Standard tram cars

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Unit tramcars (ESW), was the name given to -beiwagen configured in Germany in 1938/39 according to uniform criteria to be manufactured and Straßenbahntrieb-. The concept envisaged a two, three and four-axle variant. As a result of the Second World War , only 30 two-axle sidecars were delivered for the trams in Berlin and Hanover .

history

In 1938, the Nuremberg-Fürth tram developed the model of the standard tram . In 1939, 30 vehicles were commissioned for the transport company from Düwag (wagons 901–915) and MAN (wagons 916–930), the electrical design of which was taken over by SSW . The railcars were state-of-the-art at the time: the car was made of all-steel construction and completely closed, the vehicles had a 12-volt low-voltage system, the platforms had double entrances with partially electrically operated doors, the destination display was located separately above the front window attached, the windshields were electrically heated, the seats were upholstered.

In 1939 Westwaggon delivered the first ten class H railcars to Frankfurt am Main . The vehicles represented a further development of the Frankfurt F series and contained many of the design principles of the standard tram that was then being developed. Among other things, the entire structure was executed in welded lightweight steel construction. The vehicles were also equipped with magnetic rail brakes and pantographs ex works. The driver's work has been made much easier by a driver's seat and large one-piece windshields. Line number and destination were displayed for the first time by Brose tapes. The interior of the vehicles was comparatively luxurious.

The standard tram cars were finally designed around 1940. The vehicles were to be designed as two-, three- and four-axle vehicles, the motor coaches and sidecars were largely identical in construction. The car bodies each rested on a separate chassis . The two-axle vehicles had three side windows on each side. Passengers were exchanged via double sliding doors with a clear width of 1260 millimeters on the platforms. The platforms were lowered so that there was no need for separate steps. For this purpose, a step was attached between the platforms and the seating area. In the interior, mainly transverse seats were provided; if necessary, longitudinal seats could alternatively be installed on the partition walls to the platforms. The cross seats had foldable backrests so that the passengers could always sit facing the direction of travel.

Due to the events of the war, only 30 two-axle sidecars were manufactured in 1943/44, which were intended for the Berliner Verkehrs-Betriebe (BVG). The Elze wagon factory in Lower Saxony and the Wismar wagon factory each produced 15 sidecars. Ten of the sidecars manufactured in Elze were presumably sent to ÜSTRA for use on the Hanover tramway (Bw 1047-1056), while the remaining 20 sidecars were used as intended on the Berlin tramway (Bw 1601 II -1605 II , 1616 II -1630 II ). In Berlin they were given the designation BF 42 according to the BVG type code . Sidecar 1630 II was retired immediately after the end of the war. When the BVG was separated, nine sidecars (Bw 1601 II –1605 II , 1626 II –1629 II ) came to the BVG-Ost. The cars that remained in West Berlin were mainly used in the Britz and Charlottenburg depots. They were taken out of service by July 1, 1966 and scrapped in the Moabit depot from September 1967 . The side windows of the East Berlin standard cars were fitted with ventilation flaps, and in some cases they were divided into six small side windows. In 1969/70 the sidecars 1616 II , 1617 II , 1620 II , 1622 II , 1623 II and 1625 II were included in the Recoprogramme , they served as "donor cars" for the sidecars 2241, 2265, 2283 and 2285-2287. The other four sidecars were scrapped around the same time. The Hanoverian sidecars were parked in the Kirchrode and Döhren depots from 1966 and were scrapped in the first half of 1968.

Further development

War tram cars

War tram car in Vienna

The war tramway car (KSW) is a unitary type of tram that was designed in 1942 under the direction of the Düsseldorfer Waggonfabrik Düwag. The war tram cars were intended to replace the numerous tram cars that were destroyed by fighting during the Second World War. These vehicles are equipped with just a few wooden seats to save material and are robust. Even during the war, several tram companies, including Berlin (prototype), received the first series of these vehicles. The majority of the vehicles, however, were built after the war and delivered until 1950.

The KSW were similar in length to typical two-axle wagons built in peacetime in the German Empire . The wheelbase was with 2.9 to 3.0 meters by no means unusual. By changing the room layout and reducing the number of seats, an astonishingly large capacity of 89 seats (77 of which are standing) could be achieved.

The railcars weighed 10.4 tons empty, the sidecars 6.5 tons. As a rule, the KSW were supplied by the Heidelberg company Fuchs , the sidecars were supplied by the Uerdinger Waggonfabrik . The railcars were electrically equipped by Siemens and BBC . The railcars and sidecars are each equipped with two magnetic rail brakes.

Successor types in the GDR

In the GDR, the conception of the standard wagons for the construction of the so-called LOWA wagons, type ET 50, which were manufactured from 1950 first in Werdau , from 1953 in Waggonbau Gotha , was adopted. There the vehicles were later developed into the T57 and T59 .

The successors of these vehicles can be seen as the Reko cars , which were built in the Raw Berlin-Schöneweide between 1968 and 1976, nominally using older vehicles, but actually partly as completely new vehicles, in order to accommodate those companies that have only been available from ČKD Tatra since 1968 The four-axle T3 and T4D could not continue to be supplied with suitable wagons. A clear external difference is the division of the side walls: Gothawagen have double doors and three windows, Reko cars have single doors and four windows.

  • LOWA trolley ET50

  • Gothawagen T59E

  • Reco car

Successor types in West Germany

In the Federal Republic of Germany, the idea of ​​the standardized tram car was continued with the association car. The name comes from the association car according to recommendations of the Association of Public Transport Companies (VÖV), it was a further development of the war tram car. Later on, Düwag had a dominant position in the market, and its products were temporarily referred to as standard vehicles.

literature

  • Author collective: Tram archive 1. History - technology - operation . transpress VEB publishing house for transport, Berlin 1983.
  • Gerhard Bauer, Bodo-Lutz Schmidt: 50 years of standardized trams. The way to the KSW, influences and effects on the technical and constructive development of tram vehicles in Germany between 1920 and 1945 . EK-Verlag, Freiburg im Breisgau 1994, ISBN 3-88255-329-4 .

Web links

Individual evidence

  1. ^ A b Carl-Wilhelm Schmiedeke: The tram sidecar of the type BF 42 . In: Berliner Verkehrsblätter . Issue 11, 1972, p. 147-149 .
  2. ^ Siegfried Münzinger: Tram profile. Episode 2 . In: Berliner Verkehrsblätter . Volume 2, 1975, pp. 31 .