Freight wagons of the Deutsche Reichsbahn (1945–1993)

Freight wagons in the Dresden-Friedrichstadt freight yard

This article gives an overview of the freight wagons of the Deutsche Reichsbahn from 1945 until they were merged with Deutsche Bahn AG at the end of 1993.

general part

Types

Converted freight wagons

Most of the freight wagons of the Deutsche Reichsbahn that were taken over after 1945 were more or less extensively converted over the years with the aim of increasing their useful life beyond the usual 30 years and reducing maintenance costs. The main dimensions remained essentially unchanged. In retrospect, one can differentiate between several levels:

the repair work, as part of which conversions were occasionally carried out,
the partial modernizations as larger conversion measures ( partial mod wagons ),
the reconstructions as the most elaborate form, which almost amounted to a new building ( Reko wagons ), to differentiate between Reko passenger wagons of the DR and Reko freight wagons , as well

the conversions with the emergence of a different type of car.

The consideration is made more difficult by the fact that there was no comprehensive documentation and that the transition between the levels was sometimes fluid. In addition, people were often very creative, so that the cars sometimes differed significantly from each other. There is also no reliable information about the number of units , but the maximum number available can be estimated using the number ranges (5th to 8th digit of the UIC wagon number ).

Newly built freight cars

All freight wagons that were built from individual parts, including new constructions from old parts, were referred to as new construction. As far as possible, the standards of the International Union of Railways ( UIC ) have been taken into account. Real UIC standard freight wagons, i.e. H. Wagons completely manufactured according to UIC drawing documentation were not procured.

Since the GDR wagon factories had to produce primarily for export , many freight wagons were manufactured in the Reichsbahnausbesserungswerke (Raw) from 1960 onwards. Due to the number of units, the Raw Dresden with an annual capacity of 2,100 two-axle open freight wagons and Leipzig with an annual capacity of 800 two-axle covered and two-axle tank wagons (as of 1974) were outstanding .

Presentation of several freight cars from French production at the Leipzig trade fair in 1972

Imported goods wagons were preferably of the CMEA -Wirtschaftsraum. Around 20,000 freight wagons were bought from France in the 1970s as part of a compensation deal . Imports of brand-new wagons from the rest of the west appeared to be comparatively low.

Purchased used freight cars

In the 1980s, the Deutsche Reichsbahn bought many used, predominantly UIC-standardized freight cars, mainly from Germany , Denmark , the Netherlands , Belgium and France. These had not yet reached their limit of useful life when they were purchased and could usually be used for several years without adjustment work. These cars are not part of this article.

Designations

The freight wagons were redrawn several times during the period under review. The German generic symbols were replaced in 1968 by the internationally uniform UIC type designation system for freight wagons . The redrawing dragged on in practice over a number of years, with different forms of double lettering existing. In this article, the first valid UIC designation is usually mentioned, exceptions are indicated.

In 1951, six-digit numbers became mandatory for all DR freight wagons, the first two digits of which, as the class number, indicated the design of the wagons. Even after the renumbering in 1968 to the 12-digit UIC wagon numbers , the class number could not be dispensed with, since the entire allocation and home system of the DR freight wagons was based on it. This is why it was henceforth referred to as the guide number and written on the front of the car. The original two-digit guide number has been supplemented by further digits after a point for fine subdivision.

As early as 1976, according to photo evidence, the new four-digit generic code number (GSNR), the first three digits of which usually matched the 5th to 7th digits of the UIC wagon number, was written in the address field on the long side of the wagons. According to the literature, the GSNR was officially introduced in 1978, after which the guide number could be omitted. The GSNR were even changed several times for some car types, and there is no complete overview. Guide number and GSNR are only given in this article where it makes sense.

The only constant designation is the four-digit documentation number (Doc.No.) or wagon type number under which all wagons were to be found in Part 4 of Service Regulations (DV) 939 of the Deutsche Reichsbahn. The document no. However, it was never written to on the wagons and should not be confused with the four-digit GSNR.

G-wagon of the association design with stiffeners in the outer side panels and roller bearings

The association-type Gl cars also received a variety of modifications - here as a railway company car with double-hook chassis and roller bearings with original axle mounting plates, KE-GP brakes and with windows in place of the loading and ventilation flaps.

Covered freight cars

Simple conversions of the flat roof wagons

In the large scale car were genus districts Szczecin and Munich (countries design according Prussian pattern sheet II²d8 ) and Kassel and Munich ( association type A2) used. The car body was retained; only the front vertical box supports were extended upwards to accommodate the barrel roof. The wagons kept their original payload and did not have their own number ranges. There were at least five designs:

Completely repaired flat roof wagons - d. H. Reconstructions in their original form,
Flat roof wagons with stiffeners in the outer side panels,
Flat roof wagon with double hook chassis (few copies),
Car with barrel roof and car body reinforcements in the outer side panels,
The car has a barrel roof, the upper third of the walls is partially sheeted, and the UIC loading and ventilation slides.

Covered part mod wagons

Selected boxcars were subjected to the extensive partial modernization. They received a completely new car body with partial sheet metal in the upper third and UIC roller bearings . When it was redesigned in 1968, wrong UIC generic symbols were initially assigned with the missing "m", combined with a classification in wrong number ranges. This was corrected around 1970. In this chapter the correct UIC generic designations are always given with "m" for a loading length of less than 9 m.

A maximum of 3000 wagons from the former class district of Bremen came to the DR. Due to the simple wartime design , they were worn out early, which is why they began to be partially modernized as early as 1963 after 20 years of operation. Defective Hildebrand-Knorr brake systems and steam heating lines were partially dismantled. Only the braked partial mod wagons were then approved for 100 km / h, the cable wagons still only for 80 km / h. All "Bremen" including the partial Mod cars belonged to the Doc. 0630. The names of the wagons that have been written on sometimes also mix old-build vehicles and part-mod wagons, and they also changed several times. Number ranges and generic designations are given below, from which the number and equipment of the existing wagons can be estimated. In 1966 (Güterwagen-Handbuch) the partial mod wagons did not have their own number ranges:

101 1000 - 101 2999 for German type Gm (s) wagons, includes ≤2000 wagons without steam heating line,
102 5000 - 102 5999 for German type Gmh (s), includes ≤1000 wagons with steam heating line.

From 1967 (DV 939) the cars will differentiate according to their maximum speed:

101 1000 ff .: German wagon type Gm = wagon for 80 km / h, i.e. non-modernized or cable wagons (no details about steam heating lines here) ,
133 0000 ff .: German wagon type Gms = wagon for 100 km / h without steam heating line,
134 6000 ff .: German car type Gmhs = car for 100 km / h with steam heating line.

By 1974 at the latest (Güterwagen-Handbuch) all wagons received correct UIC designations and new wagon numbers:

102 3000 - 102 3999: Glm, i.e. ≤1000 non-modernized or cable trolleys without steam heating line,
135 0000 - 135 0999: Glms, i.e. ≤1000 wagons for 100 km / h without steam heating line,
136 4000 - 136 4999: Glmrs, i.e. ≤1000 wagons for 100 km / h with steam heating line.

Notes: According to DV 939, in 1967 70% of the wagons were to be registered with the document number. 0630 have had a steam heating line. This information was then taken over in other literature, but seems doubtful, because at all times the number ranges for cars without steam heating lines were twice as large. The number range missing from 1974 at the latest precludes the continued existence of cars with steam heating lines and a top speed of 80 km / h.

Of the flat roof wagons, only wagons of type A2 were used for the partial modernization in Raw Magdeburg . Her new car body, partially laminated in the upper third, only had two fields on each side of the door. The loading mass could be increased to 21 t. The cars were used until 1990. There were two designs:

In one series, the wheelbase has been extended from 4500 to 5700 mm. This enabled the installation of the KE-G-Bremse (Knorr-Bremse of the standard design), but required the retrofitting of a truss . The assumption that these are exclusively formerly unbraked wagons cannot be proven. From 1966, UIC loading and ventilation slides were also installed.
A second series was given a double hook drive while retaining the 4500 mm wheelbase and the Kunze-Knorr brake .

Original car		modification		Part mod wagon
former generic district	German genus	year	Number ⁽¹⁾	Document No.	Guide number	UIC genus	LüP without handbrake	LüP with handbrake	Wheelbase
Kassel, Munich (Association type A2)	G	1964/66	1050	4002	04.3, 05.3	Glm	9300 mm ⁽³⁾	-	5700 mm
Kassel, Munich (Association type A2)	G	1967 ⁽²⁾	2700	4003	04.3, 05.3	Glm	9300 mm ⁽³⁾	9600 mm ⁽³⁾	4500 mm

⁽¹⁾ Maximum number according to the size of the number range.
⁽²⁾ The first year of construction 1957 given in DV 939 is probably a misprint. There is no photo with the old car number. UIC loading and ventilation slides and UIC-standardized double hooks were not yet available at that time. This type of wagon is not included in the 1966 freight car manual.
⁽³⁾ On some wagons, the length of the overhang was shortened by 60 mm as a result of the installation of UIC buffers. As a rule, there was no re-labeling.

Two-axle covered wagons

Personnel transport car Hbs, GSNR 2301 - largely corresponds to the Gbs car of the document no. 4025

The wagons according to doc. 0637 were built in 1950/51 in Bautzen wagon construction and largely corresponded to the pre-war Gs Oppeln wagon in terms of dimensions and technology . They were equipped for personnel transports. The German generic name was M (w) s, the guide number 06. Later they were classified as a special design under the generic name Hks-t.

The cars built in 1958 according to doc. No. 0638 with 25.2 m² loading area. Many parts already met UIC standards. However, they were only approved for 80 km / h and had only 4 ventilation slides, which is why they were given the UIC generic designation Gl. The range of numbers suggests a maximum of 300 copies.

The wagons of the document number obtained from Yugoslavia in 1966 were based on the UIC Gs wagon. 4001 with 25.0 m² loading area. It is unclear whether the 1000xxx number range was used.

By far the largest number of covered wagons, namely over 20,000 copies in total, largely corresponded to the UIC Gbs wagon . Almost identical in construction, thermal insulation wagons ( colloquially: "banana wagons") were also built as new buildings and, from 1979, crew transport wagons in various designs as new buildings and as a conversion from Gbs 1500. Furthermore, Raw Leipzig and Waggon Union Siegen also supplied corresponding swivel roof wagons . The following table provides an overview of the individual series (except for the personnel carrier). Most of the wagons were taken out of service shortly after being taken over by Deutsche Bahn AG .

Manufacturer	Construction year	Document No.	genus	GSNR	Outer wall	comment	number
Raw Leipzig	1966-1983	4000	Gbs	1500	Sheet with 7 beads	from year of construction 1982 10 beads (approx. 900 copies)	13,500
Gothaer Waggonfabrik	1966	4000		1500	Sheet with 7 beads		300
Kraljevo wagon construction	1968	4004		...	Wood		...
Gothaer Waggonfabrik	1969-1971	4006	Gbqrss	1742	Sheet with 7 beads	Handbrake, express freight car	700
Raw Leipzig	1971-1972	4005	Tbs	...		Swing roof wagon	...
Raw Leipzig	1973-1974	4009	Ibblpqrs	8256		Thermal insulation trolley with foam polystyrene insulation	...
UV Arad (Romania)	1974	4010	Gbs	1505	Plywood panels		800
UV Arad (Romania)	1974	4011		1505		Handbrake	800
CAF (Spain)	1981	4012		1543			1,000
Union Siegen wagon	1981	4500	Tbekks	5775		Swing roof wagons, all rental wagons at EKO for the transport of sheet metal	400
	1982-1983	4014	Gbs	1550			720
	1982-1983	4014	Gbs	1556		Handbrake	280
	1983	4015	Gbqss-z	1743		Express freight car	120
Raw Leipzig	1984-1985	4021	Gbs	1515	Sheet with 10 beads	different front wall roof segment compared to Gbs 1500	650
	1985-1986	4023		1553		Compared to Gbs 1515 different suspension, rectangular buffers	1,080
	1986-1988	4025		1554		like Gbs 1553, but prepared for automatic coupling	540
	1986-1988	4025		1557		Variant of the GBS 1554 with handbrake	80

Railway company car - converted from a boxcar of the document no. 0655-1

After German reunification , the DR procured the same sliding wall wagons as those of the DB type Hbbillns 305 .

Model of a boxcar with front doors, doc. No. 0655-3

Four-axle covered wagons

Berlin-Pankow marshalling yard, front: two of the import wagons of the type Gag (r) sv

The four-axle boxcars were often used to transport grain. For this purpose, they had loading openings in the roof ( national code letter v ).

In the years 1951 to 1954, four-axle boxcars with wooden walls were initially built in the GDR based on the model of the wagons of the former Bydgoszcz district . But they were a little shorter, resulting in a loading length of 14.42 m and a loading area of 39.2 m². There were three versions:

Gag (m) (r) sv / doc. No. 0655-1: with brakeman's cab, partly with steam heating line,
Gag (m) (r) sv / doc. No. 0655-2: without brakeman's cab, some with steam heating line, as well
Hacg (m) rs-v / doc. No. 0655-3: without brakeman's cab, with front wall doors, always with steam heating line.

The generic names that are occasionally encountered without "m" result from an error in the 1968 redrawing, which was later corrected.

The external dimensions of the wagons imported later with corrugated sheet metal walls corresponded to type 1 of UIC standard 571-2 . Three series were built:

1963/64 in Arad with a double sliding door on each side, with or without handbrake, with steam heating line (Gagrs-v / Doc.No. 0641),
1966–1968 in Niš with two single sliding doors on each side, with or without handbrake, with steam heating line (Gagrs-v / Doc. No. 4400), as well
1973/74 in Arad with two single sliding doors on each side without steam heating line (Gags-v) - without handbrake (Doc.No. 4401) and with handbrake (Doc.No. 4402).

Flat car

Older stake wagon Doc. 0772 as Kkklm with roller bearings and without stanchions

Ks car first year of construction 1969, document no. 5526, GSNR 3300, after DB takeover in Günzburg

Flat wagon of standard design with two wheel sets (type K)

The stake wagons that were taken over with a loading weight of 15 t were for the most part classified under the guide numbers 61 (with stakes) and 63 (without stakes), so that a statement about the whereabouts of the individual types is not possible. In the wagons of the association design , the side walls with the originally horizontal boards were exchanged for those with vertical boards. The wagons with a loading weight of 20 t (welded design with 8 m wheelbase, Doc.No. 0772) and 25 t loading weight (war type, Doc.No. 0774) were often converted to roller bearings, the latter then being approved for 100 km / h. Both types were in use until the early 1990s.

Compared to the bogie wagons, only a few two-axle flat wagons of the standard design were newly purchased. The wagons from Arad (built in 1969, doc. No. 5526, GSNR 3300) were without handbrake, those from Niesky (built from 1969–1970, doc. No. 5528, GSNR 3301) were equipped with a handbrake when the platform railing was folded down. Both types corresponded in their dimensions to the UIC Ks wagon with an axle base of 8 m and had swivel stakes.

Flat wagons in special design with single wheel sets (class L)

Special flat wagons were available for the transport of motor vehicles . They could be used to transport cars on two levels, with the upper deck slanted as a drive-on ramp. Three manufacturers appeared:

1958–1960 Waggonbau Niesky with double wagon units (Doc. No. 0748), type Laae (later Laaek) and
1976–1978 Vagónka Česká Lípa (Doc. No. 5300) and
from 1986 Fauvet-Girel (Doc. No. 5301), both with single wagons always used in pairs, type Leks.

In addition, old turntable wagons and Omm wagons were built in the Raw, as well as simple flat wagons for passenger car transport later on new underframes, which were placed in so-called car pendulums.

In 1959/60, container wagons were initially procured for combined transport , which could accommodate five medium containers (Doc. No. 0844, German wagon type : BTmm). In addition, in 1960/61 carrying wagons were made out of former pot wagons , which only held three central containers (Doc. No. 0845, German wagon type: BTw). Both types came together only on a little over 100 copies. Due to the decline in medium-sized container traffic, they were not given a long period of service.

(On the construction of the car Gbs so based) the raw Leipzig built some special bogie trolley (document number 5675) on which three pairs Y25 bogies in piggybacking found space.

Rs car first year of construction 1964, document no. 0804, after taking over the DB at the Kodersdorf sawmill

Former R (g) s wagons with Niesky bogies (possible Doc.No. 5850-5854) in the construction train service in Dresden-Neustadt

Standard design flat wagons with bogies (type R)

R wagons with a loading length of at least 15 m

There are three documents from 1973 for the older four-axle rail cars , in which they are summarized according to loading length and loading weight.

Document No. 0799: 15 m loading length / 36.5 t load limit, number range 383 8000 - 383 8699, corresponds to the association design
Document No. 0806: 18 m loading length / 40 t load limit, number range 383 8700 - 383 8999, corresponds to the special design or replacement design
Document No. 0807: 18 m loading length / 42 t load limit, number range 384 1000 - 384 1999, corresponds to the welded design

In 1964 new flat wagons came from Sarajevo (Doc.No. 0804), which with their loading length of 20.70 m are the longest German R-wagons to this day. The original German wagon type SSly was changed to SSalm before it was given the UIC designation R in 1968. Over 500 wagons were taken over by the DB in 1994 with the type number 679.

From 1967 onwards, the R wagons were based on the UIC standard R (e) s with a loading length of ≥18.50 m. The table shows the different series and mentions some of the differences in detail. The Rgs wagons equipped with container spigots were the backbone of ISO container transport in the GDR, since special container wagons (classes L or S) were not available. After 1990, the container pins were found in almost all Rgs in the folded state. In addition, many wagons were converted, including Roos wooden transport wagons .

Years of construction	Manufacturer	Document No.	genus	GSNR	number	properties	DB type number from 1994	Modifications from 1994
1967-1968	Sarajevo wagon factory	5850	Rs	3900	550	Niesky bogies, handbrake	673 ⁽¹⁾
1968-1969	Waggonbau Niesky	5851	Rs	3900	550	Niesky bogies, handbrake	674 ⁽¹⁾
1968-1971	Waggonbau Niesky	5852	Rgs	3910	530	Container pins, Niesky bogies, handbrake	668, 668.1 ⁽²⁾
1970-1973	UV Arad (Romania)	5853			> 2300		669, 669.1.1 ⁽²⁾
1971	Sarajevo wagon factory	5854			300		670, 670.1 ⁽²⁾
1976-1977	UV Arad (Romania)	5856			825	Container spigots, Y25 bogies, between 1991 and 1993 equipment of 390 wagons with attachments for swap bodies (GSNR 3560)	671, 671.1 ⁽²⁾ , 672 ⁽³⁾	1994: Prototype Roos ⁶³⁹ , 1995: 150 pieces Roos ⁶³⁹ , 56 pieces with steel side walls Res ⁶⁴⁰ , 1996: 100 pieces Roos-t ⁶⁴² , 1997: Prototype Roos ⁶⁴⁴
1975-1976	ANF Industry (France)	5575	Res	3936	500	eight-part side panels, Y25 bogies	675
1977-1986	Raw Eberswalde	5576			1210	nine-part side panels, Y25 bogies	676
1977-1988	Waggonbau Niesky	5577			<500	nine-part side panels, Y25 bogies	677
1987-1990	Raw Eberswalde	5578		3997	500	Nine-part side panels, Y25 bogies, end panels changed compared to 3936	678	2000-2003: Roos-t ⁶⁴⁵

⁽¹⁾ In total, only 53 wagons of the GSNR 3900 were left; they were no longer designated as the intended type numbers 673 or 674.
⁽²⁾ Type number ".1" for wagons with fixed container pins
⁽²⁾ Type number 672 for wagons with an attachment for swap bodies

Rmm wagons with a loading length of less than 15 m

The first 300 new R-cars with the document no. 0811 came from Waggonbau Görlitz in 1952 . They were similar to the four-axle heavy-duty trucks (armored transport vehicles) of the welded design from 1942 (Doc.No. 0808), but were a little longer. The German wagon type of both types was SSy, but from 1965 at the latest SSam; the UIC designation Rlmmp. The number range of the old construction vehicles ranged from 389 0000 to 389 0499, the new construction vehicles were given numbers from 389 0500 ff.

Starting in 1984, Vagonka Tatra from Poprad purchased around 1000 four-axle flat wagons with a loading length of 11.30 m. For the transport of heavy steel and concrete parts and vehicles , it was possible to replace the heavy goods vehicles from the Second World War. The 70% that were fitted with side panels were also used in bulk goods transport . The cars of the type Rmms initially received the document no. 5581 and GSNR 3960. In 1994 they were given type number 662 at the DB .

Flat wagons in special design with bogies (type S)

The following classification is based on the article flat wagon . The DR did not have any S-wagons for combined traffic .

S wagons for heavy loads

About 110 pieces of the six-axle heavy-duty vehicles (armored transport vehicles) of the welded design (Doc.No. 0810) built between 1942 and 1944 were taken over by the DR . The German wagon type was SSym, but from 1954 at the latest SSamm; the UIC designation Sa.

Dresden marshalling yard, in the center of the picture: an RRym wagon with a fish-belly carrier

Model of an RRym wagon, doc. No. 0782

The so-called RRym wagons were dominant within the S-wagon group: six-axle flat wagons with a drivable wagon floor, folding front and side panels (with the front panels also serving as a loading bridge) and a loading weight of around 90 t. They were used for the transport of heavy loads of various kinds. Like all freight wagons with the secondary generic sign y, the RRym wagons were also redesignated several times, namely from 1965 at the latest, initially according to the German system in RRamm ( mm here: load weight> 80 t). From 1968 they received the UIC designation Sa, from 1980 Samm ( mm here: loading length <18 m). The construction series differ in various details. All were listed under GSNR 4818.

Years of construction	Manufacturer	Document No.	properties	As of December 31, 1993	DB type number from 1994
1952-1956	Waggonbau Niesky	0779	Fish belly beams, plain bearings, rope eyelets	1,044	451
1956-1957	Waggonbau Niesky	0782	Fish belly beams, UIC roller bearings, rope eyes, UIC buffers	134	452
1965-1967	Niš and La Brugeoise et Nivelles wagon factory	0784, 0785	Fish belly beams, UIC roller bearings, rope anchors, UIC buffers	697	453
1977-1988	UV Arad (Romania)	5625	straight solebar, UIC roller bearing, rope anchor, UIC buffer	1,579	454

S-wagons for special purposes

Starting in 1964, Waggonbau Niesky supplied 700 four-axle Gleisjoch transport wagons (Doc.No. 7900) that are similar to the RRym wagons from the same manufacturer. About 120 of them were equipped with roller devices for the track yoke laying crane Uk 25/9 type Platow. The use was made by the Reichsbahnbaudirektion. Most of them operated as single wagons (UIC designation S, GSNR 4600), some also as multi-part units (UIC designation Sm, GSNR 4605).

Special bucket wagons were used to transport various moisture-sensitive bulk goods in fixed relationships between industrial sites.

Open freight cars

War design Omm wagon, converted with sheet metal doors and roller bearings

Rostock overseas port , front: Reko-Wagen Doc.-No. 5029, developed from a war-type Omm wagon

Two-axle open reco and part-mod wagons (El-u)

It has been proven that the om-wagons of the association design and the Omm-wagons of the welded and war design were included in the conversion programs .

The Reko cars received a completely new car body. The installation of UIC buffers shortened the length of the length by 60 mm. The association type Om wagons received a new, welded underframe, but retained the chassis with the plain bearings , while the same were replaced by UIC roller bearings in the Omm wagons . The Klagenfurt type also received a level truss. The El-u from the Linz and Klagenfurt types were in use the longest, namely until the beginning of the 1990s.

In the post-war years, the wooden walls of many Om (m) cars were replaced by sheet metal walls. The car body profiles remained unchanged, apart from the removal of the stiffeners. They are considered part of the mod car . Only the Villach type is included in the table; insufficient data is available on the others.

Original car	modification			Reco / part mod wagon
Original car	year	Art	Number ⁽¹⁾	Document No.	German genus	Guide number	GSNR	LüP [mm]
Om Essen, Wroclaw of the association design	1961–…	Reco	20,000	0731	Omu	36.2	-	9.040 (only without handbrake)
Omm (r) Linz	1954–…	Reco	3,500	5025 (without Hbr.), 5026 (with Hbr.)	Ommu	42.0	5570	10.100 (without handbrake) 10.800 (with handbrake)
Omm (r) u Villach	1954–…	Part-Mod	500	0739-2	Omm (r) u	43.2	5100	10.100 (without handbrake) 10.800 ⁽²⁾ (with handbrake)
Omm (r) u Villach	1954–…	Reco	10,000	5027	Ommu	43	5100	10,040 (without handbrake) 10,740 ⁽²⁾ (with handbrake)
Ommu Klagenfurt of the war design	1961–…	Reco	3,000	5029	Ommu	44	5565	9,940 (without handbrake)

⁽¹⁾ Maximum number according to the size of the number range
⁽²⁾ Cars built from 1943 onwards with a 200 mm shorter handbrake platform

It is unclear how many wagons were used for longer without a conversion program. The following types are used in the original version:

in 1974 the Om wagons of the interchangeable design (former Königsberg class district) - some with steel walls and roller bearings - under the doc. 0734 and
in 1977 the Ommu-Wagen (former class district Villach) under the Doc-No. 0739-1, which probably even received the GSNR 5560.

There is no evidence of the whereabouts of the welded-type Om wagons (former districts of Breslau and Essen) . Since they were insignificant in terms of numbers, their inclusion in the Reko program seems unlikely.

Two-axle open new wagons (Es-u)

Es-car first year of construction 1964, document no. 5301, GSNR 5520

Almost all of these wagons built from 1964 onwards, at least in the main data, corresponded to the Es wagon type 2 of UIC standard 571-1 . In the beginning wagons had to be imported from Yugoslavia , but the Raw Dresden soon took over the mass production. Most of the series only differed in a few details. The wagons from Česká Lípa , however, differ significantly from the UIC standard wagons with their wheelbase of 6 m, the outer side members and some other design features. Many of the wagons were still taken over by the DB in 1994, but then quickly retired.

Years of construction	Manufacturer	Document No.	GSNR	number	annotation
1963-1964	Raw Dresden	0730	6000, 6001		" Kramer -Kiste": Very simple design without doors made from old parts, therefore special design - generic symbol F
1964-1988	Raw Dresden	5031	5520	18,500	without handbrake
1964-1965	Subotica wagon construction	5032/1	5545	1,200	solid bulkhead at the end of the handbrake
1964-1965	Kraljevo wagon construction	5032/2	5544	1,200	without handbrake
1968-1972	Raw Dresden	5031/1	5550	6,500	Handbrake platform foldable with the front wall
1979-1984	Raw Dresden	5033	5235	4,905	without handbrake
1979-1984	Raw Dresden	5033	5038	150	without brake system due to material shortage, type E
1980– ...		5047	5235		Conversion from document no. 5031 for steel floor, therefore special design - generic symbol Fs
1981-1983	Vagonka Tatra Česká Lípa	5048	5546	500	Parking brake
1981-1983	Vagonka Tatra Česká Lípa	5048	5547	1,530	without parking brake

Final production of a freight wagon Doc. 0750/1 in the wagon and mechanical engineering department in Görlitz

Models of two gondolas, doc. No. 0750/2 and 0751

Standard design four-axle open freight cars

Early designs

Right from the start, the DR relied on bogie vehicles for open freight cars . The early designs had a pivot spacing of 8.50 m. The loading length was originally 12.41 m, from 1965 it was adapted to the UIC standard wagons (≥12.71 m). The table gives an overview of the series:

Document No.	Year of construction (s)	Manufacturer	Long beams	Axle bearing	Outer wall	Brake ⁽¹⁾	genus	GSNR	Number ⁽²⁾
0750/1	1954-1955	various wagon construction companies in the GDR	straight	bearings	Wood, 5 doors ⁽³⁾	Hik-GP + Brh-f or Fstbr	Eal	5916	1,500
0750/2	1956		straight	bearings	Wood, 3 doors	Hik-GP + Fstbr		5916	1,500
0751	1956-1957		reinforced under doors	Roller bearings	Steel , arched, 3 doors	Hik-GP + Brh-f or Fstbr		5918	1,500
0752	1958-1960		drawn in at the ends of the car , reinforced under doors			Hik-GP + Brh-klpp or Fstbr		5918	1,500
0753	1963–…	Waggonbau Niesky				KE-GP + Brb-klpp or Fstbr		5906	4,000
5325	1965-57	UV Arad (Romania)				KE-GP + Brb-klpp or Fstbr	Eals-u	5906	1,800
5326	1966	Kraljevo wagon construction				KE-GP + Fstbr		5906	1,800
5327	1966-1968	Waggonbau Niesky	straight			KE-GP + partially Brb-klpp ⁽⁴⁾		5906, 5908	1,500

⁽¹⁾ Explanation of the abbreviations:

Brh-f = handbrake in the brakeman's cab , firmly mounted on the bulkhead and floor of the car - the car can therefore only be tilted on one side

Brh-klpp = handbrake in the brakeman's cab, can be folded with the front wall upwards - the wagon can therefore be tilted on both sides

Brb-klpp = handbrake on stage, can be folded with the front wall upwards - the wagon can therefore be tipped on both sides

Fstbr = parking brake

⁽²⁾ Maximum number according to the size of the number range
⁽³⁾ At the beginning of the 1960s, partial conversion to sheet metal walls with 3 doors
⁽⁴⁾ Presence of a parking brake on cars without a handbrake unclear

Reconstruction of the early designs

Many of the wagons built before 1968 were reconstructed at Raw Zwickau from 1976 onwards . They received a new car body with the external dimensions of the UIC standard car with straight sheet metal walls, a stronger upper belt and three vertical box struts between the two doors. This is also the most noticeable difference to the new wagons with two or four struts. All hand brakes have been removed.

It is not always possible to assign the exit vehicles to the corresponding Reko vehicles. The incompletely preserved primary sources do not provide any information on this, the secondary sources are contradictory. When comparing the years of construction and years of conversion, it is noticeable that the wagons were around 20 years old and had not yet reached the end of their useful life when they were converted and were therefore probably reconstructed according to their age before they were worn out. The number ranges given in the DR documents partially overlap and therefore do not allow any conclusions to be drawn about the number. Therefore, in the following overview the inventory of December 31, 1993 is given.

Document No. Original car	Reco car
Document No. Original car	Remodeling years	Document No.	special renovation measures	genus	GSNR	As of December 31, 1993	DB type number from 1994
0750/1 ⁽¹⁾ , 0750/2	1976– ...	5329	Underframe rebuilt, pivot spacing extended to 9.00 m, bogie exchange to Y25 (roller bearing), brake exchange Hik-GP to KE-GP ⁽¹⁾	Eas	5951	343	060
0751, 0752, 0753, 5325, 5326	1978– ...	...	If necessary, brake replacement Hik-GP to KE-GP	Eals	5910	807	062
	1978– ...	...	If necessary, brake replacement Hik-GP to KE-GP, reinforced frame	Eas	5960 ⁽²⁾	136	064
	1980– ...	...	if necessary, brake replacement Hik-GP to KE-GP, steel floor	Eals-x	5909	2890	063
	1980– ...	5332 ⁽²⁾	If necessary, brake replacement Hik-GP to KE-GP, reinforced frame, steel floor	Eas-x	5961 ⁽²⁾	1376	065
0750/1 ⁽³⁾	1986-1987	5344	like 5329, but with steel floor	Eas-x	5952	387	061
5327	1987– ...	5346		Eas	5965	689	070
	1987– ...	5347	Bogie exchange for Y25	Eas	5966/5967 ⁽⁴⁾	205	072/071 ⁽⁴⁾

⁽¹⁾ According to DV 939 from 1976 all wagons with parking brake, whereabouts of the 0750/1 with handbrake unclear, retrofitting of a parking brake is not proven
⁽²⁾ contradicting information: the GSNR in the table comes from Carstens , the document no. 5332 of DV 939 (steel floor, capable of top-tipping) does not name 5360
⁽³⁾ as safe, possibly the Eal 5916, which had sheet metal side walls in the 1960s
⁽⁴⁾ with / without parking brake

This Eas wagon, built by ANF-Industrie for the DR, first became the Eas ⁰⁶⁶ at the DB and after conversion (including two doors and the head flaps were welded) to the Eaos -x ⁰⁵⁷ .

New types

The Eas cars built in the 1980s largely correspond to the UIC standard car, including the 9 m pivot spacing . The origin can often be identified through some characteristics. In addition, there are further differences in detail, which are not fully reproduced in the table. All wagons exist with and without a parking brake, and almost all of them came to the DB.

Document No.	Year of construction (s)	Manufacturer	particularities	GSNR	As of December 31, 1993	DB type number from 1994
5334	1980/81	ANF Industry (France)	2 box struts ⁽¹⁾	5971	2,979	066
5335	1981	Waggonbau Niesky	4 box struts ⁽¹⁾	5968	298	067
5338	1986	ANF Industry (France)	2 box struts ⁽¹⁾	5949	447	066
5339/5340 ⁽²⁾	1958-1960	CAF (Spain)	2 box struts ⁽¹⁾ , larger door spacing (7.21 m instead of 7.00 m)	5947	100	068
5343	1986	UV Arad (Romania)	1.70 m longer - bogie spacing 10.70 m, pressed sheet metal doors	5948	101	069
5349	1990	Waggonbau Niesky	4 box struts ⁽¹⁾	5946	125	074
5383	1986	UV Arad (Romania)	2 box struts ⁽¹⁾ , pressed sheet metal doors	5969	770	073

⁽¹⁾ vertical box struts between the side wall doors
⁽²⁾ with / without parking brake

Open car with gravity discharge

Open hopper wagons for track construction (ballast wagons)

Two-axle ballast wagons had been developed as early as the 1920s ( Talbot ballast wagons ). They were replaced at the DR by newly built bogie cars . These were as service freight cars under the generic set Fac and, as not for use in freight trains provided only designed for 80 km / h. Between 1963 and 1967 a total of 600 wagons of Doc.-No. 0860, 5425 and 5426 supplied by different manufacturers, which differed only in a few details.

The basic construction was similar to the hinged-lid wagon built in Niesky ( see below ). The car body was shaped like a funnel . The saddle-shaped wagon floor underneath (inclination 45 °) had two upper and two lower discharge openings on each side of the wagon. These could be closed and opened by hand levers that were connected to curved slides via shafts and joints. In addition, the wagons had a special attachment (ballast spreader) with which the even distribution of the ballast in the track bed was achieved. The working speed for ballasting was 5 km / h.

Prototype for the Fcs of Doc. 5200: Fcs ^{090 of} the DB (here already with GP change as Fcs ⁰⁹² )

Open hopper wagons for single wagon traffic

For the transport of lignite briquettes and other bulk goods insensitive to moisture in single wagon traffic , the DR began in 1968 with the construction of an extensive park of open wagons with adjustable, high-level gravity unloading . Their unloading device differs from that of the ballast wagons. Originally, the vehicles were classified as a standard design, from 1980 onwards as a special design, which resulted in repeated redrawings. The names are compared in the table:

Open car of the document no. 5201, here after DB takeover as Fcs ⁰⁸⁸

Open car of the document no. 5429/5430, here after DB takeover as Facs ¹²⁴

Years of construction	Manufacturer	Document No.	properties	number	first UIC designation		Designation from 1980			DB type number from 1994
Years of construction	Manufacturer	Document No.	properties	number	genus	Wagon number	genus	Wagon number	GSNR	DB type number from 1994
1968/69	Union Berlin wagon	5200	two-axis, with and without handbrake , replica of the Fcs ^{090 of} the DB	1,375	Eds-u	550 0000 ff.	Fcs	645 0000 ff.	6450	084
1971/72	ANF Industry (France)	5201	biaxial, with and without handbrake, trapezoidal cut-out in the side panel	3,950	Eds-u	550 1500 ff.	Fcs	645 3500 ff.	6453	088
1978-1980		5429	four-axis, without handbrake	1,450	Eads-u	597 0000 ff.	Facs	694 0000 ff.	6941	124
1978-1980		5430	four-axis, with handbrake	1,450	Eads-u	597 0000 ff.	Facs	694 1000 ff.	6941	124

Open car of the document no. 0756, retrofitted with attachments to enlarge the cargo space

Open saddle wagons

Open freight wagons with a saddle-shaped wagon floor and sudden gravity discharge have been used in Germany for the transport of coal and iron ore since the 1930s . For the Deutsche Reichsbahn they were of great importance in view of the great transport requirements - lignite was the most important energy source in the GDR and for years the DR's most transported goods by weight. That is why they were continuously procured in large numbers.

The first 20 wagons (Waggonbau Gotha 1952/53, Doc. No. 0756) with a loading space of originally only 30 m³ were a further development of the Reichswerke ore wagons.

From 1955 to 1970 the wagon construction companies in Niesky and Gotha delivered a total of 1200 wagons on a uniform, 11.50 m long underframe with 65 to 69 m³ of cargo space (Doc.Nos. 0754, 0756 and 0846).

During the same period, the following saddle wagons were also imported:

602 pieces of document no. 0755 from Ostrowiec Świętokrzyski with a very long and low car body,
398 pieces of document no. 0758 from UV Arad (Romania) an old construction with car bodies similar to the standard design, as well
680 pieces of the document no. 0848 from the Konstal wagon factory in Chorzów already based on UIC standardization features with 75 m³ of loading space.

After a short break in procurement, UV Arad appeared as the sole supplier in 1976. As with the Konstal wagons, an underframe with a pivot spacing of 7.20 m was used; the length over buffers was also 13.25 m (without handbrake) and 13.50 m (with handbrake). The two late delivery series differ slightly, among other things in the shape of the car bodies, from which the different loading volumes result. All types are still in use:

Document No. 5428 with 75 m³ loading space, car body identical to document no. 0848, 1150 pieces built from 1976, today as Fals ¹⁶⁴ ,
Document No. 5431 with 83 m³ cargo space, 456 units built from 1987, today Falns ¹⁶⁵ , as well
Document No. 5438 with 78 m³ cargo space, 74 units built from 1989, today Falns ¹⁶⁶ .

Side-tilting trolleys

The two-way tippers remained a marginal phenomenon in the GDR due to their special field of application - the transport of moisture-insensitive bulk material to and from large construction sites. The first 30 wagons (Doc. No. 0858) with a 40 ° tilt angle on each side, delivered by Waggonbau Bautzen in 1951/52 , were used for the construction of the Berlin outer ring . Another 40 similar wagons (Doc. No. 0858) were supplied by Vagonka Tatra Studénka in 1959/60 . Both were given the genus FAKK and GSNR 6731. The modern, 100 pieces comprehensive series (document number 5432) with a tendency to tilt of 45 degrees came in 1982 by Etablissements Arbel . In the DR they were classified as the Fakks genus with the GSNR 6781, the DB took them over as Fakks ¹²⁷ .

Car with an opening roof

These wagons are mainly used to transport moisture-sensitive bulk goods . Whenever possible, the same materials were always transported in order to minimize the cleaning effort. All wagons built from 1975 onwards with an opening roof for bulk goods had an interior coating and bore the code letter -y . From 1988 the wagon numbers and GSNR for all T-wagons were changed (first digit 0 instead of 5), the new numbers are not reproduced in the entire article.

Car with opening roof and level car floor

The DR maintained a large park of hinged-lid wagons for the transport of potash salt and other fertilizers as well as lime . All of them were given the UIC designation T-v in 1968 because unloading was not possible with a crane , but only through the side doors. In 1980 the code letter v was omitted, instead the code letter m was added for a loading length of less than 9 m.

The first hinged lid wagons (Doc.No. 0678) with a loading weight of 21 t were built from 1952. They had an underframe with a 6 m axle base. Most had a longitudinally-sided planar truss (like the Reko cars from the former Ommu Klagenfurt, so ), and some have a spatial truss (as in Ommu Villach ). The number range 560 0200 - 560 0999 left space for 800 vehicles. The GSNR was 5600.

In addition, a large number (maximum of 2,000 vehicles in the number range 560 1000 - 560 2999) were made up of makeshift pottery cars from former Ommu Villach.

Completely redesigned and recognizable at first glance by the curved side walls with two doors on each side, the hinged-lid cars from the year of construction 1957 (Doc.No. 0685). They came from the Gothaer Waggonfabrik and Waggonbau Niesky and are characterized by a load weight of 27 t. The wheelbase was only 4.85 m. The number range 560 3xxx contained a maximum of 1,000 copies. They received GSNR 5605.

Based on this, but with a 5.70 m wheelbase and only one door on each side, the Gothaer Waggonfabrik also began producing swivel roof wagons from 1962 (Doc. No. 0639). Since they could be unloaded with a crane, the generic name was initially T , then Tm from 1980 . Compared to the hinged lid wagons, the intended use expanded to include piece goods that are sensitive to moisture. The number range 560 4xxx contained a maximum of 1,000 copies. They received GSNR 5606.

Part of the hinged-top wagons (Doc.No. 0685) and swing roof wagons (Doc.No. 0639), the roof was removed and the end walls shortened to the height of the side walls. They were then used as open freight cars of the special design with the class designation F.

Swing roof wagons for the transport of moisture-sensitive and bulky general cargo came from Leipzig raw material in 1971/72 and from Waggon Union Siegen in 1981. They are based on the Gbs wagons and were created parallel to them; therefore they are listed in the corresponding table ( see above ).

Car with an opening roof and gravity discharge

Hopper trolley with hinged lids for transporting building materials

For the transport of lime and gypsum , special four-axle hinged lid wagons with a funnel-shaped car body (loading space 25 m³) and a saddle-shaped wagon floor (inclination 55 °) were manufactured by Waggonbau Niesky. The unloading took place suddenly deep on both sides, preferably in a deep bunker. The first series came in 1957 (Doc.No. 0857), the second - with a slightly longer base - in 1961 (Doc.No. 0859). The German wagon type was KKt , the UIC designation Tad was changed to Takkll in 1980 .

Rostock overseas port, front: train with Td (g) s (-y) cars

Hopper wagon with swivel roof for single wagon traffic

Analogous to the open hopper wagons, large numbers of those with a swivel roof for bulk goods that were sensitive to moisture were also procured from 1971 onwards. Again, except for a small series from Niesky, all wagons had to be imported. Although the wagons with their adjustable, high-level unloading device were suitable for single wagon traffic, they were often used in block trains .

The wagons with the code letter g (where the interior painting must always be food-safe) are reserved exclusively for food transport. Typical goods are agricultural products such as grain and animal feed . The remaining wagons are used to transport various moisture-sensitive raw materials such as dolomite , potash salt , rock salt and products from the chemical industry such as fertilizers , sulfur , urea and quicklime .

Years of construction	Manufacturer	Document No.	properties	number	genus	Wagon number	GSNR	DB type number from 1994
1971/72	Establishments Arbel	4551	two-axle, with handbrake , loading space 38 m³, without interior coating	1,860	Tds	573 0000 ff.	5730	935
1971/72	Establishments Arbel	4551		2,040	Tdgs	573 0000 ff.	5740	937
1975-1979	Establishments Arbel ⁽¹⁾ and ANF-Industrie ⁽²⁾	4552/4553 ^(1.3) , 4554 ⁽²⁾	two-axle, with and without handbrake, cargo space 38 m³, inner coating	1,350 ⁽⁴⁾	Tds-y	573 4020 ff. ⁽¹⁾ , 573 5020 ff. ⁽²⁾	5735	936
1975-1979	Establishments Arbel ⁽¹⁾ and ANF-Industrie ⁽²⁾	4552/4553 ^(1.3) , 4554 ⁽²⁾	two-axle, with and without handbrake, loading space 38 m³, food-safe interior coating	700	Tdgs-y	573 4020 ff. ⁽¹⁾ , 573 5020 ff. ⁽²⁾	5745	938
1978/80	Waggonbau Niesky	4556	two-axle, without handbrake, loading space 38 m³, interior coating	246	Tds-y	573 6070 ff.	5737	939
1978/80	Waggonbau Niesky	4556	biaxial, without handbrake, cargo space 38 m³, food-safe interior coating	24	Tdgs-y	573 6070 ff.	5747	939
1976	Establishments Arbel	4579/4580 ⁽³⁾	four-axle, with and without handbrake, loading space 66.5 m³, inner coating ⁽⁷⁾	1,500	Tds-y	583 5000 ff.	5834	958
1978/79		4582/4583 ⁽³⁾	four-axle, with and without handbrake, loading space 66.5 m³, predominantly food-safe interior coating ⁽⁷⁾		Tads-y	584 4500 ff.	5834
1978/79		4582/4583 ⁽³⁾			Tadgs-y	584 4500 ff.	5844
1985/86	La Brugeoise et Nivelles ⁽⁵⁾ and Etablissements Arbel ⁽⁶⁾	4585	four-axle, with and without handbrake, loading space 82.5 m³, food-safe interior coating	500	Tadgs-y	582 3000 ff.	5823 ⁽⁵⁾ , 5824 ⁽⁶⁾	957

⁽¹⁾ Arbel: associated document and wagon numbers
⁽²⁾ ANF: associated document and wagon numbers
⁽³⁾ without / with handbrake
⁽⁴⁾ information not used, this is the maximum number calculated from the size of the number range
⁽⁵⁾ Arbel: associated GSNR
⁽⁶⁾ ANF: associated GSNR
⁽⁷⁾ car body identical to Eads-u from ANF, doc. No. 5429/5430 ( see above )

Saddle trolley with swivel roof

Especially for the transport of rock salt between the Bernburg (Saale) and the Buna works , four-axle swing-roof wagons with 56 m³ load space and interior coating from Arbel were imported in 1978/79, which were structurally based on the open saddle wagons. The saddle-shaped wagon floor with a 60 ° incline made it possible to unload suddenly, high on both sides, at around 300 t per hour. The 65 wagons with the document no. 4581 and GSNR 5667 were originally called Tads-y , from 1980 under Tal-y .

Refrigerator truck

Within the RGW , the GDR was responsible for the manufacture of refrigerated trucks . This enabled the DR to acquire a homogeneous fleet of vehicles from the production of domestic wagon factories.

Most of the vehicles were cooled with ice. They had hatches for the ice on the front sides and (with one exception) a hold door on each long side. Only the most modern EK4, built from 1975 onwards, received two load compartment doors on each side. The EK2 and EK4 series differ visually from one another in terms of the sheet metal used, technically, among other things, in terms of increasingly improved insulation and slightly in terms of dimensions.

Years of construction	Type ⁽¹⁾	Manufacturer	Side panels	Document No.	properties	number	Car number ⁽²⁾
1954 and 1956	EK4	Waggonbau Niesky ⁽³⁾	6 beads	0682	for meat, with handbrake	400 ⁽⁴⁾ , 300 ^(4.5)	837 4000 ff., 837 5000 ff. ⁽⁵⁾
1959-1960	EK2	Waggonbau Niesky	6 beads	0686	for meat, with handbrake	500 ^(4.6) , 300 ⁽⁴⁾	806 3000 ff. ⁽⁶⁾ , 806 4000 ff.
1961	EK4	Wagon construction company of the GDR	16 beads	0645	for temperature-sensitive goods, with parking brake	100 ⁽⁴⁾	835 5000 ff.
1966-1970	EK2	Gothaer Waggonfabrik	9 beads	4625	for sea fish, with handbrake	86 ⁽⁴⁾	802 5000 ff.
				4627	for sea fish, with parking brake	164 ⁽⁴⁾	802 5086 ff.
				4626	for meat		814 4001 ff.
				4628, 4629	for meat, with handbrake	300 ⁽⁴⁾	822 6000 ff.
1975	EK4	Wagon construction company of the GDR	16 beads	4677	with parking brake, two load compartment doors on each side		835 0001 ff.
1986– ...	EK2	Waggon construction Dessau	16 beads	4631	for perishable goods except meat, with and without a parking brake	526	836 6000 ff.

Refrigerated train from Dessau at the Leipzig trade fair

⁽¹⁾ EK2 = two-axle ice cooling car, EK4 = four-axle ice cooling car
⁽²⁾ car numbers from the early 1970s; In the DV 939 of 1963 other number ranges are partly given
⁽³⁾ According to www.kuehlwaggon.de 210 pieces (this one?) EK4 were built in Dessau, further documents are missing.
⁽⁴⁾ Information not used, this is the maximum number calculated from the size of the number range
⁽⁵⁾ Number range 837 5000 - 837 5299 with steam heating line
⁽⁶⁾ Number range 806 3000 - 806 3499 also with electrical heating line

Analogous to the four-axle ice cooling wagons (EK4), four-axle machine cooling wagons (MK4) were built in Waggonbau Dessau. These usually ran with crew and generator cars as complete refrigerated trains. A comprehensive representation of these refrigerated trains can be found at www.kuehlwaggon.de .

Container trolley

This group is classified according to container types and the resulting possible uses. In 1980 the tank wagons were spun off and run as their own class Z, which also changed the wagon number and GSNR.

Unlike today, most of the standard tank wagons were owned by the railway administration and were used freely. Only container wagons that were used for special loads were owned by companies - recognizable by the wagon number starting with "0". Some changed their status over the years, so that car numbers existed with "7" as well as with "0". In addition, the wagon numbers have been changed several times, so that their complete presentation would go beyond the scope of this chapter.

Types 0, I and II: standard tank wagons

Type 0 tank wagons were reserved for the transport of carburetor and diesel fuel as well as petroleum . They are often referred to as petroleum tank cars. The range of uses of Type I is wider and also includes various oils that can be discharged at ambient temperature. The distinction between container types 0 and I was also taken into account in the modified German generic name from 1965 when the secondary generic symbol w was redefined as “ only for fuels”. From 1968 to 1979 this w was also used as a national code letter in the UIC type designation system for freight wagons . Since 1980 the container types 0 and I could no longer be distinguished by identification letters.

Heated tank wagons transport viscous oils and tar-like substances that are solid at ambient temperature. Those without insulation can easily be identified by the heating connection on the non-braking end. Their further subdivision into IIa, b and c takes into account different designs of the heating device. Tank wagons of type IId with heating and insulation are also suitable for tough materials such as pitch and bitumen .

The construction of two-axle standard tank wagons began in 1955 in Waggonbau Niesky on the welded standard frame from the 1930s with a 4.5 m axle base , but with double hooks :

Type IId (16 m³), 1955/56, document no. 8026, type Uh.

Later it was replaced by an underframe with a 4.85 m axle base, which u. a. formed the basis for the following wagons:

Type 0 (31.5 m³) type Uh-w - from 1961 (Doc. No. 8005) and Waggonfabrik Altenburg 1970/71 (Doc. No. 8022)
Type IIc (16.8 m³) Raw Jena 1961–1967, Doc. 8006, type Uh
Type IId (20 m³) Raw Jena 1965/66, Doc. 8023, type Uh.

In the 1970s, the production of two-axle tank wagons was concentrated at Raw Leipzig:

Type 0 / I (29.8 m³), built in 1973, Uhs-w (Doc. No. 8025);
Type I (24 m³) years of construction 1976–1978 (Doc. No. 8030);
Type IId (18.5 m³) built in 1971, Uhk (Doc.No. 8024).

In 1976, a series was also created on a new underframe with a 6 m wheelbase, which should ensure smoother running and enable the installation of the automatic clutch:

Type 0 (35 m³), Uhs-w (Doc. No. 8028).

The first four-axle vehicles built in Niesky were based on the earlier tank wagons of the Uerdingen design, but with minor dimensional deviations and a smaller boiler. The wagons from Eastern Europe from the late 1950s and early 1960s were similarly dimensioned, only those of the second series from Tatra were significantly larger. Some of these came to the DB in 1994 because they were used to transport the Russian Army's fuel when it withdrew from Germany. Overall, a remarkable number of tank cars were imported, including all four-axle vehicles with heating. Compared to other types of wagons, a particularly large number of imports came from Western Europe. This began in 1961 with insulated wagons from Belgium. The leading supplier of modern types in terms of numbers was the Société Franco-Belge with over 2,000 pieces. The DR also received its most modern and largest mineral oil tank wagons from her, which were later taken over by rental companies such as VTG or Ermewa .

Years of construction	Manufacturer	Genus before 1980	Document No.	Container types 0, I: without heating		Container types IIa, IIc, IId: with heating		Remarks
Years of construction	Manufacturer	Genus before 1980	Document No.	Type	Vol.	Type	Vol.	Remarks
1955	Waggonbau Niesky	Uah	8101	I.	50 m³			Niesky bogies
1957/58	Bucharest wagon factory	Uah (-w)	8240	0; I.		IIa	48 m³	originally cantilevered container and cast Diamond bogies ; presumably 1967–1972 conversion in the Leipzig raw material: outer side girders added, Niesky bogies (boiler type I - doc. no. 8241)
1959/60			8102	0		IIa; IIc		Niesky bogies
1959/60			8103	I.		IIa; IIc		Niesky bogies, smaller min. Curve radius as a predecessor, built with heating until 1962
1966			8104			IId		Niesky bogies
1960	Československé vagónky Tatras	Uah (-w)	8224			IIa		Niesky bogies; End of 1990: about 85 pieces with a small boiler and 900 pieces with a large boiler (GSNR unheated 7550 / heated 7781)
1963/64	Československé vagónky Tatras	Uah (-w)	8235	0	63 m³	IIa	63 m³
1961	La Brugeoise et Nivelles	Uah	8112			IId	50 m³	End of 1990: 165 pieces / GSNR 7782
1962-1964	Raw Jena	Uah-w	8121	0	49 m³			Soviet container on base according to drawing 1001
1968/69	Kraljevo wagon construction	Uahs	8113			IId	48 m³	Niesky bogies, from 1980: GSNR 7582; End of 1990: 450 pieces
1970/71	Kraljevo wagon construction		8116			IId	50 m³
1970/71	Kalmar Verkstad		8115			IId	65 m³	this and all following cars with Y25 bogies; from 1980: GSNR 7882; End of 1990: 241 pieces
1971	Société Franco-Belge		8117			IId	61.4 m³	Articulated tank wagons; from 1980: GSNR 7883; End of 1990: 904 pieces
1975/76	ANF Industry (France)		8114			IIc	71.82 m³	originally 600 pieces, end of 1990: 554 pieces without heating (GSNR 7857)
1975/76	Union Siegen wagon		8118			IIc	66.3 m³	from 1980: GSNR 7887; End of 1990: 785 pieces, 458 of which without heating (GSNR 7858)
1975/76	Société Franco-Belge	Uahs-w	8105	0	85.1 m³			from 1980: GSNR 7850; End of 1990: 1225 pieces
1975	Raw Leipzig		8106		83 m³			from 1980: GSNR 7850; End of 1990: 1225 pieces
1978/79	Société Franco-Belge		8109		83 m³			from 1980: GSNR 7854; End of 1990: 590 pieces
1979/80	ANF Industry (France)	Uahs	8110			IId	62.8 m³	from 1980: GSNR 7889; End of 1990: 148 pieces
1982/83	Establishments Arbel		?	0 / I	?			GSNR 7855; End of 1990: 70 pieces
1989	Waggonbau Niesky		?	I.	?			GSNR 7965; End of 1990: 256 pieces

Types IIIa and IIIb: Special tank cars with steel tanks

Container wagons of this type were intended for the transport of acids and alkalis . A distinction was made between those without heating (type IIIa) and with heating (type IIIb). Around 1000 pieces were probably hired as rental cars at the DR. The delivery often took place parallel to the standard tank wagons.

It all started with Waggonbau Niesky (Doc. No. 8259, wheel base 4.50 m, with heating tub). In 1961/62, La Brugeoise et Nivelles not only supplied four-axle wagons with heating (Doc.No. 8111), but also two-axle wagons (without heating, Doc.No. 8301 or with heating tub, Doc.No. 8302). Raw Jena and Leipzig also built special type IIIa tank wagons without heating (Doc.No. 8253 and 8257) on the well-known underframe with a 4.85 m axle base.

In the 1970s and 1980s, the French companies Fauvet-Girel (Doc.No. 8325, GSNR 7880), Etablissements Arbel (Doc.No. 8327, GSNR 7880) and ANF-Industrie (GSNR 7981) delivered high-speed four-axle special tank wagons with heating coils ).

Type IIIc: Special tank wagons with a stainless steel tank

Wagons with tanks made of stainless steel were used to transport aggressive acids and alkalis as well as wine and solvents.

Together with the types IIIa / b, two-axle IIIc tank wagons were imported from France (La Brugeoise et Nivelles, Doc. No. 8303). Most of the other two-axle vehicles came from local production. The Quedlinburger Waggonfabrik , which was affiliated to Raw Leipzig in 1971, built the well-known wine tank wagons with a 4.85 m axle base, where the insulation was placed under a G-wagon-like car body (without heating Doc.No. 8018 or with heating vat Doc . No. 8019). In the 1970s, the Leipzig raw material warehouse finally delivered at least six different types of IIIc tank wagons with and without heating and with and without insulation (Doc.Nos. 8020, 8021, 8258, 8263, 8270, 8272). A delivery of 100 units by Etablissements Arbel in 1983 marked the end of the two-axle vehicles.

From 1983, the DR also received modern four-axle tank wagons with container type IIIc (Doc.-Numbers 8119, 8120 and 8350) in three different designs from ANF-Industrie:

130 pieces without heating (Zas, GSNR 7849) for wine and alcohol ,
50 pieces with heating and insulation (Zaes, GSNR 7849) for phosphoric acid , acetic acid , sodium hydroxide , lacquer resin , dichloromethane , as well
50 pieces with heating and the possibility of compressed air discharge (Zaces, GSNR 7874) for dimethoate , viscomin , emulsifier E 30 (an alkane monosulfonate mixture from the Leunawerke ) and propylene oxide .

Type IIId: Special tank wagons with a lined tank (rubber or lead)

These wagons were used for the transport of aggressive acids and alkalis and replaced the pot wagons in some areas of application. Using the well-known undercarriage with a 4.85 wheelbase, they were built in 1966–1968 in Raw Jena (Doc. Numbers 8255 - leaded and 8256 - rubberized) and in 1975/76 in Raw Quedlinburg (Doc. No. 8268 - rubberized). Longer vehicles with 6.40 m wheelbase, larger boiler volume and the possibility of compressed air discharge were bought from France in 1979 by ANF-Industrie. In the contemporary description the following loads are mentioned:

gummed variant (Doc. No. 8304): hydrochloric acid , hydrofluoric acid , emulsifier E 30, iron chloride, sulfuric acid ;
Leaded variant (Doc.No. 8305): sulfuric acid, iron sulphate, zinc sulphate liquor , phosphorus chloride.

Type IIIe: pot trolleys

Pot wagons , which had been used for decades for the transport of aggressive loads, were indispensable for the DR until the end of the 1980s. For this reason, many older models in the Raw Quedlinburg were modernized in terms of running and braking technology (Doc. Numbers 8391, 8392). In the 1960s, around 300 new pot wagons were built there (Doc. No. 8394). They were mainly used as rental wagons for the transport of hydrochloric acid .

Type IIIf: Special tank wagons with an aluminum shell

Aluminum tank wagons with heating were used to transport formaldehyde , pectins , acetic acid , technical fat, fatty alcohol and fatty acids .

Several companies in the GDR built them with 19 m³ loading volume on the usual underframe with a 4.85 wheel base:

1960–1962 the Quedlinburg wagon factory (Doc. No. 8261 with insulation),
1964–1968 the Raw Jena (Doc. No. 8252 without insulation),
1967/68 the Quedlinburg wagon factory (Doc. No. 8260 without insulation), as well as
1969/70 the Altenburg wagon factory (Doc.No. 8262 without insulation).

Raw Leipzig, in which the production of two-axle tank wagons had meanwhile been concentrated (see chapter on normal tank wagons ), increased the tank volume of the wagons built between 1973 and 1975 without insulation to 26.9 m³ (Doc. No. 8266). There is also a copy of the same design without heating (Doc. No. 8265).

All of these wagons were later combined under the GSNR 7205. There were also two newer models, built in 1981 at Raw Leipzig, with GSNR 7366. At the end of 1990, the DR had a total of 636 two-axle aluminum tank wagons.

In 1979 45 four-axle aluminum tank wagons were imported from Belgium. Their manufacturer, Waggonfabrik Gregg, equipped them with an uninsulated 57.7 m³ boiler with a pivot spacing of 8.84 m. The DR listed them under the doc. 8335 and GSNR 7875.

ANF delivered a further 50 four-axle vehicles to DR in 1982/83. 6 of these were without insulation (GSNR 7876) and 44 with insulation (GSNR 7877).

Type IVa: coal dust container wagon (Uc-x)

In the years 1957/58 and 1962 special three-axle coal dust container wagons were built (UIC type Uc-x, Doc.No. 8401, wagon numbers 900 5346 and 900 5495 ff.). With a load weight similar to that of the cement container wagons, their containers were significantly larger - all three containers together contained 52 m³.

Etablissements Arbel delivered 170 four-axle coal dust container wagons Uacs-x with 90 m³ loading space in two series between 1978 and 1982 to the DR. They were with GSNR 9305 (Doc. No. 8435) and 9307 (Doc. No. 8437) designated. In order to save foreign currency, Waggonbau Niesky began in 1983 with the production of such Uacs-x wagons, which were given the GSNR 9308.

The modern coal dust car Uacs-y with liner were largely identical to the coal dust car Uacs-x ( so ) and were mostly procured parallel to these:

from Etablissements Arbel from 1978 (GSNR 9321, Doc.-Numbers 8433 and 8434),
from ANF-Industrie (France) from 1983 (GSNR 9324) and finally
from Waggonbau Niesky from 1987 (GSNR 9325).

Freight station Dresden-Friedrichstadt , on the fourth track from the left a row of different pressurized gas tank cars

Type IVb: pressurized gas tank wagons

With the container wagons for the transport of gases liquefied under pressure such as ammonia , butane , propane , vinyl chloride , the DR began to build its own freight wagons from 1960.

Raw Jena developed the undercarriage according to drawing 1001 with a length overhang of 12.54 m and Niesky bogies. Between 1960 and 1963 three different types of containers were mounted on it: with 48 m³ container volume (Doc. No. 8317), 54 m³ container volume (Doc. No. 8318) and 55.7 m³ container volume (Doc. No. 8323 ). This undercarriage was also used for standard tank wagons ( see above ) and chlorine gas wagons ( see below ).

The larger pressurized gas tank wagons built in 1966/67 in Raw Jena were each given longer underframes: with 69 m³ container volume (Doc. No. 8319) and with 100 m³ container volume (Doc. No. 8320).

A total of around 200 four-axle pressurized gas tank wagons are likely to have been built in Raw Jena. In addition, a small series of two-axle vehicles was built there on the usual undercarriage with a 4.85 m axle base (Doc. No. 8251).

Incidentally, as with normal tank wagons, import vehicles were used:

Years of construction	Manufacturer	Genus before 1980	Document No.	Container volume	Remarks
1965/66	La Brugeoise et Nivelles	Uah	8321	100 m³	with Niesky bogies, largest tank car of the DR; from 1980: GSNR 7717; End of 1990: 19 pieces
1971	ANF Industry (France)	Uahs	8322	92.5 m³	this and all following cars with Y25 bogies; from 1980: GSNR 7915; End of 1990: 499 pieces
1975/76	ANF Industry (France)		8324	92.3 m³
1975/76	Union Siegen wagon		8326	94.18 m³	from 1980: GSNR 7917; Late 1990: 185 pieces
1983	ANF Industry (France)		8328	92.7 m³	GSNR 7919; End of 1990: 50 pieces

Type IVc: chlorine gas wagon

Two types of special container wagons for the transport of chlorine liquefied under pressure are documented: The first series was built in Raw Jena in 1962/63 and, like the type IVb wagons, have the undercarriage according to drawing 1001. The DR listed them under the doc. No . 8316, according to the numbering plan there were 63 copies. In 1980/81 another 50 wagons were imported from ANF-Industrie, which received the GSNR 7811.

Type IVe: cement tank wagon (Uce)

In 1957 the DR began to build up this fleet of vehicles, the two-axle representatives of which were characterized by two 12.5 m³ containers with a total load weight of around 27 t. They were obtained in several series from different manufacturers and differ in the shape of the container and in their design properties. In 1980 the name of the cement tank wagons changed from Uce (s) to Uc (s) -v.

Years of construction	Manufacturer	Document No.	genus	Wagon number
1957-1960	Waggonbau Niesky	8421	Uce	902 1000 ff.
1967/68	Kraljevo wagon construction	8424	Uce	902 3004 ff.
1970-1977	Turnu-Severin wagon factory	8427	Uces	902 3474 ff.
1970/71	Uerdingen wagon factory	8430	Uces	902 4454 ff.
1971	Raw Leipzig	8431	Uces	902 4704 ff.
1970/71	Establishments Arbel	8429	Uces	912 1480 ff.
1976-1980	Turnu-Severin wagon factory	8428	Uces	912 4495 ff.
1979/80	Turnu-Severin wagon factory	8432	Uces	912 5443 ff.

Container trolley Uc-y (Doc.No. 8425) on a postage stamp from 1973

Type IVf: chemical container wagon

Chemical container trolley

Uaoos-y wagons being unloaded at the potash loading facility in the Wismar seaport

In 1968/69 Waggonbau Niesky built container wagons for powdery and granular goods with a high degree of purity such as PVC , PAN and the like. The three aluminum containers each held 13.6 m³. They were only used as rental wagons: UIC class Uc-y, Doc. 8425, car numbers 091 4000 ff.

Other freight wagons

In this chapter those goods wagons of type U should be mentioned which are not container wagons .

Especially for the Kaliexport via the seaport Wismar the DR procured at Etablissements Arbel Douai 490 Selbstentladewagen with four roof flaps for loading and sudden, railway centrally deep-discharging means ( genus Uaoos-y, GSNR 9331, Doc 4584). They were taken over by the DB , later converted to swing roof wagons and henceforth designated Taoos-y, type number 894.

Coupled wagon , at the front newer design with weighting from concrete sleepers , behind it older design with weighting from special concrete blocks, converted to double-sided intermediate buffer coupling of the Intermat type

For the transport of Soviet wagons with SA-3 clutch , the DR built in Raw Leipzig 1984 to a total of 450 dome car , which quickly run in part, were referred to as U (s) with the GSNR 9083 and 9084th For further explanations, please refer to the photos with detailed descriptions in Wikimedia Commons:

Commons : Domed Wagon - Collection of images, videos and audio files

After all, there was a barely manageable variety of low-loader wagons , ranging from four-axle vehicles to 32-axle transport wagons . The DR bought them from SEAG, Waggon Union , Société Franco-Belge and La Brugeoise et Nivelles .

Bibliography and sources

Helmut Behrends, Wolfgang Hensel, Gerhard Wiedau: Güterwagen-Archiv 1 . Transpress, Berlin 1989, ISBN 3-344-00184-1 .
Helmut Behrends, Wolfgang Hensel, Gerhard Wiedau: Güterwagen-Archiv 2 . Transpress, Berlin 1989, ISBN 3-344-00330-5 .
Stefan Carstens, Rudolf Ossig: freight cars. Volume 1: Covered Cars . MIBA-Verlag, Nuremberg 2000.
Stefan Carstens, Hans Ulrich Diener: Freight wagons. Volume 2: Covered Cars - Special Designs . MIBA-Verlag, Nuremberg 2000.
Stefan Carstens, Hans Ulrich Diener: Freight wagons. Volume 3: Open Cars . MIBA-Verlag, Nuremberg 2003.
Stefan Carstens: Freight wagons. Volume 4: Open wagons in a special design . MIBA-Verlag, Nuremberg 2003, ISBN 3-86046-073-0 .
Stefan Carstens: Freight wagons. Volume 5: Stake, Rail and Flat Cars . MIBA-Verlag, Nuremberg 2008, ISBN 978-3-89610-248-5 .
Stefan Carstens: Freight wagons. Volume 6: Inventories and components - freight train luggage wagons. MIBA-Verlag, Fürstenfeldbruck 2011.
Stefan Carstens: The DB AG freight cars . MIBA-Verlag, Nuremberg 1998, ISBN 3-86046-030-7 .
Wolfgang Theurich: 160 years of wagon building in Görlitz. 2. revised u. supplementary edition. EK-Verlag, Freiburg 2009, ISBN 978-3-88255-564-6 .
Author collective: Güterwagen Handbuch . Transpress, Berlin 1966.
Service regulation 939 Part 4 of the Deutsche Reichsbahn. 1963 and subsequent years, compiled in 2004 by Matthias Palmer.
Dieter Fuchs: The Deutsche Reichsbahn in 1974. In: Railway courier topics. 33. EK-Verlag, Freiburg 1999.

Web links

Individual evidence

↑ Waggonbau in Dessau at: www.kuehlwaggon.de, accessed on August 23, 201

↑ The history of the DR refrigerated trains at: www.kuehlwaggon.de, accessed on 23 August 2018

[1] Waggonbau in Dessau at: www.kuehlwaggon.de, accessed on August 23, 201