Vehicle workshops in Falkenried

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The FFG Fahrzeugwerkstätten Falkenried GmbH is a subsidiary of the transport company Hamburger Hochbahn AG (HHA) (since June 19, 1968, before that Falkenried was part of the company as the main workshop for trams and buses). It is for the HHA Busflottenmanagement and vehicle maintenance including modifications and finishes of the road vehicle fleet of vehicles of the HHA responsible. The FFG is also responsible for the service technology for escalators , elevators , barriers and gate systems and signage. She also builds vehicles for special vehicles such as catering and ambulance lift trucks and apron vehicles at airports.

The FFG has been based in the commercial area on Lademannbogen in Hamburg-Hummelsbüttel since 1999 . The other workshops in Langenfelde, Alsterdorf (CityNord), Wandsbek, Harburg and Billbrookdeich are attached to the bus depots of Hamburger Hochbahn AG .

history

The history of the vehicle workshops began in 1880 with the establishment of the Road Railway Company (SEG) in Hamburg. Since the new horse-drawn tram cars required for the rapidly expanding tram operation could not always be delivered on time by the wagon construction companies, the SEG decided to build some of the required cars itself. For this purpose, a workshop was set up at the Wendemuth depot in Wandsbek in 1885 . This soon no longer met the requirements, and enlargement was not possible there. Therefore, on November 11, 1892 , the SEG opened a depot with repair shops on the Falkenried street on November 11, 1892 in Hamburg-Eppendorf (today: Hamburg-Hoheluft-Ost ) on a newly acquired 10-hectare site between Lehmweg, Hoheluftchaussee, Eppendorfer Weg and Falkenried . 300  horses for the horse tram also had their stables here . After the construction of a machine house with a 35 meter high chimney , a wagon construction workshop and a paint shop, 300 workers were employed here. They also carried out the series production of new tram cars, which were necessary at that time due to the electrification of the trams.

A museum tram in Oslo, built in 1913, photo: 2005
Four-axle railcar V3 from the late 1930s, photo: 2007

Wagon construction

From November 1894 electric trams were built for Hamburg . As early as 1895, four tram units were completed every day, around 330 craftsmen were employed there. The quality of the cars was recognized at the 1903 German City Exhibition in Dresden, and a car produced by the SEG in Falkenried received the silver medal. The SEG workshop in Falkenried acted as a wagon construction company; further tram cars with electrical equipment from UEG or Siemens were supplied to transport companies in various cities, for example in 1897, 1899, 1913/1914 and 1925 to Kristiania Elektriske Sporvei . Other customers included: Aachen , Altona / Elbe , Amsterdam , BESTAG , Blankenese , Frankfurt , Heidelberg , Innsbruck , Kiel , Cologne , Copenhagen (Denmark), Magdeburg , Mannheim , Moscow (Russia), Spandau – Nonnendamm , Staßfurt , Valparaíso ( Chile), Warsaw (Poland), Wiesbaden , Worms , Wuppertal , also to Australia were delivered.

Vehicles were also manufactured for the Cöln-Bonn Rheinuferbahn , the Berlin elevated and underground railway ( from 1904) and the Hamburger Hochbahn (80 cars in 1911/1912). Two more series with 80 and 50 cars followed for the Hamburger Hochbahn. In 1914 the 6,000th vehicle was completed. As a result of the First World War , wagon construction was interrupted, but hospital and medical superstructures were built on the chassis of trucks at that time .

With the takeover of SEG in 1918 by Hamburger Hochbahn AG , the Falkenried workshops also came to HHA.

Between 1926 and 1930, the factory facilities were gradually completely renewed while operations continued. The area was expanded from 30,500 m² to 43,600 m², of which 33,200 m² were built on. The workshops were given a transfer table which, with its usable length, had to be sufficient for the V2 carriages built in the 1920s - which are relatively short today. To increase the capacity, increase comfort and improve personnel efficiency, further four-axle bogie tram cars were developed from 1937 and used at the HHA. The length of the transfer table determined the maximum distance between the outer wheel sets of the two bogies. As a result, the four-axle vehicles used in Hamburg were provided with a very narrow pivot spacing.

In 1935, subway cars were made of steel (instead of a wooden frame). Falkenried was now the main workshop for around 1,600 people and 165 work vehicles as well as 130  buses of the HHA. Vehicles were only built sporadically.

V7 railcars and sidecars

During the Second World War , the Falkenried workshops did not suffer any major damage apart from one bombed-out hall. However, of the HHA's 1,600 tram cars, only around 1,000 were left. Badly damaged (burned out) subway cars of the HHA were rebuilt (TU1, initially called B-cars). In 1947 the development of four-axle tram cars was continued: from 1949 the V6 and V7 open- plan cars were built by Falkenried, along with other wagon construction companies. In the V7 sidecars, the material aluminum was increasingly used for load-bearing parts. The number of employees at the time of underground and tram car construction was 900 at the beginning of the 1950s, but then fell. From 1958 the construction of the new underground double multiple unit type DT took place 1 at Waggonfabrik Uerdingen , Falkenried was only involved in development. Also on the development of the completely new type DT 2 , which was also designed with a view to saving weight, Falkenried was involved. The Ulm School of Design worked with Prof. Herbert Lindinger on the design; they were built by Linke-Hofmann-Busch (LHB) in Salzgitter with electrical equipment from Kiepe Elektrik .

Two V6 railcars built by Falkenried in 1951/52, converted to one-man operation in 1966

The Falkenried workshops continued to serve as the main workshop for the tram, which now no longer required any significant new construction of the car, as the tram in Hamburg was considered "obsolete model". Nevertheless, in addition to constant modernization of the vehicle fleet, major renovations took place, e.g. B. the conversion of passenger handling from conductors to one-man cars. In 1965–1968, the entrances (two doors next to each other) of the open-plan cars V7 and V6 (in this order) were relocated from back to front, the remaining three exit doors were provided with step contacts and door opening buttons for passengers, additional safety devices were installed, and the driver's cab was converted for ticket sales and equipped with the door control unit. In the case of the V6 railcars, the previously existing sliding doors were converted to electric pivoting doors (as with the V7 cars) using complex designs. The sidecars kept their fixed conductor's seat at the rear entrance, and the doors were also retained. Only one V7 sidecar (then 4384) was an attempt for conductors-less operation.

Work on rail vehicles was carried out until 1978, in particular trams, occasionally ( AKN ) rail buses and even S-Bahn cars, were overhauled or fully inspected. With the expiry of the previous main task of the main tram workshop , capacity was freed up for other tasks. This was found in the field of truck repairs and developments for improvements in public transport buses.

In 1976 around 400 people were employed by the FFG, the craftsmen groups comprised 18 professions from fitter to electronics technician.

Road vehicle development, construction and repair

City bus development

As early as 1903 the Falkenried workshop made their first top-seater bus structure to an AEG / NAG - chassis . In addition to buses with bodywork from other body manufacturers , HHA also bought chassis that were fitted with bodies by the Falkenried workshops. In 1929/1930 Falkenried built 15 bodies on three-axle Büssing low-frame chassis. After the Second World War (1946), Falkenried bodyed 13 smaller Daimler-Benz LO bus chassis 2600, 1948/1949 were 18  Büssig-NAG 5000 T Trambus chassis with a front engine from Falkenried were fitted with front-link bodies made of light metal, which offered 29 seats and 32 standing places. Since the 1950s, HHA has mainly been purchasing finished buses that were increasingly being offered by the industry.

After the Senate of the City of Hamburg decided in the mid-1950s to replace the tram with the system of broken traffic with the subway and omnibus, the focus turned even more to bus construction. At the end of the 1950s, HHA technical department manager OWO Schultz developed criteria for bus manufacturers, according to which buses and a. should have the following properties: large destination displays ( roll bands with three-part line number) in front, right and rear, raised exhaust pipes at the rear, high roof (due to the interior height), folding doors that are flush with the outer wall (due to automatic washing system) and (slightly ) Inclined windshields (due to the glare-free interior). According to these criteria, the bus manufacturers Büssing, Magirus-Deutz and MAN / Krauss-Maffei built at least prototypes as "Type Hamburg" and made them available to the HHA for testing. As a result, HHA ordered several series of the modified Magirus-Deutz Saturn II model (later than 150 S. 10) and two series of the Büssing 11 R / U 7th H in "Type Hamburg" version in service. The Bavarians developed the Metrobus from the MAN / Krauss-Maffei prototype .

From 1966 onwards, the Standard-Line-Bus working group within the VÖV prepared a specification for a line bus with standardized dimensions (so-called VÖV standard line bus ), for which Falkenried produced a 1: 1 wooden model on which the ideas and dimensions could be tested . On the basis of the standard bus (type Mercedes-Benz O 305 ), two large-capacity ambulances were developed and converted for the Hamburg fire brigade as early as 1969 , others followed later.

Mercedes-Benz O 305 G articulated pusher bus with the articulation angle control developed by FFG

To further improve the city ​​buses , especially the boarding conditions, various developments were carried out, including a .:

  • In 1971/1972 a 9.57 m long Magirus-Deutz standard bus 170 S 10 H was fundamentally converted into an “ urban bus ”. The undercarriage was rebuilt, the wheels with size 10 tires R. 15 provided. This reduced the wheel diameter to 765 mm (instead of 1055 mm) so that the floor height was only 540 mm and the entrances only had one step in the car. It was painted light blue, received drop-leaf indicators instead of roller tapes and a Daimler-Benz diesel engine.
  • In 1974/1975 the very first articulated pusher bus was built with the help of a Mercedes-Benz O 305 standard bus rear section . It was provided with a front section with small wheels and a low floor like the urban bus. At that time it was known as a "low-floor articulated bus"; today, its floor height of 540 mm (instead of 940 mm for earlier articulated buses) is no longer considered low-floor.

To realize the thrust articulated bus FFG 1975, with financial support from the BMFT to the HHA subsidiary Hamburg-Consult developed by patent protected articulation angle control before whose license in 1977 by Daimler-Benz the first for production made entirely in our own factory articulated type O 305 G was used. The first Mercedes-Benz O 305 G was assembled in 1977 by the FFG from two series O-305 standard buses (HHA 1768 + 1769) and fitted with the new joint.

The development of the VÖV standard bus II also took place at the FFG together with the Hochbahn subsidiary Hamburg-Consult and the VÖV. The prototype “VÖV-Bus II” (1976) also received the “55% tires” to lower the floor height like the urban bus and the front part of the “low-floor” articulated push bus from 1975. The standard intercity bus II (prototype “ Ü 80 ”, 1979) was designed and manufactured again with financial support from the BMFT. For the - very angular - body, the adhesive technology was used extensively, also for the windows, whereby the first side pane was double-glazed to avoid fogging. The pilot series “S 80 “for Daimler-Benz with eleven buses was manufactured by the FFG (1979) and six of them were tested by the HHA until 1985. Different components were tested on the individual buses: various electronic passenger information systems for cars 1985–1987, a lowering device and an automatic refueling system for cars in 1987, and illuminated outdoor advertising spaces on the upper side walls of cars in 1988. In addition to the S-80 prototypes for Daimler-Benz, the Ü-80 prototype M 240 L. 118 built with transverse air-cooled Deutz rear engine for Iveco Magirus.

A similar family of buses (city bus [KC], intercity bus [KE] and double decker bus [KD]) was developed in 1978/1979 for the Irish state bus company CIÉ and the prototypes were delivered in 1980. In 1981 two school buses for rural transport [KR] and a minibus for the transport of the disabled followed with a door at the front next to the driver's seat. All of these prototypes were right-hand drive for the existing left-hand traffic in Ireland . Except for the minibus, the prototypes served as a template for the series production of these buses. For this purpose, the Canadian Bombardier and the US General Automotive Corporation (GAC) from Michigan founded a new joint venture. Bombardier soon sold its 51% stake in the company initially known as Bombardier (Ireland) Ltd to GAC, so GAC (Ireland) Ltd was created , which operated these buses from the end of 1980 to the mid-1980s in a former piano factory in Shannon (Ireland) built with chassis and drive components from other manufacturers.

Close collaborations were carried out with the other HHA subsidiary Hamburg-Consult (HC) and the Study Society for Local Transport (SNV). B. from 1979 onwards with the Telebus project (handicapped transport system - again funded by the BMFT - with lowerable midibuses with front-mounted engine), which was then implemented in terms of vehicle construction by Auwärter Neoplan and built in Berlin as the N 905 and N 906 T in the early 1980s and was used. The subsequently constructed Telebus II was designed in such a way that its entire structure could be lowered to the level of the street within 15 seconds and raised again within 20 seconds. This bus had a front and a side pivoting sliding door, which enabled the wheelchairs to drive in and out using drive-over ramps.

After a chassis frame straightening system with two places for the repair of damaged trucks was procured from the USA as early as 1969 and Magirus-Deutz trucks were repaired, spare parts production for Mercedes-Benz AG began in 1977 , followed by series production of components such as trucks - Doors carried out.

Another large-capacity ambulance for the Hamburg fire brigade based on the Mercedes-Benz O 305 was at the International Transport Exhibition IVA 79 exhibited in Hamburg.

In 1995, conversion measures were carried out for the second use of buses: conversion to a double-decker bus for city ​​tours , interior construction of a bus for election events.

Development and construction of special vehicles

Since 1973, FFG has also been producing special vehicles or converting them from series vehicles. In addition to a rail cleaning vehicle for the tram (1973) and the production of a car body for the Transrapid magnetic levitation train (1978), catering lifting vehicles were developed and manufactured from 1984 onwards. In 1988 the development and manufacture of baggage trolleys for the airport followed, and in 1990 the first fully-clad, self-propelled passenger staircase . The certification of the quality management system began in 1993, in 2000 the conversion of the construction was done on 3D - CAD software. Various vehicles have been (further) developed, particularly for airport operations. a. a curved lift for large aircraft and other catering lifting vehicles, also for ferries of the Vogelfluglinie in Puttgarden .

Factory entrance and workshop from the 1930s (now a listed building)

Relocation to Hummelsbüttel

After the takeover of the HHA bus depot workshops in 1996, the decision was made in 1997 to sell the traditional site on Falkenried, the street that gave it its name. On June 19, 1998 the foundation stone was laid for a new main workshop and the new administration building in Hummelsbüttel on Lademannbogen - at the HHA bus depot Grützmühlenweg. In 1999 the FFG moved to Hummelsbüttel.

In the 2000s, condominiums and business premises were built on part of the former company premises and the former Lehmweg tram depot, and some of the remaining business premises were renovated and placed under monument protection.

Examples of manufactured rail vehicles

Vehicles for Berlin (also supplied in the same form by other manufacturers):

Vehicles for Hamburg (today part of the VVM )

  • Hamburg subway car 220

  • The Z2 tram railcar and the Z2B side car modernized by Falkenried

literature

  • Dencker: The new main workshop in Falkenried for the road and bus operation of the Hamburger Hochbahn . In: Verkehrstechnik . 1930
  • OWO Schultz: Wagenbauanstalt Falkenried . In: City traffic . Issue 5 / 6-1976, Werner Stock Verlag, Bielefeld 1976
  • Falkenried wagon factory . Leading article in the customer magazine Fahr mit uns on the 100th anniversary of Falkenried , issue 1/1992, pp. 1–8
  • Wolfgang Gebhardt: German omnibuses since 1895 . Motorbuch-Verlag, Stuttgart 1996, ISBN 3-613-01555-2 , pp. 232-234

See also

Web links

Individual evidence

  1. ^ The locations of FFG Fahrzeugwerkstätten Falkenried GmbH in Hamburg. Retrieved September 4, 2018 .
  2. ^ History of FFG Fahrzeugwerkstätten Falkenried GmbH in Hamburg. Retrieved September 4, 2018 .
  3. ↑ Erich Staisch: Goodbye to the tram . Hoffmann and Campe, Hamburg 1978, ISBN 3-455-08900-3 .
  4. ↑ Falkenried wagon factory . In: Drive with us , HHA customer magazine , issue 3/1990, last page
  5. ↑ Falkenried wagon factory . In: Fahr mit uns , issue 1/1992, Hamburger Hochbahn AG, Hamburg 1992
  6. ↑ Nils Carl Aspen Mountain: trikker og forstadsbaner i Oslo , Baneforlaget, Oslo 1994, ISBN 82-91448-03-5 , p 39
  7. ↑ Museums in Germany
  8. ↑ Tram vehicles_aus_dem_RNV traffic area
  9. ↑ Car park list for the Staßfurt tram
  10. ↑ tram-europe
  11. ↑ type = s & such = all% 20Schienenfahrzeuge alle_Schienenfahrzeuge ( Memento of the original from January 22nd, 2015 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.  @1@ 2Template: Webachiv / IABot / www.gtp.de
  12. ^ Worms tram
  13. ↑ Trams in Wuppertal
  14. ↑ OWO Schultz: Wagenbauanstalt Falkenried . In: Der Stadtverkehr , issue 5 / 6-1976
  15. ^ Hamburger Omnibusverein eV - Transport history (s) Part 1: "Soft as a carpet" - 50 years of Saturn II in Hamburg
  16. ↑ 75 years of buses with Hamburger Hochbahn AG . Published by the Hamburger Omnibus-Verein eV (HOV), Hamburg 1996
  17. ↑ Hamburger Omnibusverein eV - "30 years of articulated buses in Hamburg"
  18. ^ Jürgen Jacobi: New omnibuses: VÖV-Bus-II . In: Omnibus-Magazin , Issue 1 of September 1, 1976, Verlag Wolfgang Zeunert, Gifhorn 1976
  19. ^ The vehicle collection of the Hamburger Omnibus-Verein eV listing the collection, car 1983, HOV, Hamburg 1997
  20. ↑ http://www.deutsches-architektur-forum.de/forum/showthread.php?t=6215 January 15, 2004