Express train wagons
As Schnellzugwagen be coaches of the railways referred to that preferred for quick long-distance travel can be used. A separate type of European express train passenger car only emerged from Germany towards the end of the 19th century .
Express train wagons differ from local transport wagons in that they are more comfortable because the travel times in long-distance transport are longer. Since the passenger switching times are less important, they usually have fewer entrance doors, now usually only at the ends of the car. The entrances are separated from the passenger areas in such a way that travelers are disturbed as little as possible during intermediate stops. The cars are designed for running and braking for higher speeds and are better noise-insulated. Comfort facilities such as heating, air conditioning , toilets or sockets at the seat were first introduced in express train passenger cars. Express train cars offer passengers and luggage more space than local transport cars, at the expense of the number of seats per car. Due to the lower risk of vandalism , higher quality materials can be used.
In America , the four-axle open- plan car (chair car) with a central aisle and open access platforms were widespread from the start, which also made it possible to walk across the entire train . The cars were used in long-distance and local traffic. In Europe, on the other hand, until around the end of the 19th century, two- and three-axle, sometimes four-axle compartment wagons (hundred- door trains ) for all types of trains whose construction principle was still influenced by the stagecoach . Exceptions were the Swiss Northeast Railway or the Württemberg State Railway , which used four-axle open-plan cars based on the American model in their passenger trains until 1867. At most, in local rail traffic - two-axle - open-plan cars drove.
Germany
Regional railways
Around 1890, long-distance traffic became unbearable. The trains got faster, but the conductors still had to shimmy along the outside of the train when they checked the passengers. The comfort improved with the introduction of four-axle compartment cars in long-distance traffic, but the disadvantages remained. Movement in the train was only possible within three adjacent compartments, at most within one wagon. From around 1880 on, dining cars were placed in the express and courier trains , but the train restaurant could only be visited at a train station stop where passengers could change cars. The stopping times also had to be longer, as the passengers had to look for a free seat as soon as they boarded and could not go from compartment to compartment after the train had left.
The first express train carriages
It was the Prussian State Railways that introduced a new type of car that was revolutionary for the time in 1891. The new, on average 20.5 meter long car design combined the advantages of the American chair-car principle with the familiar European compartment arrangement. Instead of having two side doors from the outside, each compartment in these four-axle bogie cars was accessible from inside the car via a side aisle. In addition, the platforms at the end of the car were closed. Between the individual wagons, it was possible to pass through the entire train by means of wagon crossovers protected with bellows: the through wagon . The idea for this came from Edmund Heusinger von Waldegg (1817–1886). By 1922 the Prussian State Railways had 3700 through cars built. While the first wagons were a good 17 meters long, 20 to 21 meters were the norm in the end. In addition, 170 cars with three-axle bogies were built. Up until around 1914, the superstructures were made of wood and laminated on the outside, after which steel construction was introduced. The roof was only slightly arched and equipped with a skylight attachment. The cars were three meters wide and four meters high. At the ends, the wagons were drawn in in the door area. The equipment also included the continuous numbering of the seats, which made a reservation possible. The cars had smoking and non-smoking compartments and a toilet at each end of the car.
The "D", which stood for the possibility of passage, was adopted for a new type of train in express train traffic: the express train . The passage cars themselves were henceforth also called express train cars. With the D 31/32 (Cologne – Berlin) the first train with this type of wagon ran on May 1, 1892 on the Berlin Potsdamer Bahnhof - Magdeburg - Hildesheim - Cologne route with four wagons of the first and second wagon class . These new express trains offered a higher level of comfort than the previous express trains, which often, but not always, had three car classes.
First, only cars of the first class (were generic character A) and second class (B) of the types A4ü, AB4ü and B4ü procured. The new trains were well received by the public. For this reason, more new express train series were quickly ordered in Prussia. Since 1894, the express trains from Berlin to East Prussia and Warsaw also operated with the third class of car. Up to the turn of the century, open-plan cars with a central aisle and protected passages were also procured, which also enabled passage on the train and were therefore used in express trains. The compartment cars were preferred for night travel, the open-plan cars were reserved for day trains.
The other state railways, both in the German Reich and in Europe, quickly joined this development and procured the new express train cars. Saxony , Bavaria and even Prussia experimented with three-axle express train cars, which Oldenburg also discontinued despite the poor running properties. While these cars lasted longer in Bavaria and Saxony, they quickly migrated to subordinate services in Prussia. Prussian through cars were still in service with the DB until the mid-1960s, with the DR for a little longer.
The previous from compartment car express trains formed (Sz train type) were from 1907 express train denoted by the symbol "E" in front of the train number. Until the end of the 1920s, only four-axle compartment cars were used in express train services. From 1929/30 onwards, the DRG procured new express train wagons especially for these services .
Three-axle express train carriages
The smoother running of the bogie wagons compared to the two- and three-axle compartment wagons customary up to now was bought with a significantly higher car mass per seat. With 900 to 1100 kilograms per seat in the upholstery class, it was about twice as much as in the steering axle car with 400 to 600 kilograms.
The State Railways of Saxony and Bavaria led initially, as they possessed rich gradient express routes where it then still relatively low-performance locomotives since arrived for less on running quality to a low draw weight, three-axle express train car one. From 1893, Saxony discontinued 41 AB3ü and 30 C3ü, Bavaria procured 46 AB3ü and 50 C3ü from 1894 to 1904. In addition, another almost identical 36 AB3i, 41 B3i and 72 C3i were running in Bavaria, but their transition bridges were not protected with bellows and those for the inner Bavarian express train traffic were planned.
In 1896, Württemberg built six two-axle express train cars, first and second class. After two-axle vehicles were no longer permitted in express trains, they were converted to AB3ü by adding a central axle. But three-axle vehicles were also used on the north German lowland routes, albeit to a lesser extent: four AB3ü built in 1895 were sufficient for the modest express train service of the small Grand Ducal Oldenburg Railway, while Prussia ordered 22 AB3ü in 1897/98.
The high proportion of coaches in the upholstered class is explained by the fact that many of the early D-trains only ran the first and second class and were therefore reserved for the more affluent traveling public.
The three-axle express train wagons of the various regional railways were largely similar to the bogie wagons developed at the same time, except for the shorter wagon length and the steering axle running gear. In addition, the AB3ü and C3ü wagons in Saxony, Bavaria, Oldenburg and Prussia had uniform construction characteristics and almost identical dimensions.
The AB3ü upholstered class wagons each had a full and a half compartment of the first and three full compartments of the second class. The carriages of the wood class C3ü had six full compartments. While in all AB3ü and the Saxon C3ü all compartments were separated by a sliding door to the side aisle, in the Bavarian C3ü this only applied to the two end compartments. The four middle compartments were open to the side aisle. There was a toilet at one end of each car. Only the Württemberg carriages deviated from these construction principles; in 1st class they had a compartment with a side aisle, in 2nd class two large rooms separated by a partition with one or two fictitious compartments and a central aisle. The toilet in this type of car was arranged between the classes.
The AB3ü wagons were equipped on the compartment side with four 600 millimeter wide twin windows (so-called composite windows) in the full compartments or with a single 600 millimeter window in the half compartment. On the aisle side there were four individual windows, each 1000 millimeters wide, which were flanked by two 600 millimeter windows. The Saxon C3ü had narrow single windows on the aisle and composite window pairs on the compartment side. The Bavarian C3ü had twin windows on both sides of the car. In some Prussian AB3ü, the composite windows were replaced by wide single windows after 1902, and Bavarian C3ü were also given wide single windows instead of double windows from 1930 onwards. The Saxon, Prussian and Oldenburg carriages as well as the first 16 Bavarian AB3ü had a roof with a skylight attachment, all other Bavarian and the few Württemberg carriages were equipped with barrel roofs.
Much more often than three-axle seat cars, three-axle baggage cars were used for express trains during the Länderbahn era. From 1895 on, Bavaria (171 from 1895 to 1910), Prussia (67 from 1897 to 1902), Saxony (about 120 from 1899 to 1903), Württemberg (from 1899), Baden (31 from 1902/03) and Alsace-Lorraine were procured (59 from 1902 to 1908) three-axle Pw3ü baggage car. In Saxony (about five from 1895) and Württemberg (15 from 1895) there were also a few biaxial Pwü.
In express train traffic, the three-axle wagons did not prove their worth due to their poorer running properties compared to the bogie wagons, so that they were mostly withdrawn from the fast long-distance trains during the regional railroad era. By dismantling the bellows and, in Saxony, the transition bridges were degraded to normal through cars, the vehicles in express and passenger trains were used up. The two and three-axle baggage cars were also gradually replaced by bogie cars from the turn of the century and, after the bellows had been removed, were used for less high-quality passenger trains.
In Bavaria alone, the three-axle vehicles were able to stay on express trains until the 1920s, especially in traffic in or across the Alps to Austria, Italy and Switzerland. It was not until 1933 that the Reichsbahn carried out a conversion campaign, whereby the remaining AB3ü and C3ü were created by removing the bellows and partially downgrading the BC3i and C3i, which, like the structurally identical, but without bellows, are now used in passenger trains were.
Construction and equipment
The structure of the express train carriages was the same in all German and many other European countries. The carriage frame was an iron or steel structure on which the wooden carriage body was placed. This was then covered with sheet metal. The wooden roof was made weatherproof with a bitumen-soaked canvas ceiling. The doors, third-class seats and window frames were also made of wood. Metallic materials of various types were used only for fittings, handles and decorations. Before the introduction of load-bearing all-steel car bodies, the long floor frames were usually reinforced with trusses .
The doors at each end of the car were drawn inwards in order not to cross the vehicle boundary even when open. This was followed by an abortion. The lighting was initially carried out with petroleum and gas, only later it was switched to electrical power from axle generators (generic name thus 4üe). The wagons in Prussia were adorned with the usual skylight attachment, as it was known from America, but not in Great Britain and the British-influenced countries (except South Africa). At the end of the car, the lower edge of the roof made a sweeping curve upwards. The carriages of the Baden State Railways and Royal Württemberg State Railways as well as the Imperial Railways in Alsace-Lorraine also had the skylight attachment . Instead, Bavarian and Saxon wagons were given a flat arched barrel roof. The roof was cut off a little in the door area. In terms of appearance and construction, however, the cars in Germany and Europe differ considerably for the individual railways.
The first class cars usually had seven compartments, each with four seats and 1,200 millimeter wide windows, while the second class cars had eight compartments with six seats and 1,000 millimeter wide windows. The third-class carriages offered space for eight people per compartment on wooden slatted benches that were adapted to their body shape. The windows were only 800 millimeters wide. There were also many mixed-class cars with different numbers of windows of the types AB, ABC and BC.
The paintwork corresponded to the standards of the time. Green with yellow stripes encompassing the compartment area for first class, green without yellow stripes for second class and brown for third class cars; Baggage carts were reddish brown.
In addition, dining cars and sleeping cars were used, which corresponded to the D-Zugbauart. Most of these wagons were managed by the Prussian State Railway itself; in other German countries, as is common in Europe, the International Sleeping Car Company (ISG) was responsible, which operated its own wagons, the design of which was initially adapted to that of the Länderbahn wagons. From the end of the 19th century to 1914, car bodies were made with steel frames and cladding made of teak slats . There were also baggage and mail wagons in the same style as the express train wagons. The dining and sleeping cars of the ISG were taken over from 1916 by Mitropa , which was founded jointly by the German Reich and Austria-Hungary.
Bogies
The cars ran on different types of bogie, with gooseneck bogies modeled on the American Pennsylvania Railroad and Prussian standard bogies being widely used. In particular, sleeping and dining cars were given three-axle bogies for reasons of mass at the beginning of the 20th century. These should also improve the smoothness.
Iron carriages
Since the wooden wagons were at great risk of fire from the kerosene or gas lighting in railway accidents, the steel construction (at that time still called iron construction), including the wagon body , was first introduced for express train wagons in Germany , with the wagon frame being riveted. From 1913 to 1922, a total of 984 cars of various designs were procured by the Prussian State Railroad. Cars of the types A4ü, AB4ü, B4ü and C4ü were built.
Interwar car
After the First World War , the German state railways were merged to form the Deutsche Reichseisenbahn in 1920. From 1924 these were converted into the Deutsche Reichsbahn-Gesellschaft (DRG).
At the end of the twenties, new rules for the type designation of passenger coaches were drawn up at the DRG. In addition to the actual genus (e.g. C4ü), this designation contained an abbreviation for the regional railway administration from which the vehicle had been taken over, as well as a two-digit number for the earliest year of construction of the type in question. For example, the type designation for a first and second class express train car of the Prussian State Railways built in 1906 was "AB4ü Pr 06".
The "ü" referred to the equipment of the car with bellows transitions, while "Pr" marked the Prussian origin of the vehicle. In this context, according to the former regional railway administrations, the classifications “Bad” for Baden, “Bay” for Bavaria, “Meck” for Mecklenburg, “Old” for Oldenburg, “Sa” for Saxony and “Wü” for Württemberg existed. In the new constructions of the Deutsche Reichsbahn according to uniform building principles, the country code was replaced by a hyphen, such as "ABC4ü-29".
The different national railway paint schemes were replaced in the course of the twenties by a uniform paint job in brown-green (for black underframe and running gear and a gray aluminum roof paint). At the end of the 1930s, the car body was finally painted in bottle green.
The previous types of bogie, whose running characteristics were no longer satisfactory, were replaced from 1923 by the Görlitz type bogies developed by WUMAG Görlitz . The installation of wheel sets with roller bearings also began in the 1920s .
Pike wagon
Because many railway vehicles had to be given over to the victorious powers, there was a serious shortage of vehicles. The Reichsbahn therefore acquired a total of 257 new express train cars of the classes C4ü-21, -21a, WLC4ü-21, B4ü-22, C4ü-22, -22a, A4ü-23, AB4ü-23, -23a between 1921 and 1925 , -23b, C4ü-23, Pw4ü-23 and WL4ü-23. Sleeping cars of the types WL4ü-23a and WL4ü-24 were also built for Mitropa and the Reichspost also put corresponding mail cars into service. Because of the newly introduced type of long- distance express train (FD) , a disproportionately large number of upholstered class cars were discontinued.
This wagon series still had many similarities with the steel wagons of the Prussian State Railway, but the roof was designed as a barrel roof based on the southern German model. The entry-level tapered off toward the car ends, which gave the car a pike-like appearance and name Hechtwagen led. In the door area, following the Prussian model, but now in a straight line, the roof edge was pulled upwards. The wagons ran on gooseneck bogies.
In the course of the Second World War , the Deutsche Reichsbahn took over a number of modified pike cars from the Polish State Railroad (PKP). They are longer and the roof shape didn't go up, but straight through. The express train coaches built in Poland around 1930 are longer. After negotiations with Poland about a return exchange failed, the cars were modernized with standardized parts from the German Federal Railroad. The last of the so-called Polish pikes is an exhibit worth refurbishing (as of 2010) in the Darmstadt-Kranichstein Railway Museum .
Type 26 all-steel wagon
From 1926 a similar series followed, which, with some changes and simplifications in design, largely corresponded to the cars delivered from 1921 to 1923. However, the lower edge of the roof now ran straight through to the end of the car, and in contrast to the side walls, the roof was no longer drawn in in this area. Cars of the classes A4ü-26, AB4ü-26, -26a, C4ü-26, -26a were put into service. From the end of the twenties, the Polish State Railways also purchased wagons that were very similar in appearance, but with retracted roof ends.
The two types of Hechtwagen were combined by the Deutsche Bundesbahn in usage group 23.
Rheingold wagon
In 1928, the DRG introduced a new high-quality FD train connection from Holland along the Rhine (Hoek van Holland / Amsterdam - Cologne - Mainz - Mannheim - Basel) to Switzerland. The Rheingold Express was driven with new Pullman cars , which were made of heavy riveted all-steel construction. These were 23.50 meters long and weighed between 52 and 57 tons, depending on the equipment. All of the cars ran on type Görlitz II heavy- duty bogies with roller axle bearings, which were heavily exchanged for Görlitz III type bearings in 1932.
In the first class there were not only seats in the open area but also half and full coupés with two or four seats. The first class passengers sat on loose, upholstered armchairs with high backs. The second class cars had no compartments, all upholstered seats were arranged in two large rooms. The window width in the first class reached 1400 millimeters for the first time in Germany, the windows in the second class were 1200 millimeters wide.
All of the cars were painted purple and beige, which made them stand out from the rest of the fleet. In addition, the cars received Reichsbahnadler and number plates in gunmetal with raised, polished scripts and numbers. The owner's address was in the strip between the window and the roof, the words "Deutsche Reichsbahn" and " Mitropa " made of the same material. In 1931 the wagons were given the additional lettering “Rheingold” on the sides of the wagon below the window sill.
The car manufacturers were the LHW, Wegmann and Westwaggon wagon factories; Wagons ordered from the Credé wagon factory in Kassel were built for Credé by Orenstein & Koppel . In 1928 and 1929 a total of four SA4ü, four SA4ük, eight SB4ü, ten SB4ük and three SPw4ü baggage cars with a length of 19.68 meters were procured. The “S” in the wagon designation stood for “special wagons for FD trains” and the “k” for the kitchen equipment that every second car possessed. As with the CIWL Pullman cars , complete meals could be served at all seats, so that the train did not have to have a separate dining car.
After the Second World War, these wagons were no longer used in the Rheingold, but some wagons were converted into dining or social wagons (WGuge). Some of the vehicles are now being kept in museums by the Freundeskreis Eisenbahn Köln (FEK) and two more by TEAG (Nostalgie- Orient-Express ).
Type 28 all-steel wagon
As early as 1928, the DRG had the design of the express train cars revised. The main reason was that the sloping ends of the wagons did not prove their worth, as they were too easily soiled by the prevailing steam operation, but also by bad weather. With the new car, the entrance doors have been moved inwards again. As with the type 26 cars, the edge of the barrel roof was pulled straight to the end of the car. The length over buffers of 21.72 meters was also adopted from the previous design, which made it possible to enlarge the compartments compared to the vehicles procured in the early twenties, but in some cases the number of compartments was also slightly increased. This provided seven compartments for A-cars (identical to type 26), eight for AB and B-cars (type 26 only 7½ and 8), nine for ABC cars and ten for the wood class cars (type 26 only 9½) Available. The ABC cars (called ferry boat cars) could be loaded onto rail ferries. They were used as through cars to Scandinavia. Cars of the types A4ü-30 (DB: Aüe 307 ), AB4ü-28 (DB: Aüe 302 ), ABC4ü-29 (DB: ABüe 321 ), -29a, ABC4ü-33 (DB: ABüe 321 ), B4ü- were procured. 29 (DB: Büe 372 ), B4ü-30 (DB: Büe 357 ), C4ü-28 (DB: Büe 354 ), Pw4ü-28 (DB: Düe 922 , Düse 923 , Düe 924 ), Pw4ü-28a (DB: Düe 926 ), Pw4ü-29 (DB: Düe 927 , nozzle 929 , Düe 930 ), Pw4ü-30 (DB: SI (s) 932 , SI (s) 933 , nozzle 934 , Düe 935 , nozzle 936 ) and PwPost4ü- 28.
Mitropa also contributed sleeping cars of the type WL4ü-27 (sometimes also referred to as WL4ü-28), WL4ük-28, WL4ü-31 and, for the first time ever, dining car of the type WRü-28, -28a. As with the older types, the AB wagons were represented disproportionately in terms of numbers. The relatively small number of single-class first and second class wagons were mainly intended for the “Hapag-Lloyd” or “America” trains Berlin Lehrter Bahnhof - Stendal - Uelzen - Bremen - Wesermünde (now Bremerhaven) and Uelzen - Hamburg - Cuxhaven. These express train wagons had particularly long compartments. Due to the high net weight of 46 tonnes and heavy type Görlitz II bogies, the type 28 wagons ran particularly smoothly.
The express train passenger cars of the type 28 were assigned to use group 29 by the Deutsche Bundesbahn . Four of these cars have been preserved. Two of these wagons are owned by the Franconian Museum Railway and there one wagon is currently in service, the second is already planned for serviceable repairs.
Karwendel type express train passenger car
The Bavarian group administration of the DRG put the Karwendel Express from Munich to Innsbruck via the Mittenwaldbahn into service in 1930 . They procured special express train cars for this purpose. These had large viewing windows in two large rooms each. The cars had a special paint in light blue / dark blue.
The group administration initially had five second-class cars and seven third-class cars built by MAN in Nuremberg. Further vehicles were procured for the Olympic Winter Games in Garmisch-Partenkirchen. These wagons first had bogies of the Bavarian design, which were then heavily exchanged for bogies of the Görlitz II design for particularly smooth running.
A Karwendel type express train passenger car is now part of the inventory of the Bavarian Railway Museum in Nördlingen .
Welded test carriages
In the period from 1931 to 1934, the Reichsbahn launched a development program for cars manufactured using welding technology, of which, of course, only a comparatively few copies were procured. Outwardly, these vehicles largely resembled the riveted type 28 cars, but had a significantly lower mass, so that in some cases it was easy to fall back on type Görlitz III bogies. Cars of the types AB4ü-33, AB4ü-34 (Bü (e) 361 ), ABC4ü-33a, ABC4ü-34, BC4ü-34 (DB: ABüe 329 ), C4ü-31 (DB: Büe 358 ), C4ü- 32a, C4ü-32b and PwPost4ü-34. In 1935, Mitropa also had a total of twelve type WR4ü-34 dining cars built.
After the Second World War, the young Federal Railroad prepared some of the former AB wagons as A4ü for their new long-distance train network , which was set up in 1951 . These were given a blue paint, which was typical for F trains. Some cars of the Reichsbahn type AB4ü were also converted into semi-dining cars of the type AR4ü. The F-train wagons returned to normal express train service in the mid-1950s and changed back to green.
The welded test wagons were also assigned to usage group 29 by the Deutsche Bundesbahn . From 1966 they were renumbered in the new UIC generic scheme.
Type 35/36 welded cars
The DRG also wanted to join the trend towards welded car bodies in the normal car fleet. The new cars were therefore given a welded car body, but their dimensions were similar to the type 28 cars, but the principle of specifying a uniform length of the car body for all seating cars was abandoned. The slightly flatter arched roof was drawn down towards the end of the car like the Rheingold car, like a basket arch, which gave the vehicles a more pleasing appearance. Cars of the types AB4ü-35 (DB: Aüe 308 ), ABC4ü-35 (DB: ABüe 331 ), ABC4ü-36 (DB: ABüe 332 ), BC4ü-35 (DB: ABüe 330 ), BC4ü-36 (DB : ABüe 333 ), C4ü-35 (DB: Büe 362 ), C4ü-36 (DB: Bü (e) 363 ), Pw4ü-35 (DB: Düe 937 ), Pw4ü-36 (DB: Düe 938 , nozzle 939 ) , -36a and Pw4ü-37 (DB: Düe 941 , Nozzle 942 , Nozzle 943 , Nozzle 945 , Nozzle 946 , D (Gen) 998 ). In the same period, cars of the types WR4ü-35, WL4ü-37 and WLC4ü-37 were built for Mitropa. A dining car of this type is part of the traditional Zwickau express train .
The seat and luggage wagons ran smoothly on type Görlitz III bogies, while the Mitropa cars with type Görlitz III bogies were heavy. Some of the bogies were equipped with fourth suspension.
The type AB4üh and B4üh wagons that remained in Austria after the end of the war were, like all other pre-war Reichsbahn wagons, upgraded in the 1960s on the occasion of a modernization with UIC translating windows, rubber bead transitions and new upholstered seats. A DSG dining car even received air conditioning in 1966.
The welded series wagons were assigned to usage group 35 by the Deutsche Bundesbahn .
Apron car
In the mid-30s, train speeds were increased. For the former Deutsche Reichsbahn-Gesellschaft, which had been restructured into the Deutsche Reichsbahn again in 1937, this was the reason to introduce a new series of cars. These were now made streamlined. The wagons were given rounded ends, doors that were flush with the body, and aprons on the underside. The bellows were partially framed by side walls and roofs protruding over the head pieces up to around 150 millimeters behind the buffer level. The types AB4ü-38 (DB: Aüe 310 ), ABC4ü-39 (DB: ABüe 334 ), BC4ü-39 (DB: ABüe 336 ), C4ü-38 (DB: Büg 365 , Büe 366 ) and Pw4ü-40 were built (only one test car), the procurement of 20 B4ü units was also planned, but the order had to be canceled due to the war. There were also mail cars for the Deutsche Reichspost and, from 1939, sleeping and dining cars for the Mitropa (classes WL4ü-39 and WR4ü-39).
The seating cars ran on type Görlitz III bogies with a fourth suspension. In the case of the Mitropa and mail cars, however, Görlitz III models were used heavily, with the bogies of the Mitropa cars being equipped with fourth suspension.
After the Second World War, some of the Schürzenwagen were painted blue as F-Zug Rheingold again between Holland and Switzerland like the pre-war Rheingold. This train only became a prominent long-distance route again from 1962.
The skirted wagons were assigned to usage group 39 by the Deutsche Bundesbahn .
Makeshift express train car
With increasing duration of the war, the shortage of cars for express trains with Wehrmacht part (DmW) and express trains for front vacationers (SFR) became more and more significant. The Deutsche Reichsbahn then developed a makeshift express train car of the type MC4i-44 (Landserschlafwagen, DB: WGyg 833 ) in 1944 , which, depending on the version, could offer either 33 couchette or 36 seats, of which only 63 were built.
The steel diamond framework of the car body, visible from the outside, was typical of these cars. In contrast to the previously built two-axle makeshift passenger cars of the type MCi-43, the express train carriages now have a floor frame with a simple structure made of wooden slats based on the same construction principles as the freight wagons . The bogies were taken over from destroyed wagons or from ongoing production for the hospital wagons C4üp-42 and C4i-43a.
After the war, the MC4i-44s quickly withdrew from passenger train service and were mostly used as railway company cars. The Deutsche Bundesbahn converted four MC4i-44s into car transport vehicles (type MD4yg-60, since 1966 MDyg 982 ) for use in motorail trains. The same was done by converting two interconnected car bodies from MCi-43 and installing gooseneck bogies from decommissioned regional railway express train cars into car transport cars of the type MD4yg-56/59, later MDyg 981 . According to this principle, around 200 MD4i-50 (MDi 996 ) makeshift trolleys and from 1957 externally identical another 158 MD4yg-57 (MDyg 986 ) were built.
The Deutsche Reichsbahn in the GDR also converted the various MC4i types into railway service vehicles. Such a car was externally reconstructed. It belongs to the holdings of the Dresden Transport Museum. After partial modernization, the MCi-43 were still in use as passenger cars on branch lines until the 1970s.
German Federal Railroad
Introduction of usage groups
In 1940, the Deutsche Reichsbahn had already prescribed that wooden wagons should only be placed in express trains in exceptional cases. To facilitate the implementation, she divided her express train passenger cars into five groups (I to V), from which the general design and the period of origin of the cars emerged. Due to the constraints of the war and the immediate post-war period, however, this requirement could hardly be met.
The passenger car regulations of the Deutsche Bundesbahn of 1954 determined, going beyond the regulations of the Reichsbahn, "to form passenger trains (...) type-specific, ie. H. There should only be wagons in a train that are matched to one another in terms of their external design and equipment and that are in the same state of preservation. ” In order to enable this in the formation of trains - especially express and express trains - the express and express train wagons The DB was divided into usage groups, the respective number of which was roughly based on the first year of construction of the grouped vehicles. Odd numbers were chosen for express train cars and even numbers for express train cars. In detail, the following groups were introduced for express train passenger cars in 1954:
- Group 05 - timber construction wagon of the country type,
- Group 15 - Steel construction wagons of the country type,
- Group 23 - standard cars of the types 1923 to 1927 (the so-called "Hechtwagen"),
- Group 29 - standard cars of the types 1928 to 1934,
- Group 35 - standard cars of the types 1935 to 1938,
- Group 39 - cars with apron and protruding side wall of the types 1938 to 1944 and 1952 (the so-called "apron cars"),
- Group 53 - 26 m wagons of the types from 1952.
The usage group is not to be confused with the term used by the Deutsche Reichsbahn (-Gesellschaft) of the type of construction. For example, use group 29 includes not only the riveted all-steel wagons of types 28, 29, 30 and 33, but also the wagons of types 31 to 34, which are similar in appearance but already welded.
m car
Shortly after the establishment of the Deutsche Bundesbahn, the vehicle fleet was to be renewed. For this purpose, a prototype was put into service in 1950, the dimensions of which still corresponded to the Reichsbahn car, with eight first-class compartments, but 23 meters in length. Instead of a bellows, the car transition was protected with a rubber bead .
However, new calculations led to the new car being made longer at 26.4 meters and narrower at 2.852 meters. This principle was first applied to the “4ymg” type express train wagons (the later “yl” wagons). Due to the narrower car body, only six seats per compartment could be installed in both the third class and the second class, which was still in existence at the time. The windows of the “upholstered class” were 1,200 millimeters wide, those of the third class only 1,000 millimeters.
The seats of the previous "wood class" were no longer made of wood, but were also upholstered and covered with synthetic leather. As of 1954, seated cars of the types AB4üm (Am 201 and 202 ), BC4üm-55 (ABm 223 ), C4üm-54 (Bm 232 ), C4üml-54 (Bcüm 241 ), as well as half- baggage car CPw4üm ( BDms 272 ) and baggage car Pw4üm ( Dms 901 ) procured. These wagons were assigned to usage group 54. The AB wagons had ten compartments, the BC wagons five plus six compartments, and the C wagons twelve compartments. All cars run on Minden-Deutz type bogies.
New UIC requirements made further development necessary from 1963, whereby innovations from the new TEE wagons flowed in, such as the double pivoting door at the end of the wagon and folding doors as entry. In the compartments of the new second class (the former third class) the windows were now 1,200 millimeters long.
The types A 4üm-63 (Am 203 , all in the steel blue of long-distance traffic), AB 4üm-61 (ABm 224 ), B4üm-61 (Bm 233 , both cars as transition type with folding doors, but the window width of the 54 carriages), AB4üm-63 (ABm 225 ), B4üm-63 (Bm 234 ) and BD4üm-63 (BDms 273 ). There were also baggage cars D4üm-64 (Dms 905 ) with a pitched roof, as well as couchette cars Bc4üml-63 (Bcm 243 ) and other types. An ABm 226 still existed as a prototype , plus sleeping cars and rail mail cars of the Post mrz type.
From 1974 Bm 234 were built with revised interior fittings, these were later upgraded for 200 km / h and from 1979 onwards included in IC trains as Bm 235 . The color scheme of all m-cars changed to ocean blue / ivory.
The Am 203 were converted into Interregio wagons of type Aim 260 , the AB wagons into ARimbkz 260 bistro wagons and Aim 261, and the Bm 234/235 into Bim 263/4 and Bimd 268 . All other unmodified wagons of this type except the couchette and half-luggage wagons have been taken out of service.
mz car
For the new Rheingold , which ran as a long-distance train from 1962, new wagons based on the m wagons were developed. Air-conditioned first-class open-plan cars with 48 seats, type A4pmh-62 (Apmz 121 ) and compartment car A4vmh-62 (Avmz 111 ) with only nine compartments were developed. The roof shape corresponded to the m-car. Aprons and the cobalt blue / beige color scheme were new. There were also AD4üm-62 (ADmh 101 ) observation cars and WR4ümh-62 dining cars (WRmz 131 ).
From 1965, further Rheingold wagons were delivered with a straight roof end (pitched roof), now in the TEE paintwork wine red / beige. Otherwise the cars remained unchanged. The bar trolley ARDümh (ARDmz 106 ) was added. Some of the Avmz cars had sliding and sliding doors in the 1970s and 1980s. From 1975 a new type of Apmz based on the Eurofima car with slightly modified windows was added, the Apmz 122 type . The pitched roof wagons can still be found in IC use today.
Eurofima car and successor
The company Linke-Hofmann-Busch (LHB) in Salzgitter (today Alstom) developed new types of passenger coaches of the types ABvmz 227 with only four compartments first and six compartments second class and Bvmz 237 with only eleven compartments. The cars were made of stainless steel according to the American Budd method with corrugated side walls, similar to the INOX-DEV and INOX-TEE cars of the French State Railways (SNCF). An Avmz with nine compartments was also planned, as it was later realized as the Avmz 207 .
In the meantime, however, five European railway administrations were planning to jointly order a new wagon that had the same dimensions as the LHB wagons. These cars should be financed by Eurofima . The first prototypes were put into service by the Deutsche Bundesbahn (DB) with five cars as ABvmz 227 , the Italian State Railways (FS) with three AB cars and the French State Railways (SNCF) with two AB cars. The DB wagons were ocean blue / ivory or blue with white stripes under the window, the FS wagons in orange with white stripes and the SNCF wagons in Corail colors. Striking was the beaded roof and the sliding doors of these cars.
Instead of jointly ordering around 1,000 A, AB and B wagons, only 500 wagons were ultimately produced throughout Europe, of which the DB set up 100 Avmz 207 wagons in the TEE paint scheme as Intercity wagons .
On the basis of the Eurofima car, a second-class large-capacity car of the type Bpmz 291/2 was developed for IC traffic . The type numbers now range from 291 to 296 due to different vehicle equipment. In terms of the basic principles, this vehicle corresponds to the Eurofima wagon.
To the m-car includes dining cars of types WRmz 132 , 135 , quick pick-car WRbumz 139 , half dining car types ARmz 211, 216, 217/218 and buffet car type BRbumz 282 .
The last newly developed passenger car of the DB is the compartment / open seating car Bvmz 185 . It has compartments at the ends of the car, and in the middle there are originally half-open compartments with four seats and two face-to-face seats. This area has now been adapted to the Bpmz car.
There are also cars specially built and put into service for the Metropolitan .
German Reichsbahn
While the division into usage groups was retained by the DB until 1966, the Deutsche Reichsbahn in the GDR used a new designation scheme. The skirted wagons were classified as usage group D1, the 35 series as D2, the type 29 wagons as D3 and the types 23 and 26 wagons as D4 and D5.
The Bautzen car
In the style of the pre-war wagons and using parts that were still available, a few new buildings were built, mainly couchette cars. In the 1950s, Waggonbau Bautzen developed its own type of express train car based on the skirted car. However, because it had meanwhile been determined that only wagons with internationally standardized dimensions would be procured, the type AB 4üp-56 built in 1956 no longer went into series production.
Instead, the DR ordered OSJD type B wagons for delivery from 1962, the main dimensions of which corresponded to the UIC type Y (length 24.5 meters). VEB Waggonbau Bautzen delivered wagons of the types Ame, ABme (each with nine compartments), Bme and couchette car Bcme (with ten second-class compartments) and sleeping cars WLABme.
As early as 1961, a series of 20 dining cars of the later type WRme was purchased, the dimensions and design of which did not yet fully correspond to the OSJD type. This car became famous for its kidney-shaped partition in the dining room. These wagons were also supplied for other railway administrations, in particular for the RGW .
In 1966 and 1970 the design was modified, the cars now corresponded to the UIC type Y. The car width increased from 2860 to 2878 millimeters, and the ends of the car were slightly tapered. Bautzen also supplied the types Ame, ABme, Bme, Bcme and type WLABme sleeping cars of these cars. These wagons were also exported in considerable numbers, both to the railways of the Comecon countries as well as to Greece and the Middle East.
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From around 1972 the Y-carriages, following structural changes, such as air heating installed under the wagon floor instead of pressure ventilation in the roof space in conjunction with classic electric and steam heating, entrances with a fourth step, transfer windows flush with the exterior, built-in UIC line with remote-controlled lighting and prepared door locking devices and improved interior design by the manufacturer as type Y / B70 . Some of the wagons received type Görlitz VI bogies. However, the translation windows that were flush with the outside wall did not prove successful in the long term; they were subsequently replaced by normal translation windows. The Görlitz VI type bogies enabled a speed of 160 km / h despite the block brake.
Due to a calculation error in its balance sheet, the Czechoslovak State Railways could not accept 103 A and 7 half-baggage cars from Bautzen in 1976. The DR took over these cars in orange-beige livery and used them to build up their city express network. Two-thirds of the A-cars received artificial leather upholstery on the otherwise unchanged seats and were used as second-class cars. The last new builds of the type Y / B70 were the sleeping car type 1978 and the sleeping car type 1979.
Some wagons from the inventory of the Deutsche Reichsbahn, which received only a small part of the Bautzen and Görlitzer produnctions anyway, went to Deutsche Bahn AG, where they were given a class number of 500, which indicated that they would soon be retired. The CSD received most of the cars, their successors are still in large numbers and many remodeling variants in operation. The ČD and ZSSK converted many of these cars to disc brakes while retaining the Görlitz V type bogies.
Modernization car
Since Bautzen could not deliver new express train wagons to the required extent, old Reichsbahn wagons were converted in the manner of the Reko wagons.
As part of a reconstruction program , the DR had most of the pre-war express train wagons in use groups D1 to D3 and express train wagons in groups E 30 and E 36 converted into modernization wagons . First (Age) and second class (Bge) cars, mixed-class cars (ABge), half-buffet cars (Brge) and luggage cars without (Dge) and with side aisles (Dgse) were delivered. A small part came to Deutsche Bahn.
Halberstadt and Bautzen UIC-Z cars
When the delivery of the new type Bmhe center entry wagons came to an end, Raw Halberstadt built new express train wagons from 1983 to 1991, which with a length of 26.4 meters corresponded to the UIC type Z2. The Ame (later Aom 201 ) and ABme wagons (ABom 222 ) had ten compartments and their dimensions corresponded to the Am types of the DB. The Bme wagons (Bom 280/281 ), however, only had eleven compartments like the Eurofima wagons.
The later Bom 280 wagons and some of the Am and ABm wagons ran on Görlitz V bogies with block brakes, which enabled a top speed of 140 km / h in terms of braking technology. Other Am and ABm wagons as well as the Bm, which were later given the type number 281, were supplied with disc-braked GP-200 bogies, which allowed a speed of up to 200 km / h. At the DR, these cars were approved for 160 km / h, as the magnetic rail brake required for a speed of 200 km / h had been prepared but not installed.
The car, later designated as the Bom 280 , had two bench seats opposite each other with two foldable armrests in the compartments, which were therefore designed for six passengers. The Bom-281 cars, on the other hand, were delivered with only one foldable armrest, which meant that an eight-person compartment was provided. Eight reservation cards were issued per compartment in domestic traffic and six in international traffic. The new wagons were delivered in the green-beige livery of the DR, which became mandatory for all express train wagons from the mid-1980s. Some of the Bm cars were painted orange and beige until 1991 for city express services .
Vehicles similar to the Halberstadt wagons were delivered as the WRme (WRmz 136 ) dining car in a series of 40 vehicles and couchette cars (Bcom).
The last express train car delivery from Raw Halberstadt in 1991 was 112 Bomz 236 IC cars , which were based on the Bomz design, but had a completely new interior design. In addition to the then current IC product painting white / orient red in white / blue, some of the cars were delivered to the Interregio trains and also used in the express train 374/75 Vindobona Berlin-Lichtenberg - Vienna-Süd (Ostbahnhof). The rest strengthened the IC fleet of both German railways. A large number of the cars were stationed in DB depots such as Basel Badischer Bahnhof . From 1996 the wagons were repainted in the light gray / traffic red long-distance traffic scheme of the Deutsche Bahn, and from 1998 until they were discontinued they were mainly used in the night trains.
Comfort car
In 1985, ten comfort cars came from Bautzen, the dimensions of which corresponded to the EC type Bpmz of the Swiss Federal Railways (SBB), seven of which were Bmhz and three were Amhz. These were equal to the comfort of the DB-Bpmz, painted white / orient red and approved for 200 km / h. With these wagons, the GDR wagon construction industry aimed primarily at export.
In addition, five Bm and two Am were painted in the same scheme as amplifier cars. These wagons did not go beyond trial runs in the timetable of the Stoltera Berlin-Lichtenberg - Rostock city express and in Interexpress traffic between Berlin and Prague. After the fall of the Wall in the GDR, seven cars were converted as WRm dining cars for the CityNightLine night trains.
Building on the body of the open-plan car, but equipped with compartments and without air conditioning, Waggonbau Bautzen delivered 40 first-class cars of the type Amz 210 to the DR in 1991 , which were used in the IR traffic of the DR, but also in express trains in Berlin Stadtbahn - Hanover - Amsterdam (1991 to 1994) and Berlin Stadtbahn - Leipzig - Nuremberg - Munich - Garmisch-Partenkirchen (timetable year 1991/92) ran. They could also be seen in IC trains as booster cars or when there was a shortage of cars. Later, half of the compartments of some of the cars were re-labeled for second class and the cars were used as ABomz 229 to Malmö. Around half of the original Amz 210 is now used in the alex , as a second-class car (Bomz) or as a mixed-class car (ABvmz).
Austria
The Austrian Federal Railways took over after the war, a large number of former Reichsbahn car of all service groups. Groups 28, 35 and 39 were modernized in the mid-1960s. In addition to a renovation of the interior, these cars stand out from the outside with new UIC translation windows . Until then, the windows of all express train cars had been pushed into the wall area when they were opened.
From 1962 Austria also introduced new 26.4-meter wagons - built as A, AB and B, largely based on the West German model, but with a pitched roof and only a few copies. It was not until 1976 that the ÖBB's international express train car park was thoroughly modernized with the delivery of first and second class Eurofima cars (25 Amoz, 75 Bmoz). Repeat orders, which corresponded to the Eurofima model, brought further Bmoz, Amoz but also ABmoz, WRmoz and baggage cars. This was followed by further pressure-tight wagons for use on new DB routes. Also as a large Bpmz variant. In 1995 there was a new type of open-plan Bmpz with ten windows between the doors and a flatter roof. This type of couchette car was used from 2001.
Switzerland
In Switzerland, based on the UIC-Y model, an express train compartment car was developed for international traffic as early as the 1950s, while various types of large capacity cars were used in Switzerland, from 1956 in the form of standard cars . From 1964, the UIC-X wagons were purchased , but with a corrugated roof, 26.4-meter wagons of the types Bc-50 (couchette wagons with 10 compartments) and Bm-22 with twelve compartments. From 1969 this basic type was built with a reduced number of compartments as the Am-19 (with only nine compartments like DB-Avmz, but without air conditioning), ABm-30 (with four and six compartments) and Bm-21 with 11 compartments. In 1976, 40 Bm 21 cars were delivered in orange, matching the color of the 20 Am cars of the Eurofima pattern. In 1978, 20 Eurofima couchette cars followed, which otherwise corresponded to the Bvmz Eurofima wagons of other European railway administrations.
In 1980 an open-plan car similar to the DB's Bpmz model went into operation with 40 pieces. A year later, the delivery of large-capacity standard cars of type IV (initially 30 A, 40 B) for IC traffic within Switzerland, which took over many parts of the Eurofima type. The roof beading corresponds to that of the Corail wagons from SNCF (beading up to the roof edge, Eurofima wagons leave out a small strip on the roof edge). From 1989, first and second class cars with identical ten-window car bodies were procured for EuroCity trains (Apm-10 and Bpm-20), which in turn took over many elements of their predecessors. Like the EW IV cars, these EC cars have face-to-face seating. On the other hand, the construction of an already well-developed standard vehicle V was not built; instead, double-decker IC-2000 cars were put into operation for domestic traffic from 1996 onwards .
Rest of Europe
The development of express train passenger cars in other European countries was similar to that in the German-speaking countries. In Eastern Europe, influenced also by the GDR imports, the compartment coach prevailed after the war. Most of the wagons were supplied by Waggonbau Bautzen. Only Poland and Yugoslavia developed their own 24.5-meter types according to UIC-Y dimensions.
Belgium
Like Austria, Belgium relied on pre-war wagons in international long-distance transport for a long time and had only acquired a few new wagons after the Second World War, mainly couchette cars. Only with the joint Eurofima order did the SNCB / NMBS receive 20 A and 60 B wagons of the Eurofima design, which are referred to as I6 wagons. This was followed in 1984 by a series of Eurofima open-plan cars with eleven fictional compartments and without apron and air-conditioned second class cars. These cars are called I10 cars. Some Eurofima compartment cars have been converted into couchette cars. In 1996, fully air-conditioned open- plan cars of type I11 began to be used as A and B cars and as second-class control cars. The latest cars are the 200 km / h two-story M6 cars made by Bombardier and Alstom .
Denmark
From 1966, Denmark purchased B and A cars in UIC-Y design. The A-cars had only eight instead of the usual nine compartments of the DR and SNCF cars. It was the first car in Europe with a beaded roof, as was so typical for the Eurofimas and Corails.
Italy
Even after the war, Italy relied on the basic pattern of pre-war cars. It was not until 1961 that 20 first-class UIC Y-type cars were procured. From 1965, Italy began to manufacture the DB-UIC-X cars under license. These cars were built until 1982 (Am, ABm, Bm. Bcm, Dms). In 1975 Eurofima wagons were also bought (20 Az, 80 Bz). But it was not until 1985 that additional new Az and Bz wagons, largely corresponding to the European standard type, were added to the equipment park.
France
The French state railways brought new cars into service in France as early as 1950. However, their length corresponded to that of the pre-war cars. A wagons with eight compartments, B wagons with nine compartments (these wagons remain second class wagons even after the Europe-wide class reform) and C wagons (from 1956 as B wagons) with ten compartments were procured. There were versions in stainless steel ( INOX-DEV wagons ) and with normal external sheet metal (DEV), the latter as A, B and Bc. The crossover between cars was still protected with bellows.
In 1958, France approached UIC requirements. More than 300 A-cars, some AR-bar cars and only 105 B-cars were procured in INOX design. Also with the same main dimensions, wagons of the DEV pattern with a smooth outer skin followed. Types A, AB, B and Bc were procured here. In 1962 more than 700 large domestic express train passenger cars (ten windows, USI type) with a length of 24.5 meters and doors, which, like the Swiss standard cars, were arranged slightly offset from the end of the car, followed.
From 1964 the French State Railways procured its own TEE wagon fleet in INOX design with doors offset from the end of the wagon for the TEE trains to Holland and Switzerland (type PBA with A8u (compartment), A8 ju (large capacity as well as suitable food and half luggage) - or generator car for the power supply independent of the locomotive)). A small portion was owned by the SNCB / NMBS.
From 1966 onwards, UIC-compliant Y-cars with rotating folding doors were purchased (types A, AB, B, ABc, Bc, BD, AD and shorter baggage cars). A year later, another TEE car series with a smooth outer skin followed, which was intended for tilting technology operations, but which never happened. These units were not painted in the TEE design, but red-metal-gray. There were the same types of wagons as the INOX wagons.
In 1969 a series of TEE wagons in the rustproof INOX design followed, called Mistral type after their first use in the TEE Mistral . There were also Ar8jux bar carts here. These wagons came to Germany on the TEE trains
These vehicles were followed in 1975 by the Corail wagons in the typical gray and white paintwork. The name is derived from Co nfort sur Rail , but also means the coral (corail) -coloured doors of the original paint. It was the first car in the UIC length of 26,400 millimeters in France. There were open-plan cars, these were added to the SNCF fleet as VTU (Voiture tourisme universale) and compartment cars of the VU (Voiture universale) series. They belong to the UIC type "Z".
Netherlands
At the beginning of the 1950s, the Netherlands procured some wagons for the international express train service, as domestic trains are mostly driven by railcars. Otherwise one participated in the financing of new DB express train wagons. It was not until 1980 that the ICR car became its own series of open-plan express train cars without air conditioning, which were similar to the Corail cars. These cars were developed from the intermediate cars of the IC railcar acquired in 1977. There are types A (with four compartments), AB, BRD (luggage / bistro), RD and Bs control cars for Benelux traffic to Belgium. These cars are red and yellow instead of the normal blue and yellow paintwork of Dutch express train carriages. The cars have been modernized since around 2000. A few years ago, the Dutch State Railways took over 150 Bm 235 cars that had been retired from the DB and converted some of them into first-class cars.
literature
- Detlev Behrendt among other things: Car for Europe. (= Railway Courier Special. 74). EK Verlag, Freiburg 2004, DNB 973136286 .
Web links
- Information on the received type ABC4ü-29 passenger coaches on the "Railway Museum Vehicles " website
Individual evidence
- ↑ Wolfgang Schivelbusch: History of the railway journey. On the industrialization of space and time in the 19th century . Frankfurt 1989, p. 82.
- ↑ Marin Weltner: D for through train . In: railway magazine . No. 9 , 2017, ISSN 0342-1902 , p. 8 .
- ^ Horst J. Obermayer, Paperback German Passenger Cars, Stuttgart 1978
- ^ Horst J. Obermayer and J. Deppmayer, Passenger Cars - Deutsche Bundesbahn, Augsburg 1994
- ↑ Alex's car inventory ( Memento from March 11, 2016 in the Internet Archive ) (PDF; 104 KiB), christianmuc.de
- ↑ Les voitures I11 en service on belrail.be (French) , accessed on June 12, 2014.
- ↑ Voitures M6 - Description on belrail.be (French) , accessed on June 12, 2014.