Graz tram fleet
The Graz tram , when electrical operations began in 1898/1899, still consisted of two separate companies, which only finally merged in 1939, has always been the largest in the course of its history in terms of the size of its route network and the number of vehicles on it Adjusted requirements due to fluctuating passenger numbers and technical innovations. In the period from 1898 to 1997, a total of 551 vehicles were purchased, which after up to 60 years of use were decommissioned, sold to other companies or given to museums. 21 of these vehicles are in the Tramway Museum Graz and some can be used for special trips.
Special features of the new acquisitions of this time are acquisitions from the liquidation of stocks by other companies, such as the takeover of 11 railcars from Rheinische Bahngesellschaft AG Düsseldorf in 1939 , some of which were built in 1909 and were used in Graz until 1963 .
More than half of the new acquisitions up to 1997 were sidecars and technical vehicles, whereby the first 40 sidecars in 1899 consisted of modified cars from the horse-drawn tram that had been in service in Graz since 1878 in order to reduce costs. A total of 35 open freight cars were used to transport coal to the power stations that supplied the railroad with electricity .
Starting in 1963, Grazer Stadtwerke AG (today Holding Graz ), as the operator of the Graz tram, replaced vehicles that were initially retired by purchasing older models from other companies or by modifying multiple units in use to meet new requirements. It wasn't until 1986 that there were twelve new vehicles that were built for the Graz tram . These were modernized in 1999 by installing a low-floor middle section . The first completely low-floor vehicles were purchased in 2001.
Vehicles retired by 1993
Railcar
| Numbers | image | Manufacturer | Construction year | Remarks |
|---|---|---|---|---|
| 1-88 | Graz wagon factory | 1899-1909 | Subsequent platform glazing, decommissioned 1961–1963 | |
| 91-98 | Main workshop | 1925-1929 | Modifications from sidecar, number 98 redrawn to 90, retired in 1963 | |
| 101-115 | Graz wagon factory | 1912-1913 | Conversions and new kits, retired in 1963 | |
| 116-120 | Main workshop | 1951-1954 | Modifications from No. 80, 83, 87, 88, 1963 retired | |
| 121-122 | Graz wagon factory | 1900-1901 | Bought Type D vehicles for the Vienna tram , rebuilt in 1930, retired in 1961 | |
| 121 II | Main workshop | 1954 | Modification from No. 81, retired in 1963 | |
| 123-127 | Sim / Ringhoffer | 1899-1902 | Bought type D 1 vehicles of the Vienna tram, converted in 1944, retired in 1951 | |
| 131-137 | Dusseldorf | 1909-1913 | Bought from Rheinbahn in 1939 , retired in 1963 | |
| 141-144 | Uerdingen | 1924-1925 | Purchased from Rheinbahn in 1939, retired in 1961 | |
| 151-162 | MAN | 1906 | Taken over from Nuremberg in 1941, retired in 1953 | |
| 201-250 |
|
SGP Graz | 1949-1952 | Modifications between 1967 and 1969, retired in 1989, No. 204 sold to Japan |
| 251-252 | SGP Graz | 1962 | Vehicles built on reserve chassis, retired in 1993 |
sidecar
| Numbers | Manufacturer | Construction year | Remarks |
|---|---|---|---|
| 1B-40B | Different | 1920 | Conversions from old vehicles, taken out of service in 1934–1938 |
| 41B-44B | Different | 1914-1916 | Retired in 1953 |
| 45B-59B | Main workshop | 1916-1920 | New builds, based on plans for old vehicles, retired in 1953 |
| 60B-67B | Graz wagon factory | 1907 | First sidecar with platform glazing, retired in 1961 |
| 70B-77B | Graz wagon factory | 1908 | Rebuilt in 1929 |
| 80B-112B | Graz wagon factory | 1910-1915 | Retired in 1963 |
| 125B-128B | Uerdingen | 1944 | Used from 1946, retired in 1971 |
| 151B-157B | Graz wagon factory | 1885/1886 | Purchased vehicles of types t and t 2 of the Vienna tram, rebuilt between 1924 and 1930, retired from 1948–1951 |
| 161B-166B | Rohrbacher | 1887 | Bought type c 2 vehicles for the Vienna tram, rebuilt in 1924, retired in 1953 |
| 170B-172B | Main workshop | 1925-1926 | Self-made, 170B with open platform, 171B-172B with platform glazing, retired in 1961 |
| 181B-188B | Graz wagon factory | 1927-1928 | Retired in 1961 |
| 191B-212B | Hernals | 1872-1873 | Bought type p 2 vehicles of the Vienna tram, rebuilt between 1929 and 1931, retired in 1961 |
| 301B-305B | Simmering | 1900-1903 | Bought type a vehicles of the Vienna tram, rebuilt in 1931, retired in 1953 |
| 306B-325B | Graz wagon factory | 1871-1898 | Purchased vehicles of types p and s 1 of the Vienna tram, rebuilt between 1931 and 1944, taken out of service in 1946–1953 |
| 401B-450B | SGP Graz | ||
| 1537, 154, 1552, 1561, 1564 | Hernals | 1871 | Bought type s2 3 vehicles of the Vienna tram, planned modifications did not take place, retired in 1946 |
- annotation
- The vehicles listed under sidecars are numbered according to the new numbering scheme introduced in 1920. For all vehicles with the remark “ Conversions from old vehicles” , the year of construction represents the year of the conversion. Some vehicles were taken out of service before the conversions and are not included in this list.
Goods and work cars
| Numbers | Installation | Remarks |
|---|---|---|
| A1 | 1930 | Thermite welding trolley |
| Dt1 | 1949 | Wire drum car |
| E1-E2 | 1920 | Axle breaker wagon |
| Esw1-Esw2 | 1930 | Electric welding trolleys |
| K1-K16 | 1916 | Open freight cars |
| K17-K33 | 1944-1946 | Open freight cars |
| Ke1-Ke2 | 1927, 1949 | Garbage truck |
| L1-L4 | 1920-1926 | Open freight cars |
| M1-M4 | 1944 | Milk cart |
| M1-M4 | 1925-1948 | Material trolley |
| P1 | 1925 | Rail tamping test car |
| S1-S10 | 1899-1907 | Salt car |
| S1 | 1936 | Brine cart |
| S1-S3 | 1946 | Brine cart |
| S4-S5 | 1961 | Salt transport wagon |
| S10-S19 | 1927-1931 | Salt car |
| Sch1-Sch7 | 1925-1950 | Rail transport trolley |
| Schw1-Schw3 | 1925 | Welding machine transport trolley |
| SLG1-SLG2 | 1972 | Rail loading and transport trolleys |
| Sk1 | 1920 | Sand dump truck |
| Sto1 | 1925 | Rail tamping test car |
| Tu1 | 1937 | Tower car |
| Tu2 | 1974 | Tower car |
| Tu3 | 1943 | Tower car |
Electric small train Graz-Mariatrost
| Numbers | Construction year | Manufacturer | Remarks |
|---|---|---|---|
| Railcar | |||
| 1-8 | 1898 | Graz wagon factory | Platform glazing 1920, except TW 5 all sold in 1941 |
| 205 | 1939 | Self-made | Sold in 1941 |
| sidecar | |||
| 1B-4B | 1898 | Graz wagon factory | Sold in 1941 |
| 5B-6B | 1898-1901 | Graz wagon factory | Sold in 1941 |
| 7B-8B | 1914 | Graz wagon factory | Sold in 1941 |
| Railway service vehicles | |||
| 1K-3K | 1898 | Graz wagon factory | Retired in 1941 |
| Tower car trailer | ? | Self-made | ? today Mariazeller Museumstramway |
Vehicles retired after 1993
| No. | image | Manufacturer | Year of construction (s) | Sitting / standing room | Remarks |
|---|---|---|---|---|---|
| 261-283 |
|
SGP / wages | 1963-1965 | 40/75 | Tw 262 converted into a work vehicle, retired since 07/2013 |
| 291-293 |
|
Wages | 1966-1976 | 39/70 | Purchased from Vienna, in use since November 12, 2007, retired since 9/2012 |
| 521-537 |
|
Duewag | 1971-1973 | 59/88 | Mannheim type, bought from Duisburg, decommissioned since 10/2015 |
| 551-571 | Duewag | 1954-1960 | From Wuppertal acquired and rebuilt, decommissioned in 1997 | ||
| 581-584 |
|
Self-made | 1995-1997 | 58/97 | Converted from series 260 (or 2 A-parts rebuilt, since originals were destroyed in a head-on collision), middle parts and bogies from series 550 (Wuppertaler) taken over, sold to Braila in Romania in 2016 |
Current vehicle inventory
| No. | image | Manufacturer | Year of construction (s) | Sitting / standing room | Remarks |
|---|---|---|---|---|---|
| 501-510 |
|
SGP Graz | 1978 | 36/96 | Mannheim type |
| 601-612 |
|
SGP Graz | 1986-1987 | 38/128 | 1999 Low-floor middle parts installed |
| 651-668 |
|
Bombardier | 2000-2001 | 47/94 | Bombardier Flexity Outlook C, 100% low floor |
| 201-245 |
|
Stadler Rail | 2009-2015 | 47/98 | Stadler Rail Variobahn 100% low-floor |
Used vehicles and vehicle conversions
The conversion and partly new construction of vehicles in the own workshop has a long tradition in Graz as well as the takeover of used vehicles from other cities, as the company suffered from an acute lack of money and vehicles for a long time. In the second half of the 20th century, 36 used trains were procured from Germany, 17 from Duisburg (series 520) and 21 from Wuppertal (series 550, although some were not taken into service after unsuccessful test drives). In 2007 the fleet was expanded to include trains from Vienna (Series 290, ex E1).
After a head-on collision between two 260s in the mid-1990s, major renovations were carried out in the company's own workshop, as in previous history. Since at the same time the Wuppertal people were finally due to be taken out of service, whose middle car bodies and bogies were partly still in good condition, the idea of combining the crashed 260s with Wuppertal middle parts and thus significantly increasing the capacity of the vehicles at an extremely low cost came about. The two front parts of the accident vehicles were completely rebuilt and combined with the bogies, engines, braking equipment and middle parts of the 550 to form new eight-axle vehicles. The concept turned out to be successful - u. a. also because of the now quite powerful motorization resulting from the lower weight compared to the 550 series - that two more cars were converted; these four vehicles made up the 580 series.
Spurred on by the success and positive experience with the conversion of the 580s as well as the need for contemporary low-floor vehicles, the company then set about adding new low-floor middle sections to the relatively new 600 series vehicles. Although the construction of SGP already included the conversion to 8-axles, the new middle sections were ultimately supplied by Bombardier. During installation, the Wuppertal based bogies that were still in existence were used, so that the 600 series contain components in their current state that were built over 40 years apart. It is also noteworthy that the middle sections are slightly longer than intended in the original construction. It was therefore necessary to fasten them in the joints a little eccentrically in order to be able to comply with the given clearance profile.
Fleet in the future
The Graz Linien want to massively expand their network in the future, from 2021 the tram will run to the new districts Smart City and Reininghaus . Vehicle reserves are already running out, which is why new sets will have to be found in the future: 15 new low-floor trams are to be built by 2023 at the latest. As part of a market survey, Graz Linien invited manufacturers to send test vehicles to Graz. Two companies have registered that have tested their sets in Graz: Bombardier with the Flexity and Siemens with the Avenio . The new fleet with 15 more vehicles should be complete by 2023 at the latest.
swell
- Hans Sternhart: Tram in Graz . Slezak Verlag, 1979, ISBN 3-900134-54-5
- Peter Wegenstein: The tram from Graz . Pospischil-Verlag, Bahn im Bild 94, 1994
- Wolfgang Kaiser: Trams in Austria . GeraMond Verlag, 2004, ISBN 3-7654-7198-4
Individual evidence
- ↑ Holding Graz - Kommunale Dienstleistungen GmbH Holding tests new trams. Retrieved August 27, 2020 .
- ^ Holding Graz - Municipal Services GmbH Avenio-Test in Graz. Retrieved August 27, 2020 .