GBS Brandenburg car
| GBS Brandenburg, New Brandenburg | |
|---|---|
 Car 1206 with Brandenburg bogies at Alexanderplatz (1903)
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| Numbering: | 1000, 1200–1349, 1570–1739 (GBS) 4400–4720 (BSt) |
| Number: | 201 Tw Brandenburg 120 Tw New Brandenburg |
| Year of construction (s): | 1897-1899 |
| Retirement: | 1930s |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 10,200 mm |
| Length: | 7,200 mm (car body without platforms) |
| Width: | 1,960 mm |
| Empty mass: | 13.5 t |
| Hourly output : | 2 × 22.4 kW |
| Motor type: | GE67 A 4 |
| Power system : | 550 V = |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Brake: | Handbrake, short-circuit brake, magnet. Brake, air pressure brake |
| Operating mode: | Bidirectional locomotive |
| Seats: | 14th |
The Brandenburg and New Brandenburg types of the Great Berlin Tram (GBS) were a series of four-axle tram cars with a total of 321 cars that were procured between 1897 and 1899. At the beginning, they were designed for mixed operation with overhead lines and accumulators and were converted to pure overhead line operation by 1902.
development
From 1896, the Great Berlin Horse Railway (GBPfE; from 1898 Great Berlin Tram) began electrifying its route network after initial doubts. The first routes served as a connection to the trade exhibition in Treptow and thus also showed the visitors the advantages of electrical operation. In 1897 the GBPfE negotiated a contract with the city of Berlin for the electrification of the rest of the network and the extension of the license until 1919, on condition that the electrification be completed within five years. The electricity should be drawn from the overhead line via roller pantographs . The underline in Lindenstrasse and at Dennewitzplatz , which was partially installed on the first stretches, was removed again due to technical problems; here and in other areas that are critical to urban development, the bridging should be carried out using accumulators.
The cars ordered in 1897 were intended for both types of drive. The interior only had longitudinal seats to accommodate the batteries, 14 on each side of the car. Since the accumulators had a high net weight, the vehicles were designed with four axles, with two axles each in a Brandenburg or New Brandenburg bogie . The wagon wheels were each the same size, one axle per bogie was driven. Due to the resulting low friction mass , the cars were not designed for sidecar operation. The cars could be recognized from the outside through their five windows, with the middle side window about two-thirds the width of the other windows. This was the only one that could be opened. The windows of the Brandenburg type wagons were arched at the top, while the upper corners of the Neu-Brandenburg type were rounded.
The operation with the accumulators did not prove itself for long, because on the one hand the travel time under the overhead line was insufficient to charge the accumulators sufficiently, on the other hand the use of sulfuric acid in the devices and the resulting gas development resulted in a not inconsiderable odor nuisance. Battery operation was therefore given up again before the last horse tram line of the GBS was closed. Some of the previously affected sections were then allowed to be provided with an overhead line, but sections at Schloßplatz , at the intersection of Unter den Linden and in front of the Brandenburg Gate had to be provided with an underline. In the Brandenburg carriages, the batteries were removed again after this form of operation was discontinued, but the longitudinal seats, which are unpopular with passengers, were retained. The sub-line sections in question were henceforth bridged with a pantograph that was pulled along.
After the merger of GBS with SSB and BESTAG to form the Berliner Straßenbahn (BSt), the vehicles received new wagon numbers from 1920. The Brandenburg wagons received the number series 4400–4600, the New Brandenburg wagons the number series 4601–4720. The cars were not included in the development program of the 1920s. The retirement took place at the beginning of the 1930s.
literature
- Ivo Köhler: Trams in Berlin . GeraMond, Munich 2008, ISBN 978-3-7654-7364-7 .
- Heinz Jung, Siegfried Münzinger: The four-axle railcars of the Great Berlin Tram . In: Berliner Verkehrsblätter . Issue 05, 1961, pp. 28 ff .
- Hans-Joachim Pohl: The linden tunnel . In: Verkehrsgeschichtliche Blätter . Issue 07, 1980, pp. 134 ff .