DB class VT 95

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DB series VT 95 (series vehicles)
DB class VT 95 (VT 95 9626) in the Bochum-Dahlhausen Railway Museum
DB class VT 95 (VT 95 9626) in the Bochum-Dahlhausen Railway Museum
Numbering: VT 95 913-972 / 9113-9172
VT 95 9173-9669
VT 95 9901-9915 ( EdS)
from 1968: 795 113-669;
795 901-915
Number: 557 ( DB )
15 ( EdS)
1 to the Wilhelmshaven suburban railway
Manufacturer: Waggonfabrik Uerdingen , MAN
Year of construction (s): 1952-1958
Retirement: 1983
Axis formula : A1
Genre : B.
Gauge : 1435 mm ( standard gauge )
Length over buffers: 13,265 mm (1st series)
13,298 mm
Height: 3.25 m
Width: 3.00 m
Fixed wheelbase: 6.0 m
Service mass: 13.2 t (1st series)
13.9 t
Wheel set mass : 6 t - 7 t
Top speed: 90 km / h
Installed capacity: 96/110 kW
Driving wheel diameter: 900 mm
Impeller diameter: 900 mm
Power transmission: mechanically
Brake: Compressed air (type WA-Mg)
Seats: 63 (first series)
60

As a class VT 95 leading German Federal Railways (DB) their single-engine, as rail buses designated light railcars . They were designed for branch lines on which steam or diesel train operations were not profitable. The code letters VT meant internal combustion engine railcars . They were classified in the master number range VT 90 to VT 99, which was reserved for rail buses, light, narrow-gauge and special multiple units. The serial number began with a "9", which stood for mechanical power transmission .

From 1968 the vehicles were run as the 795 series .

history

In the post-war period, operating steam locomotives on the 11,700 km long West German branch line network had become an uneconomical cost factor. In 1948, the Deutsche Reichsbahn in the United Economic Area (the so-called Bizone ) therefore set up a catalog of requirements for a light diesel multiple unit . The specifications provided for a two-axle vehicle, which should not be coupled with conventional railway wagons because of its atypical railway construction. Automatic central buffer couplings of the "Scharfenberg light" type should enable special sidecars to be carried if necessary. Instead of regular pulling and pushing devices , simple shock spring bars were provided. The railcar should have at least 40 seats and a toilet. Engine, transmission and other components should be taken from the production of road buses in order to keep the purchase price low.

In 1933, the Uerdingen wagon factory built a "rail bus" with an Opel engine for the Lübeck-Segeberger Railway and in 1936 another multiple unit (with a trailer) for the Lübeck-Büchener Railway . In retrospect, the two vehicles anticipated many elements of the later Uerdingen rail bus of the Deutsche Bundesbahn.

In June 1949 there was a meeting between representatives of the Uerdingen wagon factory and the Offenbach Reichsbahn headquarters, at which the economic and technical requirements were determined. Since the maximum permissible center distance at that time was 4.5 meters according to the Railway Construction and Operating Regulations (EBO) , the length of ten meters and a width of three meters with comparatively long overhangs (difference between center distance and total length) had to be purchased . The self-supporting car body should consist of welded steel profile girders and outer sheets made of light metal. A maximum speed of 90 km / h was required for possible use on main routes , which was to be achieved with the new U 9 underfloor motor from Büssing . The purchase price should not exceed the upper limit of 50,000 DM .

Prototypes

DB class VT 95 (prototypes)
Numbering: VT 95 901-911,
VT 95 912/9112
Number: 12 (DB)
10 to the CFL
4 to private railways
Manufacturer: Uerdingen wagon factory
Year of construction (s): 1950-1951
Axis formula : A1
Genre : B.
Gauge : 1435 mm ( standard gauge )
Length over coupling: 10,798 mm (VT 95 901–911)
13,298 mm (VT 95 912)
Height: 3.18 m
Width: 3.00 m
Fixed wheelbase: 4.5 m (VT 95 901–911)
6.0 m (VT 95 912)
Service mass: 10.5 t (VT 95 901–911)
13.26 t (VT 95 912)
Top speed: 90 km / h
Installed capacity: 80.9 kW
Driving wheel diameter: 900 mm
Impeller diameter: 900 mm
Power transmission: mechanically
Brake: Air disc brake
Seats: 41 (VT 95 901-911)
51 (VT 95 912)

From March to August 1950, the Uerdingen wagon factory delivered the prototypes VT 95 901 to 910 and six similar sidecars VB 140 701 to 706 (later: VB 141 001 to 006) to the Deutsche Bundesbahn, which had been founded in the meantime . These vehicles had the maximum permitted wheel base of 4.5 meters at the time, they were 10.50 meters long and 3.00 meters wide. It was not until November 1950 that the VT 95 912 (later: VT 95 9112), which was put into service, had - due to a special permit - the wheelbase of the later series vehicles at 6.0 meters. The front design of the railcars and sidecars with the roof edge pulled down differed from the series vehicles.

The chassis could be completely separated from the self-supporting car body. This consisted of a welded steel frame with light metal sheeting and formed a unit with the corrugated iron floor . It was well insulated from vibrations and noise from the chassis by means of a rubber-mounted pendulum suspension. The bench seats in the arrangement 2 + 3 offered 41 (for the VT 95 912: 51) seats. They had backrests that could be swiveled depending on the direction of travel; only on the VT 95 911 were the seats rigidly arranged opposite one another. There were also 12 (VT 95 911: 6, VT 95 912: 8) folding seats . The (unused) seat of the driver could also be folded down and then used by passengers.

Traction and sidecar were by Rockinger - funnel couplings connected that needed a separate authorization for rail transport, together later simplified was Scharfenbergkupplung the production cars retrofitted. In order to accommodate 51 seats and a toilet, the railcars 901 to 910 had only one door on each side of the car, offset diagonally, which quickly turned out to be insufficient. With the otherwise identical VT 95 911, which was manufactured for the Works Association of the Southwest German Railways (SWDE) in the French occupation zone , the first four-door vehicle was created. The sidecars, which offered space for loads and luggage, were all equipped with four doors. Only the railcars VT 95 909 and 910, which were initially referred to as CPw, had a baggage compartment.

The throttled six-cylinder diesel engine of type U 9 from Büssing developed 110  hp . In order to be able to reach the top speed of 90 km / h, a six-speed electromagnetic transmission from the Friedrichshafen gear factory (type Faun), which acted on one of the two axles, and a swinging car body suspension developed by Uerdingen, which promised adequate running smoothness, were used. The suspension of the axles was done by means of leaf springs .

The car bodies of all vehicles were red ( RAL 3004) when they were delivered , the roofs painted with silver aluminum roof color. The lower edge of the box and the frame were painted black.

The unit price of the two-door multiple units was DM 79,180. The manufacturer's own demonstration train was completed in the summer of 1950 and sold to the Lübeck-Segeberger Eisenbahn in August of that year at a special price as the VT 1 / VB 1 .

In December 1951, at the urging of the Federal Railroad Central Office , the Federal Minister of Transport issued an exemption for the extension of the wheelbase, which is why the prototype VT 95 912 was given a car body that was extended to 12.75 meters. In addition to increasing the space available, the wheel base of 6.0 meters opened up the possibility of installing a second machine system, which was essential for use on steep routes. The vehicle was redesigned with its own statics, u. a. the overhangs were further enlarged and the doors withdrawn from the driver's desks.

Pearl gray / red Luxembourg railcar Z 151 on the AMTF Train 1900 museum railway in Fond-de-Gras
The prototype VT 95 906 converted to the Indusi measuring van 724 001 in June 1981 in Regensburg

The prototypes should be tested under different climatic and topographical conditions. They were put into operation as follows:

  • VT 95 901 on May 16, 1950 in the Husum depot
  • VT 95 902 on May 18, 1950 in the Flensburg depot , relocated to Husum with the start of the 1950/51 winter timetable
  • VT 95 903 and 904 (May 9, 1950), 905 (June 6, 1950), 907 (July 1, 1950) in the Kempten depot (Allgäu)
  • VT 95 906 on June 23, 1950 in the Flensburg depot, with the start of the 1950/51 winter timetable to Husum
  • VT 95 908 on October 15, 1950 in Heiligenhafen , on December 2, 1950 to Kempten (Allgäu)
  • VT 95 909 (CPw) on August 4, 1950 in Heiligenhafen
  • VT 95 910 (CPw) on August 3, 1950 in Kempten, on December 1, 1950 to Heiligenhafen
  • VT 95 911 (four-door; SWDE) in August 1950 at the Konstanz depot
  • VT 95 912 (four-door, 6.0 meter wheelbase) 1951 in Kempten (Allgäu)

In the first year of operation, the DB railcars achieved an average of 114,000 kilometers, with 3086 plantations compared to only 281 lost days. Problems were caused by the jerk-free, electromagnetically controlled six-speed gearbox from the Friedrichshafen gear factory with regard to maintenance and reliability. The Knorr brake system , which was taken over from tram production and in which the compressed air disc brake was operated via a pedal, was particularly unusual for veteran train drivers. It turned out to be undersized and difficult to dose. The 908 and 910 cars were therefore equipped with rigidly suspended magnetic rail brakes at the factory.

Three four-door railcars of the prototype version with a 4.5 meter wheelbase were purchased from German private railways: the Tecklenburger Nordbahn (TN) ordered one railcar (T 5, delivered in June 1951), the Hohenzollerische Landesbahn (HzL) two units made up of multiple units Sidecar (VT 6/7 and VB 16/17, delivered after the vehicles for the CFL). The Luxembourg state railway company Chemins de Fer Luxembourgeois (CFL) bought ten four-door railcars with matching sidecars . All of these vehicles were completed between June and October 1951.

The prototype VT 95 906 was converted into an Indusi measuring vehicle in 1964 and used from then on by the Signalwerkstatt Wuppertal with the new series designation 724 . The vehicle, initially still painted red, received two large roof headlights and separate tail lights in 1977. The engine was replaced by a Büssing U 10 with 150 hp, the car body was painted yellow. The railcar was the only prototype vehicle to survive from the Deutsche Bundesbahn and is now owned by the Vulkan-Eifel-Bahn operating company . All others were retired and scrapped between 1955 and 1966.

In 1955 the Lübeck-Segeberger Eisenbahn acquired the "long" VT 95 9112 including the trailer VB 142 004 (as VT 2 and VB 2) and thus became the first to buy used DB rail buses. VT 1 and VB 2 were scrapped in 1967. VT 2 and VB 1 were passed on to the Buxtehude-Harsefelder Eisenbahn (BHE) in 1965 , were shut down in 1969 and scrapped in 1978. The VT 7 of the HzL had an accident in 1970 and - like the VB 16 - was retired and scrapped. The VT 6 and VB 17 were sold in 1973. The TN railcar ran there until passenger traffic ceased in 1970, then it was sold to the Vorwohle-Emmerthaler Eisenbahn-Gesellschaft and decommissioned in 1973.

Production car

VB 142 and VT 95 with skylights and a third spotlight
The later museum railcar 795 240 with painted skylight windows and a vehicle headlight as the third peak signal, as a local train to Breitscheid on May 29, 1978 ready to leave at Dillenburg station
795 463 with integrated third headlights in the Gießen depot , 1978
Control panel of a VT 95

The experience gained in building the prototypes was used to develop the VT 95.9, which was built by Waggonfabrik Uerdingen from 1952 and also by MAN from 1954 . 557 single-engine railcars of the VT 95.9 series and 564 VB 142 series trailer cars were delivered. As the three-digit serial numbers were not sufficient, an additional number was added after the “9” (starting from “1”) from the second series onwards. The first car in this series was therefore designated as 95 9173 instead of 95 973, and the introduction of a planned VT 96 series could be dispensed with (95 9201 instead of 96 901). The prototype 95 912 and the railcars of the first series were subsequently redrawn accordingly, e.g. B. 95 913 in 95 9113.

As with the prototype VT 95 9112, the wheelbase of the railcars was 6.0 meters, the car body was 12.75 meters long. The length over the shock spring bracket was initially 13.265 meters, from number 9270 to 13.295 meters. The engine initially consisted of a Büssing U 9 underfloor engine with a flanged electromechanical six-speed gearbox. It developed 110 hp at 1800 rpm, but was already set to 130 hp at 1900 rpm in some of the first series railcars. Its further development as the U 9A led to 130 hp at 1,800 rpm, with an exhaust gas turbocharger - which some railcars were given on a trial basis - this even produced 150 hp. Finally, the Deutsche Bundesbahn resorted to the U 10 engine with 150 hp at 1900 rpm, which Büssing had already offered in 1950.

The VB 142 sidecar had a wheelbase of 4.5 meters and was only 11.048 meters long, which allowed a train consisting of a motor and a sidecar to be turned on a standard turntable. They were built by the companies Uerdingen, Orion , WMD and Rathgeber . Since only they had a luggage compartment, taking bicycles and luggage with individually traveling railcars was problematic. That is why the Deutsche Bundesbahn procured 60 single-axle trailers of the VB 141 series for transporting bicycles and luggage. Ten came from WMD, 50 from the Fuchs wagon factory in Heidelberg. Most of them were only in use until the early 1960s. The railcar and sidecar each had a toilet.

As a rule, the VT 95 operated with a sidecar, especially on low mountain routes, also solo. On the flat land, the railcars could pull two sidecars. Since no control cars were purchased, the railcars had to bypass the sidecars in the terminal stations and couple them on their other side. In 1954, the so-called small control system was installed, initially on 17 railcars and sidecars. It made it possible to run several VT 95s in one train and to switch them from just one driver's cab. This allowed compositions of two motor coaches and two sidecars to be used, with the two motor coaches running at the ends of the train and the sidecar in the middle. The Kassel repair shop upgraded 185 railcars accordingly in the following years.

The railcars VT 95 9112 to 9269 were delivered with two skylight windows in the front area. All other vehicles were delivered without these windows, as these could dazzle the driver when the sun was high . Later the skylights were painted over on all railcars, some of them were also laminated. The railcar 9176 received, unlike the series, corrugated side walls, and thus remained a loner. VT 95 9569 and VB 142 515 were experimentally equipped with air suspension instead of steel suspension, but this did not prevail in this series. Another loner was the ultra-light sidecar VB 142 901 built near Uerdingen in 1955, which had an axle base of six meters and weighed only 6250 kg. In the summer of 1953, Uerdingen equipped three railcars of the 2nd series for the steep Erlau – Wegscheid line, which had previously been operated as a rack railway , with two engines. The railcars were designated as VT 98 901 to 98 903. They proved themselves on the up to 68.9 ‰ steep route and thus accelerated the transition to the VT 98.9 series .

In 1956 the triple headlights were introduced. The railcars without skylights received an integrated third headlight in the roof area, while the others had a car headlight as the third peak signal. From the VT 95 9270 onwards, all railcars were equipped with a magnetic rail brake as standard, older vehicles were retrofitted. Instead of the usual pulling and bumpers with buffers , the vehicles had lightweight Scharfenberg couplings and shock spring bars.

The interior was kept simple and resembled omnibuses or trolleybuses at the time . It was an open-plan car . The backrests of the bench seats could be folded down by the passengers according to their current needs (for example, to sit facing the direction of travel) and thus also enabled either complete row or face-to-face seating. The lighting was done with bare bulbs . The driver operated the switch for the simplified safety driving circuit ( dead man's button ) on his driver's seat with his left hand and accelerated with a pedal. The brakes of the series vehicles were operated by a driver's brake valve . Since the driver's cab was not structurally separated from the passenger compartment, the driver's table could be closed with a wooden roller blind . The handle of the driver's brake valve outside the roller blind was taken by the driver when changing the driver's cab, as was the gear selector switch.

In 1956 and 1957, 15 VT 95 (95 9901–95 9915) and twelve (of 15 ordered) VB 142 were delivered to the Saarland railways . Since they would have had to be imported and customs cleared, they were built under license at the Lüttgens wagon factory in Saarbrücken-Burbach . The railcars received diesel engines from the French company Berliet , which were replaced by the Büssing U 10 by the Deutsche Bundesbahn in 1962/63. One part wore the red color scheme of the Deutsche Bundesbahn with the inscription SAAR . Contrary to the usual operating practice, the VT 95 could also be used with two VB 142 in Saarland . When Saarland was incorporated into the Federal Republic of Germany in 1957, these and the vehicles that were later delivered were taken over by the Deutsche Bundesbahn.

In northern Germany the VT 95s were mainly used on branch lines or on short routes on main lines. In contrast, in southern Germany there were also deployments in the express train service , which is subject to a surcharge, and as special tourist trains. In order to increase the attractiveness of the route, the DB introduced new types of trains that were intended to indicate the use of rail buses instead of steam trains: To (rail bus), So (city express rail bus) and Nto (local express rail bus). In the early 1960s, the names were replaced by a railcar symbol.

From 1964 onwards, some VT 95s were fitted with the "small special equipment" (including rear-view mirrors and portable telephones), which made it possible to operate without a train attendant . In 1968 the railcars received the new series number 795 with the last three digits of the serial number, the sidecars the series number 995. Between 1971 and 1974 all railcars received the inductive train control system Indusi .

The last VT 95s were decommissioned by the Deutsche Bundesbahn in 1980. Only the Köln-Nippes depot kept the 795 445 available until 1983 for the transport of employees to the Cologne bridge maintenance facility.

VT 95 for private railways

In November 1951, a railcar was delivered to the Tecklenburger Nordbahn (T 5) and two railcars and sidecars (VT 6 and 7, VB 16 and 17) to the Hohenzollerische Landesbahn . The railcars were identical to the prototype VT 95 911. With the VT 30 (with sidecar) of the Wilhelmshaven suburban railway , a single brand-new VT-95 set of the series version came to a private railway in 1952.

In addition, private railways acquired used VT 95s from the Deutsche Bundesbahn:

"Privatbahn-VT 98"

After the private railways showed little interest in the VT 95, Uerdingen developed a front reinforcement for the railcars to attach sleeve buffers and screw couplings in 1953. This enabled the vehicles offered from 1954 to be able to carry freight and passenger cars as tow cars. The U 9A engine from Büssing could be delivered charged with up to 150 hp, the newly developed U 10 even with 180 hp. With one exception, only corresponding sidecars with a 6 meter wheelbase were offered for these vehicles.

VT 50 of the Hersfeld circular path

At that time the VT 98 series did not yet exist. The designation "Privatbahn-VT 98" is more recent and referred only to the visual appearance, but not to the technical aspects of the single-engine railcars. In contrast to the VT 98, the buffer plates of the first private railway VT 98 were circular.

The first buyer of Privatbahn-VT 98 was the Bentheimer Eisenbahn (BE). The vehicles designated as T 2 (multiple unit) and VB 23 (side car) were sold on to the Elmshorn-Barmstedt-Oldesloer Eisenbahn (EBOE) at the end of the 1960s as VT 3.11 and VB 3.90 . In 1955, the Hersfelder Kreisbahn (HKB) received two private railways VT 98 (VT 50/51) and the "short" Orion side car VB 60, which was the only 4.5 meter side car to have regular pulling and bumpers. In the same year the Kleinbahn Weidenau – Deuz (KWD) received two multiple units (VT 21/22), which went to the Altona-Kaltenkirchen-Neumünster (AKN) railway in 1968 and were scrapped in 1978. The VT 26, which was delivered to KWD in 1956, followed the same route. In addition, there were the VB 23-25 ​​trailer cars, the former of which was retained by the Hochwaldbahn .

The Essener Steinkohlenbergwerke AG bought a private railway VT 98 in 1958 for the transport of people between two pits . The vehicle had an accident in 1969 and was then scrapped. In 1959, the HKB received another such vehicle (VT 55), which still exists at ARGE Eisenbahnbus . The railcar, which was delivered to KWD as the VT 27 in 1960, came to AKN (VT 2.24) in 1968 and to the Seelze Rail Bus Interest Group (ISS) in 1984 . The last four vehicles of this type went to the Elmshorn-Barmstedt-Oldesloer Eisenbahn (EBOE):

  • VT 27 (1961), 1981 as VT 3.07 for AKN, since 2007 as VT 27 with the West Mecklenburg Railway Company (WEMEG)
  • VT 28 (1961), 1981 as VT 3.08 for AKN
  • VT 3.09 (1967), 1981 to AKN
  • VT 3.10 (1968), to AKN in 1981, scrapped after an accident in 1990

VT 95 abroad

Luxembourg

Manufacturer's plate on one of the Luxembourg railcars

The Chemins de Fer Luxembourgeois (CFL) bought ten short powered vehicles (identical to the VT 95 911) and ten sidecars of the prototype series in 1951. The four-door vehicles were given the company numbers Z 151 to 160 (railcars) and RZ 1051 to 1060 (sidecars). The Z 155 railcar was badly damaged in a rear-end collision on the Pétange-Ettelbrück route in February 1955 and was not repaired. An eleventh railcar with the number Z 161 therefore followed in March 1956 to Luxembourg . It corresponded to the VT 95 series car, but had a funnel coupling and semi-lowerable side windows. Initially, the Luxembourg cars were painted red like the German vehicles. On the occasion of the first interim examination in 1954/55 they were overmolded in the CFL colors pearl gray / red, the latecomer Z 161 was already delivered ex works. The rail buses were to be found on almost all Luxembourg railway lines, and cross-border they reached Trier and the Belgian towns of Arlon and Benonchamps .

The railcars were generally traveling with a sidecar. Six trains were parked on October 24, 1968; the remaining four trains were retired on July 17, 1970. The last vehicles were scrapped in April 1973, only one train remained. The Z 151 multiple unit and the RZ 1061 trailer car are used today on the museum railway in the Fond-de-Gras industrial and railway park .

Austria

In 1953 the first two twin-engined Uerdingen rail buses went to the Graz-Köflacher Eisenbahn (GKB) as VT 10.01 and 10.02 . They corresponded to the prototypes of the VT 98, which visually resembled the VT 95 with skylight windows, Scharfenberg couplings and shock spring clips. From 1970 onwards, GKB acquired four VT 95s from the years 1951/52, which they referred to as VT 50.01-04, and five trailer cars of the type VB 142 from the Deutsche Bundesbahn.

In 1955, the Montafonerbahn procured the two single-engine railcars VT 11 and VT 12 (later: VT 10.111 and 112), which differed from the VT 95 series only by the lowerable side windows. In addition, the matching control car VS 21 (later: VB 10.112) was added in 1956 as the only “real” control car of the VT 95 design.

Yugoslavia

Šinobus from Gosa in Banatsko Miloševo , 2011

The Yugoslav state railway Jugoslovenske Železnice (JŽ) ordered ten motor coaches and ten sidecars at the turn of 1954/55. Uerdingen delivered the trains between April 12 and May 4, 1955. The Dmot 126 000–009 railcars were series VT-95s without skylights, the C 37 500–509 sidecars - unlike the German version - had an axle base of six meters and had no luggage compartment.

Since the vehicles known as “Šinobus” proved their worth, up to 1967 264 multiple units and just as many side and control cars were reordered. These were built under license by the Gosa company in Smederevska Palanka and - in contrast to the red original Uerdingen - painted silver. Their side windows could be lowered up to half, the entrances provided with an additional lower step. In the course of time, all existing sidecars were converted to control cars, the series designation changed to B 812 (railcar) and B 818 (control and sidecar).

Italy

Seven railcars and four control cars of the Uerdinger design were built under license by the Macchi-Fer company in Varese . With a Büssing U-10 engine, the railcars largely corresponded to the series VT-95, but they were only 12.75 meters long and had normal pulling and pushing devices. With a wheelbase of six meters, the control car was similar to the VS 98 of the Deutsche Bundesbahn. The railcars designated as ALn 1201–1205 and the RP 2001 and 2002 control cars ran at the Azienda Consorziale Trasporti (ACT) in Reggio nell'Emilia , two motor cars (AD 21 and 22) and two control cars (RP 221 and 222) at the Ferrovie del Sud Est (FSE) in the Bari area .

Uruguay

In the years 1980 to 1982 the state railway company Administración de Ferrocarriles del Estado (AFE) acquired 16 used VT 95 and 12 VB 142 from the Deutsche Bundesbahn in several stages. The railcars were given the operating numbers 151–166, the sidecar numbers 51–62 . As a rule, they ran as two-car trains on all branches of the route from Uruguay's capital, Montevideo . The former VT 95 9542 was still in use in the suburbs of Montevideo in 2012.

successor

The twin-engine railcars of the VT 98 series and its gear-wheel variant VT 97 are based on the type discussed here . Their car bodies were also 12.75 meters long, but the vehicles had regular pulling and bumpers, and there were also control cars .

Whereabouts

VT 95 9396 of the Berliner Eisenbahnfreunde in Berlin-Wittenau , 1987
795 669, 1985 at the Chemin de fer à vapeur des 3 vallées

Several VT 95 railcars and VB 142 trailer cars have been preserved in museums and on museum railways .

literature

  • Rolf Löttgers: The Uerdingen rail bus - branch line saver and export hit . Franckh's Eisenbahnbibliothek, Franckh'sche Verlagshandlung, Stuttgart 1985, ISBN 3-440-05463-2
  • The rail buses of the DB - VT 95/98. Railway courier special. EK-Verlag, Freiburg 1990
  • Rail buses of the DB - The "Uerdinger" - savior of the branch lines. Bahn Extra 5/2009, GeraMond, Munich September / October 2009
  • Jörg Hajt: Farewell to the rail bus. Heel Verlag, Königswinter 1998, ISBN 3-89365-664-2
  • 50 years of Uerdingen rail bus. Eisenbahn-Kurier Special 56th EK-Verlag, Freiburg 2000
  • Malte Werning: Rail buses - VT 95 - VT 98: railcar veterans of the 1950s. GeraMond 2001, ISBN 3-7654-7102-X
  • Jürgen-Ulrich Ebel, Josef Högemann, Rolf Löttgers: Rail buses from Uerdingen. Volume 1., technology and history at DB, private railways and abroad. EK-Verlag, Freiburg 2001, ISBN 3-88255-221-2
  • Jürgen-Ulrich Ebel, Josef Högemann, Rolf Löttgers: Rail buses from Uerdingen. Volume 2., History of use of the series VT 95, VT 97 and VT 98. EK-Verlag, Freiburg 2002, ISBN 3-88255-222-0
  • Jürgen Krantz, Roland Meier: Everything about the rail bus. transpress Verlag, Stuttgart 2007, ISBN 978-3-613-71313-0

Web links

Commons : DB VT 95  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Rolf Löttgers: The Uerdingen rail bus . Franckh'sche Verlagsbuchhandlung, Stuttgart 1985, ISBN 3-440-05463-2 , p. 8 .
  2. ↑ a b c Jörg Hajt: Farewell to the rail bus . Heel, Schindellegi 1998, ISBN 978-3-89365-664-6 , pp. 21 .
  3. ↑ Omnibuses on rails in: VT 95–98 Uerdinger Eisenbahnbus (Eisenbahn Journal special issue 1/2012), p. 15.
  4. ↑ a b c d e f g Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 19.
  5. ↑ a b c Rolf Löttgers: The Uerdinger rail bus , p. 16.
  6. ↑ a b c d Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 22.
  7. ↑ a b Rolf Löttgers: The Uerdinger rail bus , p. 100.
  8. ↑ Eisenbahn-Kurier Special 16: The DB rail buses, p. 40 ff.
  9. ↑ Lok Magazin 8/2018, p. 48.
  10. ↑ a b Rolf Löttgers: The Uerdinger rail bus , p. 14.
  11. ↑ a b Michael Dostal (Ed.): Service railcars, rail buses . GeraMond, Munich 2018, ISBN 978-3-7654-7525-2 , p. 50 .
  12. ↑ Rolf Löttgers: The Uerdinger rail bus , p. 102 ff.
  13. ^ Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 20.
  14. ↑ a b c d e f Jörg Hajt: Farewell to the rail bus , p. 23.
  15. ↑ a b Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 21.
  16. ↑ a b Jörg Hajt: Farewell to the rail bus , p. 22.
  17. ↑ Rolf Löttgers: The Uerdinger Schienenbus , p.41 f.
  18. ↑ a b Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 51.
  19. ↑ Rolf Löttgers: The Uerdinger rail bus , p. 27.
  20. ↑ a b Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 34.
  21. ↑ a b c d Rolf Löttgers: The Uerdinger rail bus , p. 19.
  22. ↑ Lok Magazin 2/2014, p. 45.
  23. ^ Eisenbahn Kurier Special 16: The DB rail buses, p. 45.
  24. ↑ a b Michael Dostal: Service cars , rail buses , p. 70 ff.
  25. ↑ Rolf Löttgers: The Uerdingen rail bus , p. 12
  26. ↑ http://www.saar-nostalgie.de/Eisenbahnen.htm
  27. ↑ Rolf Löttgers: The Uerdingen rail bus , page 20 et seq.
  28. ↑ a b That was the DB 1951/1952, GeraMond Verlag Munich, 2012, ISBN 978-3-86245-005-3 , p. 63.
  29. ↑ Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 55.
  30. ↑ Rolf Löttgers: The Uerdingen rail bus , S. 93rd
  31. ↑ a b Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 54.
  32. ↑ a b c d Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 51 ff.
  33. ↑ Rolf Löttgers: The Uerdingen rail bus , S. 102nd
  34. ↑ Rolf Löttgers: The Uerdingen railcar , pp 104 et seq.
  35. ↑ Eisenbahn Journal special issue 1/2012: VT 95–98 Uerdinger Eisenbahnbus , p. 60.
  36. ↑ Rolf Löttgers: The Uerdingen railcar , pp 121 et seq.
  37. ↑ Rolf Löttgers: The Uerdinger rail bus , p. 113 ff.
  38. ↑ Rolf Löttgers: The Uerdingen railcar , pp 118 et seq.
  39. ↑ Rolf Löttgers: The Uerdinger rail bus , p. 149 ff.