Last month, the tenth anniversary of Halle 902‘s arrival at the National Tramway Museum – and indeed, in the United Kingdom – passed by largely unnoticed. However, by way of a belated acknowledgement, here are a couple of images showing the tram shortly after it reached its new home.
Halle 902 arrived at Crich on 23rd February 2005 after being re-gauged (it was previously a metre gauge car) before being shipped to Britain. The first picture shows 902 at the very moment it is finally on Crich tracks, in obviously wintry conditions.
The second picture was taken on the occasion of its first test run to Glory Mine on 26th February 2005. By this time it had received the pantograph supports, still in primer and not yet painted, needed to reach the overhead wires at Crich which are somewhat higher than those it had previously encountered.
902 was acquired for the National collection for conversion to carry less able visitors as a second ‘Access Tram’, to relieve some pressure from Berlin 3006. However the car is a bit lower than the other Access Tram, and was subsequently deemed unsuitable for its intended role. The car did operate occasionally in its first couple of years at Crich, providing a very different tram riding experience from the rest of the operating fleet, but its high power consumption and a few other issues soon led to it being sidelined. Today, this white elephant is tucked away in Depot VI gathering dust, with no known plans for its future other than to remain in storage as one of the less appreciated trams in the collection.
Thanks to Christoph Heuer for providing the information and photographs in this article.
12:23 on 23rd February 2005, and Halle 902 has just touched down on UK rails for the first time after being delivered to Crich. In the background, the Blackpool loco is standing by ready for shunting duties.
Just a few days later and Halle 902 paid its first visit to Glory Mine, with a sprinkling of snow adding to the novelty value of the occasion. (Photos x 2 by Christoph Heuer)
Just a few amendments, if you don’t mind.
The Blackpool loco was not only used to shunt 902 into the Crich workshop, it also moved the crane that was used to unload and load the crate with the unloading ramp that was carried on the low-loader. That ramp was made from small sections and could be assembled and disassembled in less that half an hour. At Halle and Leipzig a forklift was used to move the crate but that was not available at Crich.
902 was not only intended to be the second Access Tram. It also served the purpose of being an operational car with PCC technology. In fact more PCC cars were built by CKD Tatra behind the Iron Curtain, like 902, than in the United States! So 902 is the European PCC at Crich. With the Access Tram bit gone, it still remains an important tramcar in my opinion.
Would it not be rather strange to try and use a car to demonstrate PCC technology whilst butchering it to make it an access tram. Seems a rather confusing collection policy.
Yes and no. The important bit of PCC technology is not the bodywork, but the controls, motors and bogies. Any alterations of them to, say, reduce the power consumption of 902 would defy the object. The car had its bodywork altered in Halle in 1985 already.
While the “white elephant” comment may be a bit harsh, I think 902 is a victim of circumstances and the percieved impact of its presence on other trams…
Had it fulfilled the intended role of a second Access Tram, then it would have entirely justified it’s place, however as it is, it is seen as taking a slot in the depot which could be better used for another car more representative of UK practice, or of more significance to the UK.
Using the PCC equipment as justification may also provide negative reactions because of the recent decision over the bequest for Leeds 602 – the British interpretation of the PCC technology. Again that isn’t really 902s fault, she is the victim of circumstances and fallout from decisions made about other trams…
All very good points Paul. I actually quite like 902, though I’m not sure it warrants a place in a British National museum – as you say though, had it been used in its intended role that would have been another matter entirely. I would personally feel happier about 902’s presence at Crich if there was some sort of plan for it, whether that be to have it in the Exhibition Hall next to Leeds 602 as a contrast between British and American technology, or to try and resolve its challenges and make it operational again. The people involved in getting 762 sorted out probably deserve a break before thinking about that one though!!!
Interesting pictures. The comment about high power consumption emphasises the value of the Tatra T3 design with its excellent acceleration away from stops. If a museum is to be anything other than a visual experience of what old trams look like, then the performance must be reproducible sometimes, as with vintage sports and racing cars. Crich was probably not designed to run trams at their maximum, and so we have nowhere we can experience high performance runs with preserved vehicles
Blackpool!
If 902 represents the PCC, then why has the Den Haag car not gone back overseas? That doesn’t even half half of the equipment intact! Now that does take up depot space, and I wonder how thoroughly the problems of 902 were investigated. I’ve seen it move! (There may be much undocumented work I know but it would be interesting to see the rationale behind the no – apologies if this is elsewhere and I have missed it)