Express train carriage
As Eilzugwagen be railroad cars for transport of persons referred to that for the type of train express train were provided and built. The express train wagons of the Deutsche Reichsbahn were created in the context of the restructuring of medium-sized traffic from long-running, accelerated passenger trains to express trains with uniform wagons in the 1930s to 1952. Today, all vehicles of this type have been decommissioned. A few travel on museum railways . Around 1950 the Deutsche Bundesbahn developed new express train cars with central entry.
In addition to the wagons described here, the DB used n-wagons (Silberlinge) in express trains, and in later years more m-wagons (express train wagon type UIC-X). After the conversion of the yl carriages into subordinate services, the express trains mainly consisted of these car types, as far as they were not run as railcars . Older types of express train passenger cars were also found in express trains towards the end of their careers. The DR assembled its express trains mainly from Reko wagons , Halberstadt center entry wagons or double-decker wagons .
General
Express trains have been running in Germany since 1907. These were trains of the so-called medium traffic , a series of trains that was located between express trains and passenger trains . It should fulfill feeder functions on main lines away from the major traffic flows, and connect small and medium- sized towns with each other and with large cities. Until the timetable change on October 7, 1928, these purposes were mostly fulfilled by so-called accelerated passenger trains , which were mostly formed from older passenger cars of the state types. Express trains were initially formed from four-axle compartment wagons of the country types. Along with the abolition of the 4th carriage class in 1928, the Deutsche Reichsbahn Gesellschaft started thinking about increasing comfort in medium-sized traffic. This resulted in the express train wagons of usage group 30, which includes the types 1929–1934. These wagons were later supplemented by the usage group 36 (wagons of the design 1935-1939), group 44 (wagons of the design 1940, 1943-1944) and after the Second World War on the Deutsche Bundesbahn by the usage group 52. Characteristic for long-running express trains were the homogeneous formation of wagons of one or two usage groups as well as the management of through car groups from and to express trains.
Express train wagon of the Deutsche Reichsbahn
Type 28 to 34 light all-steel cars
| Express train wagon, type 30 | |
|---|---|
| Year of construction (s): | from 1930 |
| Retirement: | until 1982 |
| Genre : | B4i-30 / BC4i-30 / C4i-30; A4yse-30 / AB4yse-30 / B4ye-30 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 2nd class: 21,700 mm 2nd / 3rd class or 3rd class: 20,960 mm |
| Height: | 3,993 mm |
| Width: | 2,993 mm |
| Trunnion Distance: | 2nd class: 14,040 mm 2nd / 3rd class or 3rd class: 13,300 mm |
| Bogie axle base: | 3,000 mm |
| Top speed: | 120 km / h |
| Impeller diameter: | 1,000 mm |
| Train heating: | steam |
After the construction and testing of a large number of test cars in 1928 and 1929, which were primarily intended to find the most appropriate interior design, series production of express train cars began in 1930. The type designations for the second class car were B4i-30 (most recently Ayse 604), for the mixed-class car BC4i-30 (most recently AByse 611 ff) and for the third class car C4i-30 (most recently Bye 653 ff).
The execution was carried out in accordance with the building principles valid at the time using a riveted construction. All of the cars had open spaces with a central aisle, with 1 + 3 seating arrangements in the second and 2 + 3 seating arrangements in the third class. As with the contemporary type 28 express train carriages, the entrances were set back, but the roof was rounded off at the end of the car like the Rheingold carriages . The entrances at the ends of the third class cars were designed with double doors in order to accelerate the entry and exit of passengers. At the end of the second class car there was a simple flap door, which was considered sufficient because of the lower number of passengers. A toilet with washing facilities was available next to each entry room. The side windows were 800 millimeters wide in the third class and 1000 millimeters in the second. The toilets had 600 mm wide hinged windows.
The cars had bogies of type Görlitz III light . The car crossings were designed as open crossing bridges and only secured with scissor bars; they were only allowed to be used by train staff, not by passengers. This was deliberately intended as a distinguishing feature to the through trains .
While the second and third class cars continued to be built unchanged in the following years, the interior of the mixed-class car was changed several times. First, the interior layout in the third class was changed so that there were two large rooms of the same size (type BC4i-31), then the side corridor in the second class was changed (types BC4i-33, -33a and 33e, later AByse 621, 622 and 624).
285 B4i, 381 BC4i and 1236 C4i cars were built.
From 1930, luggage trolleys were also procured to match the seating cars . The cars of the shorter variant (19.68 m) had the class designation Pw4i-31, those of the longer variant (20.96 m) ran as Pw4i-32. The corresponding UIC designations of the DB were Dye 973 and Dye 974. In the first half of the 1930s, a small kitchen was built into numerous luggage trolleys of both types in order to be able to provide the passengers on the express trains with a snack . 302 cars of the type Pw4i-31, five of them with a kitchen compartment, were built, of the type Pw4i-32 71 cars, of which 26 had a kitchen compartment.
From 1932 the Reichsbahn made its first attempts with welded express train coaches. After several development types, small series of BC4i, C4i and Pw4i cars were built in 1934, but their outward appearance still largely corresponded to their riveted predecessors. All of these wagons, riveted and welded, were grouped together by the Deutsche Bundesbahn in 1954 in usage group 30.
Welded wagons of types 35 to 43
| Express train coach, type 36/37 | |
|---|---|
| Year of construction (s): | from 1936 |
| Retirement: | until 1982 |
| Genre : | BC4i-37 / C4i-36; AB4yswe-36 / B4ywe-36 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 2nd / 3rd Class: 21,035 mm 3rd class: 20,860 mm |
| Height: | 3,933 mm |
| Width: | 2,986 mm |
| Trunnion Distance: | 2nd / 3rd Class: 13,375 mm 3rd class: 13,200 mm |
| Bogie axle base: | 3,000 mm |
| Top speed: | 120 km / h |
| Impeller diameter: | 1,000 mm |
| Train heating: | steam |
From 1935 onwards, successor designs were developed for the wagons in usage group 30. The welded design of the car body was now standard. To give travelers a better view, the lower edge of the window was lowered and the panes were widened by 20 cm. In order to be able to fit larger compartments with almost the same car length, a row of seats was dispensed with in third class. The open walkway secured with a concertina bar, the Görlitz III light bogies and other elements were identical to the previous designs. The series cars C4i-36 and BC4i-37 were put into service after the test builds of 1935. Pure second-class cars were no longer procured. These wagons were last used by the DB as Bye 667 and AByse 630. During the Second World War, the third-class wagon was re-ordered under the wagon designations C4üp-42 (later Bye 668) and C4i-43a (later Bye 672); the latter type was delivered as a hospital car without interior fittings. The welded express train wagons were assigned to use group 36 by the DB.
Due to the welded construction, the cars were around two tons lighter than the riveted ones.
Lightweight wagons of types 39 to 43
| Express train wagon, type 42a | |
|---|---|
| Year of construction (s): | from 1942 |
| Retirement: | until 1982 |
| Genre : | BC4up-42a / C4up-42a; AB4yslwe-42a / B4yslwe-42a |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 2nd / 3rd Class: 21,550 mm 3rd class: 21,450 mm |
| Height: | 3,900 mm |
| Width: | 2,910 mm |
| Trunnion Distance: | 2nd / 3rd Class: 14,350 mm 3rd class: 14,250 mm |
| Bogie axle base: | 2,500 mm |
| Top speed: | 120 km / h |
| Impeller diameter: | 950 mm |
| Train heating: | steam |
Based on the express train wagon type 39, the so-called. Schürzenwagen , a streamlined was lightweight -Eilzugwagen developed. Essentially, these cars corresponded to the previous design, but the car body was designed to be streamlined and had supporting aprons on the side member. The cars ran on type Görlitz III bogies or the test bogies of type Krimml. For the first time, express train wagons of the Reichsbahn were fitted with crossings protected by bellows . This meant that they could optionally also be used in express train service, as passengers could now switch from one car to another. The large-scale division of the passenger area, however, was retained, as was the case with the cars of the predecessor types, as were the recessed entry doors at the end of the car. The half-compartment in the middle of the car was given up in favor of a full compartment, and the car had been extended to 21.45 meters.
Two prototypes each with a second, third and third class of car, which were designed in lightweight construction, were delivered to the Reichsbahn by LHW in Breslau in 1939 as BC4üp-39 (later AByse 631) and C4üp-39. Due to the low weight of the car, they could be used particularly well on mountain routes. The interior of the third class was - as was common at the time - with wooden benches, the second class received upholstered seats covered with fabric. However, the prototypes also had upholstered seats in third class.
According to the plans at the time, a total of 8,550 wagons of this type were to be procured to finally replace the old four-axle compartment wagons . 650 vehicles were to be built as BCüp, the rest as C4üp. In order to build this high number, the head office of the Deutsche Reichsbahn set up a four-year plan. Due to the war-related shortage of raw materials, only 125 mixed-class cars were ordered, of which only 45 could be delivered as BC4üp-42a (later AByse 633) by 1944. 17 copies came to the DB. 100 vehicles of the single-class type C4üp-42a were still delivered. The 40 cars that remained with the DB were later classified as Bye 669. Another 250 express train cars of the type C4i-43, which were used as hospital wagons until the end of the war , were later given the series designation Bye 670, insofar as they were included in the Bundesbahn fleet. Some former hospital wagons were used as so-called in the post-war period until an interior was installed Standing car used.
The lightweight express train wagons were used by the Deutsche Bundesbahn in use group 44.
modernization
With the class reform of 1956, the car classes were upgraded and the third class was changed to the second class and the second to the first class. At the same time as the class reform, upholstered seats were installed in the new second class in a 2 + 2 division, as well as the elimination or standardization of changes caused by the war. The wagons of the first series were converted from scissor bars to bellows transitions. In most of the older wagons of usage group 30, which in the first class still had large rooms with a central aisle, these were changed to closed compartments with a side aisle. The conversion from incandescent to fluorescent lamps also began. From 1968 the express train wagons were called Ayse, AByse and Bye and had a 600 series number.
Almost all express train wagons were used for the type of train intended for them until the 1970s. Only then did many migrate to local transport. While some of the DB wagons were in service until 1984, the majority of the vehicles that remained in the GDR were converted into modernization wagons in the 1960s, as were the other usable standard-design passenger wagons. The remaining express train wagons that did not fall into the modernization wagon program were partially equipped with rubber bead junctions.
The wagons that remained in Austria after the end of the war, like all other old, usable pre-war passenger wagons of the former Deutsche Reichsbahn, were upgraded in the 1960s by the Austrian Federal Railways on the occasion of a modernization with translating windows , rubber bulges and new upholstered seats.
Center entry car of the Deutsche Bundesbahn
| Center entry car | |
|---|---|
| Year of construction (s): | from 1951 |
| Retirement: | until 1994 |
| Genre : | AByl 411; Byl 421; Bylf 436; BDylbf 456 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 26,400 mm |
| Height: | 4,050 mm |
| Width: | 2,820 mm |
| Trunnion Distance: | 19,000 mm |
| Bogie axle base: | 2,500 mm |
| Empty mass: | 35 t - 39 t |
| Top speed: | 120 km / h |
| Train heating: | electric / steam |
From 1951 the Deutsche Bundesbahn procured new wagons for express train traffic, for which the usage group 52 was created. These were the first DB series cars with a length of 26.4 meters.
In addition to the end entrances, these cars also had a central entrance with double doors. All doors were designed as revolving doors. Like the UIC express train wagons that followed from 1954 , they were welded in all-steel and were already provided with the rubber bead transitions that are common today at the ends of the wagons. The Minden-Deutz design (MD 32) was used as the bogies for the first time, with steel springs and block brakes enabling a top speed of 140 km / h. However, only 120 km / h were possible because of the type D62 alternators. All passenger areas were designed as large rooms with "face-to-face" seating in the arrangement 2 + 2 in the third (from 1956 second) carriage class and 1 + 2 in the second (from 1956 first) class. The cars could be heated with steam and electrically.
One of the three test wagons still had retracted entry doors at the ends of the wagons analogous to the models from 1949 and the double-deck prototypes from 1949 and 1950. In series production, the entry doors at the ends of the wagon already corresponded to the later UIC-X wagons .
Cars of the following types were procured: C4ymg-51 (from 1956 B4ymg, from 1966 Bym 421 , later Byl 421 ), BC4yg (from 1956 AB4ymg, from 1966 ABym 411 , later AByl 411 ), control car C4ymgf-51 (from 1956 B4ymgf, from 1966 Bymf 436 , later Bylf 436 ), half baggage car CPwymg-51/54.
The 35 semi-dining cars of the type CR4ymg-54 (later BRyl 446 ) and ten first-class open seating cars AB4ymg-54 (from 1956 A4ymg-54) for Swiss traffic, which were later classified as Ayl 401 , were based on the basic design of the center entry car . Only one Pw4ymg / Dyl 961 was built as a full baggage car.
The code letter "b" was only given to cars with a control cable. The name was initially… ymg (b), then… ym (b) until 1975, after which the sub-generic letter was changed to… yl.
Control car
A total of 118 cars were built as control cars, 67 of them with a luggage compartment between the center entry and the driver's cab (CPw4ymgf-51 and CPw4ymgf-54), the other 51 as 3rd class passenger cars (C4ymgf-51). In this way, the end entry was offset by one section to the middle. The control cars also had a transition device so that the cars could also be parked in the middle of the train. There were small windows to the right and left of the crossing, the control panel was on the right of the crossing in the direction of travel, the entrance could be closed off at the side with a door. The control desks were each set up for one type of traction (electric, diesel or steam); they could be exchanged in the workshop. The narrowness of the driver's cab led to the nickname "Hasenkästen".
The first 29 of the half baggage cars had a side aisle so that the passengers did not have to cross the luggage compartment, the remaining 38 cars did not have a side aisle. These cars only had one door at the center entry. All luggage carts originally had folding seats on the walls. The luggage compartments had a four-leaf folding door on each side.
A triple headlights and two tail lights were attached to the front ends, and the cars had a horn on the roof. In the course of time, the rubber bulges were partially dismantled, and the control devices were also partially removed when enough control cars of the types BDnrzf 739 and BDnrzf 740 were available.
The UIC generic symbols were Bymf 436 , with a luggage compartment BDymf 457 and with a side aisle BDymsf 456 . In 1976 the secondary symbol m was replaced by an l . After the driver's cab was expanded, the cars were named Bylb 422 , BDyl (b) 458 and BDyl (b) 459 .
By 1991 these cars were retired due to the lack of an automatic door locking device. Five control cars, along with 35 other yl cars, were taken over by the Deutsche Reichsbahn in the early 1990s to remedy an acute shortage of cars . The cars were parked after the demand for passenger cars decreased.
Some of the cars are preserved in the DB Museum . One car came to the Nordfriesische Verkehrsbetriebe , was fitted with a Wittenberge control head, modernized and used with the number 101.
commitment
From May 17, 1953, the new cars were used in light express trains for city express traffic. As soon as there were enough new express train wagons of the m design available from around 1958 and the light express train type was abolished in 1960, the later yl wagons were mainly used in express train services.
In the early years, the control cars were used with three-axle conversion cars in suburban traffic in metropolitan areas (such as Hamburg or Munich). Later, with the delivery of new commuter cars from 1959, the control cars were often used with them. In the 1980s, the control equipment was then expanded on all cars.
In the 1970s and 1980s, the yl wagons were also used in conventional local trains. Due to the lack of a door locking device and the central entrance (risk of accidents on platforms in the curved track), they were increasingly found in subordinate services.
The last yl wagons were retired from Deutsche Bahn AG in 1994. The railway wanted to save the need to switch the doors to central locking. However, 40 cars (including five BDyl) reached the Deutsche Reichsbahn in 1990 via the Forma Lonrho and the GDR Deutsche Post and were used in Berlin suburban traffic, including between Berlin-Lichtenberg and Nauen or Falkensee .
After retirement, several yl cars were still used as railway service cars when testing new ICE power cars and transporting new ICE cars.
Whereabouts
Many of the pre-war and post-war cable cars have been preserved. The Ulm Railway Friends in Ettlingen use several pre-war cable cars. Others belong to the traditional Zwickau express train and the IG 3-Seenbahn .
Several post-war cable cars including a control car are still there. The BSW Lübeck manages two carriages of the Nürnberg Transportation Museum . Several yl wagons were also operational at the Bavarian Railway Museum in Nördlingen . Today such wagons drive for the steam locomotive tradition Oberhausen eV (DTO), the Eisenbahnfreunde Vienenburg, the Franconian Museum Railway eV Nuremberg and the Bavarian Local Railway Association.
One car each of the types Bye 667 , Bye 655 and Bye 667 belong to the inventory of the steam locomotive association 41 096 e. V. and are regularly used there as part of special trips.
literature
- Michael Meinhold : Zugbildung (3) - DRG passenger trains of epoch II. Miba-Verlag, Nuremberg 2000, ISBN 3-86046-058-7 .
- Hermann Hoyer , Gunnar Selbmann : double-door for express trains. In: Eisenbahn-Magazin. 4/2011, pp. 6-10.
- Götz Gleitsmann : Byl421, in: "Deutsche Reisezug- und Güterwagen" Eisenbahn Kurier Verlag, 2013
- Götz Gleitsmann : AByl411, in: "Deutsche Reisezug- und Güterwagen" Eisenbahn Kurier Verlag, 2015
- Detlev Behrendt : BRyl446, in: "Deutsche Reisezug- und Güterwagen" Eisenbahn Kurier Verlag, 2014
Individual evidence
- ^ A b Hermann Hoyer, Gunnar Selbmann: Double-door for express trains. In: Eisenbahn-Magazin. 4/2011, pp. 6-10.
- ↑ Michael Dostal: Rabbit boxes in green and blue / beige . In: railway magazine . No. 4 , 2019, ISSN 0342-1902 , p. 46-51 .
- ↑ Oliver Strüber: Easily and quickly . In: railway magazine . No. 11 , 2017, ISSN 0342-1902 , p. 54-55 .