BSt maximum 24

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BSt maximum 24
TDS 08/24
Historic railcar 218 on the forest line of the Woltersdorf tram on the occasion of the 100th anniversary of the railway, 2013
Historic railcar 218 on the forest line of the Woltersdorf tram on the occasion of the 100th anniversary of the railway, 2013
Numbering: SSB 1–28, 29 II –41 II , 42–49, 50 II +51 II , 60–77, 90–100, 201–235
BESTAG 133–140
BSt 4394–4399, 5323–5439
BVG 5315 II –5322 II , 5323-5437
Number: 123 railcars
Manufacturer: Falkenried , LHW , Lindner , Norddeutsche Waggonfabrik , S&H
Year of construction (s): 1908-1919
Retirement: 1970
Axis formula : (A1) '(1A)'
Gauge : 1435 mm ( standard gauge )
Length: 10,690 mm
Height: 3,425 mm
Width: 2,150 mm
Bogie axle base: 1,300 mm
Service mass: 14.0 t
Hourly output : 48–72 kW, 90 kW (from 1924)
Power system : 600 V =
Power transmission: Overhead line
Number of traction motors: 2 × USL 323 (from 1924)
Coupling type: Trumpet coupling , later Albert coupling
Seats: 24
Standing room: 41

Between 1908 and 1919 the trams of the city of Berlin (SSB) and the Berliner Elektro Straßenbahnen AG (BESTAG) purchased a series of 123 Maximum multiple units. In 1920 the vehicles became part of the Berliner Straßenbahn (BSt), which carried them under the type designation Maximum 24 and had them converted in 1924. In 1934 they were given the designation TDS or TDS 08/24 . While all vehicles at BVG-West were taken out of service by 1955, the vehicles remaining at BVG-East were in service until 1970. Some of the cars were included in the reconstruction program.

development

delivery

The first delivery of 28 cars went to the SSB in 1908, which started regular passenger service on July 1, 1908. Further deliveries were made with the steady expansion of the network in 1909, 1910, 1913 and 1919. In 1911, BESTAG also procured eight similar railcars for its Pankow part of the business.

The car body had a length of 7.2 meters without platform eight side windows, which were divided in the upper quarter. The top corners of the windows were rounded. The lower panes , set in brass frames, could be lowered if necessary. The interior was ventilated through the lantern roof with eight movable windows on each side. The frames of the skylight windows were made of mahogany wood , the panes of brown or green glass with a star pattern. The box frame was made of oak and rested on a wooden base frame reinforced with iron. With the exception of the series delivered in 1919, the platforms were open. Protective vests were attached to the front walls. The rotating target sign boxes were attached above the end walls and the signal lights to the left and right of them. On the municipal trams, instead of the left-hand signal light, a larger signal board was installed to mark the lines.

The bogies and side supports were made of cast iron . In some SSB wagons and in BESTAG wagons, however, the side supports were made of folded sheet steel profiles.

Inside the car there were eight rows of seats in the 2 + 1 arrangement, which offered space for a total of 24 passengers. The backrests could be folded down, making it possible to always sit facing the direction of travel. The seats were upholstered and covered with green plush, the frames were made of ornate gray cast iron . Mahogany was chosen for the interior trim. The car ceiling, on the other hand, was made of bird's eye maple and decorated with ornaments . A three-armed and two two-armed chandeliers with teardrop-shaped cut crystal bells were used to light the car . Grab bars, handles and fittings were all made of brass.

Siemens & Halske supplied the electrical equipment . Two cradle bearing motors were used as drive , which transmitted the power to the drive axles via a gear train. Various motor types with an output between 24 kilowatts and 36 kilowatts were installed. Compressed air brakes , which acted on all four axles of a car, were chosen as the service brake . The air required was generated by an axle compressor that was driven by one of the two running axles. Before leaving the depot, the air tanks were filled with a mobile compressor . A crank brake that acted on all eight wheels served as the parking brake. The current was drawn using a lyre bracket . With the “Städtische” this could be rotated, with the “Electric” it could be folded back.

The carriages of the municipal trams were painted ocher yellow and set off in black. The individual fields of the side and front walls were also set off with red-brown decorative lines. The lettering was made of gold leaf with red-brown shades. The bogies and roof were painted gray. A similar paintwork was used for BESTAG.

First renovation

TDS 08/24 on Kurfürstendamm (1935).

In 1920 the vehicles were included in the BSt numbering scheme and listed as type Maximum 24 . With the adaptation of the contact line systems, they received roller pantographs until 1922 . From 1924 onwards, all cars were extensively modified. The platforms were lengthened and replaced by the Berlin standard design . Instead of the compressed air brakes, the short-circuit brake that was used uniformly was installed. Since this only acts on the driving axles, a pair of rail brakes with a contact pressure of 250 kilonewtons was installed in each bogie , which was electrically integrated into the brake circuit. The handbrake was modified so that it now worked on the brake drums , which in turn worked on the armature shaft of the traction motors. Instead of the different engine types, the USL 323 model with 45 kilowatts of power was installed, which meant that the railcars could run with double hangings. The paintwork has been adapted to the new scheme of the Berlin tram: chrome yellow apron, white ribbon windows and gray roof. The bogies of the former BESTAG wagons were replaced by conventional Maximum bogies, so that there were no longer any differences to the wagons of the former SSB. After the conversion, some of the cars were given a new car number, so that the entire design received the consecutive numbers from 5315 to 5437.

In 1934, with the introduction of the type code of the Berliner Verkehrsbetriebe , the cars were given the designation TDS or TDS 08/24 .

The BVG decommissioned car 5330 (ex SSB 9) after an accident in 1938. 17 wagons were lost immediately in World War II , and wagons 5324 and 5437 were also retired shortly after the end of the war.

Administrative separation and decommissioning

Historic railcar 68 in 1979 on the occasion of the anniversaries “100 years of the electric locomotive”, “50 years of Raw Dessau” and “30 years of the GDR” in front of the Dessau main station

When the BVG was separated in August 1949, 56 wagons remained with BVG-Ost and 47 wagons with BVG-West. Until 1955, the wagons were fitted with pantographs as part of the catenary changeover . The wagons stationed in West Berlin had to be taken out of service by 1955 in accordance with the new requirements of the BOStrab , which prohibited the use of trams with wooden superstructures. All of them were then scrapped until 1956. BVG-Ost, on the other hand, converted its vehicles at the beginning of the 1950s. The lantern roof was replaced by a barrel roof and the target sign boxes were integrated into this, the seating was changed slightly and now offered space for 26 passengers. In 1958/59, 35 cars were given driver seats as part of their general inspection.

Car 5348 was handed over to Potsdam in 1964, where it ran for a year under number 126 III and was then retired. In the same year, car 5416 was converted. The original railcar was damaged in an accident and then retired. The car body of car 5231 (type TD 07/25 ) was then placed on the existing bogies and traction motors and the car number 5416 was retained.

Some of the wagons were converted for OS operation in 1967 .

From 1968, the retirement of the wagons remaining with BVG-Ost began. 34 vehicles were included in the recovery program. The remaining cars were retired by 1970. The three railcars 5339 (ex SSB 18), 5366 (ex SSB 68) and 5403 (ex SSB 218) were retained and initially became the legal entity of the Märkisches Museum . Car 5339 was scrapped shortly afterwards. Car 5366 was returned to the delivery condition of 1910 under its original car number in 1973 and was on the road as a drivable specimen until 1993. It then came into the vehicle collection of the German Museum of Technology . The refurbishment of car 5403 into a historic vehicle is currently in progress.

Car list

The following table provides an overview of all vehicles of the type, their numbering and their whereabouts after 1949. For vehicles lost during the Second World War, the abbreviation KV (loss of war) is given, the abbreviations O and W indicate whether the vehicle remained with BVG-Ost or BVG-West after 1949. For vehicles included in the Reko program, the addition in brackets (Reko) is given after the decommissioning year .

Various entries are highlighted in color for a better overview. The wagons procured by BESTAG are highlighted in gray. Vehicles highlighted in red have been taken out of service and no longer preserved, vehicles highlighted in yellow were included in the recovery program, vehicles highlighted in green are still preserved.

Vehicle overview
Construction year No. from 1920 from 1924 O / W Retirement Construction year No. from 1920 from 1924 O / W Retirement Construction year No. from 1920 from 1924 O / W Retirement
1908 1 4399 5437 II KV 1910 65 5363 O 1969 (Reko) 1913 210 5395 O 1967
2 5323 W. 1955 66 5364 W. 1955 211 5396 O 1968 (Reko)
3 5324 KV 67 5365 O 1968 (Reko) 212 5397 O 1969 (Reko)
4th 5325 O 1970 68 5366 O 1969 (hist. Tw) 213 5398 W. 1955
5 5326 W. 1955 69 5367 O 1970 (Reco) 214 5399 W. 1955
6th 5327 KV 70 5368 W. 1955 215 5400 O 1969 (Reko)
7th 5328 W. 1955 71 5369 W. 1955 216 5401 KV
8th 5329 KV 72 5370 W. 1955 217 5402 KV
9 5330 1938 73 5371 KV 218 5403 O 1970 (hist. Tw)
10 5331 W. 1955 74 5372 W. 1955 219 5404 KV
11 5332 KV 75 5373 O 1968 (Reko) 220 5405 KV
12 5333 O 1970 (Reco) 76 5374 O 1970 (Reco) 221 5406 O 1969
13 5334 W. 1955 77 5426 W. 1955 222 5407 O 1970
14th 5335 O 1969 (Reko) 1911 133 5432 5315 II W. 1955 223 5408 O 1970 (Reco)
15th 5336 KV 134 5433 5316 II O 1969 (Reko) 224 5409 W. 1955
16 5337 W. 1955 135 5434 5317 II W. 1955 225 5410 KV
17th 5338 O 1970 136 5435 5318 II O 1969 (Reko) 226 5411 O 1969
18th 5339 O 1970 137 5436 5319 II W. 1955 227 5412 O 1969 (Reko)
19th 5340 W. 1955 138 5437 5320 II W. 1955 228 5413 W. 1955
20th 5341 W. 1955 139 5438 5321 II W. 1955 229 5414 W. 1955
21st 5342 W. 1955 140 5439 5322 II KV 230 5415 KV
22nd 5343 O 1968 (Reko) 1913 90 5375 W. 1955 231 5416 O 1965
23 5344 W. 1955 91 5376 O 1969 (Reko) 232 5417 W. 1955
24 5345 O 1970 (Reco) 92 5377 W. 1955 233 5418 W. 1955
25th 5346 W. 1955 93 5378 O 1968 (Reko) 234 5419 O 1970
26th 5347 O 1968 (Reko) 94 5379 O 1968 (Reko) 235 5420 O 1969 (Reko)
27 5348 O 1965 95 5380 O 1969 (Reko) 1919 29 II 5427 O 1968 (Reko)
28 5349 W. 1955 96 5381 O 1969 (Reko) 30 II 5428 W. 1955
1909 42 5350 O 1970 (Reco) 97 5382 O 1962 31 II 5429 O 1966
43 5351 O 1970 (Reco) 98 5383 O 1962 32 II 5430 W. 1955
44 5352 W. 1955 99 5384 O 1970 33 II 5431 W. 1955
45 5353 W. 1955 100 5385 O 1966 34 II 5421 O 1970 (Reco)
46 5354 W. 1955 201 5386 W. 1955 35 II 5422 W. 1955
47 5355 W. 1955 202 5387 W. 1955 36 II 5423 KV
48 5356 O 1970 (Reco) 203 5388 O 1968 (Reko) 37 II 5424 O 1968 (Reko)
49 5357 KV 204 5389 KV 38 II 5425 O 1969 (Reko)
1910 60 5358 O 1953 205 5390 O 1968 (Reko) 39 II 4394 5432 II W. 1955
61 5359 O 1968 (Reko) 206 5391 O 1958 40 II 4395 5433 II KV
62 5360 W. 1955 207 5392 KV 41 II 4396 5434 II W. 1955
63 5361 W. 1955 208 5393 O 1969 (Reko) 50 II 4397 5435 II O 1970
64 5362 O 1968 (Reko) 209 5394 O 1968 (Reko) 51 II 4398 5436 II W. 1955

Remarks

  1. ↑ a b At the BVG-West the wagons were run as TDS , at the BVG-Ost / BVB as TDS 08/24 .

literature

  • Joachim Kubig: The fleet of urban trams in Berlin . In: Verkehrsgeschichtliche Blätter . Issue 1, 1984.
  • Siegfried Münzinger: Tram profile. Episode 21 . In: Berliner Verkehrsblätter . Issue 11, 1976.

Web links

Individual evidence

  1. ↑ a b c d e Joachim Kubig: On the development of the maximum wagon . In: Verkehrsgeschichtliche Blätter . Volume 5, 1981, pp. 120-126 .
  2. ↑ a b c d e f g Joachim Kubig: The car park of the urban trams in Berlin . In: Verkehrsgeschichtliche Blätter . Volume 1, 1984, pp. 3-9 .
  3. ↑ a b c Siegfried Münzinger: Tram profile. Episode 21 . In: Berliner Verkehrsblätter . Issue 11, 1976, pp. 225-226 .
  4. ^ Michael Dittrich: Vehicle lists of third-party vehicles after the 2nd World War. In: Trams in Potsdam. Retrieved February 20, 2016 .
  5. ↑ Sigurd Hilkenbach, Wolfgang Kramer: The tram in the Berlin Transport Authority (BVG East / BVB) 1949-1991 . 2nd Edition. transpress, Stuttgart 1999, ISBN 3-613-71063-3 , pp. 25-49 .
  6. ↑ Refurbishment of railcar 218 (ex 5403). Monument Preservation Association for Nahverkehr Berlin eV, November 19, 2010, accessed on February 6, 2012 .