Munich tram series Z

Munich tram series Z (railcars)
	Z 1.22	Z 1.23	Z 2.23	Z .22	Section 3.24	Z.
Numbering:	351-362	363-368	369-370	?	371-373	374
Number:	12 cars	6 cars	2 cars	8 cars	3 cars	1 car
Manufacturer :	Union Electricity Society			Siemens-Schuckert works	G. Linkes sons, wagon factory, Breslau	Siemens-Schuckert works
Year of construction (s):	1895	1895	1895	1895-1896	1897-1898	1897-1898
Retirement:	1905-1956
Gauge :	1435 mm ( standard gauge )
Length over coupling:	7,000 mm			7,460 mm	8,000 mm
Hourly output :	18 kW			18 kW (from 1906 36 kW)	18 kW
Traction motors:	1			2	1
Power transmission:	Overhead line
Seats:	16 (from 1904: 20)			16	20th	16
Standing room:	12 (from 1904: 14; from 1915: 17)			12	16 (from 1903: 20; from 1915: 23)	22 (from 1905: 18)

Munich tram series z (sidecar)
	z 1.22	z 1.23	z 2.23	z 3.24
Number:	10 cars	5 cars	2 cars	3 cars
Manufacturer :	Union Electricity Society			G. Linkes sons, wagon factory, Breslau
Year of construction (s):	1895			1897-1898
Retirement:	before 1938
Gauge :	1435 mm
Length over coupling:	7,000 mm			8,000 mm
Seats:	20th			22nd
Standing room:	19th			25th

When Z series , the first generation is tram - railcars of Trams in Munich called. In contrast to the successor series A and B, they have a two-axle chassis, which is where the series name Z for two-axle vehicles comes from. The vehicles of the Z series went into operation from 1895 to 1898 in six sub-series. From 1905 to 1922, some railcars were converted to series z trailers. The remaining railcars were decommissioned or converted to work railcars. The Munich municipal tram decommissioned the last working railcar in 1956. All sidecars of the z series were taken out of service before 1938.

history

Z 1.22 in 1898 on Sendlinger-Tor-Platz

From 1895 the tram lines of the Munich tram were electrified. Electric vehicles also had to be purchased for this. The Munich Tramway AG bought an initial 28-axle railcar with open platforms. The Union-Elektricitäts-Gesellschaft and the Schuckertwerke delivered the vehicles in the same year. As early as 1896, Münchner Trambahn AG purchased weather protection curtains for the open platforms. The newly acquired railcars were designated as the Z series. Due to minor differences, the railcars were classified in the sub-series Z 1.22, Z 2.22 and Z .31. From 1905 the sub-series were renamed. The Z 1.22 series became the Z 1.22 and Z 1.23 sub-series, the Z 2.22 sub-series became the Z 2.23 sub-series and the Z .31 sub-series became the Z .22 sub-series. In the years 1897 and 1898, the Union-Elektricitäts-Gesellschaft delivered four more one meter longer railcars. There were no further orders, instead the Münchner Trambahn AG developed the new A series . The Münchner Trambahn AG assigned three of the four new vehicles to the Z 3 sub-series, which was designated as the Z 3.24 sub-series from 1906. The last railcar was built as sub-series Z. queued. The three vehicles of the sub-series Z 3.24 had accumulators that could store electricity for non-electrified sections. Shortly after the first use, however, the Münchner Trambahn AG removed the accumulators again, as acid fumes emitted by the accumulators rose into the passenger compartment.

Starting in 1905, individual vehicles were converted into working railcars and sidecars. Since the railcars were too short due to the increasing number of passengers on the Munich tram, the Munich city tram took all vehicles out of service from 1920. Nine railcars were converted into working railcars, seven vehicles came from the former Z .22 sub-series. All other vehicles were partially converted to series z sidecars or scrapped. The city tram in Munich scrapped the last work railcar, which arose from a vehicle of the Z series, in 1956. No vehicle remained.

At the beginning of their operational history, the class Z railcars mostly drove without a trailer. After the vehicles were put into operation, only disused horse-drawn carriages were available as sidecars, which were attached to the class Z railcars with the help of a screw coupling , and class ö sidecars. The sidecars of the ö series were two-axle, open wagons that were manufactured by Rathgeber in 1897. The new sidecars were given the series number ö 1.25 and were known colloquially as Americans . After the renovation in 1903, in which the five vehicles were given a central aisle instead of the side walkways, the cars had 15 seats. By 1940, all five sidecars had been taken out of service. One vehicle was used as a work car until 1954, but none of the cars have survived today. There were no other sidecars until around 1920. Only series a trailer cars could be used with the Z series railcars.

In 1921, the Munich city tram converted ten railcars of the Z 1.22 series into sidecars of the z 1.22 series. However, the vehicles were taken out of service again after a few years or converted into working railcars around 1928. Also in 1921, the tram company converted five vehicles from the Z 1.23 series and two vehicles from the Z 2.23 series into sidecars of the sub-series z 1.23 and z 2.23. The sidecars, which were presumably used with class A and B railcars, were taken out of service by the Munich city tram as early as 1938, unless they were converted to work railcars. As with the sub-series z 1.23 and z 2.23, the sidecars of the z 3.24 series also emerged in 1921 from the railcars of the Z 3.24 series. As with the other sub-series, the vehicles were decommissioned around 1938.

technology

The vehicles in the sub-series Z 1.22, Z 1.23 and Z 2.23 were all 7,000 millimeters long. The vehicles all had a drive motor, which had an hourly output of 18 kW, which corresponds to 25 HP. The vehicles manufactured by the Union-Elektricitäts-Gesellschaft were two-axle and had five side windows. The platforms at the beginning and at the end of the vehicle were initially open. However, this was changed a year later with the installation of weather protection curtains. To collect electricity from the overhead line , the railcars had a pantograph that was attached to the roof. In the interior, next to the central aisle, there were two wooden benches aligned lengthways to the direction of travel. The benches were intended for 16 people, after a minor conversion of the vehicles around 1904 there was space for 20 people. The number of standing places was initially 12, later 17.

The railcars of the Z .22 series manufactured in the Siemens-Schuckertwerke were 7,460 millimeters long in contrast to the other sub-series built earlier. The railcars of the Z .22 series were equipped with a pantograph and a drive motor with 25 hp. In 1906 another engine was installed so that the power of the railcars could be increased to 36 kW. There was space for 16 people on the two wooden benches aligned lengthways to the direction of travel. There was also standing room for 12.

The three cars from the Z 3.24 sub-series were 8,000 millimeters long. Like the other railcars of the series, they had a pantograph and a traction motor with 18 kW. The vehicles manufactured by the Wroclaw wagon factory had 20 seats and 16 standing places. Later, the number of standing places was increased to 23. Münchner Trambahn AG arranged another car as sub-series Z. a. Except for the interior, the car was structurally identical to the car of the sub-series Z 3.24, but it was built in the Siemens-Schuckertwerke. In the interior there were only 16 seats, but there was standing room for 22. After 1905 there were only 18 standing places.

From 1903 to 1905, Münchner Trambahn AG converted some Z series vehicles. Instead of the weather protection curtains, the platforms were glazed. Air brakes were also installed to make braking easier. From 1905 the American JG Brill Company built new chassis into the vehicles of the sub-series Z 1.23, Z 2.23 and Z 3.24. The railcars of the Z .22 series also received an additional traction motor so that the output could be increased to 36 kW. Due to the renovation, the seven-meter-long Z 1.23 and Z 2.23 were colloquially referred to as “ short Brill ” and the eight-meter-long Z 3.24 as “ long Brill ”.

The series z sidecars were created from the decommissioned Z series railcars. For this purpose, the railcars were converted and given a larger number of seats. The sidecars of the sub-series z 1.22, z 1.23 and z 2.23 had 20 seats and 19 standing places. In the sub-series z 3.24 there were 22 seats and 25 standing places.

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. 141, 173 ( tram magazine. Library ).

Web links

Commons : Z series (Munich tram)  - Collection of images, videos and audio files

• Description of the Z / z wagons on strassenbahn-muenchen.de.

Individual evidence

1. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 225 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
2. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 141 ( tram magazine. Library ).
3. ↑ 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 ).
4. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 358–359 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
5. ↑ ^{a b c d e f} Description of the vehicles of the Z / z series . In: strassenbahn-muenchen.de . Retrieved April 4, 2013.
6. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 359 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).
7. ↑ Martin Pabst: The Munich Tram. Bavaria's metropolis and its tram . GeraMond, Munich 2000, ISBN 3-932785-05-3 , pp. 140–141 ( tram magazine. Library ).
8. ↑ Michael Schattenhofer (Ed.): 100 years of Munich trams. 1876-1976 . 2nd Edition. City Archives, Munich 1976, p. 344–345, 358–359 ( New series of publications by the Munich City Archives 060, ISSN  0541-3303 ).