram between 1896 and 1903 , to the U3l type . The cars received, among other things, new drive motors and enlarged platforms from the National Automobile Society in Berlin-Oberschöneweide .
At the beginning of the 1930s, the traction motors on these cars were removed and used to build the 3600 III and 3601 II –3760 II cars. The railcar of the series 3701 II -3760 II received this end entries with separate passenger compartments and the type identification U4, from 1934 T 33 U . The remaining 101 railcars were given central entrances. On the 3600 III car , the destination sign boxes were attached to the roof above the bulkhead; on the series vehicles, these were integrated into the roof. In addition, the interiors differed slightly from each other.
Entry was via the central platform. The passenger compartment was divided into a non-smoking and a smoking compartment, the latter being separated by a sliding door. The seats were arranged lengthways as well as across and offered a total of 30 passengers. At the ends of the car there were driver's cabs as well as an emergency door in the direction of travel, which, however, was constantly locked during operation. A buzzer system was used for handling. There were also signal cords which could be operated from the central platforms and the driver's cabs and which sounded a bell.
In 1932/33 the two motor coaches 3604 II and 3605 II were set up for multiple control and during these test drives they were coupled rear to rear with the 1503 II type BDM 26 trailer . These cars were later dismantled.
During the Second World War 17 of the 101 railcars were lost. In 1949 47 cars went to BVG-West, 36 cars and the prototype came to BVG-East.
The wagons that remained in West Berlin were primarily used in the Steglitz district and were parked after the deadline. In East Berlin , the existing cars received a conversion. The buzzer system was replaced by signal cords and the seating arrangement was changed. The emergency doors were replaced by regular simple sliding doors, which enabled them to be used as a season ticket trolley. Car 3600 III was retired in 1962 . The remaining cars were included in the Recoprogram in 1963 .
literature
- The type TM 31U . In: Berliner Verkehrsblätter . No. 8, 1963.
