Classification scheme of the Deutsche Reichsbahn (1945–1993)

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The Deutsche Reichsbahn initially continued to use the series scheme of the Deutsche Reichsbahn from the series number and serial number introduced in 1925 . With the introduction of computer-readable vehicle numbers from 1970 within the UIC railways, the scheme was fundamentally changed for the first time.

When assigning company numbers until 1970, DB and DR largely took each other into account, so that there was no overlap in the numbers assigned.

Until 1970

Steam locomotives

On January 1, 1950, almost all public railways that did not belong to the Reichsbahn were nationalized. In order to integrate the many different locomotives into the existing numbering system, the prerequisite was created based on the previous scheme with the redesignation plan of December 12, 1949.

The locomotives were classified in series of comparable or similar designs. However, the serial number range 5000 to 7000 was planned for the locomotives. The numbering was not assigned consecutively, but was determined according to two technical characteristics.

The first two digits indicate the axle load in Mp . A megapond corresponds to the weight exerted by the mass of one thousand kilograms or one ton in the earth's gravitational field . In order to get the serial number, the number 50 had to be added to the axle load. Locomotives with an axle load of 10 Mp were given the order number 60.

The last two digits were assigned according to the type of superheated steam or wet steam. Wet steam locomotives received the serial numbers from 01 to 75 and hot steam locomotives the serial numbers from 76 to 99.

An analogous scheme was chosen for the narrow-gauge locomotives with the trunk number 99. However, additional information for the establishment number should be taken into account here. The first digit indicated the track width : 3 = 600 mm, 4 = 750 mm, 5 and 6 = 1000 mm. The next digit indicated the axle load, with a 0 for 10 Mp and a 1 for 11 Mp. The last two digits indicated whether it was a tender (serial number 01 to 50) or a tender (from 51). Due to the complexity of this information, the rules could not always be followed.

Combustion locomotives

The previous DR scheme was used.

Electric locomotives

The previous DR scheme was used.

Railcar

As part of the nationalization of the private railways on January 1, 1950, the railcars had to be integrated into the numbering scheme. The unoccupied numbers from 500 were used here. Contrary to the previous DR regulations, however, the railcars were assigned different master numbers. Under the trunk number 133 light, rail-bus-like two-axle motor coaches without proper pulling and pushing devices were sorted. All other two-axle railcars received the trunk number 135. Benzene-powered vehicles received the serial numbers 501 to 503, diesel-powered vehicles received the numbers 509 to 550 and diesel-electric vehicles received the numbers 551 to 553.

All four-, five- and six-axle railcars were sorted into trunk number 137. Railcars with a diesel-mechanical drive were given the serial numbers 511 to 532, the diesel-electric powered cars were given numbers 551 to 566 and the diesel-hydraulic ones were given numbers from 571 onwards.

The electric multiple units that were taken over received the series designation ET 188 and the steam railcars taken over from the Oderbruchbahn received the series designation DT 151.

For reconditioned railcars, the DR used the previous wagon numbers plus the code letter VT .

Other schemes were used for new buildings. In 1954, a new system was introduced for the Ganz type express multiple units ( DR series VT 12.14 ) imported from Hungary . The code letter VT was followed by two digits that symbolized 10% of the maximum speed. The average axle load then follows, separated by a point. After a further point, the two-digit serial number was given.

Another system was used from 1956. The first group of digits denoted 1% of the engine power, the second group of digits 10% of the maximum speed and the third group of digits the two or three-digit serial number. Sidecars, control cars and intermediate cars were designated VB, VS and VM. Examples are the series VT 2.09 and VT 18.16 .

Thus, there were three different designation systems at the DR until 1970.

From July 1, 1970

The changeover to the EDP-compatible designation required six-digit numbers and a check digit. The existing numbering systems therefore had to be adapted or new systems created. Since the end of steam operation was assumed by 1975, the names of the steam locomotives should remain as unchanged as possible in order to reduce the effort and only be supplemented by the self-checking number.

The twelve-digit vehicle numbers intended for the international use of locomotives were taken into account, but not written on the vehicles. It was planned to attach additional signs if necessary. However, this did not happen until the company was merged with Deutsche Bahn AG .

Steam locomotives

For the steam locomotives, the previous series numbers were largely retained and left with two digits. However, since “1” for diesel and “2” for electric locomotives were to be used as the first code numbers, the series affected by this had to be renamed.

Example:

  • 18 314, would be EDP-compliant 183 14 .. and was therefore redrawn to 02 0314-1.

The following series have been redrawn:

  • Series 18 to series 02
  • 19 series to 04 series
  • Series 22 to Series 39.10
  • Class 23 to class 35.20
  • Class 23.10 to Class 35.10
  • Series 24 to series 37.10

The serial number following the two-digit series number was generally four-digit and the first digit was used, if possible, to indicate design differences.

The following regulations applied to standard gauge locomotives (series 01 to 98):

  • a 0 in the first position of the serial number: Locomotive with oil firing
  • a 1 in the first position of the serial number: Locomotive with grate firing
  • A 2 in the first position of the serial number: Locomotive with grate firing, was used instead of the 1 if this was already occupied (e.g. so that locomotives of the BR 03 did not become those of the BR 03.10)
  • A 5 in the first position of the serial number: Locomotive with grate firing, only for class 38, license plate of the former Saxon locomotives
  • An 8 in the first position of the serial number: Locomotive with grate firing, only for the 93.0-4 series
  • a 9 in the first position of the serial number: Locomotive with coal dust firing

The following regulations applied to narrow-gauge locomotives (99 series):

  • A 1 in the first position of the serial number: Locomotive with grate firing, 750 mm track width
  • A 2 in the first position of the serial number: Locomotive with grate firing, 900 mm gauge
  • A 7 in the first position of the serial number: Locomotive with grate firing, 1000 mm gauge

Only narrow-gauge locomotives with grate firing were redesigned, if a narrow-gauge locomotive was converted to oil firing in later years, the following applies:

  • a 0 in the first position of the serial number: Locomotive with oil firing.

In the event that an oil-fired locomotive was dismantled to grate-fired, the first digit of the serial number was changed as follows:

  • Series 44: from 0 to 2, if the original serial number was a three-digit number
  • Series 44: from 0 to 1, if the original serial number was a four-digit number (and thus a 1)
  • Series 01.5, 03.10 and 95: from 0 to 1
  • Series 99: from 0 to the number before the conversion to oil firing (i.e. the original number after the EDP redrawing).

Combustion locomotives

The series numbers of the combustion locomotives were generally three-digit and were given the "1" as the first code number . The following digits were borrowed from the previous series number.

The serial numbers for the combustion locomotives were retained as far as possible or reduced to the necessary three digits by omitting the first digit.

The small locomotives were given the series number 100.Locomotives of performance group I received the first digit 0 of the serial number, the performance group II the first digits 1 to 7. The other small and narrow-gauge locomotives were given the first digit 9. 1973, the narrow-gauge locomotives were assigned to the 199 series.

The designation of the locomotives was changed during later modifications. This led to new series designations or even to a change in the first digit of the serial number.

Electric locomotives

The series numbers of the electric locomotives were generally three-digit and were given the "2" as the first code number . The following digits were borrowed from the previous series number. Since the series from 270 were reserved for railcars, the E 94 series locomotives were redesignated as the 254. The EDP ​​number 255 was intended for the locomotives of the E 95 series , but the machines were taken out of service beforehand.

The hundreds of the ordinal number were used to identify differences in design. When later the need arose to make locomotives with multiple control recognizable by their number, the digits 8 and 9 were used for this purpose. Only the series 211 and 243 were affected .

Railcar

The series numbers of the railcars were generally three-digit and were also given "1" or "2" as the first code, depending on the type of traction.

The following scheme was chosen for the second position for internal combustion railcars:

  • 7 - Motor car, control car, sidecar or intermediate car from GDR production
  • 8 - Railcars and intermediate cars from older production
  • 9 - Control and trailer cars of older production

Narrow-gauge and service railcars were assigned to classes 187 and 188.

In order to distinguish between design differences, the serial numbers on diesel multiple units were supplemented by a prefix 0, 1 or 2. Saloon railcars were given serial numbers from 251, intermediate cars the starting digits 3 to 5, control cars 6 and 7 and sidecars the 8.

The following scheme was chosen for the second position for electric multiple units:

  • 7 - direct current, multiple units, control cars and sidecars
  • 8 - AC, multiple units and intermediate cars (side and control cars were not available)

The series numbers 270 to 274 were intended for new vehicles of the S-Bahn Berlin , the series numbers 280 to 284 for the planned S-Bahn in the district cities. New developments should be referred to as series 290 to 299.

To distinguish between design variants, the serial number was added by adding a 0, 2 or 9. Railcars were given odd serial numbers and control, middle and sidecars even.

From January 1, 1992

In preparation for the merger of the two German state railways, a common numbering plan was introduced from January 1, 1992. There were various proposals from both sides, which the DR proposed to use the locomotives because of the existing metal signs according to the DR principles (1 for locomotives with internal combustion engines, 2 for electric locomotives), railcars, however, according to DB principles, which better the existing set of symbols exploit to denote. The workload would have become as small as possible. For political reasons in particular, however, the western side was able to prevail. The numbering plan of the Deutsche Bundesbahn was adopted with minor adjustments . The reworking of the rivet plates that was planned at the beginning was dropped a little later in favor of adhesive numbers.

literature

  • Wolfgang Valtin: Directory of all locomotives and railcars. Volume 1, transpress, Berlin 1992, ISBN 3-344-70739-6 .
  • Horst J. Obermayer, Manfred Weisbrod: Steam locomotive report. Volume 2, Hermann Merker Verlag, Fürstenfeldbruck 1995, ISBN 3-922404-72-3 .
  • Wilhelm Kuwatsch: The new locomotive number key of the DR. In: Rail vehicles. 8/1969, transpress publishing house for transport, Berlin.

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