Halberstadt center entry car
The Halberstadt center entry coaches are a type of passenger coach that was procured by the Deutsche Reichsbahn in the 1970s and 1980s. These were made by Raw Halberstadt. Originally, these were exclusively second- class cars .
The construction machinery support wagons built in the 1980s, which are used in particular with railway slewing cranes, and the prisoner collection transport wagons of the Deutsche Reichsbahn are based on the design of the center entry wagons .
Start time
After the end of the Second World War , the DR had large series of two-, three- and four-axle vehicles manufactured in Raw Halberstadt, which became known as the Rekowagen . The four-axle vehicles were, apart from a few in the first years of construction, for which a few parts of donor vehicles such as gooseneck bogies were still used, purely new buildings. The length of the vehicle did not exceed 18.7 meters, as the transfer platforms there could not accommodate longer cars. The possibility of long car after only through a conversion of Raw in 1978 resulted UIC - guidelines to mass produce. This made it possible to build 26.4 meter long vehicles with a width of 2825 millimeters. Two prototype cars were built in 1972/73. At the same time, VEB Waggonbau Bautzen had also produced a prototype based on the UIC type Z.
The first series of wagons in Halberstadt were open- plan wagons with center entry similar to the n-wagons of the Deutsche Bundesbahn , the main dimensions of which were in compliance with the UIC specification for type X and Z wagons. These center entry cars were given the generic designation Bmhe .
Car body and technical data
The cars had 88 seats in eleven fictional compartments, five between the two entry double doors in folding folding construction, and three each at the end of the car, each followed by an anteroom with a car transition and at one end of the car with a toilet. An open-plan compartment at the end of the car was intended for smokers and therefore had seats made of brown synthetic leather upholstery; the seats in the non-smoking area had a red cover. The interior walls were clad with Sprelacart panels with wooden decor. The design of the benches corresponded to that of the four-axle Reko wagons . Because of the use of express trains, note holders for seat reservations were initially placed above the windows.
The windows were designed as 1200 millimeter wide UIC translation windows . The toilet windows were 600 mm wide and designed as a hinged window in the upper third. The prototype cars only had hinged windows. The car transitions, protected with a rubber bead , are closed off by a one-piece sliding door with a window pane that is divided horizontally twice.
The bogies of type Görlitz V in a modified design have sets of wheels with 920 mm pitch diameter, making these cars were permitted hours for a maximum speed of 140 km /.
In 1979, bogies of the type GP 200 were installed in two cars for testing purposes. In 1982, bogies of the Görlitz VS design with disc brakes were used on a trial basis in another car. However, the maximum speed of many cars was later limited to 120 km / h for reasons of entertainment.
The car 51 50 21-12 002 served as a test vehicle for the newly developed pivoting sliding doors that were installed in early 1982. This car was given a city express paint scheme and was in use until 1988. The doors did not prove themselves in this form, but not because of the high level of maintenance required, as is sometimes claimed, but because of the poor suitability for everyday use when getting on and off trains with large numbers of passengers. The installation of only one non-pneumatically supported pivoting sliding door instead of the double-leaf folding folding doors proved to be particularly unfavorable on the test vehicle.
Between 1978 and 1983, a total of 1279 Bmhe center entry cars were built.
Color design and use
The color scheme of the first series was in the usual DR dark green with a gray roof. In the second half of 1981 the DR introduced a new color concept for long-distance traffic. The wagons should be painted in a chrome oxide green (TGL 2235, similar to RAL 6002 leaf green) with an ivory-colored window band and a fawn roof (TGL 0247). This is why Bmhe wagons were partially painted in this new scheme. However, this only affected the wagons that were stationed in stations that were mainly equipped with long-distance trains. The wagons to be used in express and passenger trains, which were housed in the corresponding offices, were painted in a single color chrome oxide green with a fawn-brown roof. However, up to 1990 numerous cars in light green, sometimes even in dark green, were also used in long-distance traffic. As the delivery of the Halberstadt Z2 wagons progressed, wagons with a chrome oxide-ivory coating were gradually used in express and passenger train services.
Twelve cars received the orange-ivory paint of the DR city express trains and served as booster cars . However, these cars were repainted in green-beige as early as 1983 with the first delivery of the first Z2-Bme type Halberstadt and used in regular long-distance traffic.
With the change in the generic designation of passenger coaches in 1986, the special identification of coaches with electric heating was omitted. The generic symbol of most of the cars was then Bmh.
Although these Halberstadt car primarily for the transport - and Eilzugeinsatz were designed, the use was made initially primarily in high-speed trains of domestic and international traffic, where the Modernisierungswagen repressed the second grade. These were now used in express trains. The first series were designed to be freely applicable internationally and were given four-voltage electric heaters and reservation slip holders above the windows, and they were also approved for 140 km / h. With the entry into service of the Halberstadt express train wagons with side aisles , the center-entry wagons were gradually withdrawn from the express trains in the 1980s, but some examples were still in high-quality service until 1992.
From the Bmh to the Byu car
After the accession of the new federal states to the Federal Republic of Germany, the DR turned its attention to meeting the increased comfort demands of passengers.
Already in 1991 a conversion pattern car could the genus AByu ( y for Großraumwagen about 24.5 meters length, and for carriage with 34-pin Wendezugsteuerleitung ) are presented. In the AByu cars, the middle section of the car was converted for the first class based on the model of the n car . This meant that the first-class area was not realized as an open plan, but with compartments .
From 1992, the series conversion of most of the center entry cars, which have been designated as Bmh since 1986 , into Byu and AByu cars. This was mainly carried out in the Raw Potsdam, Delitzsch and Wittenberge. The wagons received a new interior with new cover plates, which vary greatly depending on the series. In some cases, new individual seats were installed, and in some cases the existing bench seats were reupholstered with fabric. The windows were also replaced, half of the windows were now designed as fixed windows. The wagon type of the second class wagon was changed to By (u | uu) (z) 438/439 . For some wagons, bicycle parking spaces have been created in a large area at the end of the wagon ( type Byd (z) 439 ). The mixed-class cars were given the designation ABy (u | uu) (z) 407/408 .
All converted wagons were given the mint green and white regional traffic paint used by DB since 1987, which was followed by the traffic red paint variant from 1996.
In order to be able to use the cars in more economical push-pull train operations, a number of Bmh cars in Raw Wittenberge were converted into control cars. They were given a more angular head shape, which differed from the Silberling control car and became known as the Wittenberger head . This head, which is similar to the class 628 railcars , was also installed later when converting n-type cars from DB Silberlinge to control cars.
In contrast to the control car based on the n-car, they only received the time-division multiplex push-pull train control . The large area at the end of the control compartment was designed as a load compartment for bicycles, prams and the like and equipped with folding seats on the side walls. The large area at the end of the transition was given wheelchair spaces and a wheelchair-accessible toilet. The type designation of this control car is Bybdzf 482 .
For the modernized center entry wagons, the expression y-wagon (lowercase “y”, not to be confused with the Y-wagons ) has established itself in parlance , analogous to the n-wagons of the Federal Railroad.
A special feature are the modus cars that have been converted on the basis of the Bmh cars . The cars received completely new car bodies and GP-200 bogies, but are still for only 140 km / h approved. 55 cars were converted in 1998 to ABpybdzf 484 and Bpyz 456 (2003 partly to Bpydz 456.9 ). These conversions with air conditioning have been used on the Nuremberg - Würzburg - Frankfurt / Main route since they were commissioned . Their stock is also now being reduced.
Use after 1990
Shortly after the fall of the Wall in the GDR, the DR loaned out many Halberstadt-type wagons with Görlitz V bogies to the DB, which suffered from a blatant shortage of wagons due to the parking of wagons contaminated with asbestos . These wagons were mainly used in express and RE trains. After the establishment of DB AG, the fleet in the west was greatly enlarged. In particular, the wagons with a first-class share were given GP200 bogies with disc brakes that had been released for smoother running.
In 2005, Abellio Rail NRW took over the operation of the Ruhr-Lenne-Bahn in North Rhine-Westphalia . Here control cars were used until 2007, in which the middle section of the car was converted into first class (type ABybdzf 482.1 ).
A significant number of the y-wagons have been parked or sold to Southeastern Europe (Albania, Bulgaria, Romania and Hungary) since 2000.
In October 2006 the cars were still being used in single-type trains from the Cottbus , Erfurt , Halle and Leipzig locations. Occasionally there were wagons in sets formed from earlier Silberling wagons in the old federal states.
The y-wagons are younger than the n-wagons in terms of their structure, but they are significantly heavier than many pieces of silver. It was a long time ago since it was modernized. In addition, many only have the noisy block brakes, while the remaining silver discs predominantly have the quieter disc brakes. This explains why these cars were parked more quickly in Germany. Newly purchased multiple units and double-decker cars, as well as canceling transport services and moving other cars, made many y-cars unnecessary.
At the beginning of 2013 a large number of y-cars were still at home in Cottbus , Erfurt and Halle . Most recently, the Cottbus wagons were used in mixed formations with traffic red interregional wagons , before they were replaced by Talent 2 multiple units and double-deck wagons by April 2013 . The dispensable vehicles were mostly parked, two cars went to Halle (Saale) and four cars to Rostock . Further cars were kept in reserve until December 2013, since then only one control car of the type Bybdzf 482 is in stock, which is used together with other rolling stock in the event of a lack of vehicles. The y-wagons from Halle, which were recently only used on the Halle – Nordhausen – Kassel route, have been successively replaced by double-decker wagons of various designs since December 2011. The conversion was completed at the end of 2013, and the few remaining wagons have only served as a reserve since then.
From December 2013, after a long break, the Rostock workshop again maintained some y-cars that were previously located in Cottbus. They were mainly used in the IRE Rostock-Berlin. All remaining cars were modernized by 2012. At the beginning of 2015 there were still 59 y-wagons in DB Regio's inventory.
The planned use of Halberstadt center entry cars with the exception of control cars ended on December 12th at Deutsche Bahn. December 2015. On this day they were last used on the RB Eisenach – Halle line, which was operated by Abellio Rail Mitteldeutschland the following day .
Some control cars for the Schleswig-Holstein-Express were equipped with GP-200 bogies and fitted with sliding and sliding doors. The color of the interior of these cars was also adapted to the current regional transport design, with seat covers in the DB Medien design and light gray partitions. In addition, a passenger information system (FIS) and a large multi-purpose compartment in the central area were installed. These Bybdzf 482.4 are still in use in the 2017 timetable year on the Schleswig-Holstein regional train , but where they were replaced by the Schleswig-Holstein Express on the RB line 77 Neumünster – Kiel, where they in turn together with modernized InterRegio wagons ("SH -Express car ") replace the remaining n-car . They have been used together with y-wagons and n-wagons since the beginning of 2017, probably until the 2017 timetable change. At the beginning of December 2017, a wagon of this type was still in use at the Kiel depot.
Until 2015, control cars of the type Bybdzf 482 and Bybdzf 482.1 operated on the Nord-Ostsee-Bahn (NOB) in Schleswig-Holstein , where they were used as booster cars together with Halberstadt express train compartment cars. In 2013 one of the cars was leased to the Hamburg-Cologne Express . The cars used by the NOB switched to Transdev Regio Ost . This has been using the wagons since December 2015 on the RE Leipzig – Chemnitz line.
Whereabouts
Selling abroad
After the end of their service with Deutsche Bahn, type ABy (u) (z) and By (u) (z) cars were sold to the Hungarian State Railways , Raaberbahn , Bulgarian State Railways and Albanian Railways , while the Bybdzf control car was only sold to the Hungarian State Railways. The clamping heaters were switched to a supply voltage of 1500 volts.
| Country | society | number | Numbers | Remarks | image |
|---|---|---|---|---|---|
 Albania
|
HSH | 12 | 51 41 21-43 013 - 24 | ex By 50 80 21-43 319, 372, 370, 151, 253 ex Byuu 50 80 21-43 154, 375, 277 ABy 50 80 31-43 185, 043 |
|
 Bulgaria
|
BDŽ | ? | ? |
|
|
 Hungary
|
GYSEV / Raaberbahn | 25th | ABy 51 43 31-30 000-002 AByz 51 43 31-30 003-004 By 51 43 21-30 000-005 Byz 51 43 21-0 006-015 Byd 51 43 84-33 000 BDyz 51 43 84-33 001 -003 |
.jpg)
|
|
|
Hungary
|
MÁV | 297 | AByee 50 55 31-55 000-025, 100-102, 900-913 ABy 50 55 31-55 500-513 By (ee) 50 55 21-55 000-003, 010-061, 150-156, 500-571 , 600-640, 750-754, 900-905, 950-958 Byd (ee) 50 55 84-55 000-017, 150-156, 500 Bybdtee 50 55 80-55 000-026 |
|
Web links
Individual evidence
- ^ New rail wagons between Hamburg, Kiel and Flensburg. nahverkehrhamburg.de, November 19, 2015, accessed on February 23, 2017 .
- ↑ Change of operator: New trains on the Leipzig-Chemnitz route. In: Leipziger Volkszeitung . October 16, 2015, accessed December 14, 2015 .
- ^ Focken, Heiki (2008), Lok Report: Albania. On rails through the land of the Skipetars
- ↑ Own sighting
- ↑ Vagonweb.cz
- ↑ Vagonweb.cz