UIC-X car (DB)

Intercity with ocean blue and beige painted BM cars (1979)

former UIC-X-compartment car of the first class of the Federal Railways, now in the Central Bahn AG in use

As UIC-X cars are more than 6,145 express train wagon of the German Federal Railroad designated that were put into service from 1952 and in some cases half a century in express trains and Intercity ran traffic. These cars had a level of comfort that was previously unknown in Europe.

Until they were classified by the International Union of Railways (UIC) at the beginning of the 1960s, they were referred to as üm-Wagen or m-Wagen and are known under this name to this day.

history

After the foundation of the Federal Railroad, considerations arose to acquire a new generation of express train passenger cars. The first prototypes, which were delivered in 1950, were initially 22.40 meters long. This was not unusual as most of the passenger cars in Europe were between 21 and 23 meters long at the time. Only in the case of the skirted wagons have a length of 24.5 meters for dining , sleeping and salon cars and as a prototype or project of 26 meters been achieved.

yl car

In 1950, Wegmann built a test series of three double-decker coaches with a length of 26.4 meters for domestic traffic with so-called "light express trains" LS . One car DC4ümpwge only provided third class seats, another DBC4ümpwge car provided second and third class seats. The third car DCR4ümpwge contained a kitchen in the basement and a dining area upstairs. The ends of the car were third class seating areas. The secondary generic symbol combination "ümpwge" was summarized in 1952 by "ymg", as it described a future standard design (Pullman seating, upholstered seats also in third class, electric heating). The first single-storey new wagons of the new length of 26.4 meters were the light express train wagons delivered from 1951, later ymg types, later called yl, were used as express train wagons . The "m" stood for wagons with a length of more than 24 meters, the "g" for the rubber bulge junctions used for the first time in the express train wagons and the double-decker test wagons. With these cars , the width of the car body had to be reduced to 2,825 millimeters compared to conventional cars in order to be able to comply with the European vehicle gauge. The profile allowed widths of up to 3.10 meters for shorter cars.

The development of express train passenger cars in the new standard length was initiated in 1950. The Westwaggon wagon factory in Cologne- Deutz was in charge of this according to the specifications of the wagon construction and purchasing department of the Federal Railway Central Office in Minden, under the direction of department president Dr.-Ing. Adolf Mielich. These were then all equipped with Minden-Deutz type bogies .

The pre-series produced in 1951 consisted of three vehicles of the upholstery class AB 4üm (Am 201), three mixed-class cars ABC 4üm-52 (ABm 221) and ten third-class cars C 4üm-52 (Bm 231). The "ü" stood for the usual option of transferring from car to car with the express train carriages ("D" for passage ), which after the abolition of compartment wagons with compartments the same width as the wagon was valid for every car and therefore became obsolete. In brackets behind it the later UIC designation, which was introduced from 1968 (for new dining cars already from 1966). The first prototype wagons did not have rubber bead transitions, but the bellows common in international traffic (hence “üm” and not “ümg”). The head ends of the wagons in the first sample and delivery series had to be redesigned after 1961. They were therefore not yet real “X” cars in the sense of the UIC specifications.

m car

Train set with a blue Am ^{202 car} in Munich (1970)

As with the yl wagons, the new design should also be implemented in a symmetrical modular system. With an even number of compartments, half of the wagons with two classes or with a packing compartment could be produced without problems. The main dimensions of these new vehicles thus corresponded to the UIC-X conventions created later .

The car body reached up to the buffer plates . Underframe and car body are welded together from different profile sheets of steel quality St 37 and St 52. Only the first series were riveted, especially in the roof area. The weight was around 38 tons.

As with the yl wagons, the car crossings were protected with the new rubber beads . The transitions were closed with a four-leaf folding door. The entrance door flush with the car body at each end of the car was designed as a revolving door. Depending on the number of compartments, the cars were ventilated by ten to twelve static cuckoo fans on the roof. In addition to a toilet room at each end of the car, there was also a separate washroom.

The interior design of these cars was innovative. The wall paneling was made of pear wood in the upholstery classes and Novopan in the third class ; birch wood was used in later series. The compartments of what was then the third class had a length of 1755 millimeters, with a window width of 1000 millimeters. The compartments of the two upholstered classes were each 2100 millimeters wide with a window width of 1200 millimeters. The side windows were single glazed in the upper area and double glazed in the lower area.

All compartments offered six pull-out seats of the Bremshey design . That was unique for third class, as it had previously only offered wooden slatted benches for eight travelers. In France , it wasn't until 25 years later that they dared to move to the second class compartment with six seats. In the third class, the upholstered seats were covered with green artificial leather, those in the upholstered classes had different fabric covers. In order to arrive at a mathematical eight seats per compartment, two emergency folding seats were let in at each window in the third class carriages.

The AB coaches had 60 seats, the ABC coaches had 66 seats and in the third class there were 72 seats plus 24 emergency seats in the aisle. The corridor itself was divided by a swing door , so exactly half of the C-cars could be shown for smokers and the other half for non-smokers.

The cars could be heated both with steam and electrically. The energy for the low-voltage network of the cars (including lighting and heating control) was obtained from generators in the bogies , with a buffer battery connected in between. Modern fluorescent tubes served as the light source. The upholstered classes also had reading lights on the seats.

In the early 1960s, wagons with a length of 26.4 meters and twelve compartments of the second class or ten of the first were classified as type "X" by the UIC . Type “Y” applied to 24.5 meter long wagons with ten second class compartments, type “Z” (from 1976) was just as long as type X, but with one less compartment in both classes.

Technical specifications

Length over buffers:	26.40 m0
Car body width:	2.825 m
Total height:	4.05 m0
Trunnion Distance:	19.00 m0
Axle base of the bogies:	2.50 m0
Total mass:	35 to 40 t
Top speed:	140 to 200 km / h
Bogie type:	Minden-Deutz
Heater:	electric and steam (later expanded)

Construction series

Up to now, the Reichsbahn allocated the wagons of different procurement periods to a usage group , the number of which roughly indicated the year in which the series wagons were first procured . The Federal Railroad maintained this system until the 1960s.

Train at the exit from Stuttgart main station , on the left a type Bm 232 car (June 1979)

Usage group 53

After the prototypes were delivered, the Federal Railroad ordered the first series of the type AB 4ümg in 1952, as well as eight compartment cars with dining area BR 4ümg for F-train use . These were called AR 4üm from 1956 and were similar to the CR 4ym – 52 express train half-dining car (from 1976: BRyl 446). Both types are not buffet cars (simple dining cars with limited service), but rather full-service cars .

A year later, the first series cars of the types BC 4üm-55 (ABm 223) and C 4ümg-55 (Bm 232) followed. New half-baggage cars were delivered from 1958. The type BPw 4üm-58 (BDms 271) wagons had a 1,800 millimeter wide loading door, the BPw 4ümg-55 loading gate was 1,900 millimeters wide. The half-baggage cars also offered seats for 36 passengers. From 1960 onwards, type Pw 4ümg (Dms 902) baggage cars were handed over to the railway.

All of the wagons mentioned belong to usage group 53, but form types 54, 55, etc., since wagons of different types built according to the same model have been combined into one usage group at the DB.

At the same time as the group 53 cars, new couchette cars were introduced. Contrary to first appearances, these cars were not based on the Bm type, but on the third-class center-entry car that had previously been procured . This can be seen both in the size of the vestibule windows and in the slightly smaller section length. The new couchette cars pioneered a new type of wagon in Europe. During the day these carriages could be used as normal seating carriages, at night six couches were set up in the compartments. The first cars were used by private tour operators such as Scharnow , Hummel, Touropa and the US Transportation Command . The cars were first classified as Cl 4ümg-54 before becoming Bcm 241.

All wagons were equipped with block brakes, approved for 140 km / h, had 1000 millimeters, for the upholstered classes 1200 millimeters wide windows and one-piece revolving doors at the ends of the wagons on each side.

After the European class reform in 1956, the upholstered classes were uniformly declared first class. The previous third class became second class and the wagons were redesignated accordingly (A for first class, B for second class).

Usage group 61

New regulations of the UIC regarding the strength made a modification of the car body necessary from 1960. The area at the end of the car was made more shock-proof. This in turn required a modified frame design. Instead of the previous four-leaf folding door, a two-leaf, manually operated sliding door has now been installed at the end of the car.

The first cars according to this new regulation were two buffet cars of the type BRbu 4ümg-60 (BRbumh 281). These cars were the first to have the new folding doors and sliding doors at the end of the car. In 1961, the UIC established the new regulations as the "UIC-X" standard car. These corresponded to the buffet wagons, only the ends of the wagons were reinforced by ramming pillars. The windows in the second class were now 1,200 mm wide.

In this version, vehicles of the types A 4üm-61 (Am 203), AB 4üm-61 (ABm 224) and B 4üm-61 (Bm 233) were procured. With the exception of the 1,000 mm wide windows in the second class area, they already met the new UIC standard. The second-class artificial leather was now finished in the same red color as the new Silberling local transport vehicles. The color of the second-class car body changed from bottle green, which was still taken over from the old Reichsbahn, to chrome oxide green (RAL 6020).

A former ABm ²²⁵ , now operates as Am ⁰²³ with a reduced number of seats (September 2014)

As early as 1963, the UIC-X second class cars were modified again. The window width of the second class was now 1200 millimeters, which corresponded to the recently revised UIC leaflet 567 (Standard X). There were also minor technical improvements. The types AB 4üm-63 (ABm 225) and B 4üm-63 (Bm 234) were procured from these cars. With 1,848 units, the Bm 234 was the largest series of cars ever built in Western Europe. Cars with the new disc brakes were approved for 160 km / h.

At the same time, the new couchette coach type Bc 4üm-62 (Bcm 243, later Bocm 243) was created. In contrast to the pre-production series, these only had eleven compartments, one of which was for the conductor, and they also had a washing compartment. The windows of the compartments were now 1200 millimeters wide and thus designed like those of the Am car. Some of the couchette cars B (o) cm 243 were converted to reclining carriages for use in the CityNightLine night train .

The prototype of a new lightweight series was created with the AB 4üm-64 (ABm 226) in 1964. The distinguishing features of the standard series were the pitched roof and the toilet windows with folding mechanism that were taken over from the TEE cars. As standard types, in addition to other ABm 226, Am 204, Bm 235 (this type number was still available at the time) and BDms 274 were to be procured. Curiously, the then planned Bm-235 model was realized by the model railway company Arnold in Nuremberg on the N-scale 1: 160.

The cars built from 1973 onwards were finally given a new four-step entry with a folding step. This design was later retrofitted to both the TEE wagons and the wagons of usage group 53 used for Berlin transit traffic and many other wagons. Since then, the rain gutter on the roof edge and the translating windows in the doors have not been built.

From 1974 onwards, the interior design, which was no longer considered to be contemporary, was upgraded. There were new upholstery covers in cognac colors and new armrests and reading lights over the seats. However, only Bm 234 and BDms 273 were delivered in this version. This procurement of wagons was advertised in the media by the DB as the “New Express Train Program”. The coloring corresponded to the new guidelines of the DB with ivory-colored ribbon windows (RAL 1014) and ocean-blue belly ribs (RAL 5020).

With the planned introduction of the new InterCity network every hour with second class cars, the type Bm 234 cars ordered as part of the “New D-Zug” program were equipped with magnetic rail brakes and bogie jammers and prepared for a maximum speed of 200 km / h . With the start of the IC-79 system, these cars were renamed to Bm 235.

As booster cars for IC traffic, 61 Am-203 cars were also prepared for a maximum speed of 200 km / h, but mostly only used in express trains. Most of the Bm-235 cars have now been converted to InterRegio cars (Bim). Even older Bm 234 had to be converted to Bm 235 for this.

Usage group 63 / Rheingold car

→ Main article : TEE / IC car (DB)

Starting in 1962, new air-conditioned first-class cars for the newly introduced Rheingold long-distance train were built based on the same construction principles as the m cars . These cars were fully air-conditioned and had nine compartments in the first class or eight fictitious compartments in the new open-plan car. In addition, they were technically similar to the m-cars.

Tourism couchette cars

From 1967, newly developed couchette cars were put into service especially for tourist traffic . These cars had three so-called preferential compartments in the middle, which can be separated into two half-compartments. In order to accommodate a total of ten compartments, as with the Bcm-243 cars, the car body length was increased to 27.5 meters. It corresponded to that of the new dining car of the DB. The type designation was Bctm 256. These wagons were given the pitched roof that was intended for the DB's new wagon developments from 1964 and were easy to recognize.

Sleeping car

Sleeping cars of different types were built on the same technical parameters as the UIC-X cars. A first series of the type WLABC 4ümg-54 (WLABm 173) was delivered to the German Sleeping and Dining Car Company ( DSG ) as early as 1954 . Beds were kept ready for all three classes of car that were common at the time. In each of the twelve compartments, each 1.70 meters wide, up to three beds could be occupied, depending on the category booked. Two compartments each could be merged into one open-plan compartment. On the aisle side there were six 1,400 millimeter wide windows, on the compartment side the window division corresponded to that of the compartments. For reasons of comfort, the roof was raised by 250 millimeters compared to the other X-cars. Otherwise, the same construction principles of the m-car series were used. The cars were delivered with DSG addresses in Mitropa design in the red car color usual for all DSG cars.

From 1959 a series of 77 wagons of the type WLAB 4ümg-59 (WLABm 174) followed, which was based on the car from 1954. However, there were only eleven compartments, each with three beds. One compartment now served the car attendant. The first forty cars ran on bogies of the Munich-Kassel design , which were otherwise reserved for railcars, the rest on Minden-Deutz MD-33 frames. In the series built from 1962, as in the case of the seating car, the construction-related changes to use group 63 came into play (transitional wing door, entry area with folding doors instead of revolving doors). These vehicles were approved for 140 km / h.

A further developed series WLAB 4üm-67 (WLABm 175) was delivered directly to the DB from 1967, which had taken over the DSG fleet a year earlier. The cars were identical to the 174 series. However, the bogies were equipped with disc brakes and the vehicles were therefore approved for 160 km / h. In the cars delivered from 1973 onwards, changes were made to the interior of the car, such as the installation of showers and a sound system. These wagons attracted attention from the outside due to the steep roof. The Swiss Federal Railways (SBB) took over five cars in 1971 .

The 174 and 175 carriages were assigned to the Universal type , in contrast to the Tourist / Special (T2S) type with two-bed compartments (a joint development of the TEN sleeping car pool).

After the introduction into the newly created European sleeping car pool TEN , the design was changed slightly. Instead of the narrow, Mitropa-typical yellow stripe under the windows, a wider white stripe was attached. However, the car color was not immediately changed to night blue, as was the case with the other cars of the railways involved in the TEN-POOL, this only took place from 1983. Later, the ivory-colored roof on all German sleeping cars was also made night blue.

From the mid-1990s after the dissolution of the TEN pool, the DB sleeping cars were painted in the normal traffic red and white long-distance traffic and became the property of DB AutoZug GmbH . In addition, three type WLABm 174 sleeping cars went to the Austrian Federal Railways (ÖBB) and 20 cars to the Danish State Railways (DSB).

Social car

Company car of the UIC-X design of the Federal Railroad in Hanweiler-Bad Rilchingen (Saarland)

Society cars (dance cars) were also developed from the m-cars . For this purpose, several types were created that came from converted cars from the 1930s and 1940s.

First, the DB planned cinema cars like those developed by DEFA in the GDR . The idea was quickly rejected because of the feared high dead load on the train. The first converted social car of the 26.4-meter series was the WGm social car created from a semi-dining car of the type AR4ümg-54.

Series conversion began in 1977. Former express train buffet cars of the type BRyl 446 were used first. From these, the company car WGmh 841 with a number of 11 units was built according to guidelines issued by the BZA Minden. Another 28 company cars of the m-series were converted from buffet cars BRbumz 282 and were given the type number WGmh 840.

Part of the interior of the car was taken up by two train escort compartments. One of them is equipped with technology such as the music system and loudspeakers. Next to it is a sideboard 4.723 meters long. Two thirds of the car can be used as a dining room, conference room or dance hall. The cars run on Minden-Deutz MD-33 bogies and are approved for 160 km / h. The dead weight is 39.4 tons. They immediately received the current ocean blue and beige DB standard paintwork. From 1988 the blue and white IR scheme was used. Today the cars run in the traffic-red long-distance paint scheme.

In order to meet the demand for cars capable of running at 200 km / h, ten new WGmz 824 cars were developed. In the basic design, these wagons correspond to the converted WG wagons, but have a pitched roof and Minden-Deutz MD-36 bogies with roll dampers and magnetic rail brakes .

Rail mail car

former rail mail car

From 1953, the Deutsche Bundespost also put a total of 685 rail mail cars of this length into service in several series, as these offer a greater capacity than the previous rail mail cars of the pre-war types.

The first series was 14 rail mail cars that were ordered from Düwag. These were delivered as Postm / a for letter services, as Postm / b for letter and parcel services and pure parcel trolleys Postm / c. Most of the features were the same as the carriages. However, there were no intercar doors. The four sliding doors were designed as single doors. Three of these cars even had driver's cabs for planned but never realized postal trains.

Series production began in 1954. These cars had rubber bulges and a car transition that could be closed by roller blinds. 160 vehicles of the type Postm / b were delivered to the Deutsche Bundespost . From 1982 onwards, 50 cars were converted into Dms 903 baggage cars, some of them into D997 exhibition cars, the rest of the cars were taken over by the GDR's Deutsche Post in the 1980s .

The car series delivered from 1958 was characterized by the two wider center doors. These were designed as double sliding doors. The wagons were designed as all mail wagons and were used as post office m / ap

The next series from 1962 took over the changes that were typical for use group 63, such as the reinforced ram protection at the ends of the car. Outwardly, the Postmr / ap (the “r” stands for quick brake) differed in having only one double door and three single doors on each side of the car.

The 70 Postmr / a wagons delivered from 1967 again had two double doors on each side that were moved closer to the center of the wagon. Compared to the previous types, the letter space has also been enlarged.

The last rail mail car series Postmrz / a came into being in 1973. A new letter distribution concept by the Federal Post Office made it possible to reduce the mail space again. Also, one of the double doors was again omitted. These 40-ton wagons (previously 34 tons) were made from copper-reinforced steel, which was more corrosion-resistant. From 1976 onwards, some cars were equipped with anti-roll dampers and magnetic rail brakes. They were provided in IC trains with a speed of 200 km / h from 1979. This happened above all in the areas on the edge of the day. Most express trains also carried the mail wagons at night. Many were used together with baggage trolleys and makeshift baggage cars in so-called express freight trains that ran at night. The letters and parcels were distributed by staff during the journey. In the 1990s there were special 200 km / h fast post IC on certain important routes.

The paintwork almost always corresponded to that of the passenger coaches. After the green DB era, the Bundespost also introduced the ocean-blue-beige appearance from 1974. With the color scheme from 1986, the rail mail cars were initially to be designed in yellow and white. This was the color of the DB work cars. Instead, Swiss Post decided to paint the luggage trolleys gray and white. But only a few vehicles were repainted like this. On the occasion of overhauls, many mail wagons were given the chrome oxide green of the passenger coaches from that time, which was valid until 1974.

In 1997, rail mail transport in Germany ended. The post office sold their cars. The bogies of the 200 km / h cars were used when converting some Bm cars into IR cars.

commitment

F and D trains

The UIC-X wagons were immediately used by high-quality express trains, especially in foreign services and in transit and interzonal traffic to West Berlin and the GDR, these wagons quickly became the standard. The existing F-Zug network (until 1956 with the first and second car class at that time, then only the first) was converted to the UIC cars very quickly . In the mid-1960s, this car design had displaced practically all pre-war cars from express train service.

IC trains

With the start of the Intercity network of the Federal Railroad in 1971, most IC trains had Am 203 carriages because there were not enough air-conditioned IC cars available. Only with the delivery of the new Eurofima wagons from a European joint order were the blue X wagons ousted from IC service.

Express train made up of various m-cars on the Frankenbahn in Nordheim (June 1993)

With the conversion of IC trains to the second carriage class , the UIC-X carriages received IC honors. At first, normal 140 or 160 km / h capable cars of the type Bm 234 were used for these services. At the beginning of 1978 - as mentioned above - the m wagons from the “New D-Zug” program with magnetic rail brakes and roll dampers were prepared for use in the new two-class IC network. The first deployments took place from the 1978 summer timetable between Hamburg and Cologne with extensions to Sylt and towards Stuttgart. With the complete start of the IC network every hour and both car classes, the second class block was completely equipped with Bm-235 cars. 61 Am 203 cars were also converted to 200 km / h for use as amplified cars.

With the delivery of new large-capacity Bpmz cars from 1981 onwards, the Bm 235s were gradually pushed out of the IC services (but the last use was only ended in 2005). These migrated to the remaining express train traffic and displaced the Bm-232 and Bm-239 cars there. This material migrated to the express train traffic, which was still a domain of pre-war express and express train wagons, alongside the yl wagons and Silberlingen . The express trains converted to UIC-X wagons were now classified as D trains in the timetables, were given four-digit train numbers and were generally free of surcharges.

The proportion of smoking compartments that used to be set up pari-pari began to decline during this period. First a smoking compartment was reserved for non-smokers, so that the proportion in Bm cars was initially 7: 5. At the same time, the middle swing door in the aisle was removed from most of the cars. In the end, there were three smoking compartments opposite nine non-smoking coupés in the Bm cars.

IR trains

On-board bistro car, in long-distance paint for IC trains, converted from DB UIC-X car, type ABm

As early as the mid-1980s, DB was planning to reorganize its express trains, which until then had all run according to individual timetables. A category below the Intercitys was to be replaced by a network of supra-regional Interregios operated according to regular timetables . For the most part, the previous wagon material was to be used, which had to be extensively modified, and the new wagon type "-im" was born.

From 1987 onwards at PfA in Weiden express train wagons of the donor types Am ²⁰³ , ABm ²²⁵ and Bm ²³⁴ / Bm ^{235 were converted} into types Aim ²⁶⁰ and Aimz ²⁶¹ (155 first class cars), ARkimbz ²⁶² (155 first class cars with bistro compartment), Bim ²⁶³ or Bimz ²⁶⁴ (563 second class cars) and Bimdz ²⁶⁸ (132 second class cars with bicycle compartment) were converted.

End of the m-car at the DB and further use

Former DB Bm ²³⁵ after conversion in use at the Nederlandse Spoorwegen

The end of the m-car was already looming in the 1980s. Many wagons had been lined with asbestos , and their decommissioning began in 1988. Others were converted into IR wagons. Only a few vehicles have been refurbished without being converted.

After German reunification, there was therefore a great shortage of wagons at DB, which had to be bridged by renting DR wagons. In the second half of the 1990s, many cars were used in regional transport in the area of ​​the former Reichsbahn, especially in Saxony and Thuringia.

The last Bm car that had not been converted was parked at the beginning of 2006. Many of these robust wagons are still used in charter and nostalgic traffic by private railways and travel agencies . On the occasion of the 175th anniversary of the railroad, in the 2010 timetable year they were used together with other historic cars as IC 1806 between Cologne and Hamburg and on Sundays as IC 1817 between Hamburg and Cologne.

Second class compartment of an ICK carriage

In the early 2000s, Deutsche Bahn sold 150 Bm ²³⁵ to the Nederlandse Spoorwegen . The wagons at PFA Weiden were modernized in 2001 and 2002 for use there. In the Netherlands, the cars were called ICK and used in intercity trains. 36 of the purchased Bm ²³⁵ cars were converted into first class cars (Am), with compartments being connected by removing partitions. 18 of the purchased were converted into cars with seven second-class compartments as well as one luggage and one handicapped compartment (BDbm). The use of the ICK wagons ended in 2009.

At the beginning of 2013, the Swedish railway company Hector Rail purchased 42 of these wagons to use in Sweden. However, this did not happen. SRI Rail Invest GmbH took over nine of the cars for leasing to Locomore GmbH & Co. KG . The cars in Romania are being modernized for use between Berlin and Stuttgart. For this purpose, five compartment cars will be given new translation windows (only one third can be opened), sockets and WiFi routers. Four more cars are to be further converted: These will be air-conditioned, five of the twelve compartments will be converted into a large area . A first modernized compartment car was presented at InnoTrans 2016.

Cars sold abroad

Country	society	number	Numbers	Remarks	image
Greece	ΟΣΕ	?	Bm 51 73 22-40 301-330 Bcm 5173 50-40 030-042	Bm 232 and Bm 254 (couchette cars)
Yugoslavia later Montenegro	JŽ , later ŽPCG	25th	Am 50 62 10-10 950-954 Bm 50 62 22-05 / 22-27 201-210 Acl 50 62 40-27 300 Bcm 50 62 50-05 301-309	Since 1996.
Netherlands	NS	115	Aimz 51 80 10-91 200, 204, 205, 211, 213, 215, 218, 215, 218, 221, 223, 224 Aimz 51 80 10-94 055, 062, 066, 070, 704, 705 Bim (z) 51 80 22-91 068, 085, 090, 091, 094, 096, 105, 106, 110, 118, 126, 165, 172, 177, 179, 200, 203, 208, 211, 213, 214, 215, 218 223, 225, 230, 232, 234, 238, 239, 248, 251, 256, 260, 265, 272, 274, 276, 280, 285, 289, 291, 294, 296, 297, 307, 308, 310 311 , 313, 314, 317, 319, 323, 324, 325, 326, 330, 335, 337, 338, 339, 340, 342, 344, 345, 347 51 80 22-94 002, 016, 024, 079, 139 , 157, 158, 174, 200, 214, 215, 218, 219, 224, 229, 231, 234, 235 Bimdz 51 80 84-90 003, 007, 008, 018, 019, 026, 028, 029 51 80 84 -95 007, 008, 018, 038, 052, 056	"ICL" 2005 - 2011.
Netherlands	NS	150	A 50 84 12-37 001-036 B 50 84 22-37 901-996 50 84 82-37 051-068	"ICL" 2000-2008.
Netherlands	NS	4th	WR 61 84 88-70 015-018	Ex Bcm243 51 80 50-80 160, 171, 210, 252. Conversion from couchette car to dining car in 1988. 015 later to Herik Rail.
Netherlands	NS	21st	51 84 50-30 001-020, 021	Since 1993. Ex BCM. Removal 003 in 2003 due to the Brühl railway accident . 021 replacement (ex 51 80 50-30 062). Later to ÖBB and EETC
Netherlands	EETC	14th	51 84 50-30 001-020, 021	Ex BCM. From NS
Netherlands	Herik Rail	6th	Bm 51 80 02-40 110-8 (ex C4ümg-54 DB 18903) ABm 51 80 03-70 1006-8 (ex AB4ümg-63) 61 84 88-70 015-3 (ex Bc (m) 423 ex NS dining car ) Dm 51 84 92-99 063-065 (ex rail post)	Later to Centralbahn, later to DNV Touristik
Netherlands	SSN	5	Bm 232/238 51 84 22 40 350, 414, 498, 618, 759
Romania	CFR	34	AcBcmee 61 53 40-31 001-027 61 53 40-70 001-007	Ex Bctm 256
Romania	CFR	~ 23	Aeem 50 53 30-76 001-023	Ex Aimz 260, Aimz 261
Romania	CFR	5	Bcm 51 53 59-50 001-050	Ex Bcom 243, ex Bcm 243 ex Bc 4üm-62
Romania	CFR	20th	Beem 50 53 22-76 001-017	Ex Bimz 263
Yugoslavia later Serbia	JŽ , later ŽS	?	At 50 72 10-10 770-? Bm 50 72 20-27, 20-40 700-? Bm 50 72 21-05, 21-27, 21-40 700-? Bm 51 72 22-05, 22-10 22-27, 22-40, 22-55 700-? Bcm 51 72 50-10, 50-27, 50-40, 50-41? BDm 50 72 82-27 700-?	Since 1996.
Sweden	Snelltåget	19th	Bmpz 61 81 22-90 050-065 (ex NS 50 84 22-37 904, 907, 911, 914, 918, 922, 932, 943, 975, 955, 965, 970, 978, 979, 991, 996) WRbmz 61 81 88-90 000-002 (ex NS 50 84 82-37 057, 059, 066)	Since 2017. Ex NS, ex Hectorrail

When alex continue to operate Bm ²³⁵ , but which received a redesign. Nevertheless, the layout, seating, etc. are still quite original.

Coloring

Early Federal Railroad Time

The classic colors of the Reichsbahn era were also adopted for the first X cars, steel blue for the “upholstery” class (later the first class), bottle green for the “wood class” car (later the second class), and wine red for the dining and dining class Sleeping car. Since the traditional colors were not color-stable in the long run, the color scheme was changed slightly in the early 1960s, whereby all three colors were slightly lightened: steel blue became cobalt blue , bottle green became chrome oxide green , and wine red became purple-red .

Pop colors

→ Main article : Pop paintwork

At the beginning of the 1970s, some UIC-X cars were designed in new "pop colors". The frame area was kept pebble gray (RAL 7032). Car classes and intended use should each be indicated by a separate color shade for the window area. In almost all first class or first and second class (Am and ABm) cars in this test program, this was blood orange (RAL 2002). One of the first class cars, most of the second class cars, all half luggage cars and one baggage car were presented with a cobalt blue (RAL 5013) ribbon window. In the window area, couchette cars were painted mainly red-violet (RAL 4002) or blue -purple (RAL 4005) in addition to cobalt blue . The concept envisaged a purple-red window strip painting in RAL 3004 for sleeping and dining cars . All remaining baggage cars and individual cars of the first, first, second and second class were provided with the usual chrome oxide green window band (RAL 6020). A total of 134 m-series wagons of various types were affected by this test.

Late Federal Railroad era

In the mid-1970s, the German Federal Railroad began to convert its equipment park to a uniform color scheme. The colors were now ocean blue / ivory or purple / ivory (for TEE and first class in InterCity) instead of wine red / beige (former TEE color) or cobalt blue / beige (original TEE color). The window area was in ivory (RAL 1014), the belly rib area was given the color ocean blue , which was later classified as RAL 5020.

Overview lists

m car in Italy

Italian UIC-X car, which technically corresponds to the DB car except for the Swiss doors (1995)

Modernized UIC-X car, adapted for regional traffic on the Italian FS

The Italian state railways Ferrovie dello Stato (FS) - today Trenitalia - procured wagons very similar to the DB wagons . From 1964 to 1985, a total of 4,300 wagons in first class, second class, couchette and mixed class AB wagons, as well as mail and luggage wagons were delivered in six series . The technical data correspond to those of the DB wagons. There are cars that have been approved for 160, 180 or 200 km / h. The last wagons had corrugated roofs (similar to the Eurofima wagons) with basket arch ends and were fitted with aprons.

The first car series were equipped with Minden-Deutz bogies, modern Fiat bogies were used in newer series.

In recent times, many cars have been retrofitted with air conditioning , and some have been converted into so-called semi-pilot control cars with low-floor entry .

The initially slate-gray color of the outer wall changed from 1980 to a wine-red-gray scheme, which was followed in 1997 by today's XMPR paint scheme, biancoverde . The wagons that are now assigned to the long-distance transport sector have a blue ribbon of windows, the wagons assigned to the regional sector have the blue doors typical of regional transport.

The regional cars are often used in interregional areas together with MDVE and MDVC cars .

The window-ribbon blue long-distance cars are mostly found in night trains (Treni notte), less often in IC trains.

See also

• UIC type designation system for passenger coaches
• UIC passenger car types

literature

• Horst J. Obermayer: Paperback German passenger coaches. 3. Edition. Franck-Verlag, 1986, ISBN 3-440-05582-5 .
• Car for Europe. The history of the 26.4 m wagon. (= Eisenbahr-Kurier Special. 74). EK Verlag, Freiburg 2004, DNB 973136286 .

Individual evidence

1. ↑ Railway profile. 03/1995, pp. 18-21.
2. ^ ^{A b} Horst J. Obermayer: Paperback German Passenger Cars. 3. Edition. Franckh-Verlag, 1986.
3. ↑ Jan Bartelsen: Historical InterCity cars in plan use on IC 1806 / IC 1817. In: bahninfo.de. May 22, 2010, accessed December 18, 2010 . 
4. ↑ Ariën Claij: rijtuigen ICK. In: treinenweb.nl. Retrieved October 26, 2017 (Dutch). 
5. ↑ ^{a b c} Martijn Haman: Rijtuigen type ICK. In: martijnhaman.nl. Retrieved October 26, 2017 (Dutch). 
6. ↑ Hector Rail buys 42 passenger coaches for 200 km / h. In: hectorrail.com. Hector Rail, March 26, 2013, accessed March 26, 2013 . 
7. ↑ Locomore starts with nine cars between Stuttgart and Berlin. In: eurailpress.de. September 23, 2016. Retrieved September 23, 2016 . 
8. ↑ Locomore Passenger Car Bmz ( Memento of the original from August 16, 2017 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. on the InnoTrans website 
9. ↑ Balkan models
10. ↑ ŽPCG wagon list
11. ^ Martijn Haman: Rijtuigen type ICL. In: martijnhaman.nl. Retrieved May 26, 2020 (Dutch). 
12. ↑ Vagonweb
13. ↑ Vagonweb
14. ↑ Vagonweb
15. ↑ Vagonweb
16. ↑ ŽS wagon list
17. ^ Martijn Haman: ICK-rijtuigen bij buitenlandse spoorwegmaatschappijen. In: martijnhaman.nl. Retrieved May 26, 2020 (Dutch).