Munich tram series B

Munich tram series B (multiple units)
	B 1	B 1.3 (conversion from B 1)	B 2.3	Z -.-
Numbering:	375-379	375-379	380-424	?
Number:	5 cars	5 cars	44 cars	14 cars
Manufacturer :	Rathgeber
Years of construction:	1908	1909, 1910	1908	from 1945
Retirement:	1956
Gauge :	1435 mm ( standard gauge )
Car body length:	9,000 mm			17,410 mm
Hourly output :	52 kW			66 kW
Traction motors:	2
Power transmission:	Overhead line
Seats:	22 (from 1915: 24; from 1939: 22)			?
Standing room:	22 (from 1915: 23; from 1939: 30)			?

Munich tram series b (sidecar) (conversion from horse and steam train cars )
	b 1.43 (former horse-drawn tram)	b 2.44 (former steam train cars )
Numbering:	733-744	151–163 (later 741–753)
Number:	7 cars	13 cars
Manufacturer :	Rathgeber
Years of construction:	1896-1904	1900, 1901
Retirement:	1928-1938	1932-1938
Gauge :	1435 mm
Car body length:	6,500 mm	6,600 mm
Seats:	16
Standing room:	24 (from 1915: 22)	18 (from 1915: 22)

As B series , the third generation is tram - railcars of Trams in Munich called. The vehicles were designed similarly to the A series tram cars built from 1898 onwards . In contrast to the A series, the B series railcars had four side windows and rounded platforms. The first five vehicles were delivered in 1908 as sub-series B 1. In the following years, another 44 vehicles followed, but these were classified as sub-series B 2.3 because, in contrast to the railcars of sub-series B 1, such as the A series, they have maximum bogies instead of steering axles . From 1909 to 1910 the steering axles were removed from all vehicles in the sub-series B 1 and replaced with Maximum bogies. The converted vehicles were designated as sub-series B 1.3. In 1956 all vehicles were taken out of service, none remained.

Like the type a 1.43 sidecars, the seven sidecars of the sub-series b 1.43 were made from converted horse-drawn trams. Some of the former steam train cars have also been converted into sidecars for the electric tram. The 20 sidecars were designated as sub-series b 2.44. All sidecars were taken out of service between 1928 and 1938.

history

B-car on Sonnenstrasse at the Old Matthew Church

In the course of the further expansion of the Munich tram network by Münchner Trambahn AG , further tram vehicles were required in addition to the Z and A series . Münchner Trambahn AG decided to buy new vehicles that were similar in structure to the A series, but differed primarily in their more powerful engines and the steering axles that were initially installed. In addition, the B series had a more rounded design and initially had the white and blue paintwork that was common up to the R series and with the A and B subway series in Munich. In 1908 the Josef Rathgeber wagon factory delivered the first five vehicles, which were designated as sub-series B 1. During operation, however, it turned out that the steering axles were not suitable for Munich conditions. That is why the steering axles were removed from all five railcars of the sub-series B 1 and replaced by Maximum bogies, which had already proven themselves in the A series. The converted vehicles were referred to as sub-series B 1.3. Münchner Trambahn AG immediately had Maximum bogies installed in the 44 series vehicles also delivered in 1908, otherwise the vehicles were structurally identical to the B 1 series. The series vehicles were given the designation B 2.3.

As with the A series, the sidecars designated as series b were created from former horse and steam train wagons due to lack of money. The seven sidecars designated as sub-series b 1.43 were former horse-drawn tram cars that were built from 1876 to 1895 by Henry Plas from Brussels and by Rathgeber. The b 1.43 series differed from the a 1.43 series in that the car body was about one meter longer . The sidecars were fitted with screw couplings for use behind the railcars. The sidecars of the sub-series b 1.43 were built between 1896 and 1904 and were probably also used as sidecars for the A series. The 13 steam train cars that were converted in 1900 and 1901 were designated as the b 2.44 series. The sidecars, which originally belonged to the steam train, were built by the Rathgeber wagon factory between 1883 and 1891.

At the beginning of their operational history, the B railcars mostly drove without a sidecar. The main area of ​​application of the B-wagons was the newly built ring line 2 (closed today), line 5 (closed today) and line 29 (today line 19 or closed). In 1929, plug-in doors were attached to the originally open platforms so that it was no longer possible to simply jump up and down while driving. The first b 1.43 sidecars were retired in 1928 due to their old age. In addition, there were new vehicles of the series C , E and F , which were now also used with B railcars if required. The last sidecars of the seven cars in the b 1.43 sub-series were retired in 1938. The 13 sidecars of the sub-series b 2.44 were retired in 1932 and 1938. During the Second World War , 20 of the total of 49 B-railcars were destroyed in bomb attacks. Two vehicles from sub-series b 1.43 and 18 vehicles from sub-series B 2.3 were affected. The Städtische Straßenbahnbetriebe München had 14 so-called twin railcars built from the 28 railcars that were still in existence , in which two railcars were connected by bellows and shortened platforms. However, as with the A series, the conversion did not prove itself. That is why the vehicles were taken out of service as early as 1956. The chassis of the vehicles of the sub-series B 2.3 were partially reused as chassis of the D series . They were then scrapped, no vehicle remained. All chassis reused by the D series were also scrapped.

technology

All class B railcars were built by Rathgeber and are 9,000 millimeters long. The railcars of the sub-series B 1 initially had steering axles that were manufactured by the Böker company. Since the Maximum bogies already used in the A series proved to be more effective, from 1909 to 1910 Maximum bogies were also built into the railcars renamed B 1.3. Maximum bogies were used for the series vehicles of the B 2.3 sub-series. Externally, the B-series differed from the A series with its rounder shape and four instead of six side windows. In the technical area, the railcars are identical except for the more powerful 36 hp engines. The two traction motors together achieve a total hourly output of 52 kilowatts. From 1910, however, the A series received more powerful 45 hp engines and was therefore more powerfully motorized than the B series. The wooden benches, which were oriented transversely to the direction of travel, had 22 seats; minor modifications around 1915 made it possible to increase the number of seats to 24. In 1939 it dropped again by two places to create more standing room. After the delivery of the vehicles, there were standing places for 22, from 1915 the number of standing places was 23 and from 1939 30.

The seven sidecars of the b 1.43 sub-series were built from 1896 onwards from the converted horse-drawn carriages 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. Like the a 1.43 series, they also received modified chassis. In contrast to the a series, in which the frame of the original horse-drawn tram has been preserved, the body of the b series has been lengthened by around one meter. The sidecars were therefore 6,500 millimeters long and had 16 seats on the wooden benches across the direction of travel. There was also standing room for 24, in 1915 the number of standing room was reduced by two. The 13 sidecars of the sub-series b 2.44 were built in 1900 and 1901, built by Rathgeber, converted steam train cars. Like the sidecars of sub-series b 1.43, the sidecars of sub-series b 2.44 were also designed with a closed design and were given a screw coupling so that they could be connected to the railcars. The 6,600 millimeter long vehicles offered passengers 16 seats on the wooden benches built across the direction of travel. In addition, there were 18 standing places, from 1915 a total of 22 standing places.

literature

• Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 226–227, 346 ( New series of publications by 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. 144 ( tram magazine. Library ).
• Peter Schricker (Ed.): Münchner Schienennahverkehr. Munich local rail transport: Tram, S-Bahn, U-Bahn, O-Bus. GeraMond, Munich 2005, ISBN 3-7654-7137-2 .

Web links

Commons : Munich tram series B  - Collection of images, videos and audio files

• Description of the B / b 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. 144 ( tram magazine. Library ).
3. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 173 ( tram magazine. Library ).
4. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 227 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
5. ↑ ^{a b c} Description of the B / b cars . In: strassenbahn-muenchen.de . Munich tram. Retrieved January 1, 2013.
6. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 346 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
7. ↑ Peter Schricker (Ed.): Münchner Schienennahverkehr. Munich local rail transport: Tram, S-Bahn, U-Bahn, O-Bus. GeraMond, Munich 2005, ISBN 3-7654-7137-2 .
8. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 142 ( tram magazine. Library ).
9. ↑ Peter Schricker (Ed.): Münchner Schienennahverkehr. Munich local rail transport: Tram, S-Bahn, U-Bahn, O-Bus. GeraMond, Munich 2005, ISBN 3-7654-7137-2 .