Duewag articulated trolley
The Duewag-articulated cars was earlier mainly in West Germany widespread type of tram - railcars in joint design , isolated also emerged sidecar and some under license . The articulated trolleys were produced in large quantities by the Düsseldorf manufacturer Duewag from 1956 and are based on the Duewag open-plan trolley which was five years older . The joint variant discussed here achieved a dominant market position in the Federal Republic of Germany and Austria . The vehicles , built according to uniform principles , were also exported to other countries, and are still in daily use in many companies today. The electrical equipment and controls were supplied by Siemens , BBC or Kiepe Elektrik .
The successors to the classic Duewag articulated wagons are the Mannheim type (from 1969), the Freiburg type (from 1971), the Frankfurt P-railcar (from 1972) and the type M / N light rail car (from 1975).
history
The first six-axle vehicles in one and two-directional design (Z) ran from 1956 in Düsseldorf and on the Bochum / Gelsenkirchen tram ( GT 6 and GT 6 Z). This was followed after two years by an eight-axle variant (GT 8) for Düsseldorf. The one -way wagons had the typical Duewag front with the sloping front window, which was derived from the American PCC wagon .
Other cities with Duewag unit articulated vehicles were Bielefeld (GT 6), Braunschweig (GT 6), Bonn (GT 6), Frankfurt (GT 6 and GT 8), Hanover (GT 6), Hagen (GT 6 Z), Heidelberg (GT 6 and GT 6 Z and GT 8 Z), Krefeld (GT 6 and GT 8), Mainz (GT 6 - as a purchase from Heidelberg), Mannheim / Ludwigshafen (GT 6, for Ludwigshafen also GT 8), Kiel (GT 6) , Würzburg (GT 6 and GT 8), Wuppertal (GT 8), Herten and Basel (both GT 6 with a pike-like front face), Rotterdam (GT 8). Most of the cars were 2.2 meters wide. Düsseldorf, Frankfurt, Krefeld and Hanover had articulated vehicles that were 2.35 meters wide. Instead of the Duewag bogies with tandem drive, the Hanoverian wagons had LHB frames with a pawl bearing drive . The 91 Dortmund GT8 vehicles also had pin bearing drives, their width was 2.3 meters.
In Cologne , GT 6 with matching four-axle sidecars and GT 8, each 2.5 meters wide, were procured from 1963. The GT 6 and B 4 were converted into GT 8 from 1968. The reason was that the sidecar operation in the new subway tunnels had not been permitted by the supervisory authority. Conversions from GT 6 to GT 8 were also carried out in Düsseldorf, Duisburg, Essen, Bielefeld, Krefeld and Würzburg.
In the winter of 1957/58 the Dusseldorf car 2412 was on trial runs in Copenhagen , whereupon the Copenhagen tram acquired 100 Duewag articulated cars (road numbers 801 to 900) in seven delivery series from 1960 to 1968. 31 of these vehicles were delivered to Copenhagen as shell structures and completed there. In the period 1969–1972, in the course of the closure of the Copenhagen tram, all but one of the Duewags were sold to Alexandria , where many of them with unchanged numbers are still in use. The first Duewag six-axle vehicle arrived in Copenhagen in the summer of 1960; before that, it had - fitted with pantographs - undertook test drives on the Rheinbahn network . With the Copenhagen car 868, Duewag advertised its vehicles at the International Transport Exhibition in Munich in 1965 . The Copenhagen cars were 19,095 m long, 2,200 m wide and had pantographs .
The Oberrheinische Eisenbahn-Gesellschaft (OEG) procured bidirectional wagons for overland traffic with a flatter PCC front. These windshields were also found on the Frankfurt GT 8 Z, eight of which were procured in 1969 as type " O ".
In 1967 the Rhein-Haardtbahn (RHB) procured four twelve-axle articulated cars for the Bad Dürkheim – Ludwigshafen-Oggersheim line , which were considered the longest tram cars in the world for the next 27 years.
GT 6Z 275 (ex BOGESTRA) in Bergisch Tram Museum .
GT-8 cars of Rheinbahn in Dusseldorf, when entering the station Oberrath
The GT 8 003 of the Dessauer Verkehrsgesellschaft is the last ex Duisburg to be on reserve service
GT6Z as a party car in Jena
GT 6 (M-Wagen) 102 (ex 602) with an M-Sidecar 1804 in Frankfurt am Main
GT 8 (N-Wagen) 112 (ex 812) in Frankfurt am Main
GT 8Z (O-Wagen) 110 (ex 908) in Frankfurt am Main
GT 6 from Bonn in action in Sofia
Licensed buildings
In 1959, the Rastatt wagon factory also produced eight six-axle articulated wagons for the Albtalbahn under license . They were later all expanded to eight-axle vehicles. The “Arbeitsgemeinschaft der Kasseler Waggonindustrie” (a cooperation between Wegmann and Credé ) produced 33 licensed six-axle vehicles for the Kassel tram .
Further licensed buildings were built under the direction of the Austrian manufacturers Lohner and Simmering-Graz-Pauker . These are or were to be found in Graz , Innsbruck , Linz and Vienna ( type E ). In Linz, cars 68 to 79, which were lengthened to ten-axle vehicles in 1979 and 1980 by installing a second middle section, were the second longest vehicles of this type after the GT12 used on the Rhein-Haardtbahn.
On the other hand, the externally similar types GT6-EP , GT6-D and GT8-D of the Karlsruhe tram and the types ST 7 and ST 8 of the Darmstadt tram are not licensed buildings . These series were produced in-house by Waggon-Union and DWM . Only the license for the folding doors comes from Duewag, while the front window is based on a PCC license.
List of Duewag articulated wagons
business | design type | Construction year | designation | number | Retirement | Remarks |
---|---|---|---|---|---|---|
Albtal-Verkehrs-Gesellschaft | GT8 | 1958-1969 | 1-7 and 16-21, 1982: 101-107 and 116-121 | 13 | 1995-2006 | |
Basel | GT6 | 1967 | Be 4/6 603-622 | 20th | 2001 | whole series 2001 to Belgrade / Serbia |
GT6 | 1972 | Be 4/6 623-658 | 36 | 2003/2012 | 623, 633, 635, 636, 641, 643, 658 2001–2012 at the BLT . 2012 to Belgrade / Serbia 625, 630, 631, 632, 640, 657 2001 to Belgrade / Serbia |
|
Bielefeld | GT6 | 1957-1963 | 221-259, from 1968: 801-810, 822-850 | 39 | 1983/1990 | 1966/1975 partial conversion to GT8: 801–810, 811–815, eight-axle vehicles to Innsbruck and Würzburg, six-axle vehicles to Innsbruck and Lodz |
BOGESTRA | GT6 | 1956 | 250-255 | 6th | 1982 | |
GT6Z | 1957/1958 | 261-293 | 33 | 1988 | partly sold to Lille / France , 277 conversion to grinding car 677, 275 1995 to BMB ; TW 279, 290 and 292 sold to Gotha in 1995, there TW 579, 590 and 592. In Gotha 2002-2007 a and scrapped | |
GT6Z | 1959 | 272 "-274", 297, 298 | 5 | 1992 | sold to Lille / France | |
GT6Z | 1961-1969 | 1-53 | 53 | 1996 | 48 1988 conversion to party car 88, partly sold to Arad / Romania , 40 museum cars; TW2, 7 and 28 sold to Gotha in 1995, there TW 502, 507, 528, 2002-2007 there a, 528 sold to IG Hirzbergbahn (2015 to dealers) | |
Bonn | GT6 | 1959 | 231-240 | 10 | 1994 | sold to Sofia / Bulgaria |
GT8Z | 1960/1961/1965/1969 | 401-414 | 14th | ? | 406 burned out in 1983, 414 as a future museum car in Bonn, the rest to Sofia / Bulgaria | |
Bonn – Godesberg – Mehlem | GT8Z | 1965 | 301 | 1 | ? | 1983 as 415 to Bonn (replacement for 406) |
Braunschweig | GT6 | 1962 | 6263-6267, ex 31-35 | 5 | 1996 | scrapped, 35 in operation as museum cars |
Dessau | GT8 | 1964/1966 | 001-014 | 14th | 1992 from Duisburg, 1997 four cars went to Norrköping , six were scrapped in 2002/03 | |
Dortmund | GT8Z | 1959-1974 | 1-15 ", 6-15, 16-81 | 91 | 1980-2001 | 41–60 built by Hansa ; Sales to Karlsruhe , Hiroshima / Japan (76 and 80), Reșița / Romania and Wuppertal ; 13 meanwhile sold to private individuals and used as a café at times |
Dusseldorf | GT6 | 1956-1961 | 2301-2309, 2311-2320, 2401-2440, 2501-2520, 2551, 2601-2615 | 95 | 2011 | 2421–2430, 2434–2440 1976/77 conversion to GT8, 2551 1969 conversion to GT8, 2601–2615 1974 conversion to GT8 2751–2765; 2304 1995 to HSM |
GT8 | 1956–1961, 1968/1969 | 2310, 2351-2358, 2451-2458, 2552-2559, 2497-2499, 2651-2673 | 52 | 2011 | 2497–2499 with dining compartment, 2310 in 1966 conversion to GT6 | |
GT8Z | 1966 | 1265-1269, later 2265-2269 | 4th | 1993 | 1269 museum car on line D. | |
Duisburg | GT6 | 1957/1958 | 233-242 | 10 | 1992 | from 1966 conversion to GT8 |
GT8 | 1960–1962 | 17-19 | 3 | 1992 | 17 + 18 dining compartment for line D, 19 only temporarily with dining compartment | |
GT8 | 1963 | 20th | 1 | 1992 | Test car for line 9, 2.2 m wide | |
GT6 | 1962-1967 | 56-76, 243-255 | 34 | 1993 | Conversion to GT8, partly with installation of chopper control; partly sold to Dessau | |
eat | GT6 | 1958-1960 | 601-660 | 60 | until 2000 | partly conversion to GT8, 1992 and 1993 partly conversion with doors on the left side, partly sold to Arad / Romania |
GT8 | 1960 | 1801-1806 | 6th | 1992 | Middle parts partially to Mülheim an der Ruhr sold | |
GT6Z | 1962/1963 | 1721-1730 | 10 | until 2000 | From 1992 conversion to GT8Z, 1753 museum car | |
GT6 | 1963-1966 | 1661-1663, 1671-1676 | 9 | until 2000 | partly conversion to GT8, 1992/1993 partly conversion with doors on the left side, partly sold to Arad / Romania | |
Frankfurt am Main | GT6 | 1959/1960 + 1963 | M 601-645 | 45 | 1998 | 1968–1978 partial light rail operation , 602 museum cars |
GT8 | 1963 | N 801-830 | 30th | 2004 | 812 museum cars | |
GT8Z | 1969 | O 901-908 | 8th | 2005 | 902 and 908 museum cars | |
Freiburg / Brsg. | GT8 | 1972 | 201-204 | 4th | 2001 | with Geamatic control, used by the Łódź tram from 2006 to 2012 |
GT8K | 1981 | 205-214 | 10 | partly still in operation | Width 2.32m; TW 205 HTw; 207 scrapped in 2007, 208 + 209 sold to Ulm in 2008, where a bidirectional car was converted into a tow car (TW 17) using both A and a C parts. The remaining vehicles are expected to be parked at the end of 2017. | |
GT8N | 1990/91 | 221-231 | 11 | in operation | With matrix display and pantographs | |
Gotha | GT6 | 1960/1962/1963/1967 | 318, 320, 324, 395, 396, 401, 408, 412, 442, 443 | 10 | taken over from Mannheim, retired / scrapped from 2005–2017 | |
GT6Z | 1957/1958/1961/1962 | 502, 507, 528, 579, 590, 592 | 6th | 2002-2007 | taken over by BOGESTRA | |
GT8N | 1962/1964 | 505, 508, 516, 518, 521, 522 | 6th | in operation | taken over from Mannheim; 505, 508, 521 in operation; 522 scrapped after an accident with a city bus in 2018, 5516 driving school car (still parked), 518 taken over as spare parts donor in 03/2019 and scrapped in 04/2019 after removing usable parts. | |
Hagen | GT6Z | 1959-1967 | 60-85 | 26th | 1976 | sold 1975/76 to Würzburg , Innsbruck / Austria (conversion to GT8Z, in operation) and Belgrade / Serbia |
Hanover | GT6 | 1961/1962 | 501-522 | 22nd | 1992-1998 | 2.35 m wide; 522 museum cars, 503, 507 1997 at HSM : 507 scrapped |
Heidelberg | GT6 | 1960 | 201-213 | 13 | 1968-1974 | 201–203 1968 sold to Mannheim (318 "–320"), 204–213 1971/74 to Mainz (236–245) |
GT6Z | 1964-1973 | 214-244 | 31 | 1984-2011 | 216, 224, 242 scrapped after a fire in 1984; 214 Conversion of the grinding car in Heidelberg (200); 215, 217 to Mannheim and conversion to grinding trolleys (1301, 1302); 218–220, 225–229, 232, 237–241 sold to Schöneiche ; 221 to Jena and conversion to a party car (666); 235 to Jena as a spare parts donor, 230 and 243 in 2018 to the training center Retten und Helfen Mosbach , 222–223, 231, 233–234, 236, 244 scrapped | |
GT8Z | 1975 | 201-204 | 4th | 201, 203 scrapped | ||
kassel | GT6 | 1966/1967 | 351-357 | 6th | until 2003 | partly sold to Gorzów (Poland) or scrapped |
Kiel | GT6 | 1959-1961 | 261-275 | 15th | 1985 | |
Cologne | GT6 | 1963/1965 | 3601-3629, 3651-3678 | 57 | ? | 2.5 m wide, 1968/1 * 69 conversion to GT8 3701–3729, 3751–71 |
GT8 | 1963-1966 | 3801-3832, 3851-3883 | 65 | ? | 2.5 m wide, initially partly with a narrower door in the middle part | |
GT8 | 1968-1971 | 3001-3048, 3110-3139, 3772-3778 | 85 | until 2006 | 2.5 m wide, from 1983 conversion for double traction; several copies to Konya / Turkey ; from there in 2015 to Sarajevo / Bosnia | |
Copenhagen | GT6 | 1960-1966 | 801-900 | 100 | 1972 | 1 car burnt out, 99 cars in 1972 to Alexandria / Egypt 815, 890 2001 to Skjoldenæsholm Tram Museum, Denmark |
Krefeld | GT4 | 1959/1960 | 301-306 | 6th | 1989 | |
GT6 | 1964 | 601-610 | 10 | 1989 | 1978 609 + 610 conversion to GT8 809 + 810, retired in 2010 | |
GT6 | 1972 | 611-617 | 7th | 2010 | 1977/1978 conversion to GT8 811–817, 813 retired in 1984 after fire damage | |
GT6 | 1974 | 618-624 | 7th | 2010 | 1976/1977 conversion to GT8 818–824, 820 retired in 1999 after an accident; B and C parts on 827 | |
GT8 | 1976 | 825-830 | 6th | 2010 | ||
Ludwigshafen | GT6 | 1967 | 147-152 | 5 | 2004/2005 | 149–151 from 1970 GT8; 148 from 1980 GT8; 148, 152 turned off; 147 and 149 sold to Lodz in 2009, 150 sold to Helsinki in 2004, 151 scrapped in 2019 |
GT8 | 1971 | 153-159 | 7th | 2002-2009 | 158 Scrapped in 2004, the remainder stored | |
Mainz | GT6Z | 1965 | 228-235, ex 128-135 | 8th | 1994 | |
Mannheim | GT6 | 1958-1967 | 312-450 | 149 | ? | 322–324, 326, 328, 329, 334–338, 342–345, 349, 358, 360, 365, 368, 379–381, 386, 390, 391, 393, 398, 400, 403, 405–407, 409, 414, 418 1965 to Ludwigshafen (101-138); 417, 428–434 in 1965 to Ludwigshafen (139–146) and in 1977 under the old number back to Mannheim; 318-320 1968 ex Heidelberg 201-203; 1991 23 cars converted to GT8N; 10 pieces sold to Gotha ; 35 pieces sold to Zagreb ; 5 pieces sold to Osijek ; 2 pieces sold to Grudziądz ; 2 pieces sold to Kaliningrad ; 10 Ludwigshafen cars sold to Arad . |
GT8N | 1993 | 501-523 | 23 | 2011 | Conversion from GT6 built in 1961–64; 501, 504 turned off; 502 scrapped in 2006; 512, 520 scrapped in 2013; 503, 507, 510, 517, 519, 523 sold to Helsinki (Finland);
506, 509, 511, 513-515 sold to Lodz (Poland); 505, 508, 521, 522 at the end of 2011, 516 and 518 at the beginning of 2019 sold to the Thuringian Forest Railway |
|
GT6 | 1960/1963 | 1011-1018 | 8th | for Rhein-Haardtbahn , 1977 to Ludwigshafen , 1014 1994 sold to Arad / Romania , 1017 reserve vehicle, 1015 parked, 1018 parked, the rest scrapped | ||
GB6 | 1960/1963 | 1051-1058 | 8th | for Rhein-Haardtbahn , 1977 to Ludwigshafen , 1054 1994 sold to Arad / Romania , 1057 reserve vehicle, 1055 and 1058 parked, the rest scrapped | ||
GT12 | 1967 | 1019-1022 | 4th | 2001-2009 | for Rhein-Haardtbahn , parked at Ludwigshafen 1020 in 1977 ; 1019, 1021, 1022 scrapped | |
GT6 | 1964 | 1301, 1302 | 2 | in operation | 1301 conversion from HSB 215 (1997), grinding carriage;
1302 Conversion from HSB 217 (1997), grinding carriage |
|
Mülheim an der Ruhr | GT6 | 1958-1964 | 247-259 | 13 | 2001 | 253 and 254 conversion to GT8 263 and 264, 259 museum cars |
Mönchengladbach | GT6Z | 1958/1959 | 31-39 | 9 | 1969 | 31–35 1968/69 to Aachen 1101–1105, 1974 to Geneva / Switzerland ; 795–799 1987 to Lille / France 301-303 36-39 1969 to Vestische tram 400-403, 401-403 1982 to Lille / France 392-394 |
Neuss | GT6Z | 1961 | 38-40 | 3 | 1971 | 1971 to Rheinbahn as 1281–1283, from 1978 conversion to ER 2701–2703, 2703 decommissioned after an accident in 1986 and sold to private customers, 2701 museum car on line D, 2702 1994 to Stettin / Poland |
GT6 | 1964 | 41-43 | 3 | 1971 | 1971 on Rheinbahn 2621–2623, 1974 conversion to eight-axle 2766–2768, since 1983 2966–2968 | |
OEG | GT8Z | 1966 | 82-89 | 8th | partly still in operation | 82 driving school cars, only in exceptional cases on line 5; the rest scrapped |
GT8Z | 1969 | 90-97 | 8th | 2002-2010 | scrapped | |
GT8Z | 1973/1974 | 98-110 | 13 | partly still in operation | 102, 105 scrapped after accidents; 99, 101, 103-104, 106-109 scrapped; 98, 100, 110 in action | |
GT8Z | 1988/1989 | 111-116 | 6th | partly still in operation | air-conditioned; 112 scrapped after an accident, others in use | |
Rhein-Haardt Railway | GT6 | 1958 | 1123, 1124 | 2 | 1988 | Scrapped 1992/1993 |
GB6 | 1958 | 1217, 1218 | 2 | 1988 | Scrapped in 1992 | |
Vestic tram | GT6Z | 1955-1958 | 369-391 | 23 | 1982/1983 | 384 1979, 388 1980 retired after an accident; Remainder sold to Lille / France in 1982 |
Wurzburg | GT6 | 1968 | 231-240 | 10 | partly still in operation | pointed front, 1981 conversion to GT8; 236, 238 still in operation; 233–235 2006 according to Salzgitter; 231, 232, 237, 240 scrapped (11/2010); 239 parked |
GT8 | 1975 | 241-248 | 8th | partly still in operation | pointed front; 243–246 still in operation; 241, 242, 247 scrapped (11/2010); 248 turned off | |
Wuppertal | GT8 | 1960 | 8017-8022 | 6th | 1987 | sold to Graz / Austria |
Type: T = railcar; B = sidecar; GT = articulated railcar; Digit = number of axes; Z (after number) = bidirectional trolley; without Z = equipment trolley.
List of licensed buildings
business | Manufacturer | design type | Construction year | designation | number | Retirement | Remarks |
---|---|---|---|---|---|---|---|
Albtal-Verkehrs-Gesellschaft | Rastatt wagon factory | GT 6 | 1959 | 8-15 1982: 108-115 |
8th | partly by Timişoara leave | 1961–1967 expanded to GT 8 |
Graz | SGP / wages | GT 6 | 1963-65 | 261-283 | 23 | 2013 | Bogies with pivot bearing motors |
innsbruck | Lohner / ELIN | GT 6 | 1966/1967 | 71-77 | 7th | 2009 | |
Linz | Wages | GT 6 | 1970/1971 | 61-67 | 7th | 2003 | 1973–74 conversion to GT 8 |
Linz | Wages | GT 8 | 1970-1972 | 81-88 | 8th | 2003 | |
Linz | Wages | GT 8 | 1977 | 68-79 | 12 | 2009 | 1979/1980 conversion to GT 10 |
Vienna | Wages | GT 6 | 1959-1966 | 4401-4459 | 59 | 2007 | Type E |
Vienna | SGP | GT 6 | 1961/1962 | 4601-4630 | 30th | 2002 | Type E |
Vienna | Wages | GT 6 | 1967-1976 | 4461-4560 | 100 | still in operation | Type E1, more powerfully motorized for sidecar use |
Vienna | SGP | GT 6 | 1966-1976 | 4631-4868 | 237 | still in operation | Type E1, more powerfully motorized for sidecar use |
See also
- AVG GT8-EP
- GT6 (Düsseldorf)
- GT8 (Dortmund)
- Vehicles of the tram Frankfurt am Main # M
- Vehicles of the tram Frankfurt am Main # N
- Vehicles of the tram Frankfurt am Main # O
- Vehicles of the Innsbruck tram # Former Bielefeld articulated railcars 31–42 and 51–53
- Vehicles of the Innsbruck tram # Lohner articulated railcar, no. 71–77
- Vehicles of the Innsbruck tram # "Ex-Hagener" articulated railcar, No. 81–88
literature
- K. Meschede, A. Reuther, J. Schöber. The classic DÜWAG articulated trolley. A tram success story from the Düsseldorf wagon factory . EK-Verlag, Freiburg 2013, ISBN 978-3-88255-853-1 .
Web links
- Lars Pohlmann: DÜWAG.de. Retrieved June 22, 2011 .
Individual evidence
- ^ Export hit Düwag in: Straßenbahn Magazin 9/2008, p. 36 ff.