UIC-Y-car (DR)
A family of passenger coaches of the Deutsche Reichsbahn , which were put into service from 1962, is called the UIC-Y-Wagen . These are compartment cars for express train traffic . They were also supplied to other railway administrations in the Eastern Bloc . These 24.5 meter long wagons over buffers were almost all manufactured by VEB Waggonbau Bautzen and are therefore often referred to as Bautzen wagons. A distinction is made between three types: B ( OSJD ), Y and Y / B 70 . The wagons correspond to the specifications of the UIC for internationally usable RIC wagons and the standards of the Eastern European Railway Association OSJD .
history
In the context of efforts to create uniform rolling stock in Europe , the UIC railway association established certain specifications for uniform types of rolling stock in the early 1960s. These are wagon types X and Z (from 1976) with a length of 26.4 meters and type Y with a length over buffers of 24.5 meters. At the instigation of the GDR, this length became the standard first in Eastern Europe, and later also in Western European countries. The reason was that the Raw Delitzsch was not able to handle wagons longer than 24.5 meters. Since the GDR was the main supplier of passenger coaches for the socialist countries , one had to comply with their requirements there. The width of the B-cars is 2863 millimeters.
Type B car
The first type of wagon in the UIC standard length were express train wagons , which were classified as type B by the OSJD and did not yet meet various UIC specifications. The OSJD stipulates the transition to Russian broad gauge of 1524 millimeters. A special feature of the Y-type is a reinforced ram protection. Both projects have an impact on the car body design . The distance between the toilets also differs between the Y-car at 19,188 millimeters and the B-car at 19,163 millimeters. The compartment length of 1900 millimeters in the second and 2113 millimeters in the first class is the same. In the case of AB wagons, the UIC model drawings provide for a half-compartment due to the different compartment lengths, but this was only carried out in Portugal and France . The same car body with nine compartments was used for A and AB cars built in the GDR.
The DR cars had - as stipulated by the UIC conventions - pivoting folding doors as well as double sliding doors in light aluminum construction on the car transitions protected by a rubber bead . The UIC translating windows framed in rubber had a uniform width of 1200 millimeters. As bogies which the were Görlitz design V used with a wheel diameter of 950 mm. The car body was made of steel , the floor had a corrugated iron cover . The floor frames were prepared for the installation of the automatic central buffer coupling .
The compartments of the first class have six pull-out single seats (similar to the DB m-cars), those of the second class had synthetic leather covers . There was space for eight travelers on the two benches. In addition to a low-pressure steam heating system, a multi-voltage heating system was also installed, which enabled it to be used abroad. The remaining electrical equipment was supplied by a DC generator driven by a wheel set via a cardan shaft .
The DR-Y type wagons were ventilated with a compressed air ventilation system. Their power was 800 watts. The air drawn in could be heated with steam as well as electricity. This reached the compartments via air ducts in the roof ceiling. This arrangement was responsible for the characteristic pointed arching of the roofs of the DR-Y cars. The crown height was 4.25 meters.
A first series of 48 Bg wagons (later Bme) was delivered to the DR from Bautzen in 1962. These were immediately used in Berlin transit traffic . In 1963, 27 mixed-class type ABg and 21 Bg cars followed. 1964 18 cars of the type Ag, another 15 ABG-cars and 32 were couchette of the type supplied BCG. The latter had six couches per compartment for night use, eight places were provided for daytime traffic.
Type Y car
For the wagons to be delivered from 1966 onwards, some design changes were planned in order to adapt these vehicles more to UIC standards. The car bodies were widened by 19 mm to 2882 mm with the car ends now tapering slightly. The other parameters were largely taken over from the previous series. From 1966 to 1970 22 Age, 66 ABge and 142 Bge wagons of this type were procured. In addition, there is an experimental Bg made of stainless steel , the same material that the DB had their silver wagons built from .
Type Y / B 70 car
_1973,_MiNr_1849.jpg)
In 1969 Waggonbau Bautzen revised the construction in order to align it even more with the UIC requirements. Instead of compressed air heating, only air heating was used. The fresh air was now fed to the compartments under the seats. The aggregates were installed under the car floor. The compartment ceilings were no longer arched, but flat with a sloping surface above the window. The possible lowering of the roof by 20 centimeters to 4050 millimeters was not made in the interest of a consistently uniform train pattern of the car sets equipped with UIC-Y vehicles. New to this series were further developed translation windows, which ended flush with the car's outer skin, and the new Görlitz VI bogies with a wheel diameter of 920 mm, which enabled a top speed of 160 km / h instead of the previous 140 km / h. The energy supply was provided by two three-phase claw pole generators flanged to the axle bearing cover . Instead of the steel grade St 37, St 52 with copper was used for the outer skin. The entrances were given a fourth step. The increased installation preparation for the central buffer coupling also affected the head pieces.
The 13-pin line according to UIC 568 was installed, so that the interior lighting could be switched centrally. At the same time, it made it possible to install an intercom system with loudspeakers in all compartments. A door lock was also installed, which causes an automatic locking at more than five km / h. The installation of the door locking device was only partially prepared. The main air reservoir line required for this was available as standard. Two prototypes were created.
In 1971 the DR procured Bme wagons that largely corresponded to the model wagons. Cars of the same design were also sent to the ČSD in the CSSR and to the MÁV in Hungary . The 20 A- and 35 B-cars delivered in 1981 had received the possible lower roof.
It was not until 1973 that more cars were delivered to the DR. This was the first time that doors were made of GUP plastic . 30 Ame and 35 ABme cars were delivered, with the second class having seats with extended backrests and headrests. The windows that were closed flush with the outside wall for mechanical cleaning and that translate to the inside did not prove their worth and were exchanged for conventional UIC translating windows after 1980.
All UIC Y / B cars were painted dark green with a gray roof. The long girder area was set off in black until the 1970s. For cost reasons, the entire car body was then executed in green (Sparlack).
Due to financing problems, the ČSD could not accept 110 ordered cars in 1976. There were 43 Ame, 60 Bme and seven BDmse half-baggage cars. The DR used these cars, which are painted in orange-beige with the exception of the green BD, to set up their city express network, which connected the district capitals of the GDR with the capital East Berlin . These cars ran on modified bogies of the type Görlitz V with a barrel diameter of 920 mm and had instead of the Knorr-KE - Czech Dako - brake . The interior furnishings corresponded to the usual DR standard, but the wall coverings were made of mahogany-colored wood decor. All seats were red, including those of the smoking compartments, which were otherwise brown in the second class. Since the second-class cars had the same body and seats as the first-class cars, only upholstered with synthetic leather instead of textile, these cars were converted to first-class class after the delivery of new Halberstadt- style cars for the city express service. Car rebuilt. In the meantime, the Dako control valves have also been replaced by type KE (Knorr-Bremse with standard effect). The door locking device was used in practice for the first time in the city express trains of the same class.
The first half baggage car originally built for the ČSD still exists at a Leipzig railway association and is the last surviving example. An operational reprocessing is planned. (Source: EMBB eV )
The last delivery of Y / B cars consisted of 60 type Bcme couchette cars manufactured in 1978/79 , which were again painted in dark green. These also ran on type Görlitz V bogies, but in a modified version with a 920 mm running circle diameter.
Similar to the orange-beige color scheme of the city express coaches, the DR introduced a new paint scheme in the 1980s. Like the city express coaches, the wagons were painted beige in the window area, including a lighter chrome oxide green, the roofs in fawn brown, which is less susceptible to dirt. All long-distance vehicles of the DR received this color scheme in the following years. The Ame with number 51 50 19-40 110-5 in 1991, by accident, as it was in the Interregio - Product colors of the German Federal Railroad distant blue / painted pastel blue.
commitment
All UIC-Y cars were used in the high-quality express train service. Until the 1980s, they were the preferred vehicles for the transit trains Berlin-West Germany, the GDR-Federal Republic ( interzonal trains ) and other international long-distance trains. In the 1980s they were partially displaced from these services by the Halberstadt express train carriages. They now supplanted the modernization cars - the DR's own conversions from pre-war cars - from their services in express trains to express trains .
After the reunification in the GDR, many Y-wagons were rented to the Federal Railroad , where they replaced DB wagons , which had been decommissioned after asbestos problems , mostly in express trains. After 1992, the wagon categories of the Y wagons changed to the simple A, B, AB and Bc without any additional symbols. A 500 series number indicated that all of these cars would soon be retired, which was carried out in the mid-1990s.
Dining car
Even before the main series of the first type B cars was delivered, Mitropa ordered new type WRg (later WRme) dining cars from Waggonbau Bautzen. Twenty cars were put into service from January 1962. Their technical parameters were largely similar to the later standardized types B and Y, but with a length of 24,900 millimeters over buffers, they are 400 millimeters longer than the standard length. The roof did not yet have the curvature typical of the DR-UIC-Y cars. The wagons did not yet have hinged folding doors, but rather conventional, outward-opening revolving doors with an offset pivot point. The windows also differed in shape and size from the UIC standard design.
The interior furnishings largely corresponded to the pre-war dining car with two dining rooms for 24 and 18 seats, which were separated by a kidney-shaped wall opening typical of the era, which later made this car a cult in the east and west. Despite the lower roof, these cars also had a pressure ventilation system. For the stove, however, instead of the previously common coal heating, one with oil was chosen.
In a dining car from this first new series (No. 115), attempts were made to heat pre-prepared meals with microwave ovens from Soviet production. For this purpose, a dining room was shortened by a compartment width and a room for a generator set was separated off by means of a partition. This should cover the considerable energy requirements of the microwave devices. The attempt was unsuccessful, however, and the microwave and generator set were removed. However, the partition wall was not dismantled. The dining car in question is still preserved today.
These wagons were mainly used in transit traffic between Berlin and West Germany and in some selected long-distance trains. Two cars in light blue were intended for the Tourex train. The other cars were consistent with the usual Mitropa standard with wine-red paint and yellow trim lines later overdue revisions accounted for.
At the beginning of the 1990s, most of the wagons were decommissioned and dismantled, some were sold to interested groups such as museum railways.
Sleeping car
Sleeping cars were also procured from types B and Y , which technically largely corresponded to the seating car except for the window arrangement. The first series, which corresponded to the type B, was delivered by the Görlitz wagon factory with 25 units to the DR in 1962. One of these cars with a luggage compartment was designed for the »Tourex«. The vehicles had 10 compartments with up to three beds each and were set as WLABge. Two compartments could each be merged. 16 cars wore the Mitropa red color scheme with yellow decorative stripes, eight vehicles and the WLABD half-baggage car were painted Tourex blue and were used in this tourist train that went to the Black Sea .
A further 10 sleeping cars followed in 1967 based on the same construction principle. However, these had been better soundproofed by revised external sheet metal. The series of 25 vehicles that followed in 1970, now according to UIC type Y, ran on Görlitz VI bogies and could thus be used at speeds of up to 160 km / h. These cars corresponded to the series that was delivered to the ČSD in 1968. Four cars overhauled in 1991 were fitted with GP 200 bogies.
The DR was able to take over one of the last series of WLAB (me) cars in 1978, most of which were identical to their predecessors, but now corresponded to the type Y / B 70. With these the possibility of connecting adjacent compartments was eliminated. In addition, the beds were folded down to the day position. All DR sleeping cars were not air-conditioned, even though they were prepared for air conditioning to be installed . That ultimately meant their early retirement at the end of the 1990s. The newer ones were sold, mostly to Bulgaria.
For the SŽD , the Waggonfabrik Görlitz delivered several series of sleeping cars based on the UIC type Y, which are adapted to the climatic conditions in the former USSR and were primarily intended for alternating traffic with the European standard gauge network. Externally, they are noticeable with corrugated side walls, doors opening inwards, one-piece windows and coupling receptacles for the SA3 central buffer coupling . The ČSD also received such vehicles. Modernized in various ways, they are still in use today.
Mail car
The Deutsche Post procured two series of UIC type Y rail mail cars. In 1968 the type Postm-bII / 24.2 cars were put into service. These cars, built in Yugoslavia , ran on type Görlitz V bogies with a running circle diameter of 950 millimeters. Because of the permissible loading mass of 22 tons, the KE type brake was equipped with automatic load braking (KE-GPR-A). They had no car crossings and only an entry area at one end of the car. At the other end of the car there was only a shunting cabin on one side. As with many mail wagons with the car body pulled over the head pieces, the front wall cutout was only so large that the Bern area was kept free. On each side of the car there were two single-leaf loading sliding doors and inside a letter room and two loading areas for mail roll containers.
In 1977 a second series with minor changes was acquired. The type Postme-bII / 24.2 wagons were supplied by the Rába company in Hungary, they ran on Görlitz VI K-Mg Post bogies with a 920 mm running circle diameter, but the installation of the magnetic rail brake had only been prepared. The most noticeable change was the full height of the front wall cut-outs, which were necessary because of the installation of the 13-core UIC line . The position of the windows changed slightly, the interior layout remained basically unchanged, and the loading weight sank to 20 tons. The mail wagons were retired with the end of traditional rail mail transport in Germany in 1997.
The DR had not let the Y / B cars build baggage cars. Such vehicles, supplied by different manufacturers, were available from other railway administrations such as MÁV , ČSD and BDŽ . Some of them are still in use.
foreign countries
.jpg)
More vehicles went mainly to the ČSSR. Bautzen produced a total of around 2,370 UIC Y-type wagons for the ČSD. These include a series of 50 dining cars (WRa), an equal number of sleeping cars (WLABa), combined mail and baggage cars (Dfsa), pure baggage cars (Dsa) and half-baggage cars (BDsa), some of which also made it to the DR. ČD and ZSSK as the successor to ČSD continue to use the cars in high-quality services. Numerous vehicles have been retrofitted with disc brakes and compressed-air operated sliding and sliding doors .
In addition to the vehicles already mentioned, Bautzen delivered 50 Y / B cars to PKP in 1978 as Bdmu . Another 50 vehicles followed in the 1980s. In addition to these cars, there were 50 sleeping cars, which were largely similar to those of the DR and ČSD versions. They were designed to be able to change lanes, as can be recognized by the mountings for the SA-3 central buffer coupling , three tail lamps at each end of the car and a different length over buffers of 24.58 meters. The Hungarian MÁV had set 65 Y / B cars, which had a lower roof than the other vehicles. The Bulgarian company BDŽ from Bautzen also purchased 179 cars in different designs. Romania also had wagons of the Bautzen type in their equipment park. Manufacturers in Czechoslovakia, Poland, Hungary and Romania also built UIC type Y wagons. However, the wagons are independent constructions, which only correspond to the main dimensions of those from Waggonbau Bautzen.
The largest Western European customer who ordered Y-wagons from Bautzen was the Greek state railways OSE . A large series was delivered to Iran , these cars ran on West German Minden-Deutz MD-36 bogies. Y / B cars, including open seating cars, were also exported to Syria and Iraq .
Saloon car
From the types Y and Y / B70 saloon cars were also executed. A large number of special designs were used for the GDR's special government train. These retained the classic dark green paintwork with a gray roof and black lobes until the end, in addition, property features in polished metal and state coat of arms in cast bronze were attached. The government wagons could be re-gauged to 1520 mm, recognizable by the SA3 coupling receptacles, height-adjustable transition bridges and three final signal lamps at each end of the wagon. The wagons of the NVA staff platoon were not designed to be re-trackable. Other saloon cars also went to Syria , Iraq and Iran .
Web links
(also contains pictures of cars delivered abroad by the manufacturer)