Munich tram series F

Munich tram series F (multiple units)
	F 1.8	F 2.10
Numbering:	626	627-666
Number:	1 car	40 cars
Manufacturer :	Hawa
Year of construction (s):	1929	1930
Retirement:	1958	1971-1972
Gauge :	1435 mm ( standard gauge )
Length over coupling:	10,600 mm
Hourly output :	88 kW (from 1945: 104 kW)	80 kW
Traction motors:	2
Power transmission:	Overhead line
Seats:	26 (from 1939: 24)	26 (from 1939: 24; from 1955: 28)
Standing room:	27 (from 1939: 48)	27 (from 1939: 48; from 1955: 46)

Munich tram series f (sidecar)
	f 1.54	f 2.54
Number:	40 cars	60 cars
Manufacturer :	Hawa	Josef Rathgeber wagon factory
Year of construction (s):	1929	1930
Retirement:	1971-1972
Gauge :	1435 mm
Length over coupling:	9,160 mm
Seats:	20 (from 1941: 12; from 1950: 16)
Standing room:	31 (from 1941: 74; from 1950: 66)

As F series , the seventh generation is tram - railcars of Trams in Munich called. After new tram vehicles became necessary at the end of the 1920s due to the constant expansion of the line network, the Munich City Tram decided to build a new prototype of the F 1.8 series. Since the prototype proved itself, the Munich tram decided to mass-produce a further 40 vehicles, which were designated as the F 2.10 series. The manufacturer Hawa delivered all vehicles between 1929 and 1930. The last F-wagons were retired in 1972. Previously, the Munich city tram converted some of the F-cars into K- and L-cars . Today a vehicle of the F series is still preserved, which is exhibited in the traffic center of the German Museum .

Hawa delivered the sidecars for the class f railcars in 1929; the 40 vehicles were referred to as the f 1.54 series. A year later, the Rathgeber wagon factory delivered another 60 f sidecars, the cars were called the f 2.54 series. The Munich city tram retired the last sidecars in 1972, the same year as the railcars. Two sidecars are still preserved today as museum vehicles.

history

After the Munich city tram continued to expand the Munich tram network in the 1920s, new vehicles were necessary. Therefore, the Munich city tram commissioned the Munich company Autokasten to build a first test car, which was delivered that same year. This car received the series designation F 1.8 . Innovations in the interior should be tested with the prototype. After delivery and a short test phase of the prototype, the Städtische Straßenbahn München placed a series order with the Hannoversche Waggonfabrik (Hawa). The 40 series cars from Hawa from Hanover , which were designated as the F 2.10 series , were delivered in 1930. All F series vehicles look similar to the electric railcars . Outwardly, they are mainly characterized by the number of side windows on the F Car five and six for the electric car. As with the predecessor series, maximum bogies were used as chassis, despite the poor experience in some cases due to overloading of the superstructure . During the Second World War , the Munich tram company converted the F series vehicles, which were originally equipped for both directions, into one-way vehicles. The work was necessary to get new parts for the driver's cab for destroyed vehicles. In addition, parts were also used to rebuild destroyed F-series vehicles. A total of 18 vehicles were destroyed in the war, but the Munich city tram had some of them rebuilt during the Second World War. Parts of the destroyed wagons were used for this. The rebuilt cars were no longer referred to as the F series, but as the K series . The only railcar of the F 1.8 series was also converted into a K series vehicle. At the end of the war, 23 F series cars were still available.

In the 1950s, the F-cars and the E-cars were fundamentally modernized, the interior was redesigned and new brakes were installed. In the years 1947 and 1948, the Munich city tram converted three F-cars into three-axle vehicles with steering axles for test purposes . The converted vehicles were known as the L series . A few years after the conversion, however, the steering axles were removed again and the vehicles were again run as the F series. The Munich city tram continued to use the F series vehicles in regular service until 1972, although some cars were withdrawn from service after several accidents at the end of the 1960s. Most vehicles were scrapped at the end of their service life. The railcar 642 was preserved as a museum vehicle, this is exhibited in the traffic center of the Deutsches Museum .

In 1929 the Munich city tram also placed an order for 100 sidecars of a new series. The contract was shared between the Hannoversche Waggonfabrik, which built 40 cars, and the Rathgeber wagon factory , which built 60 cars. The 40 Hawa cars were delivered in 1929 and designated as the f 1.54 series. The sidecar supplied by Rathgeber one year later was referred to by the Munich city tram as the f 2.54 series. 38 class f sidecars were destroyed in bombing raids during World War II. The remaining carriages were used by the Munich city tram in regular service until 1972. Most of the sidecars are now scrapped, two sidecars have been preserved as museum vehicles.

technology

Rear view of the F 2.10 in the traffic center

The prototype of the F 1.8 sub-series was 10,600 millimeters long, like the series F 2.10 vehicles. A pantograph was attached to the roof . The two Maximum bogies were manufactured by Maschinenfabrik Augsburg-Nürnberg (MAN). The electrical equipment came mainly from Siemens-Schuckertwerke . The vehicle had two traction motors with an output of 88 kilowatts. By installing better engines, the Munich city tram increased the listing to 104 kilowatts. Like their predecessors, all vehicles in the F series are painted white and blue. The F-cars had five side windows. In the interior there were wooden benches aligned across the direction of travel, on which a total of 26 people could be seated. In addition, there was standing room for 27. By converting the vehicle in 1945, the number of seats was reduced to 24 in order to obtain more standing room, the number of which was now 48. After a further renovation in 1955, there were 28 seats and 46 standing places. The series vehicles differed almost only in the technical area. In contrast to the prototype, the Maximum bogies were built directly by the manufacturer Hawa. The electronic equipment comes mainly from Bergmann Electricitäts-Werke . In contrast to the prototype, two weaker engines with a total of 80 kilowatts of power were installed in the series railcars.

Sidecar f 2.54 in the MVG Museum

The 40 sidecars of the f 1.54 series and the 60 f 2.54 sidecars built by Rathgeber were 9,160 millimeters long. Like the railcars, the sidecars were also painted white and blue. In contrast to the railcars, the sidecars only had four side windows. In the interior there were wooden benches aligned across the direction of travel with 20 seats. In addition, 31 standing places were available. By expanding some of the benches at the beginning of the Second World War, a higher capacity could be achieved. There were now 12 seats and 74 standing places. In 1950, a few benches were rebuilt, so that 16 seats and 66 standing places were available again. The sidecars were connected to the railcars with screw couplings, which made it possible to use the railcars with other sidecars of the series e , d or c , b , a and z .

literature

• Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976 ( New series of publications by the City Archives Munich 060, ISSN  0541-3303 ).
• Martin Pabst: The Munich tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 ( Strassenbahn-Magazin. Library ).
• Albrecht Sappel, Claude Jeanmaire-dit-Quartier: Municipal tram in Munich. A photo report on the development of electric tram vehicles in Munich. = The trams of Munich . Verlag Eisenbahn, Villingen (Switzerland) 1979, ISBN 3-85649-042-6 ( Archive 42).

Web links

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

• Description of the F / f car on strassenbahn-muenchen.de.

Individual evidence

1. ↑ On a big bike through Bavaria's heart . In: Tram magazine . Issue 1, 2013, pp. 45 .
2. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 228 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
3. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 246 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
4. ↑ ^{a b c d e} Description of the vehicles in the F / f series . In: strassenbahn-muenchen.de . Retrieved April 4, 2013.
5. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 ( Strassenbahn-Magazin. Library ).
6. ^ Albrecht Sappel, Claude Jeanmaire-dit-Quartier: Urban tram Munich. A photo report on the development of electric tram vehicles in Munich. = The trams of Munich . Verlag Eisenbahn, Villingen (Switzerland) 1979, ISBN 3-85649-042-6 ( Archive 42).
7. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 354 ff . ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
8. ↑ ^{a b c} Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 348 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
9. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 355 f . ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
10. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 348 f . ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).