GBS maximum 30

from Wikipedia, the free encyclopedia
Maximum 30 o / g
TD, TDO, TD 07/25
Car 5274 as it was in 1952 at the Lichtenberg depot
Car 5274 as it was in 1952 at the Lichtenberg depot
Numbering: 5207–5314 (closed platform)
Number: 365, of which
108 (platform conversion)
Manufacturer: FFG , vdZ , LHW , Gotha , AEG , MAN , Herbrand
Year of construction (s): 1907-1912
Retirement: 1936 (open platform)
1969 (closed platform)
Axis formula : (A1) '(1A)'
Gauge : 1435 mm ( standard gauge )
Length: 11,000 mm (open platform)
11,400 mm (closed platform)
Height: 03,450 mm
Width: 02,100 mm
Empty mass: 14.0 t
Hourly output : 90 kW
Power system : 600 V DC
Power transmission: Overhead line
Number of traction motors: 2
Operating mode: Bidirectional railcars
Seats: 28-30
Standing room: 41

The Maximum type 30 railcars (from 1934 initially TD or TDO , later TD 07/25 ) were tramcars each equipped with two Maximum bogies , which were used by the Great Berlin Tramway from 1907 . Of the 365 cars delivered, 108 were converted from 1925 onwards, with the platforms at the ends of the cars being closed. Some of the vehicles on the East Berlin side were included in Reko cars of the types TE 63 and TE 64 in the 1960s , although only a few electrical parts and - for statistical purposes - the car numbers were donated. To date, three vehicles, one of which has been returned to its original condition, have been preserved; all three are drivable exhibits in the holdings of the heritage preservation association Nahverkehr Berlin .

history

Railcar 2990 of the GBS set back in its original condition from 1913; the pantograph had to be left in place because the air switches required for pantographs are no longer available

Between 1896 and 1902 the Great Berlin Tram electrified its tram network. After a considerable increase in the number of passengers, however, the vehicles procured during this phase were no longer sufficient. The Berolina wagons , which were procured in large numbers, were nine meters long and had a wheelbase of 1.75 meters due to the large overhangs at the ends of the wagons . However, due to the track geometry of the network, increasing the wheelbase was not necessarily an option. The GBS therefore switched to four-axle railcars with two maximum bogies. One axle was driven in each bogie, the wheel diameter of the non-driven axles was smaller than that of the driving wheels. The first Maximum 27 wagons were delivered in 1901, the improved version of the Maximum 30 o followed from 1907. In total, GBS ordered 365 wagons of this type, which were delivered until 1912. In addition to their drive, the ten windows on the sides were striking for the vehicles. The wagons had open platforms.

After the GBS was absorbed into the "Berlin Tram" in 1920, the cars were given a new numbering in the sequence of numbers from 5000, which was adopted by the successor companies. In 1925, Berliner Straßenbahn-Betriebs-GmbH (BSBG) - which emerged from the Berlin tram in 1923 - initiated the conversion of 108 cars. These received the Berlin standard platforms , the car body was adapted externally. In order to distinguish between the converted wagons, they were named Type Maximum 30 g . The exterior of the remaining 257 cars was left unchanged, but electrically improved.

Railcar 5256 as it looked in 1932

From 1934 the vehicles were listed as TDO or TD according to the newly introduced BVG type code . At this point in time, the BVG began to retire the original TDO. After the Olympic Games of 1936 , the last specimens also disappeared from operation. The TD cars were later given the designation TD 07/25 .

A total of 78 cars survived the Second World War. One of them, car 5282, operated on loan from the Woltersdorf tram from 1944 after an air mine dropped on January 27, 1944 damaged most of the car fleet there. When the BVG was split into two companies, 48 ​​cars went to BVG-West and 31 to BVG-East. In the western half of the city, these cars were retired and scrapped by 1955, some of the traction motors were used in the T24 / 55.

BVG-Ost, on the other hand, had all of its maximum railcars fundamentally rebuilt by several companies from 1951 onwards. The replacement of the lantern roof with a barrel roof and the installation of ventilation flaps in the side windows are essential measures . One car (5249) went to the Potsdam tram in 1964 , another (5231) was used in the 1960s as a car body dispenser for the accident car 5416 of the type TDS 08/24 . The remaining wagons were retired by 1969; last they operated on line 84 between Friedrichshagen and Altglienicke. Three cars were taken over by the Kleinbahnfreunde working group, which brought the cars to the open space of the Woltersdorf tram depot. One after the other, the cars were restored. Car 5274 was restored to its condition from 1952 until 1973 and has been available for special trips since then. From 1974 the three cars were brought back to Berlin and then restored. In 1978 car 5256 was completed in the condition of 1932 and in 1981 that of car 5279 in the condition of 1913. The latter was then renamed back to its original number 2990.

literature

Web links