LM-49

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LM-49
LM-49 687 museum railcar in Nizhny Novgorod
LM-49 687 museum railcar in Nizhny Novgorod
Number: 400 (LM-49)
375 (LP-49)
Manufacturer: WARS ( Russian ВАРЗ )
Year of construction (s): 1949-1960 (LM-49)
1949-1960, 1965-1968 (LP-49)
Axis formula : Bo'Bo ' (LM-49)
2'2' (LP-49)
Gauge : 1524 mm
Length over buffers: 15 710 mm (LM-49)
15 700 mm (LP-49)
Length: 15 400 mm
Height: 3085 mm
Width: 2550 mm
Trunnion Distance: 7500 mm
Bogie axle base: 1800 mm
Empty mass: 19.5 t (LM-49)
13.8 t (LP-49)
Top speed: 55 km / h
Hourly output : 220 kW
Wheel diameter: 780 mm
Motor type: DTI-60 or DK-255
Power system : 600 V =
Power transmission: Overhead line,
scissor pantograph
Number of traction motors: 4th
Brake: Resistance brake, direct-acting compressed air brake, hand brake
Control: Direct control
Operating mode: One-way vehicle
Seats: 34 (LM-49)
35 (LP-49)
Standing room: 165 (LM-49, 8 people per m²)
170 (LP-49, 8 people per m²)

LM-49 ( Russian ЛМ-49 ) is a tram vehicle built by the Wagonoremontny Sawod in Leningrad (WARS, today Peterburgski Tramwajno-Mechanitscheski Sawod, Saint Petersburg , Russia ) . The abbreviation LM means L eningradski M otorny ( Russian Ленинградский Моторный , German Leningrader railcar), the number 49 corresponds to the development year 1949. Usually the railcars ran in a train with the trailer of the type LP-49 , the unpowered variant of the LM-49 . The letter P stands for Prizepnoi ( Russian прицепной , German sidecar). The mini-trains consisting of LM-49 multiple units and LP-49 side cars were often referred to as LM- / LP-49 . Both cars were way vehicles and perverse only on lines with turning loops or track triangles at the track ends.

From a technical point of view, the design of the LM-49 combined both advanced (e.g. the load-bearing car body ) and conservative solutions (e.g. direct control with manually operated drive switches). The WARS produced both types from 1949. The LM-49 was replaced in 1960 by the more modern LM-57 solo multiple unit, the production of the LP-49 side car continued until 1968. The vehicles drove in Leningrad, Gorky , Minsk , Magnitogorsk and Novokuznetsk as mini trains or solo multiple units from 1949 to 1987. The vehicles were durable, safe and reliable, but difficult to operate.

Since the late 1970s, the management of the Soviet transport company took the vehicles out of service as obsolete. Their technical condition was still quite good, but they were forcibly replaced by the abundant new fleet. Almost all of the retired cars were scrapped and only three LM-49s and one LP-49 have survived to this day as museum exhibits or as memorials.

history

requirements

After the Second World War , the Leningrad tram company urgently needed to expand its vehicle fleet . Most of the pre-war vehicles were destroyed or badly damaged by air strikes or artillery fire during the Leningrad blockade , and the repair of the remaining vehicles was the first step in rebuilding the operation. Some damaged four-axle LM-33 power units and LP-33 side cars only kept the floor frames with the bogies without the destroyed wooden car body. WARS installed new car bodies made entirely of metal on these chassis. These conversions were referred to as LM-47 (railcar) and LP-47 (sidecar). However, the number of damaged LM- / LP-33s that could be used for this purpose was limited, so the question of developing a new vehicle arose for the management of the Leningrad Transport Company. Practice also showed that the combination of the LM-33 floor frame and steel car body was very difficult and the achievable speed and acceleration remained below the desired values.

development

Therefore, in 1948, the designers of WARS under the direction of G. I. Romanow, T. A. Sevastyanov, G. A. Titkow and W. S. Strischakow began to develop a new tram that was supposed to meet the requirements of the time. The following were required:

  • a high transport capacity
  • convenient entry and exit for quick passenger changes
  • longevity
  • a low empty mass

The last two requirements contradict each other, which is why the designers had to find a compromise between long service life and low empty weight.

The emblem of WARS
View from the right of the Nizhny Novgorod LM-49 museum car in Nižni Novgorod. The originally one-piece rear window was replaced by two smaller ones during the overhaul.

Thanks to the new concept in Soviet tram construction with a self-supporting car body , the collective of designers succeeded in solving this task very successfully. All previous types from Soviet production were designed with either a non -supporting or supporting car body. In the former, the wooden car body was placed on a solid base frame made of heavy profile steel . This frame took up all mechanical loads and only it counteracted deformation. The construction with a load-bearing car body was more advanced, but it also required a significant amount of metal because the roof and the ends of the car body did not counteract the loads. The LM-49 took full advantage of a third concept - the self-supporting structure. His car body was a completely welded frame made of various light profile steels. Neither the floor frame, nor the entrance areas, nor the sides of the car body had an independent role in ensuring rigidity; the frame of the car body absorbed the forces as a unified whole. Thanks to this construction, heavier profile steel was used to a lesser extent than in the pre-war cars, which reduced the empty weight of the LM-49 to 19.5 tons. In comparison, the pre-war car of this class LM-33 with a wooden car body weighed 21.3 tons empty. In order to achieve a long service life, the steel profile of the car body was painted with aluminum paint and chrome-plated in very important places .

The greatest possible capacity of the new tram vehicle was achieved by making maximum use of the permitted vehicle boundary line for a four-axle wagon with two bogies. The length of the LM-49 is 15,400 mm, the width is around 2550 mm. For comfortable boarding and alighting of passengers one-piece sliding doors with pneumatic actuator to open and close as were first in the Soviet Straßenbahnwagenbau subway -vans used. This construction of the doors required special properties of the car body - the door pockets had to be provided without impairing the strength properties of the box structure in the area of ​​the door portals.

Since this car body was the first self-supporting car body designed in the Soviet Union, the designers had no empirical formulas for calculating its resistance. These formulas used to be a main tool in the design of vehicles with non-load-bearing body. That is why the first LM-49 built was used for electrotensometric tests of the durability of the load-bearing car body. They showed the good reserves in the resilience and gave the developers experience data. This did not allow the following tram vehicles to be worked out blindly, but using the existing knowledge when building the LM-49.

Part of the electrical equipment and the construction of the bogies were borrowed from the four-axle pre-war LM-33 car . Another step forward was the abandonment of the peg bearing drive in the bogie in 1950. The new variant of the bogie had traction motors suspended from the bogie frame so that they belonged to the sprung mass and their impact load was reduced. The first part of the LM-49 that was built was equipped with the early version of the bogie with only partially spring-loaded cradle bearing motors.

The improvement of the ride comfort of the passengers and the facilitation of the work of the driver was largely left to the future development work. Despite the use of rubber-sprung wheel sets and contactor control in the pre-war test train LM- / LP-36 , the series vehicles LM- / LP-49 were equipped with conventional wheel sets and manually operated drive switches . The wheels were assembled from completely cast wheel disks and shrunk-on wheel tires. The control took place directly, the vehicle driver switched the motor circuits directly with a drive switch. As a result, the trip was accompanied by significant noise due to the two-stage sprung bogies and the driver had to work with the heavy crank of the direct-control drive switch.

Serial production

After the successful testing of the prototype, series production of the LM-49 began in 1949. It lasted up to and including 1960. Production of the successor model, the LM-57, began in 1958 at WARS. The LM-49 was only completely replaced in production by the new LM-57 after two years, as the LM-57 originally had many teething problems and its construction meant that the production capacities of the WARS (some new machines, setting up the work flow, further training of the Personals) required. Production of the LP-49 sidecar was also stopped in 1960, but it was resumed in 1965 and lasted up to and including 1968. This resumption was for two reasons:

  • WARS produced many more LM-49 railcars than LP-49 sidecars between 1949 and 1960 .
  • There was no sidecar variant of the new LM-57 railcar , nor was it possible to travel in multiple units .

The previously manufactured LM-49 solo multiple units could not cope with the traffic on the tram lines with a high number of passengers, so they were completed with the LP-49 side-cars and operated as mini-trains (multiple units with one side-car - Tw + Bw). In the years 1967–1968, WARS developed its next tram, the LM-68 multiple unit, which could also run in multiple units. In fact, this ended the era of the “classic” trams made up of multiple units and sidecars in the USSR, since 1969 no sidecars have been manufactured in the Soviet wagon construction factories. The LP-49 was the last Soviet four-axle sidecar to be mass-produced; production was phased out in favor of the new LM-68 .

The WARS produced a total of 400 railcars of the type LM-49 and 375 side cars of the type LP-49 .

Operational use

Most of the LM- / LP-49 produced operated in Leningrad. In addition, these vehicles were the first type of car manufactured in Leningrad to be delivered to other cities: since 1958 to Gorky , Novokuznetsk and Magnitogorsk . An LM-49 railcar was a present for the people of Minsk in 1959 . In 1965 all LM- / LP-49 from Novokuznetsk were brought to Gorky.

At the end of the 1970s and the beginning of the 1980s, the LM- / LP-49 were taken out of service, although their technical condition allowed them to be used further. But the leadership of the Minschilkomchos of the USSR (Russian Минжилкомхоз - abbreviation for министерство жилищно-коммунального хозяйства, Ministry of Housing and Communal Services to modernize vehicles) insisted on the renewal of modern vehicles. This was the main reason for the scrapping of many extremely durable Stalin-era tram vehicles.

Leningrad

In Leningrad , the LM- / LP-49 were given car numbers from 3601 to 3999, odd numbers for motor vehicles and even for sidecars. The odd number ranges 37xx and 38xx were only used for the twin-engine LM-49 solo railcars, the even numbers of this subrange were not used. In 1956 all odd numbers were issued, so that the next tram vehicles delivered were given car numbers from 3001 onwards. The last numbers used were 3173 for the LM-49 engine and 3168 for the LP-49 sidecar. In total, there were 287 LM-49 units and 268 LP-49 units in the inventory of the Leningrad Tram Transport Company .

In the city, the LM- / LP-49s have been running on practically all lines and from all depots since 1949; the last LM-49 in Leningrad only went out of service in March 1983; newer LP-49 sidecars also ran afterwards with the LM-68 or LM-68M railcars . The "sixty-eight" series ( LM-68 and LM-68M ) was actually not intended for traffic in Tw + Bw trains, but was still used in this role. The trains made up of LM-68 multiple units and LP-49 side cars had their own nickname, "Dinosaurs". In mid-1984 the last LP-49 was taken out of service in Leningrad.

After the end of passenger traffic, a few vehicles of the Leningrad LM- / LP-49 continued to be used as auxiliary vehicles. As tower railcars, they were used to maintain the overhead contact line network , and they were also used as a towing vehicle for WPRS-500 rail track alignment mechanisms. The vehicles that were not revised for the auxiliary fleet were scrapped. In Leningrad, part of the LM- / LP-49 was buried in the local ash dump (the so-called “tram cemetery”). An auxiliary vehicle was later returned to its original condition for museum purposes.

Gorky

The rapid expansion of the city in the mid-1950s called for the corresponding development of local transport . The greatest difficulties occurred in Avtosavodski Rajon (city district), where the streams of passengers were so great that even Tw + Bw + Bw trains from four-axle KM / KP pre-war wagons could not solve the traffic problems. Under these circumstances, the city government and the management of the Gorkovskoye Tramwajno-Trollejbusnoje Uprawlenije ( Gorky Tram and Trolleybus Office, the city transport company) found the necessary funds and raw materials for the WARS to solve the problem, as well as new unscheduled LM- / LP-49 for Gorki without producing the Minschilkomchos directive.

In 1958 the first 19 trains were delivered and used from depot no. 2 in Sormowo . As planned, they drove on lines 4, 8, 11, 12, 16 and 17, which connected the Avtozavodsky Rajon with the other parts of the city. The exact car numbers are unknown, but the first LM-49 and LP-49 tram vehicles were given the numbers 650 and 453, respectively. The LM-49 and LP-49 that were subsequently delivered were numbered in ascending order. In 1965, the Minschilkomchos ordered twelve used LM-49 multiple units from Leningrad and seven LM / LP-49 trains from Novokuznetsk to be delivered to Gorky. In the same year, the new depot No. 3 opened and the partial handover of the vehicle fleet from depot No. 2 there began. The new depot was located directly in Avtosavodskij Rajon and so the relocation was done there mainly to reduce the very long business trips from the depot No. 2 north of the Rajon to the lines there. At the beginning of 1967 the depot No. 2 still had 20  LM- / LP-49 trains and 43 LM-49 and 37 LP-49 were in the depot No. 3. Later all vehicles of this type were moved to the depot No. 3.

When renumbering in 1970, all LM- 49s that were available at that time were given car numbers from 3701 to 3761 and the LP-49 from 3801 to 3846. In total, after the vehicles were taken over from Novokuznetsk, the fleet in Gorki comprised 67 motor vehicles and 46 sidecars.

In Gorky, the LM / LP-49 trams were scrapped even earlier than in Leningrad, as early as 1975 to 1980; Yuri Markowitsch Kossoi, head of the Gorkier tram and trolleybus transport company at the time, recalled that this was done to facilitate the delivery of the new Czech Tatra T3SU . LM- / LP-49 were not used as auxiliary vehicles in the city. A train was specially preserved for museum purposes.

Other cities

Further deliveries of LM / LP-49 went to the Ural lying cities Magnitogorsk and Novokuznetsk , both centers of the Soviet metallurgical industry . As in Gorki, the very large streams of steel workers demanded appropriate means of transport. After delivery to Gorky in 1965, LM- / LP-49 never ran again in Novokuznetsk, but in Magnitogorsk they drove the longest of all cities, where the last trains did not leave their lines until 1987. There were no auxiliary or museum vehicles of this type in Magnitogorsk, but two car bodies with welded windows were used as sheds. At present there is almost no detailed information about the LM- / LP-49 in these cities, so their car numbers, line and depot classifications and their exact number are unknown.

In addition, it is and was customary in Soviet and Russian tram companies to assign an identical car number for several vehicles (the replacement vehicle for early worn, burned or damaged cars was given the same number). This makes it difficult to precisely determine the vehicle fleet in Soviet cities.

The only LM-49 in Minsk drove until it was used up and was erected as a memorial after it was retired.

technical description

Car body

View of the front part of the passenger compartment of an LM-49
View of the passenger compartment towards the rear

The car body of the LM-49 was a completely welded frame made of light profile steels of various thicknesses and cross-sections. This frame was clad with 2 mm thick steel plates. Overall, various manufacturing technologies were used for the car body: the steel cladding was not welded to the frame, but riveted, and the roof was assembled from sheet piles . These boards were in turn covered with canvas to reduce the likelihood of electro-traumas for the workers during maintenance work on the roof.

On the inside, the car body was clad in lacquered oak plywood , and some metal parts such as handle bars, handles and window frames were chrome-plated for aesthetic reasons and to prevent corrosion . The wooden floor was held on the floor frame of the scaffolding and had a quickly exchangeable strip cover . Under this cover were some hatches and maintenance openings for access to the bogies and other internal parts and equipment of the vehicle.

Originally, the seats were made as a pure slat construction without upholstery, but during the general overhaul they were often replaced by upholstered sofa- like seats, such as in the museum vehicle No. 687 in Nizhny Novgorod. From the outside, the car body in WARS was painted in cream and red tones, the LM-49 in the Nizhny Novgorod Museum has one of the possible variants of such a paint, although the carriages in Gorky were otherwise the traditional colors of red and yellow for many Soviet tram operators. The careful processing against corrosion and the high-quality material of the profile steel and the cladding ensured particularly good durability, reliability and long service life of the car body as a whole.

The body of the LP-49 sidecar was almost identical to that of the railcar. He lacked the driver's cab, next to it had a few fewer hatches in the floor and a slightly different upper front section, as the window for the line display and the color offset lamps on the sidecar were unnecessary. The LP-49 was connected to the railcar via a simple mechanical coupling standardized in the USSR , the other connections were separated from it.

The LM-49 had 34 seats and 165 standing places with eight people per square meter (maximum number according to the Soviet guideline rate). Due to the lack of a driver's cab, the LP-49 sidecar had a slightly larger passenger capacity with 35 seats and 170 standing places. The main disadvantage of the passenger compartment was that there was only a single handle bar for standing passengers on the left side of the interior. Both the LM-49 powered rail car and the LP-49 sidecar had a small cabin for the conductor next to the central door.

Bogies

Overall view of the LM-49 bogie
Details of the bogie

The LM-49 was equipped with two identical double-sprung gooseneck bogies. Their design was a slightly improved version of the bogie of the LM-33 railcar and had many parts that were interchangeable with it.

From a technical point of view, the bogie consisted of:

  • the cradle with pivot pins that connected the car body to the bogie
  • the massive frame of the bogie with two cranked "gooseneck beams" attached to it, which are supported on the axle box
  • the parts of the primary and secondary suspension
  • the brakes and the two drive motors

The two wheel sets were guided in sections of the bogie frame, the bogie frame was supported by coil springs on the gooseneck girders.

Between the two central girders of the bogie frame was the lower part of the transverse cradle carrier, on which the car body was supported in a pendulum manner by means of elliptical leaf springs . This construction formed the secondary suspension and cushioned transverse and vertical forces . The pivot was the connection between the car body and the upper cradle of the cradle on the bogie and enabled the rotation between the two.

On the LM-49 railcar, the axle shafts had ground sections on the middle parts as a connection point to the gear wheel of the countershaft . In the case of the DTI-60 -patzlagermotoren, this back gear was the only part of the power transmission from the engine to the wheelset, the axes of the wheelset and the motor rotor were strictly parallel and rigidly connected to each other. These motors were attached to the outer and inner center girders of the bogie on helical springs so that the relative movements of the wheelsets to the bogie frame can be followed. In the case of bogies with DK-255 motors, the motors were part of the sprung mass and were permanently connected to the bogie frame, i.e. sprung independently of the wheelsets. A cardan shaft was added between the countershaft and the motor rotor for power transmission . This connection allowed slight mutual movements between the motor shaft and the wheelset.

The bogies of the LP-49 sidecar differed from the railcar only in the lack of engines and other drive components.

The bogies were equipped with double-acting block brakes for each axle. In addition to the electrodynamic brake, the compressed air brake was a service brake, and there was also a handbrake acting on the same brake linkage. The handbrake was also used as a parking brake.

This bogie construction was quite successful overall and was valued as reliable.

Electrical equipment

The driving switch with the “coffee grinder” crank belongs to the interior of the driver's cab of the LM-49

The LM-49 received the electrical energy via a pantograph from a single-pole overhead contact line . The electrical voltage in the direct current network was 600  volts . In Gorki the pantographs were replaced by Lyrabügel . The rails serve as return conductors in the traction circuit to the railway substation .

The electrical equipment can be divided into main and auxiliary circuits.

The drive circuit motors , starting and braking resistors , as well as the drive switch with direct control were the parts of the main circuit.

The driver used the drive switch to gradually regulate the amperage in the rotor and field windings of the motors and consequently controlled the acceleration when the vehicle started and its driving speed . When braking, the motors and resistors act as an electrodynamic brake through a special circuit . In an emergency, the vehicle was able to brake electrodynamically down to 5–10 km / h even if there was no voltage in the power supply system. Complete standstill was achieved using the handbrake or compressed air brake.

The consumers in the auxiliary circuits were:

  • Exterior and interior lighting; some vehicles were also equipped with a headlight on the roof for traffic on outer lines
  • the compressor drive
  • the heating of the passenger compartment and the driver's cab
  • the bell and, on some vehicles, a facility for a simple sound signal from the conductor to the driver

All of these circuits received their energy directly from the contact line (600 V power grid); several of the same type of extra-low voltage consumers, such as incandescent lamps , were connected in series so that the voltage was reduced sufficiently. Individual other devices, such as the electric bell, were switched via series resistors. Originally the LM-49 had no direction indicators , brake lights and radio intercom systems, they were installed later and also switched by series resistors.

The LP-49 sidecar had no main circuit and only a part of the devices in the auxiliary circuit compared to the LM-49 railcars. The electrical energy was fed in through a flexible cable from the railcar. The bell could be rang at the conductors' workplaces. The rest of the electrical system was controlled from the driver's cabin.

Pneumatic equipment

The controls of the pneumatic equipment of the car and the column of the handbrake in the driver's cab

The LM / LP-49 trams had numerous pneumatic systems . This equipment included a compressor driven by an electric motor, an air filter , an air tank, a main air line with an electropneumatic pressure regulator , and a mechanical safety valve for emergency blow-off in the event of the pressure regulator failing. There were also other valves, flexible rubber connecting hoses and many compressed air consumers. The latter were:

  • the door drives for opening and closing
  • the air brake
  • the drive of the sand spreader
  • the device for raising and lowering the scissor pantograph with auxiliary pump in case of lack of pressure in the system
  • the device for raising and lowering the grass catcher
  • the windshield wiper
  • the bell , which also worked electrically or manually

The LP-49 sidecars were not equipped with a compressor and safety valve to prevent excess pressure; the compressed air was supplied from the railcar through a flexible hose. In the event of malfunctions in which this connection was interrupted, the pressure in the main line fell and the brakes were automatically activated.

The driver was able to control all of the vehicle's compressed air systems from his cabin, and the conductors in the railcars and sidecars could operate the valves for door control and the emergency brake independently of the driver.

Versions

The LM-49 multiple units were produced in three variants, each of which had no official designation:

  • LM-49 with four DTI-60 motors, controlled by DK-7B travel switches with 8 driving and 6 braking levels
  • LM-49 with two DTI-60 -atzlagerotomotors (on the first and fourth wheel set), controlled by MT-1A travel switch with 8 driving and 6 braking levels. This version was intended exclusively for use as a solo multiple unit without a sidecar. In operation, almost all vehicles of this variant were gradually upgraded to a four-engine configuration with the delivery of the new LP-49 sidecar
  • LM-49 , driven by four high -speed and fully sprung DK-255A or DK-255B motors, which were controlled by MT-22 travel switches with 12 driving and 5 braking levels. The engine's torque was transmitted to the wheelset through a cardan shaft and a countershaft. Series production of this variant began in 1950.

During series production, the design of the LP-49 sidecar was not subject to any significant changes, but both it and the LM-49 railcars were generally little modernized and improved. For example, new roller bearings were introduced in the axle bushes from 1953, and from 1958 the windows were standardized with those of the new LM-57 solo multiple unit. During operation in Leningrad, individual LM / LP-49 trains were modernized. As an experiment, one train was fitted with rubber-sprung wheels, two other LM-49 railcars were equipped with automatic indirect control as well as large side windows and a glass roof.

Design analysis

The St. Petersburg LM / LP-49 museum train on the Tuchkov Bridge

The LM / LP-49 -vans were from a technical point of view, a step forward in the Soviet tram vehicles. The concept of the self-supporting car body and the sliding doors were first implemented on a tram vehicle of the USSR. They were also among the first cars to be equipped with full-suspension, high-speed engines. This variant of the suspension reduced the unsprung mass of the vehicle and thus the damaging effect on the track.

On the other hand, all innovations took place only in the field of mechanical components and parts of the vehicle, the level of interior fittings and equipment remained at the level of the 1930s. The LM-49 has been equipped with many compressed air devices and a hand-operated drive switch. The direct control showed a low degree of efficiency with a high unnecessary consumption of electrical energy. She also asked the driver to have safe and trained skills for using it. At that time, foreign tram vehicles already had indirect controls, in which all switchovers in the motor circuits were implemented by contactors or low-voltage variable motors. This control system simplified the work of the driver, he was freed from the heavy crank of the drive switch. In addition, a tram with indirect control consumes less electrical energy when accelerating than a tram with direct control, because the starting behavior is independent of the driver's skill . At this time there was also a smooth transition from compressed air devices to purely electrical or electromechanical mechanisms in the area of ​​the brakes or opening drives of the doors. A good example of such advanced tram vehicles is the American PCC car . Some similar ideas were implemented in the designs of the small-series M-38 multiple units and the LM / LP-36 test train, but even after the great technical advances brought about by the war, the Soviet high-volume trams and transportation companies were for these improvements were not yet ready (the M-38 were taken out of service during the war because of the very complicated maintenance, the originally indirectly controlled LM- / LP-36 was even equipped with a direct control before the war). So the conservatism of the developers was perfectly appropriate here.

At that time little attention was paid to the comfort of the passengers, the main requirement was a high transport capacity of the fleet. After all, the latter indirectly played an important role in driving comfort - due to the large dimensions of the LM / LP-49 cars, they were the most spacious tram vehicles, compared with the pre-war cars (especially the two-axle ones) or the four-axle MTW-82 , which was the same old . As a result, crowds were rare. The use of rubber-sprung wheels, automatic indirect steering and quieter bogies was consequently not addressed, the designers came back to these problems in the development process of their next model, the LM-57 .

In the German tram industry, technical solutions similar to those of the LM-49 were implemented in the construction of the “ Langer Essener ” tram in the early 1930s. This vehicle, which was very innovative for its time , was developed by Waggon-Fabrik AG, Uerdingen in 1933 and manufactured for Essen until 1938. The desire to obtain the maximum transport capacity in a vehicle with a Bo'Bo ' axle formula resulted in identical properties: both vehicles were open- plan cars for their areas of use, had a light, self-supporting all-metal car body and sliding doors of the same type. But the much younger LM-49 lacked other progressive solutions from the “Lange Essener” such as the fully automatic indirect control with the possibility of multiple traction . With the LM-49, Soviet tram construction took a big step towards the modern standards of the time, but it has not yet been able to fully achieve them.

According to some former workers of the Nizhny Novgorod tram, the LM-49 was the most reliable vehicle of all the types they drove. Compared to the similar MTW-82 , it had a more comfortable cabin, but as with all direct-drive cars, the crank of the drive switch, known as the " coffee grinder ", required strength and endurance from the driver. The most problematic device of the LM-49 was the air compressor, the compressed air system sometimes "froze" in harsh winters, which led to problems with the brakes and door drives. All in all, passengers, drivers and mechanics rated the vehicle positively, especially in comparison to the still numerous cars from the prewar period in the 1950s.

Received vehicles

The Nizhny Novgorod LM-49 museum vehicle on Gagarin prospect during a tourist trip for tram fans

Three LM-49s and one LP-49 have been preserved to this day in Saint Petersburg , Nizhny Novgorod and Minsk without any major changes to the substance. The LM / LP 49 train with the car numbers 3691 + 3990 is an exhibit of the St. Petersburg Tram Museum and was made roadworthy again in November 1997. Another LM / LP-49 train was preserved in Nizhny Novgorod, but for the centenary of the city's tram service in 1996, only the LM-49 multiple unit with the number 687, the LP-49 side-car, was made operational again was left unchanged and scrapped in 1997. LM-49 No. 687 was repaired for the opening of the Electric Transport Museum in Nizhny Novgorod . Today (2008) it is one of two fully roadworthy tram vehicles of its type. The Minsk LM-49 No. 235 is a non-roadworthy monument in a tram depot in the city.

The museum vehicles in Saint Petersburg and Nizhny Novgorod can be rented for tours, weddings, proms or company parties. The Nizhny Novgorod LM-49 took part in the parades of historic tram vehicles in 1996, 2004 and 2005, and at the city celebration it drove as a normal line car.

Additional information

literature

  • Шредер Б. Л., Романов Г. И., Тарвид Л. М., Когтева З. Н., Резник М. Я .: Четырёхосные цельнометаллические трамвайные вагоны ЛМ-49 и ЛП-49 . Лениздат, Ленинград 1954.
    (Russian and in Cyrillic script; German roughly: BL Schröder, GI Romanow, LM Tarwid, SN Kogtewa, M. Ja. Resnik: The four-axle all-metal tram vehicles LM-49 and LP-49 . Lenisdat, Leningrad 1954 .)
  • М. С. Черток: Трамвайные вагоны . М .: Изд-во Минкомхоз РСФСР, 1953.
    (Russian and in Cyrillic script; German roughly: MS Tschertok: Die Straßenbahnfahrzeuge. )
  • А. Анин: «Американки» . - Альманах "Железнодорожное дело", 2000, №7.
    (Russian and in Cyrillic script; German roughly: A. Schanin: Die "Amerikaerinnen" . In: Almanach Schelesnodoroschnoje delo (Eng. "Eisenbahnwesen"), 2000, No. 7.)
  • А. Шанин: Последние ленинградские «классики» . - Альманах "Железнодорожное дело", 2000, №8.
    (Russian and in Cyrillic script; German roughly: A. Schanin The last Leningrad "classics" . In: Almanach "Schelesnodoroschnoje delo" (German "Railway system"), 2000, No. 8.)
  • Коссой Ю. М .: Ваш друг трамвай. Век нижегородского трамвая. - «Елень», «Яблоко», Н. Новгород 1996, ISBN 5-8304-0008-1 .
    (Russian and in Cyrillic script; German roughly: Ju. M. Kossoi your friend the tram. The century of the Nizhny Novgorod tram . Elen, Jabloko, Nizhny Novgorod 1996.)

Web links

Commons : LM-49  - album with pictures, videos and audio files

Individual evidence

  • BL Schröder, GI Romanow and others: The four-axle all-metal tram vehicles LM-49 and LP-49.
  1. ↑ a b c d B. L. Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 4-6.
  2. ↑ a b B. L. Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 9.
  3. ↑ a b c B. L. Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 11.
  4. ↑ a b B. L. Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 39.
  5. ↑ a b c B. L. Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 69, 70.
  6. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 31.
  7. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 35.
  8. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 50, 53.
  9. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 33.
  10. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 10, 33 and 53.
  11. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 64.
  12. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 71, 72.
  13. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 77, 82 and 85.
  14. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 65.
  15. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 94, 98.
  16. ↑ a b c B. L. Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 155-157.
  17. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 157-158.
  18. ↑ a b B. L. Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 244, 259 and 260.
  19. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 106.
  20. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. P. 104.
  21. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 103, 107.
  22. ↑ BL Schröder, GI Romanow a. a .: The four-axle all-metal trams LM-49 and LP-49. Pp. 222, 233 and 240.
  • A. Schanin, article on the tram topic in the Almanac "Schelesnodoroschnoje delo"
  1. ↑ a b c d e f g h A. Schanin, The Americans , 2000, No. 7.
  1. ↑ a b c d e f g h i A. Schanin: The last Leningrad "classics". No. 8, 2000.
  2. ↑ A. Schanin. The LM-57 ( Memento from August 25, 2012 in the Internet Archive ) (Russian), accessed on December 30, 2008.
  • Other individual evidence
  1. ↑ a b c d e f g h i j k page “Tram Nizhny Novgorod” ( Memento from August 12, 2012 in the Internet Archive ) (Russian), accessed on February 1, 2013.
  2. ↑ a b page “Russian Tram Vehicles” ( Memento from August 26, 2010 in the Internet Archive ) (Russian), accessed on February 1, 2013.
  3. ↑ Ju. M. Kossoi: Your friend the tram. The century of the Nizhny Novgorod tram . P. 83.
  4. ↑ Ju. M. Kossoi: Your friend the tram. The century of the Nizhny Novgorod tram. P. 99.
  5. ↑ MS Tschertok: The tram vehicles .
  6. ↑ Axel Reuther: Album of the German tram vehicles from the beginnings to 1945 . GeraMond Verlag GmbH, Munich, ISBN 978-3-7654-7361-6 , pp. 128-130.
  7. ↑ Museum page on LM / LP-49 ( Memento from February 24, 2007 in the Internet Archive ) (Russian), accessed on February 1, 2013.
  8. ↑ a b page “Nizhny Novgorod tram” ( memento of August 12, 2012 in the Internet Archive ) (Russian), accessed on February 1, 2013.
  9. ^ Page "Minsk Tram" ( Memento from September 16, 2008 in the Internet Archive ) (Russian), accessed on February 1, 2013.
This article was added to the list of excellent articles on March 5, 2009 in this version .