UIC-Z car (DR)
![](https://upload.wikimedia.org/wikipedia/commons/thumb/9/98/U22b_Bf_Banja_Luka%2C_Bm_ex_DR_-_Zuschnitt.jpg/330px-U22b_Bf_Banja_Luka%2C_Bm_ex_DR_-_Zuschnitt.jpg)
A series of passenger cars of the Deutsche Reichsbahn in the GDR is called UIC-Z-Wagen of the DR , which was mainly manufactured in Raw Halberstadt, but also in VEB Waggonbau Bautzen . These cars were known as "Halberstädter" or "Bautzener" cars, depending on where they were made.
Halberstadt express train passenger car
As early as 1977, the Raw submitted a draft for the development of a side aisle compartment express train car based on the UIC-Z specifications. However, when the Bmhe design was preferred , these plans were not initially implemented. It was not until 1979, in the middle of the construction of the Bmhe series, that a first prototype car of the second class was presented. The main dimensions followed the UIC-Z2 recommendation without air conditioning. With a length of 26.4 meters and a width of 2825 millimeters, the car has eleven compartments between the rotating folding doors at the end of the car. The windows were designed 1200 millimeters wide, with the window alignment of the lower frame slightly lower than in the UIC-X and Y types and corresponding to the DR version of the UIC-Y car .
The wagons of the Halberstadt deliveries until 1985 and 1987 run like the previously built Bmhe on bogies of the Görlitz VK design with block brakes for 140 km / h. The cars built in 1986 and from 1988 onwards, as well as all of the Waggonbau Bautzen cars, were equipped with GP 200 type disc-braked bogies for a top speed of 200 km / h, but the installation of the magnetic rail brake was initially only prepared. The interior was based on the Bmhe and Y / B70 cars. The same plastic sheets were used for the interior wall cladding and brown seat covers for the seats in the smoking compartments and red for those in the non-smoking compartments. The aisle partitions and compartment doors correspond to the Y / B70 series cars, as does the air heating. The rubber bead-protected car transitions close coupled and spring-loaded double sliding doors. Right from the start, the cars were given the ivory-chrome-oxide-green paint with a fawn-brown roof, which was introduced at the same time for high-speed travel. The generic names were initially Ame, ABme and Bme, depending on the class, in 1986 the sub-symbol e was omitted. After the German reunification , the subsidiary character o was added. It stands for cars without air conditioning and with fewer than twelve compartments.
The Halberstadt series cars of the express train design
Raw Halberstadt delivered the first six pre-series cars to the DR in 1982. These were first class cars of the Ame type. Contrary to the UIC-Z guideline, these cars had ten first-class compartments (instead of nine) and no air conditioning. The equipment of this pilot series was otherwise based on the prototype. Contrary to the UIC-Z recommendation, the windows were only 1200 millimeters wide. These wagons correspond to the UIC-X type and thus largely to the DB Am wagon, although they are assigned to type Z.
The seats were designed as single seats with armrests, so six travelers found space in one compartment. A new scheme was used as the exterior color of the car with an ivory-colored ribbon window, a light green belly frame area, with the side member being kept in the same color, and a fawn roof. The identification strip for the first class was kept in pure orange.
This pre-series was followed in 1983 by a main series with 120 cars. Of these, 110 cars were designed as type Ame and ten cars with the same car body as mixed-class cars ABme. Six of the ten compartments were equipped with second-class equipment. These cars were immediately used on international trains, releasing first class Y-cars.
In 1984 a series of 180 type Bme (later Bom 280/281 ) second-class cars were delivered, which largely corresponded to the prototype from 1979. 22 cars had bogies of type GP 200 (without magnetic rail brake ) instead of type Görlitz V, so they could be approved for 160 instead of 140 km / h. The seats in the compartments were divided into three by two foldable armrests, so they could be used flexibly for six or eight travelers. In domestic traffic, with the exception of the city express trains, eight reservation cards were still sold per compartment. The GP-200 cars of the later deliveries (later Bom 281 ) only had the middle armrests for eight seats. Four compartments were intended for smokers (with brown artificial leather as seat covers), seven for non-smokers (with red artificial leather). It was also used for the first time in transit and international trains. In addition, 65 type ABme wagons with Görlitz V bogies and ten first class Ame wagons with GP 200 bogies came to the DR. These were joined by four wagons for the GDR government special train.
The delivery from 1985 included 218 type Bme cars (later Bom 281 ) with Görlitz V bogies and a flexible number of seats. In addition, there was the prototype of a combined seat / baggage car of the type BDmsb (late BDomsb), which received a handicapped-accessible compartment and a similarly designed toilet.
The delivery from 1986 contained 155 Bme (Bom 281 ) cars that were again equipped with GP-200 bogies. 1986 the designation of cars with electric heating with the suffix "e" was dropped.
Halberstadt delivered 137 second class cars in 1987, only eight of them with GP 200 bogies. Among them was a series of 50 cars with a central power supply (Bmz / Bomz 283 ). There were also four pre-production cars of the BDmsb design.
A larger series of 76 BDmsb cars was produced in 1988. There were also 57 ABm wagons, all with GP 200 bogies.
The Halberstadt raw material produced 133 cars of the type ABm as well as another 47 Am cars in 1989. In addition, there was a kiosk car with a buffet compartment of the type Bmk that had been made up from an accident Bm car.
The largest series of new cars was created in 1990 with 222 vehicles. 188 Bm / Bom 281 second-class cars went into operation alone , followed by 30 Am 201 first-class cars and three kiosk cars from damaged cars .
Most of the Halberstadt coaches had the DR standard green-beige paint scheme. The vehicles that were intended for use in City Express trains were painted in the typical City Express paint scheme with orange ribs and a gray roof. Three Ame and three Bme with wine-red ribbon windows and gray belly ribs were also delivered as reinforcement cars, matching the large-capacity prototype train (see below).
The Halberstadt wagons were used in almost all international express trains on which the DR had to provide the wagon fleet.
As a prototype, a type Bmz (later Bomz 236 ) car was built in 1990 , which was intended for use in Intercity and Interregio trains with a completely new interior design in accordance with DB standards , but was technically based on the Bomz car. It wore the interregional product paintwork customary at DB at the time, with a blue window band and lighter stripes, underneath was a white belly rib.
After the reunification in the GDR
After reunification, the demands of passengers in the new federal states also increased, and the international travel public also asked for better equipment. This was taken into account by the fact that the seats in the last series were now equipped with a fabric cover instead of artificial leather.
DR-IC car
The last express train wagons to be built in Halberstadt were another 112 type Bmz wagons (later renamed to Bomz 236 ). As with the sample car, the interior design differed considerably from the previous series. Instead of the fixed benches, six individual seats, slightly offset to the side, were now installed in each compartment, creating space for an additional child seat by the window and a suitcase space on the aisle side. In the corridors, an emergency seat has now been installed at each window. Around half of these cars received the IR paint, the others were kept in the IC scheme orient red and white. These wagons were equipped with magnetic rail brakes and approved for a top speed of 200 km / h, for which the GP-200 bogie was originally developed. In addition, these cars received reinforced transition doors with smaller windows based on the model of the Bautzener with an additional opening aid.
The first use of the IR cars took place on trains to Czechoslovakia and Austria . The IC-colored wagons were used in night trains Berlin - Cologne - Paris as well as in the express trains Berlin - Leipzig - Nuremberg - Munich , as far as the DR was responsible for the position of the wagon fleet. The IR cars were repainted in the IC design pretty soon. With the expansion of the DB IC network into the new federal states, many of the Bmz wagons were stationed in West German depots - in exchange for air-conditioned first-class wagons of IC traffic, which were based in Berlin and Leipzig.
Until the timetable change in December 2016, the DR-IC car in were CNL - night trains used. Since the ÖBB (which took over many night train services in Germany) have already sold a number of air-conditioned compartment cars to other railway companies, they did not acquire the Bom (d) z 236 . The wagons are for sale on the DB used train platform. For the time being, several of these passenger coaches serve as replacement coaches for regional express coaches that are not operational on the march line .
Several Bomz 236 belong to the wagon fleet of BahnTouristikExpress GmbH ., While others were sold to Iran .
Conversion to IR and IC cars
In order to be able to serve the interregional network, which has been expanded into the new federal states, from 1991 onwards, Halberstadt express train cars were also converted into interregional cars for the Deutsche Reichsbahn. Here partly new wagons of the DR (years of construction 1984 to 1990) of the DB AG classes Am, Bom and ABom from Halberstadt production formed the basis, which are equipped with bogies of type GP 200 and thus after installation of a magnetic rail brake for speeds up to 200 km / h were suitable. These are the car types Bimz 256 (10 pieces), Bimz 259 (238 pieces), ABimz 265 (two pieces) and Bimdz 267 (62 pieces, with bicycle compartment). These and all following cars also received the reinforced transition doors with opening assistance.
During the renovation, the wagons were given new side walls with 12 windows in the passenger seating area, which led to the sometimes fictitious compartments being shortened by ten centimeters.
Most recently, in 1995, 20 cars were converted to control cars (type Bimdzf 269 ) in order to reduce downtimes in large terminal stations such as Munich , Frankfurt am Main or Leipzig by eliminating the need to change locomotives . Another 12 control cars of the type Bimdzf 269.2 were painted in IC red (six in oriental red with stripes, six in traffic red / white) and were intended primarily for use on IC line 8 Munich – Nuremberg – Leipzig – Berlin – Hamburg. These control cars with IR equipment were designed without a lower cover flap on the front of the vehicle.
Starting in 1997, a total of 76 Intercity control cars of the IC type Bpmbzf 297 were built from car bodies from Bom 280 and Bom 281 , which have many structural features of the Eurofima cars , including the interior. From the original vehicles, essentially only the floor frame, roof and a front wall remained due to the changed window division. As a special feature, these wagons run on air-sprung bogies of the type SIG 725 and, similar to the Bvmz, have a floor pan to protect the units installed below the floor. After being equipped with a passenger information system, the name of this car is now Bpmbdzf 296 .
Regional transport car
In addition to the Halberstadt center entry car , the side aisle cars (especially those with Görlitz V bogies) were also used in regional traffic. These cars had not received a fundamental modernization. Most of them only got a new coat of paint, and some of the leatherette-covered bench seats were still covered with fabric at the end of the 1990s. Most recently, the first-class cars were used in a declassed manner. The last sidewalk cars from GDR production were parked around 2002. Some of these unmodernized cars were also sold to Italy , many ended up in Bulgaria . The half-luggage wagons (formerly BDmsb / BDomsb), which had been modernized to ABbd 406 , were used for a little longer, most recently in scheduled service until 2007 on the Cottbus - Dresden route .
The Bautzen car
Not only Raw Halberstadt built wagons according to UIC-Z standards, VEB Waggonbau Bautzen also turned to this type of wagon. The first prototype, an ABme mixed-class car, was presented at the Leipzig spring fair in March 1975. It ran on type Görlitz VI bogies with block and magnetic rail brakes and received electropneumatically operated pivoting sliding doors and windows that were flush with the outside wall and translate inwards when opened, which were also installed in the series Y / B70 cars at the same time. The big difference in comfort between the car classes was noticeable. The first class compartments were 2,360 millimeters long, and the corresponding windows were 1,400 millimeters wide. The second-class compartments, on the other hand, were shortened to 1,885 millimeters, but instead of the bench seats, they too received three individual seats on each side. The car was equipped with air heating and most of the necessary parts were hung under the floor of the car. This made it possible to reduce the roof height. Although single-class versions were also developed, there was initially no order. The prototype car was located in the Bww Berlin-Rummelsburg and mainly used in transit traffic to the FRG. It was not until 1980 that potential customers in Bautzen ordered type Z cars.
Most of the products went to other Eastern Bloc countries such as Poland , Czechoslovakia and Hungary, as well as to Greece . A first portion of Bautzen the DR received from 1983 with 113 couchette type Bcm (e) (Bcom 242 ) that largely resembled the Halberstadt car. These wagons, equipped with the GP-200 bogies, offered six berths in ten compartments, one compartment was used by the coach attendants. The window panes in this series had been vapor-coated with gold. As many as 307 couchette cars were delivered to what was then the ČSSR.
The vehicles from Bautzen differ most clearly from the Halberstadt wagons in their different transition doors with smaller windows, in toilet windows in which the upper half can be folded instead of just a quarter, and in details at the entrances.
Dining car
In 1984 Bautzen delivered 26 dining car of the type warmth / WRmz (130) to the dining car company Mitropa from that were adopted after 1990 by the DR. In addition to the kitchen, the carriages had a dining room with 42 seats. The other equipment corresponded to that of the other car series, the paint was in the typical Mitropa wine-red, without decorative strips. It was preferably used in trains on the transit traffic between Berlin and West Germany. After German reunification, the DR used these cars primarily in the IC trains Westerland - Hamburg - Berlin - Dresden - Prague - Vienna and Dresden - Leipzig - Frankfurt - Mannheim - Saarbrücken , partly in the midst of French Corail coaches . The DR had five of the wagons modernized in Gotha and given the usual IC paintwork, orient red and white, later traffic red and white.
In the 1990s, the cars, which were not coated with IC paint, were given the yellow decorative stripes typical of Mitropa below the windows. At the beginning of the current millennium, all cars were retired. Bautzen also delivered wagons of the same or similar type (equipped with a bistro area) to Hungary, Bulgaria, Poland and the ČSSR. The wagons, some of which have been rebuilt, still run in Czech, Slovak and Polish long-distance trains, and the like. a. on the routes Vienna – Warsaw, Berlin – Warsaw, Prague – Budapest and Bratislava – Kosice. Some of the Hungarian carriages were given more elegant interiors and used in nostalgic and luxury trains (Danube Express).
Comfort car
Bautzen delivered a new comfort wagon design with large spaces, based on the corresponding wagon developments of the DB (type Bpmz 291 ff.) And the SBB (Bpmz), to the DR in 1985. They thus also corresponded to UIC specification 567-2. Seven carriages with 80 seats were equipped with second-class chairs (32 of them for smokers), three carriages received the interior with 60 seats (24 for smokers) of the first class, otherwise the same car body was used. The names of these fully air-conditioned cars with an underfloor single-channel system were Bmy and Amy. In terms of car construction, they corresponded to the usual scheme for vehicles from Halberstadt and Bautzen. However, they had swivel sliding doors as an innovation , as they were later installed in all Bautzen export cars.
Between the doors and the toilet windows there were ten 1400 millimeter wide gold-coated fixed panes (Theraflex-Thermo). Four windows were designed to be hinged as emergency exits. The interior wall cladding consisted of the synthetic suede “Tuval”. The floors in both car classes were covered with carpets, and all colors were coordinated.
The paint was burgundy for the ribbon windows and white-gray for the roof and the bulkhead area including the side member. With the GP 200 S-Mg bogies with disc and magnetic rail brakes (UIC leaflet 515), the wagons could run at speeds of up to 200 km / h. The first use took place at the beginning of 1986 in the city express trains Berlin – Rostock, introduced especially for testing these cars for five months, later in the Interexpress 78/79 Progress Berlin – Dresden – Prague. As a replacement for damaged wagons and as wagons with a lockable service compartment, two Am wagons and three Bm wagons were executed in the same paint scheme and provided with them. A normal WRm was used as the dining car that separated the two car class blocks.
Since there was no demand in the GDR and there was no export success, these cars were parked after 1990. It was not used in IC traffic. In 1993 eight of the ten cars were converted into lounge and service cars for the City Night Line network. The two Bmy cars that remained in their original condition fell victim to a fire in 2000.
The IC multiple unit trains for Greece (today's class 520 of the OSE), which were delivered in cooperation with AEG in 1989 and 1995, are derived from the comfort cars.
Interregio car type Bautzen
The 40 Amz 210 from Waggonbau Bautzen from 1991, which largely corresponded to the Halberstadt Ame / Am design, but had sliding doors, was a small series of wagons in IR paintwork . Their use was mainly limited to the IR traffic of the DR. These vehicles were also used as booster cars in IC trains. Towards the end of their service life, the cars were downgraded to second-class cars (Bomz 210 ). In the 2000s, the cars were parked and some of them were sold to the Regentalbahn .
Planning
Starting in 1990, Waggonbau Bautzen was supposed to supply the DR 500 with open-plan coaches of the type Bmp (z). With the entrance door shifted towards the center of the car and eleven fictitious compartments between the entrances designed as pivoting sliding doors, these would have been very similar to the Swiss standard car EW IV or the Italian MDVE car. However, no air conditioning was planned for the DR cars. The wagons were supposed to release the Bmh wagons used there in the internal express trains of the DR, which should replace the modernization wagons used in express trains . However, due to changed framework conditions and requests from the Federal Railroad, this project was rejected in 1990. Instead, 40 Amz 210 side aisle cars were ordered from Waggonbau Bautzen .
In addition was provided for the four-axle Rekowagen the genus Bghw whose car body condition for a restoration corrosion due to was bad, using the usable parts such as bogies or parts of the interior seating car with a car length of 26.40 meters to build. Due to the political changes after 1989, however, only a model car was built.
Overview of the Halberstadt and Bautzen cars
DR genus |
DB genus |
Manufacturer | construction years |
arrival number |
rotary racks |
Remarks |
---|---|---|---|---|---|---|
WRm (e) | WRm 130 | Bautzen | 1984 | 26th | GP 200 | |
On (e) | On the 200 | Halberstadt | 1984-1990 | 191 | GP 200 | from 1992 partially converted into an IR car |
On (e) | On 201 | Halberstadt | 1982/1983 | 116 | Goerlitz V | 1995 partial conversion into ABom 707 (three compartments first, seven compartments second class) later conversion into ABomz 512 (regional traffic) |
Amy | - | Bautzen | 1985 | 3 | GP 200 ( Mg ) | 1993 conversion to WRmz of the CNL |
Amz | Amz 210 | Bautzen | 1991 | 40 | GP 200 ( Mg ) |
IR-compartment car, 1993 partly. More voltage conversion, 1,996 of which five cars to ABomz 229.1 rebuilt since 1997 continued cars in Bomz 210.2 outclassed, 2002 retirement, partly. Conversion for ALEX |
ABm (e) | ABom 222 | Halberstadt | 1983/1984 | 75 | Goerlitz V | 1995 partial conversion to ABom 707 (three instead of four first class compartments), later conversion to ABomz 512 (regional traffic) |
ABm (e) | ABom 226 | Halberstadt | 1988/1989 | 190 | GP 200 | from 1992 conversion to IR car |
Bmy | - | Bautzen | 1985 | 7th | GP 200 ( Mg ) | 1993 conversion to WRmz of the CNL (five cars) |
Bmz | Bomz 236 | Halberstadt | 1991 | 112 | GP 200 ( Mg ) | IC car |
Bcm (e) | Bcom 242 | Bautzen | 1985-1986 |
30 |
20
GP 200 ( Mg ) GP 200 |
20 wagons built with Mg , 40 similar wagons removed in the early 1990s built for BDŽ in 1986 |
BDmsb | BDomsb 274 | Halberstadt | 1985-1988 | 81 | GP 200 | from 1992 conversion into ABDomsb 409 - later BDomsb 535 - and ABbd 406 (regional traffic) |
Bm (e) | Bom 280 | Halberstadt | 1984-1987 | 650 | Goerlitz V | Around 1996 conversion to ABom 707 (64 cars, three first class compartments ), later conversion to Bomz 520 (regional traffic) |
Bm (e) | Bom 281 | Halberstadt | 1984-1990 | 150 | GP 200 | from 1992 partially. Conversion into IR cars and IC cars |
Bmz | Bomz 283 | Halberstadt | 1987 | 50 | Goerlitz V | |
Bmk | Bomk 539 | Halberstadt | 1989/1990 | 4th | Goerlitz V | Buffet car, conversion from crashed Bm |
Bmp | Bmp 591 | Halberstadt | 1989 | 1 | Goerlitz V | prototype |
Remarks:
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Special letters:
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Use of wagons on non-federal railways
Since 2002, UIC-Z compartment cars of the types ABomz 512 and Bomz 520 have been used in the Flensburg Express , and from 2005 on the Nord-Ostsee-Bahn . Some of these were also used in long-distance transport as part of the Hamburg-Cologne Express . These wagons have been in use on the Central German Regiobahn between Leipzig and Chemnitz since December 2015 . UIC-Z wagons were also used in 2003 on the InterConnex 3 between Rostock and the Rhineland.
The Regentalbahn also took over UIC-Z wagons from Deutsche Bahn, which they use in the alex . As were 20 Amz more 210 acquired, they are available under the designations ABvmz (first and second class) and Bomz (second class) are used. Also under the name Bomz, cars of the type Bomz 236 are used on the alex .
foreign countries
While the DR had to manufacture most of its Z2 cars itself, several Z2 cars were delivered from Bautzen to the Czechoslovak ČSD from 1984 onwards. These trolleys with sliding and sliding doors were particularly noticeable because of their half-toilet window on the side. The wagon types included compartment wagons of the first and second class (whereby both types had an identical floor plan with eleven compartments and differed only in the number of seats in the compartment), as well as second-class wagons with luggage and handicapped compartments. In addition, there were 20 special reclining bistro cars of the BRcm class , which, in addition to five reclining compartments, were also equipped with a bistro section separated from the corridor with dining car cross-seats and a kitchen.
The compartment seating cars have been converted by ČD into air-conditioned open-plan cars of the second class since 2014 (Bdmpee 233 ). The half-luggage trolleys were also completely modernized from 2012 and provided with air conditioning, but kept their compartments (Bbdgmee 236 ). At the Slovakian railway company ZSSK , the half-luggage wagons were modernized in a similar way, the compartment seat wagons of the second class were also retrofitted with air conditioning.
Some of the couchette-bistro wagons were converted to sit-down bistro wagons, whereby the ČD retained the partition walls, but the ZSSK removed them and created a large bar with bar stools on the aisle side. In Slovakia, these wagons were also upgraded to first class and renamed ARmeer, but were downgraded in 2016 while retaining the class. At the ČD, all cars - whether converted to seating cars or not - were modernized into large, first-class cars with a bistro compartment (ARmpee 832 ), while the ZSSK had its non-converted cars reconstructed into WRRmee dining and bar cars.
In 1991, 100 second-class cars went to Poland and were classified there as Bdmnu. First-class cars with nine compartments were also delivered from Bautzen to Poland during this period. A large number of the cars were modernized in the 2000s and retrofitted with air conditioning; they are now used in Express InterCity trains from PKP Intercity .
From 1992 there was also a delivery to Romania , which included first and second class cars. These wagons had many identical design features with the contemporary Interregio wagons.
The Greek IC diesel railcars (today's OSE 520 series ) built in German-German joint production by AEG and LEW in 1989 and 1995 are also based on the Z2 cars. The interior design largely corresponds to that of the comfort car, but the entrance doors were originally designed as hinged folding doors. It was only after several years of operation that individual ends of the wagon were converted to pivoting sliding doors in order to improve accessibility for wheelchair users. The OSE also received similar wagons for use in locomotive-hauled trains as well as couchette wagons that also made it to Bulgaria . Externally visible are trainset - middle carriage on the control line and built the absence circuit signal lamps in the end walls.
All Z2 cars built in Bautzen had transition doors with smaller windows and pneumatic opening aids from the start.
Romania and Bulgaria have also acquired many used wagons from Deutsche Bahn, in particular the half-luggage wagons and interregio wagons that have been converted to transport bicycles. Some second-class cars even went to the ŽRS in the Republika Srpska , while the railway company of the Islamic Republic of Iran procured large numbers of former intercity cars .
A special international sale came about in 2016, when three couchette cars from BahnTouristikExpress were bought by the Hungarian company Danube Express . These will be converted into sleeping cars with four deluxe compartments and used throughout Europe in the luxury train of the same name. The first of these cars went into operation in September 2017.
Web links
- Overview of UIC Z-car types (Engl.)
- Interior views:
Individual evidence
- ↑ R2363 / 2369, Bom (d) z Reisezugwagen / Passenger Coach on db-gebrauchzug.de
- ↑ The DB drives it colorful - emergency traffic on the Marschbahn Fotos + Video , Drehscheibe-online.de, December 11, 2016
- ↑ 2 BTE cars for Meridian replacement traffic (2 SiBi. From Nuremberg) , Drehscheibe-online.de, December 4, 2013
- ↑ 56 80 21-90 522-5 Bomz in the passenger train database on Reisezug-wagen.de
- ↑ a b c Michael Dostal: Passenger coaches of the Deutsche Bahn . In: DB vehicles . tape 2 . GeraMond, Munich 1998, ISBN 3-932785-13-4 .
- ↑ Own inspection at the Leipzig Trade Fair in 1989.
- ↑ Wagon list of FLEX Verkehrs-AG (Flex) iL , privat-bahn.de
- ↑ see for example "eurobahn flair with the HKX" , article from March 17, 2013
- ↑ Alex's car inventory ( Memento from March 11, 2016 in the Internet Archive ) (PDF; 104 kB) on christianmuc.de.
- ↑ Osobní vozy PKPIC , vagonweb.cz