Munich tram series G

Munich tram series G (railcar) conversion from vehicles of the E series
	G 1.8
Numbering:	667–685 (from 1970: 2961–2977)
Number:	19 cars
Manufacturer :	Munich-Neuaubing repair shop
Year of construction (s):	1943-1945
Retirement:	1978
Gauge :	1435 mm ( standard gauge )
Length over coupling:	10,600 mm
Hourly output :	88 kW
Traction motors:	2
Power transmission:	Overhead line
Seats:	28
Standing room:	46

Munich tram series g (sidecar) conversion from vehicles of series e
	g 1.48	g 1.49
Number:	29 cars	9 cars
Manufacturer :	Josef Rathgeber wagon factory
Year of construction (s):	1944
Retirement:	1969-1972
Gauge :	1435 mm
Length over coupling:	8,200 mm
Seats:	18th
Standing room:	52

As Series G , the eighth generation is tram - railcars of Trams in Munich called. The vehicles of the G series were created from converted E series railcars that were badly damaged in the Second World War . They were converted from 1943 to 1945 in the Munich-Neuaubing repair shop to the new vehicles of the G series, using the old frames, bogies and engines. The last vehicles of the series were used by the Munich tram as work vehicles, which were retired by 1978. A railcar has been preserved to this day. The sidecars of the g series were also created in 1944 from converted sidecars of the e series. Rathgeber also converted the vehicles using the old frames and chassis. The Munich tram retired the sidecar until 1972. Two sidecars have survived to this day.

history

Numerous tram vehicles were damaged or destroyed during several bombing raids during World War II. Since there was a lack of functional vehicles from 1943 onwards, the Munich city tram decided to rebuild several destroyed or badly damaged electric cars . The conversion took place in the Munich-Neuaubing repair shop of the Deutsche Reichsbahn from 1943 to 1945. In total, the Deutsche Reichsbahn built 19 new vehicles from parts of the chassis, engines and frames from former electric cars. The converted wagons were classified as the G 1.8 series. They were the same length as the former electric cars of 10,600 millimeters. From the outside, the lantern roof that was pulled through to the end of the car was the only difference. In contrast to their predecessors, the railcars were not painted white and blue, but were painted in camouflage colors. Since glass was difficult to obtain at the end of the war, the windows were only partially glazed. Most of the windows were covered with plywood with slits scratched into it. After the war, the plywood panels could be replaced by glass windows. The municipal tram in Munich gave the vehicles a white and blue paint job in the post-war period. During the war two G-wagons were destroyed in bombing raids, the other vehicles remained in regular service. In 1952, new driving technology was even installed, which made a higher driving speed possible. In 1964, the regular service of the G-cars ended. After that, the municipal tram used the vehicles as construction and work vehicles. That is why most of the vehicles were not retired and scrapped until 1978. Car 670 has been preserved today as a museum railcar. The museum vehicles 674 ( Bavaria Filmstudios ), 676 (Graz), 677 (Hanover) and 685 ( Schönberger Strand ) that were initially still in existence after retirement no longer exist.

The sidecars of series g were also created from heavily damaged vehicles of the former series e. In contrast to the railcars, the vehicles were manufactured by Rathgeber . The frames and bogies of the former vehicles have mostly been preserved. In 1944, the Munich City Tram had a total of 38 vehicles rebuilt. She assigned 29 of the 38 vehicles to the g 1.48 sub-series. The g-cars of this design originated from former e-sidecars from the sub-series e 1.48, e 2.48 and e 3.48. The remaining nine g cars were built from the e 4.49 and e 5.49 e-sidecars. The motor coaches and the sidecars were connected to each other via a platform and sliding doors, which the Munich city tram had to expand again in the 1950s. The sidecars of the sub-series g 1.49 were completely retired in 1969. In the same year, the Munich tram also retired the first vehicles of the sub-series g 1.48. The last vehicles of the sub-series g 1.48 were in service until 1972. A g-sidecar from the sub-series g 1.48 and a car from the sub-series e 1.49 have been preserved to this day and are on display in the MVG Museum .

technology

The class G railcars were 10,600 millimeters long. Like the former E series vehicles, they had two traction motors with an output of 44 kilowatts. In 1952, the top speed was increased by installing new driving technology. By connecting resistors in parallel , the field development in the drive motor could be increased. Furthermore, the vehicles received more powerful electronic heaters in the 1950s. In 1956, the driver's cab was adapted to the new M series vehicle generation for easier operation . In the interior of the railcars there were 28 seats and 49 standing places. The seats were arranged to save space as possible in order to increase the number of standing places.

The b series sidecars built in 1944 were 8,200 millimeters long. In the interior there were 18 seats and 52 standing places. Initially, four smaller benches were attached to the side in the direction of travel. Later in the 1950s, the bench was lengthened by connecting two benches together. With the short benches installed first, the capacity in the vehicle should be as large as possible. In 1951, the Munich city tram installed better electric heaters in the sidecars.

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 G  - Collection of images, videos and audio files

• Description of the G / g wagons on strassenbahn-muenchen.de.

Individual evidence

1. ^ 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 , p. 126 ff . ( Archive 42).
2. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 356 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
3. ↑ ^{a b c d} Description of the vehicles in the G / g series . In: strassenbahn-muenchen.de . Retrieved April 4, 2013.
4. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 356 ff . ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
5. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 183 ( tram magazine. Library ).
6. ↑ ^{a b c} On a big bike through Bavaria's heart . In: Tram magazine . Issue 1, 2013, pp. 45 .
7. ^ 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).
8. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 356–357 ( New series of publications from the Munich City Archives 060, ISSN  0541-3303 ).
9. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 ( Strassenbahn-Magazin. Library ).
10. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 357 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).