TEE / IC car (DB)
The TEE / IC wagons are a series of passenger wagons of the Deutsche Bundesbahn (DB) made up of first- class wagons that have been developed from the successful UIC-X wagons of the DB (the latter also known as “m” wagons known). Due to the standard heating, the TEE were also known as “mh” wagons or “mz” wagons (see the generic name of passenger coaches ).
These passenger coaches were sorted into use group 63 by the DB and were preferably used in TEE traffic. They are still used in intercity trains, modified several times .
Types
Rheingold wagon
With the conversion of the previously two-class Rheingold Express train, the DB wanted to use the latest rolling stock. Purely first-class cars in several types were planned. These wagons were designed under the direction of department president Paul Mielich , head of the wagon construction and purchasing department of the Federal Railway Central Office in Minden. They therefore have the same main dimensions as the m design, which means they were 26.4 meters long and 2,825 millimeters wide. The car crossings protected by rubber bulges were now secured by double-leaf sliding doors according to new UIC requirements. Underframe and car body are in turn welded together from different profile sheets of steel grade St52. The folding doors and the roof shape were also adopted from the UIC-X cars. However, the new cars were air-conditioned. The area below the floor of the car was protected by an apron similar to the apron car .
As with the m wagons, the Minden-Deutz type was used for the bogies , but was designed for higher speeds (MD36). The cars were initially approved for 160 km / h and equipped with block brakes and a magnetic rail brake. After the block brakes were replaced by disc brakes, the top speed could be increased to 200 km / h.
In a first series from 1962, ten side-aisle compartment cars Av4üm (later Avmh 111 ) with only nine compartments instead of the ten of the Am types, five open- plan cars Ap4vüm (later Apmh 121 ) with only 48 seats were built exclusively for the F-Zug Rheingold ( mathematically eight compartments), three observation cars AD4üm-62 (later ADmh 101 ) with glass dome cars and two dining cars WR4üm (later WRmh 131 ), some of which were double-decker .
All cars were of type 62 and belonged to usage group 63. The observation cars had a glass pulpit arranged in the roof area with eight windows in the longitudinal direction, there were 22 seats. Two compartments were arranged at normal height. There was also a bar, a writing compartment , a compartment with a telephone, a luggage room and an engine room. The outside of the wagons was labeled "RHEINGOLD".
At the beginning, the cars had the facility for electrical and steam heating (index: "h") including air conditioning, later the cars were converted to a central power supply via train busbars (index "z")
The window width of the compartment cars is now 1,400 millimeters, while the open-plan cars, on the other hand, had 16 windows only 900 millimeters wide on each side of the car. 800 mm wide windows were installed in the vestibules. The window panes were made of gold-vaporized because of the air conditioning and to reduce solar radiation. All of the cars were based on the colors of the pre-war Rhine gold train in ivory (RAL 1014) and cobalt blue (RAL 5013).
In 1963 the F-Zug Rheinpfeil was also converted to the new rolling stock, for which a further twelve Av4üm, six Ap4üm, three WR4üm and two AD4üm observation cars were purchased. These trains also ran in the new Rheingold color scheme. The two observation cars only had four (larger) windows in the longitudinal direction and were labeled "DEUTSCHE BUNDESBAHN".
After Rheingold and Rheinpfeil were integrated into the TEE network in 1965, the color scheme changed to the normal TEE color scheme in purple (RAL 3004) and beige (RAL 1001).
Helvetia type
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For the 1965 annual timetable, additional F-trains were upgraded and converted into TEE trains (e.g. "Blauer Enzian" ). The TEE "Helvetia" was converted from multiple units of the VT 11.5 series to a locomotive-wagon train. More cars had to be purchased for this. These differ from the previous ones in that the pitched roof has now been implemented (for the seated coaches only from 1967). This means that the car roofs were pulled straight through to the end of the car. Otherwise the cars were alike. By 1975, 266 Avmz 111 and 99 Apmz 121 were built. Shortly after their commissioning, an Avmz 111 and an Apmz 121 were lost in an accident. Some of the Avmz 111's in the last series had swing and slide doors, but these were replaced by the normal hinged folding doors in the 1990s.
A series of Apmz 122 cars did not follow until 1975 . These only had 14 narrow windows; the two outer windows were now 1,400 millimeters long. These wagons had sliding doors. These 34 cars, designated as Apmz 122 , offered 51 seats in the first car class, and a further row of seats could be offered thanks to smaller cloakroom rooms. The series that followed in 1985 with seven Apmz 123 , on the other hand, corresponds to the second class open- plan car of the Bpmz type, but largely has the interior fittings of the Apmz 122 type with the exception of the upper luggage racks, which also correspond to the Bpmz types.
As early as 1964, new bar trolleys ARD4üm (later ARDmh 105 / ARDmz 106 ) were developed, which had four compartments, a bar room and a small luggage compartment. The fourteen vehicles built were primarily used in the “Blauer Enzian” and “Helvetia”. Five of the later ARDmh 105 wagons were converted to a central power supply with a train busbar and added as ARDmz 106 . At the end of the 1970s, these cars were withdrawn from TEE service. From then on, they formed the restaurant part of the Bundeswehr IC trains .
Because the partially double-decker version of the Rheingold design did not prove itself, new dining cars of the types WRmh 132 and from 1965 WRmz 135 with pantographs came into service. A part of the WRmh 132 had red paint, the rest was in red-beige TEE colors. 1966 followed the half dining car ARmh 217 (25 units) in the characteristic two-tone, blue-red paint, which gave way to the TEE paint from 1971. These cars were already supplied with a UIC company number, the other cars did not follow until 1968. In the 1980s, the DB had sixteen ARmh 217 converted to ARmz 218 , whereby the steam heating device was omitted and the cars were dismantled to single- voltage cars. The pantograph on many of the cars was used to supply energy during a train stop (when changing locomotives) in the network of DB, ÖBB and SBB / CFF / FFS, and also to supply energy to the kitchen in parking stations where there was no preheating system. A single car, a WRmz 135.1 , was suitable for use in France.
The newer Quick-Pick dining car from 1975 (WRbumz 139 ) is based on the Rheingold car . However, these were rarely used in TEE traffic, but mostly only for express trains. The greater part was in TEE colors, while some pre-production cars were in the then new ocean blue-beige. These cars came into IC service from 1978 with the introduction of the IC hourly service. The wagons were intended for self-service operation with only two people for management. A short time later - after complaints from passengers and tourism associations - they were upgraded with another operator. Since the self-service concept was unsuccessful in the long run, the Quick-Pick cars were converted into pressure-capable on-board restaurants of the type WRmz 137 from 1987 and continued to operate in IC and FD services.
Eurofima compartment car
Following a tender, in 1976 the European railway finance company Eurofima ordered 500 cars (UIC-Z1 standard) for several European railway administrations. Only pure first and second class cars were procured, a total of 295 first class and 205 second class cars, which became known as Eurofima cars and ensured a uniform appearance on international passenger trains. The DB used their wagons in inter-city and cross-border IC / TEE traffic together with other types of wagons, so the classic TEE color scheme was chosen instead of the new pure orange-light gray Eurofima C1 paint scheme.
The DB only procured Avmz 207 cars (1st class, originally 100 pieces). Two further prototypes ABvmz 227 (1st / 2nd class) and Bvmz 237 (2nd class) were tested, but their capacity of 60 and 66 places respectively was felt to be too low. Instead, the DB upgraded UIC-X type compartment cars for the IC '79 concept for 200 km / h (known as Bm 235 from 1979 ).
The Eurofima cars are based on the technical parameters of the UIC-X-Type . The projected first-class car thus essentially corresponded to the DB Avmz TEE car type. Instead of hinged folding doors, the new cars had pivoting sliding doors, like some of the Avmz 111 cars before .
Several prototypes were realized beforehand . The main dimensions were similar to those of the UIC-X cars, but the vestibules were made slightly larger. Because of these differences, the new UIC-Z standard was created. The windows of the first class compartments are 1,400 millimeters wide, as in the Avmz 111 of the DB. The wagons have a panel (apron) on the underbody area like the DB TEE wagons. The transitions, protected by rubber bulges , had new automatic wing doors with window panes rounded at the corners. The coloring of the 100 DB wagons corresponded to the TEE / IC coloring used in Germany.
Open-plan car
Especially with the start of the InterCity network in 1979 at the Deutsche Bundesbahn, the glaring comfort disadvantage of the Bm 235 cars - basically a development from the 1950s - became more and more significant compared to the air-conditioned standard material (Eurofima) of the neighboring railways . Because the cost of a compartment car for the Eurofima cars seemed too great to the railway board and more paying passengers could be carried in an open-plan car, the development of an open-plan car was turned to the ÖBB class 4010 multiple units and the French Corail -Car had already proven itself. Essential assemblies were taken over from the Eurofima wagons.
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 (as in the vestibules). Luggage racks were installed at both ends of the car. Smoking and non-smoking areas were separated by a glass wall that was open in the middle, which later led to criticism of unpleasant smells in the non-smoking area in the 1990s. The interior design with lots of yellow, green and brown tones in the style of the 1970s earned the car the nickname “China car” in some places.
First a pilot series of 40 cars was delivered in 1979. 20 of them ran on air-sprung bogies of type LD73, the other vehicles received new MD52 bogies with steel suspension, as they were later used in the ICE 1 . The other components such as the windows and the roof corresponded to the Eurofima wagons, there were only minor differences on the underbody and in the apron area. Swing and sliding doors from Kiekert were also chosen for the entrances instead of Bode / Wegmann. The coloring corresponded to the DB status at that time in ocean blue (RAL 5020) and ivory (RAL 1014). A large part of these cars ended up in circulation on the IC patrician Munich – Hamburg. The rest was still being 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.
Series delivery with only a few modifications began in 1981. However, the decision was made to use the MD52 bogies for the series cars. The roof and side wall cladding were now made of stainless steel, so the roof could remain unpainted. In a very short time it was achieved that two Bpmz cars could be used in the second class block (mostly equipped with seven cars) on the Intercity trains. Over the years this proportion has been increased to four cars. Since 1985 there have been handicapped-accessible cars in which a large toilet was installed at one end of the car without the luggage racks and two wheelchair spaces are available in the large area. Later on, children's play areas, bicycle parking facilities or drinks vending machines ( SnackPoint ) were built into other cars .
The different types ensured that the type number now extends to 296. 540 cars in five series were procured. The Bpmz wagons were the first air-conditioned second class wagons of the DB to be procured in large series and are the most numerous wagons in long-distance trains hauled by locomotives.
Because of an urgent need, seven vehicles were delivered as open-plan cars of the first class in 1985 and classified as the Apmz 123 . In place of the two narrow windows, 1,400 millimeters wide was used, because the luggage racks were dispensed with. 51 seats of the same, originally rotatable design were installed as in the existing first class open-plan coach. The window division with eleven windows no longer matched the 17 rows of seats. A telephone booth was installed at one end of the car, and a smoking / non-smoking partition was originally there.
Printing skills
The first reconstruction of IC cars was necessary when the new DB lines were put into operation in 1988. 65 Avmz 207 wagons, some of the Bpmz wagons and all Apmz 122 and 123 wagons have now been designed to be pressurized. This is how the Avmz 107 (ex 207 ), Apmz 117 (ex 122 ), Apmz 123 (without redrawing) and Bpmz 293 (ex 291 ) types emerged . For this purpose, the transition was replaced by pressure-tight SIG portals, the air conditioning system was converted and new doors were installed (two different types with different door windows). In addition, new windows and doors and closed toilet systems with waste water tanks were installed.
The newly developed second class compartment wagons (Bvmz 185 ) were pressure- ready when they were delivered. The interior design remained untouched for the time being. The interior was not thoroughly revised until the late 1990s and is now presented in gray and blue tones. By 2004, all of the wagons were again fundamentally modernized and since then can be found in the DB fleet under different type numbers. Around 2008, when main inspections were due, the pressure-tight transitions on many wagons were replaced by normal rubber beads due to the high maintenance costs.
Open-plan compartment car
A new IC car series was realized in 1987 with a mixed compartment and open-plan arrangement as type Bvmz 185 . In terms of car construction, they are partly based on the Bpmz. This new type of car had three or two closed compartments at the ends of the car, whereas an open compartment arrangement was arranged in the middle of the car with four seats in a compartment-like room separated by half-height glass walls but without doors with two additional seats on the other side of the aisle. These wagons offered 64 passengers a seat, two places less than the Eurofima B11 wagons that had previously been rejected due to insufficient capacity. The eleven side windows were now all 1,400 millimeters wide; in the vestibules it was 800 millimeters as always. As with the Bpmz wagons, those of the type MD52 were used as bogies. The roof was made without beads. These wagons were designed to be pressure-proof from the outset and therefore have a bellows as the wagon end. From the beginning they ran in the orient red and white IC color scheme introduced in 1986, according to the so-called product colors of the Deutsche Bundesbahn .
As of 2002, the interior of most of these cars was rebuilt and adapted to the design of the renovated Bpmz cars. The open compartment arrangement in the middle of the car was omitted, the usual Bpmz seating was now installed, so that a car in the version without a service compartment offers space for 70 passengers.
As with the other DB cars, the color scheme changed over the years. The oriental red and white color scheme for IC cars that came into effect in 1987 was first extended to pressure-tight cars. The window band was oriental red with a pale red accompanying stripe under the window band, the belly rib area was now light gray (RAL 7035). The cars that had not been converted initially followed the new paint scheme only occasionally, and more frequently from 1992 onwards. It was only after a quick action in 1995, which included all IC cars of the DB, that all InterCity cars were in Orient red and white. Only one year later, the new traffic red was applied to the window strip for repainting in the course of main inspections - now without accompanying strips. In another quick action in the course of 2001, all IC cars changed to the color scheme of the ICE, in light gray with traffic red stripes in the frame area.
DR-IC car
The new, non-air-conditioned wagons of the Bomz 236 design, which the DR procured after the fall of the Wall in the GDR , meant a step back , which were developed from the basic model of the Halberstadt express train wagons from 1990 onwards. From 1991 onwards, 112 cars were put into circulation, which were painted in the Orient red and white IC paint (half of the cars had previously been painted in blue and white for a short time).
These were the last express train passenger cars to be rebuilt in Halberstadt. These cars were approved for a top speed of 200 km / h, for which the GP-200 bogie on which they run was originally developed.
These wagons no longer operate in IC traffic today, but have been taken over by DB AutoZug .
Control car
In order to be able to drive push - pull trains also in long-distance traffic , control cars were first converted from existing cars of the DR type Bom 281 .
First type: Bimdzf
The twenty cars of the first series (designation Bimdzf 269.1 ) were delivered in 1995 from the Halberstadt plant for interregional traffic in the blue color scheme of the time. In 1996, another twelve cars of the second series (designation Bimdzf 269.2 ) for intercity traffic followed, the first six still in the orient red color scheme with accompanying stripes, the other six already in the new traffic red paintwork at that time. The two series also differ in the design of the clutch cover.
The wagons retained the bogies, underframe and roof as well as the entry area at one end of the dispenser wagons, the side walls with the entry on the steering head and the driver's cab were rebuilt. The interior of all 32 cars corresponds to the Interregio cars. Like this one, they are not air-conditioned.
Since they were equipped with electronic train movement displays and reservation displays at the seats, both series have been uniformly referred to as Bimdzf 271 .
Second type: Bpmbzf
The second type, Bpmbzf 297 , was built in 1997 and 1998 by PFA Weiden in 75 copies. This time only the underframes of the donor car were used, the car body was completely rebuilt, the control car head made of fiberglass-reinforced plastic corresponds to that of the first type.
The wagons have an interior similar to the Bpmz wagon, a bicycle area, wheelchair spaces and a disabled toilet. In times of low demand, the bicycle area can be reduced and additional rows of seats can be installed (so-called quick change area ). These wagons have new air-sprung SIG bogies, twelve of which are pressurized for use on high-speed routes.
These cars also received passenger information systems and have since been referred to as Bpmbdzf 296 .
Modernization program IC mod
Because the car types used in IC trains today had been developed over a period of more than 25 years, they exhibited major technical differences that made maintenance difficult. In addition, some of the electrical equipment no longer corresponded to the current state of the art. In addition, since the loss of the long-distance traffic monopoly was foreseeable, Deutsche Bahn has been paying attention to a more cohesive appearance despite the diverging types of wagons in its trains, across different vehicle types. After the redesign of the ICE 1 and the redesign of the ICE 2, an optical and technical overhaul of the IC fleet was due. In addition to having a better effect on passengers, the aim was also to achieve greater availability.
From 2012, the planned 773 of the approximately 1,500 cars still in existence were modernized, with the majority of the most important substructures (all or at least around 75 percent of the vehicles of a substructure) being revised, while others (such as the on-board restaurants and the Bimz cars, which are more of a reserve) and Bimdz) were left in their old condition. New seats were installed based on ergonomic findings, so that the cars now had seats of the same design. 230 volt sockets were installed in all seats. The energy and air conditioning systems were also partially revised. There were various technical innovations such as new information displays and LTE-enabled cellular repeaters. More cars (163 instead of the previous 129) were given multi-purpose compartments with bicycle parking spaces. The bistro areas were completely redesigned and provided with indirect lighting.
the participating DB plants
Neumünster plant
Nuremberg plant
Kassel plant
From a visual point of view, the interior design was largely matched to that of the ICE 3. The seats in the first class were covered with black leather, those in the second class with dark blue velor fabric. In the dining rooms of the on-board bistros, benches in a face-to-face arrangement were used, which were covered with red fabric. The mostly light gray side walls of most of the rooms in the compartments, large rooms and dining rooms are left in this color, while the end walls and partition walls as well as the counter cladding of the dining room have been converted to beech decor.
The renovation of the interior was completed by December 2014. In addition to the Neumünster plant, the Nuremberg plant for the compartment cars and the Kassel plant for the bistro cars were also involved in the program.
commitment
The new Rheingold wagons were immediately used in their intended area of application: the F-Zug and later TEE traffic. From 1971 the vehicles were also used in the InterCity trains. After the delivery of the new Eurofima wagons, which strengthened the IC fleet, some older Avmz 111 wagons were also briefly used in high-quality express trains (for example, in the “Komet” and “Kommodore” express trains). From 1983 onwards, many of the Rheingold wagons formed the first-class part of the new FernExpress (FD) train type . The Rheingold cars have also been in use in EuroCity trains since 1987 .
After the Interregio trains were abolished in Germany in 2002, the Rheingold wagons, together with the original Eurofima wagons, are the only first-class wagons of the DB AG in long-distance traffic. Most vehicles were still in IC service in 2007. Only the cars with the round roof ends from the early years have now been retired.
Some of the Avmz 111 cars have been declassified to second class and are run as Bwmz 111 cars. Some of these cars have been slightly modified and have been used on IC line 26 under the designation ABvmz 111.2 since December 2016 ; these cars have three 1st class compartments and six 2nd class compartments.
Coloring
The colors of the Rheingoldwagen and their successors changed several times over the years. The first DRG wagons from 1928 were painted beige-purple. The window area of the DB wagons from 1962 was beige ( RAL 1001 ), the belly area painted in cobalt blue ( RAL 5013 ), the side member and the aprons were made in black. There was a narrow, beige-colored accompanying strip between the car body and the side member.
At the end of the 1970s, the belly area, side members and apron area of all TEE cars were painted purple throughout.
With the introduction of the new color concept in 1986, the Rheingold wagons received the Orient red and white IC paint. The window area was now oriental red ( RAL 3031 ), the bulkhead in light gray ( RAL 7035 ). Below the window there was a light red accompanying strip ( RAL 4009, called “pastel violet” ). Here, too, the cars were only repainted on the occasion of general inspections. The Apmz-122 wagons were an exception and were converted to be pressure-tight from 1987 for use on the north-south route . Instead of rubber bulges , SIG bellows and new Kiekert swing-and-slide doors were installed. These cars were immediately sprayed with the new IC paint in oriental red-light gray. This color concept could not be fully implemented until 1994. Only when, in 1994, after the establishment of DB AG, the board of directors ordered the repainting of all cars in IC traffic in a quick action, did the Rheingold fleet once again present itself in a uniform color scheme.
After the DB AG board of directors ordered traffic red ( RAL 3020 ) and light gray ( RAL 7035, appears almost like white ) as the new car color in 1996 , in almost the same division, but without an accompanying strip below the window, many Rheingold cars shone in these colors . This period did not last long. Because from 2001 all wagons were designed in the new ICE color scheme white (light gray RAL 7035) with wide red stripes (traffic red RAL 3020) in the frame area. The Rheingold wagons still run in this color scheme today.
In the last few years, some used wagons have been acquired by other railway companies, such as the Länderbahn (used in the alex and the HKX ) and the Centralbahn . There they were partially repainted in the respective company colors.
| Timeline of the train types and livery of the Deutsche Bundesbahn and Deutsche Bahn AG since 1949 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Long-distance transport | Express train (continued until 1999) | Interregio | (replaced by Interregio-Express, see above) | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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literature
- The wagons of the DB passenger coaches, freight cars. (= Railway Courier Special. 44). EK-Verlag, 1997, OCLC 174284952 .
- Railway Illustrated. from 2/93: The history of the IC cars
Web links
- The TEE car of the Deutsche Bundesbahn
- Turntable online:
Individual evidence
- ↑ 139 WRbumz , on deutsche-reisezugwagen.de, accessed on April 10, 2019
- ↑ Uwe Weiger: Fresh cell treatment for the long-running IC. In: railway magazine. 7/2012, pp. 27-29.
- ↑ IC mod - modernization of the IC car of the DB AG. In: Railway courier. 12/2012, pp. 50-53.
- ↑ Der ABvmz (m6B) , ice-treff.de, December 27, 2016