Eurofima wagons

Examples of compartments in Eurofima cars: 1st class (above), 2nd class (below)

Eurofima wagon is the name of a comfort wagon series for international passenger train traffic from the 1970s that was jointly procured by a number of Western European railway companies and was designed with uniform technical parameters. This series was followed by many individual replica series with largely the same main components as the first series comprising 500 standard cars. The name Eurofima derives from the abbreviation of the Euro pean Society for the fi nancing of railway ma TERIAL from. This acted as the client and financier of the first uniformly designed standard car series.

The Eurofima wagons belong to UIC type Z , which differs from UIC type X in many ways. Instead of twelve (2nd class ) or ten compartments (1st class), there are only eleven or nine compartments. The entry areas have also been increased by around eight centimeters, reducing the distance between the back walls of the toilet from 21,060 to 20,913 millimeters. Type Z is available with air conditioning (Z1) or only with air heating (Z2).

development

LHB and ÖBB prototypes

First considerations for a new, equipped with more comfort successor to the previously used in Europe railway cars of UIC types X and Y were in the early 1970s German Federal Railroad hired. The new passenger cars should be more comfortable and combine modern knowledge. Last but not least, the TEE 1st class compartment car of the DB type Avmz ^{111 was the} inspiration, many of which could be adopted.

The first wagon with many features of the later standard wagons of this vehicle family was an Amz wagon of the first class that was delivered to the Austrian Federal Railways (ÖBB) in 1971 . The main dimensions of this car built by Simmering-Graz-Pauker (SGP) corresponded to the UIC type X, but had a number of innovations such as air conditioning and a corrugated roof. Since the longitudinal beads contributed to greater stability of the car body , a thinner roof plate could be used than before. The washing area of ​​the roof and the drawn-in ends of the wagons are without beading in the Eurofima wagons, while the entire length of the roof in the test car was beaded. The entrances with rotating folding doors corresponded to the UIC-X wagons. Series procurement was waived because the ÖBB initially wanted to wait for the development of the European standard design.

In 1972 Linke-Hofmann-Busch (LHB) (now Alstom LHB) in Salzgitter developed two prototypes that, like the ÖBB prototype, were based on the technical parameters of the UIC-X-Type (length 26.4 meters with twelve compartments of the second and ten of the first grade) based. Compared to the X-car, the new car series should have one less compartment in the respective car class for reasons of comfort. The installation of air conditioning was also mandatory. The planned first-class wagon thus essentially corresponded to the TEE wagons of the Avmz class of the DB and the Am-19 of the Swiss Federal Railways (SBB). The second class car with its eleven compartments corresponded to the SBB Bm-21 type, which was delivered in the same year. Instead of rotating folding doors, the new cars have newly developed swivel sliding doors of a test design with sliding steps. The door construction was later adapted to the Eurofima series design with folding steps.

A second class carriage (Bvmz ²³⁷ , originally Bwümz ²³⁷ , see also type designation system for passenger coaches ) with eleven compartments and a mixed-class wagon (ABvmz ²²⁷ , initially ABwümz ²²⁷ ) with four compartments of the first and six compartments were implemented for the two prototypes second grade.

What was particularly noticeable about these vehicles was that the car body (with the exception of the window area) consisted of tightly corrugated sheet metal made of stainless steel. The method was based on a development by the American BUDD Company , which was developed for American streamlined trains .

All other main dimensions were identical to the DB UIC-X wagons: the windows of the first class compartments were 1,400 millimeters wide as in the Avmz ^{111 of} the DB, the windows of the second class compartments were 1,200 millimeters wide as in the UIC-X standard wagon. The wagons were clad (apron) of the underbody area like the TEE wagons of the DB. The transitions, protected by rubber bulges , had new automatic sliding doors with window panes rounded at the corners.

The color of the window band blood orange (RAL 2002) for the AB car and cobalt blue (RAL 5013) for the B car corresponded to the DB's new pop car . A series of Avmz, Bvmz and ABvmz cars were designed for use on Intercity and DC trains.

Eurofima prototypes

Neither the ÖBB wagon nor the LHB wagons were ordered - however, before the series delivery of the Eurofima wagons, ÖBB procured a series of 55 very similar air-conditioned second-class compartment wagons for 160 km / h (Bmz 21-70.0) which, however, are equipped with rotating folding doors and bogies of type SGP VS RIC.

At the same time, several European railway administrations had the idea of ​​procuring a common, standardized series of wagons. The International Union of Railways UIC , which had set up the “Working Group on the Future of International Passenger Traffic”, was commissioned. In addition to a lower procurement price, a joint bulk order was also hoped for cheaper maintenance through standardized components.

Ten first and second class prototype cars were procured from three railway administrations DB (Germany), SNCF (France) and FS (Italy), which had different components and equipment such as bogies , brakes and exterior paintwork for test purposes . In contrast to the LHB wagons, the wagons had a smooth outer skin and the corrugated roof of the ÖBB wagon. However, the doors were designed as pivoting sliding doors. The other dimensions corresponded to those of the LHB wagons. LHB was also in charge of developing the Eurofima prototypes.

Three of the five DB cars were in the later standard paint scheme of the late 1970s and 1980s, ocean blue / ivory, the other two were Olympic blue with a white stripe. Three FS cars had a similar scheme, but were made in pure orange with a white stripe. The latter proposal was finally able to prevail under the designation C1 paintwork . Most of the SNCF wagons were painted in the gray and white paint of the Corail wagons delivered from 1975 . The interior of the individual cars was designed according to the ideas of the DB and the SNCF. The locations came from Germany (Minden-Deutz), France (Y 32) and Italy (Fiat). In addition to LHB, Alstom (France), B&N (Belgium) and Fiat Ferroviaria from Italy were also involved in this delivery.

Overview of the prototypes

Current number	owner	genus	Bogies	Exterior painting
1	DB	ABvmz 227	Y 32	ocean blue / ivory
2	DB	ABvmz 227	Fiat Breda 260	ocean blue / ivory
3	DB	ABvmz 227	Minden-Deutz 36	ocean blue / ivory
4th	DB	ABvmz 227	Minden-Deutz 36	Olympic blue with white stripe
5	DB	ABvmz 227	Minden-Deutz 36	Olympic blue with white stripe
6th	SNCF	A4B6u VSE	Y 32	Corail-gray-white
7th	SNCF	A4B6u VSE	Y 32	Corail-gray-white
8th	FS	ABz	Fiat Breda 260	pure orange with a white stripe
9	FS	ABz	Fiat Breda 260	pure orange with a white stripe
10	FS	ABz	Fiat Breda 260	pure orange with a white stripe

The Eurofima prototypes of the Deutsche Bundesbahn took over the generic designation ABvmz ²²⁷ from the optically clearly distinguishable prototype from Linke-Hofmann-Busch.

Production car

The SBB Eurofima wagons have long since ceased to have the standard orange paint

1st class car of the type Avmz ^{108.1 of} the Deutsche Bahn, entered service as Avmz ²⁰⁷ at the end of the 1970s

After a tender, the first series of 500 jointly procured cars were ordered by Eurofima in 1976. The wagon industry in each ordering country should be proportionally taken into account. This led to the decision in favor of the Fiat type Y 0272 S bogie for all cars. Otherwise, the technical parameters largely corresponded to those of the prototypes, and DB's suggestions were adopted for the interior design.

The car body is a self-supporting steel construction and, like the UIC-X car, is 26.4 meters long, 2825 millimeters wide and 4.05 meters high up to the top of the roof. As with the prototypes, the windows for the first class are 1400 millimeters wide, those for the second class 1200 millimeters. All windows are made of laminated glass and are gold vaporized. The air conditioning in all cars works according to the two-channel system. The doors correspond to the Bode-Wegmann design.

A quarter of the braking power is provided by blocks, the remaining 75 percent of the braking power is provided by a disc brake . The installation of a magnetic rail brake for speeds of 200 km / h was considered from the start. Today the cars differ essentially in terms of the permitted speed. The Fiat bogie allows unmodified speeds of up to 160 km / h, with the addition of an anti-rotation damper and a magnetic rail brake, speeds of up to 200 km / h are possible. The DB retrofitted all of its wagons while removing the block brakes , and the other railways also converted some of their wagons.

Only pure first and second class wagons were procured, and in 1979 the SBB procured a series of 20 couchette wagons, which were essentially based on the second class Eurofima wagon , but were manufactured by Swiss industry.

A total of 295 vehicles of the first class and 205 vehicles of the second class of the Eurofima design were produced within this order series. With the exception of DB and SNCF, all railways agreed on the SBB's proposal with a pure orange outer skin and white stripes below the windows. The circle of suppliers had now expanded to include the Swiss SIG and SGP.

This now “Eurofima paint” ensured a uniform appearance in the international passenger trains. The DB used their wagons in German intercity and cross-border IC / TEE traffic together with other types of wagons, so the TEE color scheme was chosen. They only procured first-class cars because they felt the capacity of the second-class Eurofima car with 66 seats was too low, which is why, for the IC '79 concept, it upgraded UIC-X type compartment cars for 200 km / h (then as Bm ²³⁵ ).

On the German international connections, instead of the inferior DB vehicle material (narrower compartments without air conditioning), Eurofima wagons from the neighboring railways were often used, e.g. B. on the express train "Donaukurier" Dortmund - Vienna, night express train "Austria-Express" Amsterdam - Nijmegen - Kleve - Cologne - Stuttgart - Munich - Klagenfurt (- Graz), InterCity "Metropolitano" Frankfurt - Milano, city trains Cologne - Brussels and Frankfurt - Paris.

The SNCF cars were used on the Corail express train network, but also on international trains. In order to harmonize with the Belgian wagons in the Benelux traffic to Brussels and Amsterdam, eight SNCF wagons were also painted in the Eurofima design.

The SBB only procured first-class wagons; in the second class of international trains, 40 matching, painted RIC wagons without air conditioning (UIC type Z2) and 30 of the open-plan wagons procured in 1980 and 1981 were used.

This one common series of wagons for several European railways has remained to this day. Operationally and technically, these cars were a success, except for the problematic Fiat bogie, which had to be chosen for reasons of proportionality. The hoped-for cost savings through joint ordering of a large series, however, did not materialize. If the unit price of a car was originally assumed to be 600,000 Swiss francs, one of the cars now cost 750,000 francs. That was the same price as an Avmz ¹¹¹ car from DB that was equivalent to the Avmz ²⁰⁷ at that time.

Conversions of the series car

The SNCB / NMBS converted 20 Eurofima 2nd class cars into couchette cars.

In 1988/89, the Belgian State Railways converted 20 of their second-class coaches into couchette coaches; they were painted dark blue with a band of various shades of red below the window. They largely corresponded to the new SBB couchette cars.

At the end of the 1980s, the Eurofimawagen Avmz ^{207 of} the DB were pressurized so that they could be used on high-speed routes. Among other things, new windows and doors as well as pressure-tight car crossings and closed toilet systems with waste water tanks were installed. The converted cars are called Avmz ¹⁰⁷ . After the installation of passenger information systems , the name changed to Avmz ¹⁰⁸ . As of 2012, the interior fittings were modernized and the seats replaced as part of the IC mod program. Since the completion of the technical modernization (from 2015) the wagons are called Avmmz ¹⁰⁶ .

2nd class compartment car type Bmz73 (replica car) in an upgrade design

From 1996 children's play compartments over the length of three compartments were built into some Bmz of the ÖBB. In 2001, the then ÖBB general director Rüdiger vorm Walde , who came from the Berlin BVG , suggested the modernization of all long-distance vehicles for use in ÖBB-EuroCity and ÖBB-InterCity . The most significant changes concerned the first class cars. The 25 original Eurofima Amz of ÖBB were converted into combined compartment and open-plan cars (Ampz 18-91). You now have four business compartments with four seats each and a large room with a central aisle, and new seats with black leather covers have been installed. In the second class, the seat covers, wall coverings and folding tables were essentially replaced. All seating carriages were given two sockets per compartment or one socket per double seat in the open plan. Twelve Bmz received a children's cinema in one compartment. With the renovation, a new color scheme was also introduced: The side walls are painted in the shades of gray NCS S 4502 B and NCS S 2502 B, the end walls, aprons and chassis in dark gray (NCS S 6502 B), the roofs and side members in traffic red (RAL 3020).

The FS Eurofima wagons were converted into second-class open -plan wagons for Frecciabianca trains.

Sale of used Eurofima cars

Various railways have sold their Eurofima wagons to other countries. The Czech company Regiojet has taken over all of the remaining Ams from SBB (two cars were temporarily run by Deutsche Bahn) and a number of Ampz (ex Amz) and Bmz from ÖBB. Some other ÖBB Eurofima wagons went to České dráhy . The SNCF has sold some wagons to Željeznica Crne Gore and ONCF Morocco.

The ÖBB and SBB no longer operate original Eurofima wagons from the first-time customers, the SBB couchette wagons run in trains on the Rolling Road operated by RAlpin AG after extensive modifications . The replicas of the ÖBB are similarly modernized as the wagons from the joint order.

Overview of the Eurofima wagons

owner	number of pieces	genus	Exterior painting	speed	Remarks
DB	100	Avmz 207	purple / ivory	(160) 200 km / h	for IC traffic, later mostly printer-ready
ÖBB	25th	Amoz	pure orange with light gray stripes	160 km / h	later converted to Ampz, partly upgraded for 200 km / h
ÖBB	75	Bmoz	pure orange with light gray stripes	160 km / h	later partially upgraded for 200 km / h
FS	30th	Az	pure orange with light gray stripes	200 km / h
FS	70	Bz	pure orange with light gray stripes	200 km / h
SBB	20th	At the	pure orange with light gray stripes	200 km / h	2 cars at DB AG, 13 cars at RegioJet sold
SNCB	20th	A I6	pure orange with light gray stripes	160 km / h	since 2010 partially upgraded for 200 km / h
SNCB	60	B I6	pure orange with light gray stripes	160 km / h	Later 20 cars were converted into couchette cars
SNCF	100	A 9 u	corail-gray-white	160 km / h	8 cars in pure orange for Benelux traffic

Basic technical data of the Eurofima wagons

Sketch of a SNCF A ⁹ u

• Length over the buffers: 26,400 mm
• Pivot spacing: 19,000 mm
• Wheelbase (total): 21,560 mm
• Axle base (bogie): 2,560 mm (only FIAT)
• Car body width: 2825 mm
• Roof height: 4050 mm
• Wheel diameter: 920 mm
• Compartment width: 1880 mm
• Aisle width: 785 mm
• Mass: approx. 42 t
• Top speed: 160 to 200 km / h
• Section length: 2306 mm in 1st class, 1883 mm in 2nd class
• Seats: 54 in 1st class, 66 in 2nd class, 18 folding seats in 2nd class in the aisle

Note: Information on compartments only applies to original Eurofima compartment cars

Successor series

The Eurofima wagons set comfort standards, most of which are still valid today. Since the collective order did not bring the hoped-for savings, there was no joint follow-up order, but various railways have developed and continued to procure similar types from the Eurofima wagons.

ÖBB variants

Subsequent purchases of the Eurofima type

The Austrian Federal Railways (ÖBB) procured second class wagons (21-70.0) even before the start of the Eurofima series delivery. The reason for this was that the delivery of the Fiat bogies for the actual Eurofima series had been delayed. These wagons were fitted with SGP bogies and swivel-folding doors of Swiss design were used instead of the sliding and sliding doors. The planned production of 55 cars was interrupted after 16 vehicles in order to bring forward the delivery of the original Eurofima cars. Of these, 25 Amoz and 75 Bmoz wagons were ordered by the ÖBB (19-71.0 and 21-71.0).

Then the delivery of the wagons equipped with SGP bogies and rotating folding doors began again. For the express train Transalpin , five full dining cars were delivered in 1977, which also corresponded to the Eurofima design and again had SGP bogies and rotating folding doors (88-70.1). Another five WRmoz were delivered in 1981. The series of ABmoz wagons (30-70.0) planned from the beginning was delivered from 1978. These 45 wagons again corresponded to the first ÖBB-Z1 wagons with SGP bogies, but had the pivoting sliding doors like those of the other Eurofima wagons, which, however, had been improved based on a patent from SGP. Otherwise, the cars were similar to the Eurofima prototype versions with four compartments in the first and six compartments in the second class. This series was followed by another 50 similar Bmoz wagons from 1979, thus with SGP bogies and pivoting sliding doors (21-70.1).

Meanwhile the early 1980s procured by the ÖBB, non-air-conditioned 2nd class compartment car to the ČD sold

Another 105 second-class cars (21-70.5, delivery from 1980) received only Friedmann air heating instead of air conditioning and therefore had UIC translating windows instead of fixed window panes . Further deliveries of wagons began in 1982. This involved 15 further first class wagons of the Amoz (19-71.1) type, 10 BDmsz (82-70) half-luggage wagons and 15 Dmsz (95-70) luggage wagons , all in the familiar Eurofima -Design type. This enabled long-distance traffic, not only across borders, but also domestically, to be largely converted to Eurofima wagons and their relatives. The “o” in the type designation was dropped from 1982. From 2013 to 2014, Eurofima wagons were partly used in the Styrian S-Bahn traffic of ÖBB on the S1 line, in REX trains on the S3 and between Fehring and Vienna .

The Eurofima color scheme was extended to other long-haul vehicles, in addition to the UIC-X wagons from SGP also to the first RIC post-war types , some frame luggage wagons and individual saloon wagons .

The cars were upgraded at the beginning of the 2000s, with almost all cars being upgraded for 200 km / h (with 21-70.1 becoming 21-90.1). Only the WRmz 88-70.1 and some Bmz 21-70.5 were retired and some of them were sold. Others of the latter Bmz were converted to Bmz 21-90.5: 200 km / h and air conditioning, so they largely correspond to the Bmz 21-90.1). In addition, part of the ABmz was converted into Ampz (open seating car, 1st class with business compartments, 18-91).

Pressure-ready EuroCity cars and modular cars

In the 1990s, other UIC-Z wagons followed, which were designed to be pressure-proof, but also represent a Eurofima successor series. These were procured in six basic types:

• 50 first class compartment cars of the type Amz 19-91.0 (later 19-91.5),
• 92 2nd class compartment cars of the type Bmz 21-91.1,
• 84 Großraumwagen type Bmpz 29-91 with just 1,200 millimeters wide windows and interior decoration mostly in groups of four vis à vis,
• 33 half baggage cars with open space, second class and wheelchair area of ​​the type BDmpsz 82-91,
• 18 dining cars of the type WRmz 88-91.3 and
• 15 dining cars of a very similar design (88-90.2, not pressurized, acquired in 1988).

With these wagons, a new color scheme in umbra gray (RAL 7022) for the window area and traffic red (RAL 3020) was introduced, which was extended to the other Eurofima type wagons, but no longer included the older RIC wagons.

From 1994, the ÖBB supplemented its fleet with 60 other Großraumwagen second-class Bmpz 20-94, as the modular cars are called. However, they no longer belong to the Eurofima design. These also pressure-capable cars have a shorter pivot spacing, a wider car body with sloping side walls and a single-voltage power supply; they are therefore not RIC-compatible and only approved for Austria, Germany and Switzerland. The plan was to be able to equip these cars with modular interior fittings and car classes with the same car body. From 2001, ten came couchette Bcmz 59-91.2 added, similar to the modular design and can be used internationally without restrictions.

As part of the upgrading program, part of the Amz was converted into the Ampz 18-91.2 open-plan car, some of which were converted again into the second-class type Bmpz 29-91.1 from 2016. In the remaining cars, four compartments have been converted into business compartments with four seats each. The half baggage cars were fitted with new first class leather seats and designated ADbmpsz 81.91. In the dining car, loose leather armchairs replace the previously built-in seats.

SBB variants and successors

former SBB Am 61-Wagen in Prague, now in use by RegioJet

The Swiss Federal Railways (SBB) only ordered 20 first class cars. From the current delivery of a total of 210 Bm of the UIC-Z2 design (11 compartments instead of 12 as with UIC-X), 40 were also delivered in Eurofima orange instead of fir green. The 10 UIC dining cars from 1967 were also given the new paint job.

Eurofima couchette car of the SBB, converted for the Rollende Landstrasse

In 1979, a series of 20 couchette cars followed , which otherwise resembled the Eurofimas of the second carriage class. Only the compartments were equipped with beds, one compartment was reserved for the carriage attendant. The paint was painted in cobalt blue with a white stripe and thus went well with the TEN sleeping cars in the same color. These cars were completely rebuilt around 2002 and painted steel blue with a black window band. After the night trains to Italy and the Czech Republic were discontinued, the wagons were sold to RAlpin at the end of 2010 , which they used as an accompanying wagon for the piggyback trains. Today they are silver-gray with a green roof and, in addition to lying compartments, have a common room, the transitions have been closed.

The first class cars were retired from 2006, many were parked. In 2011, DB AG signed a purchase contract for 15 wagons and also gave SBB an overhaul order. At the end of 2010, the SBB delivered two units in accordance with the contract, which are now owned by DB and were used as 2nd class compartment cars until they were parked in February 2014 (Bwmz ^207.9 series ). Thereafter, the DB used an exit clause in the contract and canceled the revision and purchase of the remaining 13 wagons. In 2012 twelve wagons were sold to the Czech railway company RegioJet .

From 1980 onwards, the SBB added 30 open seating cars in the second class to their fleet that were painted in the Eurofima paint scheme. Technically they are similar to the DB-Bpmz, but are equipped with different bogies. These cars were originally used internationally, but during the main overhaul they lost their RIC capability and were given the black and white domestic paint scheme and face-to-face seating instead of row seating. These cars were also sold to RegioJet in 2016.

The wagons developed afterwards for domestic transport ( standard wagons IV ) and international transport ( EC wagons ) only have individual design elements in common with the Eurofima wagons, but are also heavily inspired by the Corail wagons of the SNCF (for more details, see the respective articles ).

DB variants

Bpmz car

Original interior of a Bpmz ²⁹¹

Interior of a Bpmz after a later modernization

Interior of a Bpmmz after the IC-Mod modernization

^Side view of a Bpmz ^294.5

With the launch of intercity network in 1979 in the German Federal Railroad of blatant comfort drawback was the Bm ²³⁵ -vans, basically a development from the 1950s, compared to the air-conditioned standard material (Eurofima) of neighboring railways more and more significant. Because the cost of a compartment car of the Z1 design seemed too great to the railway board, they turned to the development of an open-plan car that had already proven itself in the ÖBB series 4010 multiple units and the Corail cars. Essential assemblies were taken over from the Eurofima wagons. However, the spacious arrangement of the 80 seats required a different window layout. Between the doors there were nine 1,400 millimeter wide windows in the middle on each side of the car, each framed by two 800 millimeter wide windows (like the Apmz cars, but 900 mm there). The window arrangement no longer corresponded to the seating arrangement. The interior design with lots of yellow, green and brown tones in the style of the 1970s brought the vehicles the nickname China car.

First a pilot series of 40 cars was delivered in 1979. 20 of them ran on air-sprung bogies of the type LD 73, the other vehicles received new MD 52 bogies, as they were later used in the ICE 1 , modified . The other components such as the windows and the roof corresponded to the Eurofima wagons, only on the underbody and in the apron area there were minor differences. The entrance doors now corresponded to the Kiekert design (Bode on the Eurofima car). The air conditioning system was also supplied by LUWA. The color scheme corresponded to the DB status at that time with ivory-colored window areas (RAL 1014) and ocean blue frames (RAL 5020). The roof was painted in umbra gray (RAL 7022). 30 pre-series cars ended up in circulation on the IC “Patrician” Munich - Hamburg. The rest continued to be tested. The type number was Bpmz ²⁹¹ for the steel-sprung cars and Bpmz ²⁹² for those with air suspension. Both series were approved for a top speed of 200 km / h.

The series delivery of initially 140 cars (50 of which with multi-voltage heating for international use) with only a few modifications began in 1981. However, they received the MD 52 bogies. They were given the designation Bpmz ^291.2 and Bpmz ^291.3 (today Bpmz ²⁹³ ). Half of the order was shared by LHB and Waggon-Union in Berlin. 200 more cars were delivered to the DB from 1984 onwards. Due to technical differences (including braking unit), two of them were classified as Bpmz ^291.4 , today Bpmz ²⁹⁴ . 50 cars had multi-voltage heating. Another 160 wagons followed in 1985, 98 of which were equipped for disabled people, which are classified as 48 Bpmz ^291.5 with single- ^{voltage heating} (today Bpmz ²⁹⁵ ) and 50 vehicles with multi-voltage heating of the type Bpmz ^291.6 , today Bpmz ²⁹⁶ .

The various conversions that followed later ensured that the type numbers now extend to 296. In some Bpmz wagons, the number of seats was reduced in favor of disabled spaces, especially for wheelchair users, and a handicapped-accessible toilet was built in (Bpmbz), while in some other Bpmz wagons part of the large area was replaced by a bicycle area (Bpmdz). The wheelchair-accessible wagons came about based on an application to the petitions committee of the German Bundestag. Some Bpmz cars were later given a small snack corner through the installation of self-service machines and standing tables and were called snack cars (Bpmbkz ^291.8 , later Bpmbkz ^294.8 ). The snack trolleys were converted back into normal open-plan cars in the mid-2000s.

In a very short time it was achieved that the IC trains in the second class block (mostly equipped with seven cars) could run with two Bpmz cars. Over the years this proportion has been increased to four cars. Since 500 series cars were procured, there were 540 Bpm (b / d) z.

Because of an urgent need for 1st class cars, seven additional vehicles were delivered in 1985 as first class open-plan cars and classified as the Apmz ¹²³ type . The two narrow windows, like the others, were made 1400 millimeters wide. The vehicles were given several type numbers in the course of the pressure upgrade (see below) and a conversion of the energy supply and are now running as Apmz ^119.5 .

A first conversion of Bpmz wagons became necessary when the new DB lines went into operation in 1988. Some of the Bpmz wagons were made pressure-ready. For this purpose, the transition was partially modified with pressure-tight transition plates of the "SIG" type. The entrance doors of all converted cars have been adapted, a modified air conditioning system (switch to recirculation mode when vehicles come into contact in the tunnel) and closed toilet systems have been installed, and the tail lamps have been moved to the edge of the car body. The interior design remained untouched for the time being. It was not until the late 1990s that the interior was completely redesigned and was now presented in pastel colors. Since 2012, as part of the IC mod modernization program, the wagons have been given new interior fittings; in addition to new seating, the end walls have been given a wall paneling in wood decor. After completion of the technical modernization (from 2015) the wagons will be designated as Bpmmz / Bpmmbz / Bpmmbdz ²⁸⁴ and Bpmmdz ²⁸⁵ .

As with the other DB wagons, the exterior color scheme changed over the years. The new oriental red and white color scheme for IC cars, the so-called product colors of the Deutsche Bundesbahn , which came into force in 1987 , was first extended to include pressure-tight cars. The window band was red with a pale accompanying stripe, the parapet area now in light gray (RAL 7035). The cars that have not been converted follow this very slowly, but increasingly since 1992. Only after a rush-hour campaign in 1995, which included all IC cars of the DB, were all Bpmz cars in oriental red and white on the road. Only one year later, after major inspections, the new traffic red was used for the window strip when repainting. In another rush action in the course of 2001, all IC cars, including the Bpmz types, switched to the ICE color scheme in light gray with a red stripe in the frame area.

In 1995 and 1996 a total of ten Bpmz wagons were converted for the tourist train, four of these wagons were previously in service with the Lufthansa Airport Express . For replacement traffic of abandoned interregional trains, in addition to many IR cars of both classes, some Bpmz were repainted in the traffic red of the regional trains. These cars are therefore used in Regional Express and InterRegioExpress trains.

DB and its successor, DB AG, no longer procured any further cars. However, 75 control cars very similar to the Bpmz cars were built on underframes of Halberstädter Wagen , which, apart from a slightly different window layout and the missing beaded roof, largely correspond to the Bpmz cars up to the interior. Air conditioning was also installed. Instead of the Görlitz V-bogies of the donor wagons, which are only suitable for speeds of up to 140 km / h, SIG air-suspension bogies were installed.

Bvmz car

Compartment of a Bvmz ^{186.5 in} front of the IC-mod conversion

A new IC car series from 1988 (type Bvmz ¹⁸⁵ ) with a mixed compartment and open- plan arrangement differs so significantly from Eurofima cars that many experts no longer include them in this family.

These wagons were modernized later, the compartments at the ends of the wagons were retained, but there is now a large room in between, the furnishings of which correspond to the Bpmz in many design elements (Bvmz ¹⁸⁶ ). Many of these cars were further modified: the first compartment became a toddler compartment, the last two compartments became a service compartment and a special compartment. This Bvmsz than ¹⁸⁶ cars are designated as the first car after the bistro / restaurant car part of almost all intercity trains in Germany, as received from here the electronic reservation display their data.

As part of the IC mod modernization program , the cars have been modernized again since 2012 and have new seating. This is better adapted to the window layout in the open plan. In the compartments the seats no longer have folding tables, instead there is a table between the window seats. After completion of the technical modernization (from 2015) the cars will be designated as Bvmmsz ¹⁸⁷ and Bvmmz ¹⁸⁸ .

NMBS / SNCB developments

Belgian Eurofima replica series type I 10

The NMBS / SNCB developed the new I 10 series from the Eurofima wagons from 1987 . These cars had many features of the Eurofima cars, but were all designed as open-plan cars and have a uniform car body. They differ from the normal Eurofima wagons mainly in the lack of an apron under the side rails. Between the doors there are eleven 1,200 millimeter wide windows plus the toilet on one side of the car. Of these, 15 cars were executed as first class vehicles and 45 vehicles as second class vehicles. Since these cars are not air-conditioned, the usual M4 windows with sliding hatches were used, as are typical for Belgian domestic cars. However, the 35 second class cars with air conditioning have fixed windows. The exterior design in pure orange corresponded to the usual Eurofima customs. This enabled 20 of the 60 second-class coaches from 1977 to be converted into couchette coaches based on the Swiss model, which were given a blue-colored paint job. The Belgian Z-cars today wear a light gray color dress with blue and red applications.

The I 10 cars were originally used in international traffic to Italy, Germany and Switzerland. After the discontinuation of most international trains, the wagons can now only be found in the Interregio from Liers to Luxembourg and in amplifier trains during rush hour . Four I 10 cars were converted into dining cars and one into a disco car .

Italy

The Italian state railway FS held back with further orders in the Eurofima area after the delivery of its 100 wagons. From 1982 to 1985 the usual UIC-X type, which complied with German building principles, was procured. The last series, however, received a beaded roof similar to the Eurofima vehicles, with the UIC-X typical basket arch end being retained.

Trenitalia Eurofima car , 2nd class

It was not until 1987 that the FS turned back to the Z1 design. 160 second-class cars were delivered, which differ from the Eurofima cars in, among other things, the roof beaded like the Corail car, different window frames, entry doors and modified apron panels. The color scheme corresponded to the domestic TEE car of the FS with a slate-gray belly band and cream-white window area. The narrow, signal-red accompanying straps customary on the first-class TEE vehicles were made here in cobalt blue.

A series of first class vehicles was delivered from 1989. Technically, these cars corresponded to the second class cars delivered two years earlier. They were painted in shades of gray with yellow decorative lines, this painting was later extended to other wagons for international traffic.

A total of 830 cars of the successor design of the first and second class were delivered by 1993. Other cars of the same basic design are air-conditioned second-class open-plan cars (BH) and control cars for push-pull operation with open-plan second class (npB).

At the end of the 1990s, FS, now trading as Trenitalia, introduced the white and green XMPR paint. All Eurofima wagons and their successors were painted in these colors. Cars with a modernized interior have been given a green diagonal stripe and the address "intercity plus". Some of the compartment wagons acquired in 1987/1989 were repainted for locomotive hauled trains of Cisalpino AG between 2005 and 2009 and used in Switzerland.

Compartment cars have been converted into open seating cars since the mid-2000s. The cars converted in this way were initially given an XMPR paintwork with a gray ribbon window and the designation “EuroCity Italia”. In 2006 a new coat of paint in shades of gray with red decorative stripes was introduced, the wagons now run together with former TEE wagons (GC) as "Eurostar City", partly covered by converted power cars from the first ETR 500 series (now called E414) . From 2011 the new “Frecciabianca” train type was introduced for long-distance traffic away from the high-speed lines, for which the Eurofima wagons, Z1 newbuildings, GC wagons and locomotives / power heads were again redecorated, now white with red stripes.

Other countries

2nd class UIC Z car for the ČD, produced in the late 1990s

After the end of the Iron Curtain in Europe, other railways such as PKP , MÁV and ČD also procured UIC type Z cars in the 1990s, which have the same main dimensions as the Eurofima cars and are visually similar.

As early as the 1980s, compartment cars were manufactured in Halberstadt (for the Deutsche Reichsbahn ) and in Bautzen (for other Comecon countries ) according to UIC-Z dimensions , but they were not air-conditioned.

literature

• Götz Gleitsmann: The Intercity-Wagen of the DB , Eisenbahn Illustrierte. Issue 02/1993 ff.
• Götz Gleitsmann: The Eurofimawagen , Eisenbahn Illustrierte, Issue 03 and 04/1989.

Individual evidence

1. ↑ Götz Gleitsmann: The Intercity Cars of the DB, Part 1 . In: Berndt Wenzel (Hrsg.): Eisenbahn Illustrierte . Issue 02/1993. Schünemann-Verlag, Bremen.
2. ↑ Martin Müller: The pop colors of the German Federal Railroad. Retrieved August 31, 2017 . 
3. ↑ Götz Gleitsmann: The Eurofimawagen . In: Berndt Wenzel (Hrsg.): Eisenbahn Illustrierte . Issue 03 and 04/1989. Schünemann, Bremen 1989.
4. ↑ SBB are selling discarded wagons to Germany , NZZ, January 16, 2011
5. ↑ Bwmz 207.9 on deutsche-reisezugwagen.de, accessed on May 26, 2016th
6. ↑ Swiss Railway Review 12/2011, page 604.
7. ↑ Use in Czech domestic traffic: Czech RegioJet buys twelve Am61 cars. ( Memento of the original from December 8, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. SBB press release, May 1, 2012 
8. ↑ Voitures I10 on belrail.be (French) , accessed on June 10, 2014.