Munich tram series A

Munich tram series A (multiple unit)
	A 1.1	A 2.2	A 3.1 (conversion from A 1.1)	A 4.2 (conversion from A 2.2)	Z 4.2 (conversion from A 4.2)
Numbering:	51-150	151-300	?	?	351, 352
Number:	100 cars	150 cars	17 cars	37 cars	2 cars
Manufacturer :	Rathgeber
Year of construction (s):	1898-1899	1899-1902	1920-1921	1920-1930	1936-1937
Retirement:	1928-1954	1928-1960	1928-1960	1928-1958	1945, 1954
Gauge :	1435 mm ( standard gauge )
Length over coupling:	9,000 mm				17,410 mm
Hourly output :	36 kW (from 1910–1912: 66 kW)		66 kW
Traction motors:	2
Power transmission:	Overhead line
Seats:	22 (from 1910–1912: 24; from 1939: 22)		24 (from 1939: 22)		44
Standing room:	18 (from 1910–1912: 24; from 1939: 32)		24 (from 1939: 32)		36

Munich tram series a (sidecar) (conversion from horse-drawn tram)
	a 1.41	a 1.42	a 1.43
Number:	193 cars	53 cars	23 cars
Manufacturer :	various, v. a. Rathgeber
Year of construction (s):	1896	around 1920	?
Retirement:	1910-1932		1910-1926
Gauge :	1435 mm
Length over coupling:	5,790 mm
Seats:	12
Standing room:	26th

As a Series A second-generation is tram - railcars of Trams in Munich called. In contrast to the first generation of Munich's Z series trams, they had two bogies.

The first 100 vehicles of the A 1.1 sub-series were delivered to Münchner Trambahn AG between 1898 and 1899 . Between 1899 and 1902, 150 more railcars from the A 2.2 sub-series followed. In the 1920s, 54 railcars were converted, with the number of side windows reduced from six to three. The converted vehicles were designated as sub-series A 3.1 and A 4.2. Between 1928 and 1960 all A series vehicles were taken out of service. A railcar was preserved as a museum vehicle and can be viewed in the MVG Museum .

The 193 sidecars of the a 1.41 sub-series were created from converted horse-drawn trams. These were later partially converted into sidecars of the sub-series a 1.42 and a 1.43. Between 1910 and 1932, the a series sidecars were replaced by newer vehicles from other series.

history

Since new tram cars were needed in the course of the electrification of the Munich tram network at the end of the 19th century, Münchner Trambahn AG considered buying more two-axle vehicles of the Z series. Because of the increasing number of passengers, it decided in 1898 to purchase larger, four-axle railcars. From 1898 to 1899 the Josef Rathgeber wagon factory delivered 100 vehicles of the A 1.1 sub-series. From 1899 to 1902 another 150 vehicles from the A 2.2 sub-series were purchased. Originally it was planned to build accompanying sidecars, a prototype was made. Because of the high costs, the Münchner Trambahn AG used 193 horse-drawn tram cars instead, which were classified as a 1.41 sub-series. These were built from 1876 to 1895 by Henry Plas from Brussels and Rathgeber as well as other manufacturers and were converted into sidecars for the Z series in 1896, with screw couplings.

At the beginning of their operational history, the A-railcars ran on most lines without a sidecar due to their higher capacity than the Z-cars. From 1920 to 1921 the Munich tram company converted 17 trams from the A 1.1 sub-series. They received three instead of six windows and were designated as sub-series A 3.1. The same conversion work was carried out in the following ten years on 37 vehicles of type A 2.2, they were designated as sub-series A 4.2. Around 1920, 53 sidecars of the a 1.41 sub-series were renamed to type a 1.42 sidecars after their chassis had been replaced by modifications. The Munich tram company installed new chassis for a further 23 vehicles from the a 1.41 sub-series. This was designated as sub-series a 1.43. The first sidecars were taken out of service between 1910 and 1911 due to damage to the chassis and due to the old age of the vehicles and, if necessary, replaced by the newly built c 1.26 sidecars . In the years from 1926 to 1928 all sidecars of type a 1.43 and several sidecars of sub-series a 1.41 and a 1.42 were retired. The last sidecars were retired in 1932. If necessary, the A railcars ran with a c, e or f side car.

From 1936 to 1937 the municipal tram companies had the A 4.2 multiple units 216, 218, 238 and 243 converted into two so-called twin multiple units , which were designated as the Z 4.2 series. The shortened platforms connected with bellows and the installation of three instead of four doors enabled the capacity of the vehicles to be expanded. The Munich tram company considered building ten more twin railcars every year. This did not happen, however, as the vehicles' pantographs often derailed and the driver had difficulty getting the suspension line with which he could re-attach the pantograph. The vehicles were mostly used on express and emergency lines. The twin railcar 351 was destroyed in World War II, the railcar 352 was parked after the war and retired in 1954.

A total of 73 cars were destroyed in the Second World War, most of the losses were recorded within the sub-series A 2.2, of which 37 vehicles were destroyed. Parts from destroyed vehicles were used as spare parts or to build work vehicles. After the Second World War, the railcars were too small due to the increasing volume of traffic and no longer offered modern comfort. In 1950 the vehicles were used on lines 5, 12, 20 and 30. In February 1956, the last railcar on the 28 line was in passenger service, and from 1956 onwards, a few vehicles were still used as work cars. In 1960, all A series vehicles were retired. The A 2.2-Wagen 256 has been preserved as a museum railcar and is now in the MVG Museum . In 1976 the vehicle was able to be rebuilt to its 1925 condition and is also functional again. The maximum speed of the railcar is now limited to 30 km / h, as there is no rail brake.

technology

Interior of carriage 256

All class A railcars were built by Rathgeber and are 9,000 millimeters long. All vehicles had two maximum bogies manufactured by the Bergische Stahlindustrie , this meant that each bogie had a driven so-called maximum axle and a non-driven so-called minimum axle . The vehicles initially had two engines with 25 hp and 18 kW each. They also had closed platforms and air brakes . The electrical equipment for the railcars came from Siemens-Schuckertwerke (SSW), Allgemeine Elektricitäts-Gesellschaft ( AEG ) and Bergmann Elektrizitäts-Werken (BEW). The wooden benches were placed across the direction of travel and offered space for 22 passengers. In addition, there were 18 standing places in each vehicle. From 1910 to 1912 the cars were equipped with more powerful 45 hp engines. The conversion also made it possible to increase the number of seats and standing room to 24 each. The vehicles of the sub-series A 3.1 and A 4.2, which were converted in the 1920s, received three larger windows instead of the original six windows, which were located in a steel frame. In 1939, two seats were again omitted, so the number of standing places could be increased to 32. In the 1950s, the pantographs were partially replaced by pantographs . In addition, some railcars of different sub-series received replacement engines, which made it possible to increase the performance of the vehicles again.

The twin railcars of the sub-series Z 4.2 were 17,410 millimeters long and had four 45 hp traction motors. The two vehicles were connected to each other by bellows. The bench seats, which were also aligned transversely to the direction of travel, offered space for 44 people. There was also standing room for 36 people. The vehicle built by Rathgeber in the 1930s received electronic equipment from Siemens-Schuckertwerke (SSW). The railcar also had a pantograph.

The sidecars of the a 1.41 sub-series were built from 1896 onwards from converted horse-drawn cars built by Henry Plas from Brussels and Rathgeber. The renovation took place at Rathgeber. The converted wagons were designed to be closed and were given a screw coupling so that they could be attached to the railcars. One vehicle was 5,790 millimeters long and offered space for twelve passengers on wooden benches aligned across the direction of travel. There was also standing room for 24 people. After 1900, the Munich city tram company installed better chassis in 23 sidecars; after the conversion, the cars were referred to as sub-series a 1.43. Around 1920, the Munich City Tram Company made further improvements to the chassis of 53 railcars of the vehicles of the 1.41 sub-series that had not yet been converted; these railcars were known as the 1.42 sub-series.

literature

• Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 226–227, 344–345 ( New series of publications from the Munich City Archives 060, ISSN  0541-3303 ).
• Martin Pabst: The Munich tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 142–144, 173 ( tram magazine. Library ).

Web links

Commons : Series A (Munich Tram)  - Collection of images, videos and audio files

• Description of the A / a cars on strassenbahn-muenchen.de.

Individual evidence

1. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 226–227 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
2. ↑ ^{a b c} Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 142 ( tram magazine. Library ).
3. ↑ ^{a b c d e f} Description of the A / a cars on strassenbahn-muenchen.de. Retrieved January 1, 2013.
4. ↑ ^{a b} Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 173 ( tram magazine. Library ).
5. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 344 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
6. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 142–144 ( tram magazine. Library ).
7. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 345 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
8. ↑ ^{a b} Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 144 ( tram magazine. Library ).
9. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 344–345 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).