GERMAN RAILWAYS

HELVETICA • THIS IS USED BY SBB

• THIS WAS USED BY OBB FROM 1970S TILL
BOLD 1990. WITH RECENT MODERNIZATIONS OF
TRAIN STATIONS FRUTIGER BOLD IS USED
Helvetica O is a squashed circle
Renners FUTURA
LIVERY COLOURS OF DB
UMBAUWAGEN
• The German Federal Railway (DB) referred to three- or four-axle
passenger cars as conversion cars, which were created from the mid-1950s
through the conversion of earlier compartment cars and express train cars
from the state railway era .
• These were 3-4 axle passenger coaches which were built during the mid 1950s
through the conversion of earlier compartmental coaches and express train coaches
from the Landerbahn era. This rebuilding (umbau) was a result of a shortage of
coaches, the shortage of financial resources and materials after the war.
• These were Deutsche Bundesbahn coaches. The last cars were retired at the end of
1990.
• They were painted in bottle green or chrome oxide green, the colour of the DB in
1950s and 60s and were not painted in ocean blue/grey or other colours.
• After the Second World War and into the 1960s, the German Federal Railway (DB) had to contend with not only a
significant shortage of passenger cars but also a significant obsolescence of them.
More than 13,000 two- and three-axle vehicles as well as around 900 four-axle compartment and express train cars
from the state railway era still make up the majority of the fleet. [1]
• The few center entry cars purchased in 1953/1954 for express train services were far from sufficient to renew and
rejuvenate the outdated operating resources for passenger transport. [2] [3] The limited financial resources available to
the Deutsche Bundesbahn and the material shortage that prevailed after the Second World War did not allow for a
comprehensive renovation at that time. [2] [3]
• In the fall of 1953, the Federal Railway headquarters then commissioned the Federal Railway Central Office (BZA) in
Minden to submit a draft for the conversion of the two- and three-axle pre-war wagons, from which only the wheels and
the underframes of the vehicles were to be taken over. [3] [4] The car body , however, was to be replaced by a new
building. [3] [4] By combining newly developed and contemporary car bodies while at the same time continuing to use the
underframes of the state railway cars, modern passenger cars could be built that would shape passenger transport in
Germany for many years. [3]
• After the success of the three-axle conversion cars, the DB also wanted to convert the numerous four-axle passenger
cars of different designs from state railway stocks that were still available in all
federal railway directorates according to the same principles. [1] [3] [5] [6]
• Models for comparable conversion programs came from France , Austria (see Spantenwagen ) and the Netherlands .
[1]
The success of the Deutsche Bundesbahn's conversion program also prompted the Deutsche Reichsbahn (DR) to
start its own conversion program ( Reko-Wagen (DR) and modernization cars ) from 1957/1958.
Three axle conversion wagons 3yg
• Only the underframes, which were made to a uniform length of 13 meters, were taken over from the two- and
three-axle donor cars. [1] [7] Two-axle chassis had an unbraked central third axle ; the wheelbase of the individual
cars varied between 7,500 and 7,900 millimeters depending on the original design. [1] [4] The center axle could be
moved laterally to achieve good driving characteristics in curves. The plain bearing wheel sets from the state
railway era were refurbished and housed in new axle bearing housings. [7] [9] As early as 1954, more than a
thousand cars were handed over to the company. By 1958 the number had grown to 6,500 units, 25 percent of the
Deutsche Bundesbahn's entire passenger car fleet.
• Three types were realized (BC3yg, C3yg and CPw3yg from 1956/1962: AB3yg, B3yg and BD3yg).
• B3yg [ edit | Edit source code ]
• The first test car was presented in 1953. [4] Series production of the B3yg type began in 1954 in the repair shops
in Hanover , Karlsruhe , Limburg , Ludwigshafen, Neuaubing and Saarbrücken. [9] A total of 4,737 cars were
manufactured until 1959. [9]
• AB3yg [ edit | Edit source code ]
• Series production of AB3yg cars took place in the Karlsruhe and Ludwigshafen repair shops from 1954 onwards.
[4] [7]
A total of 1,118 cars were manufactured until 1958. [4]
• BD3yg [ edit | Edit source code ]
• The semi-luggage cars were built in the Limburg, Hanover and Saarbrücken repair shops from 1954 onwards. [10]
A total of 683 cars were manufactured until 1958. [
• Welded, steel car bodies were manufactured, which were pulled up to the buffer beam . [1] [2] [7] The end doors, designed as revolving outer
doors, were indented towards the central longitudinal axis of the car. [1] [3] [7] The BD3yg cars were also equipped with four-wing revolving
folding doors on both sides of the luggage compartment . [10] The front wall transitions could be closed with roller shutters and were
equipped with rubber beads and movable transition bridges. [7] [9] The B3yg cars had seven compartment windows on each side of the
car. All windows installed were translation windows without weight compensation. [1] [7] [9] A window section was reserved for the toilet; this
window was made of frosted glass and could only be tilted inwards in the upper area. [1] [8]
• Until they were phased out, the three-axle conversion cars were almost exclusively used in the bottle or chromium oxide green color
scheme of the Deutsche Bundesbahn in the 1950s and 60s. Only the “German Wine Route” cars that ran as a block train existed in ocean
blue and beige.
• Passenger transport [ edit | Edit source code ]
• The three-axle conversion cars were used in local transport in all federal railway departments on main and secondary routes . [7] [9]
Numerous cars were equipped with a control line for use in push-pull trains , which led to the addition of the secondary class symbol “b”.
[1] [2] [9]
Since, with the exception of a single test car (CPw3ygef), conversion control cars were never purchased [3] [8] , they were used in
push-pull trains mostly in combination with control cars from the Silberlinge type (e.g. BDnf), but predominantly with middle entry cars
(BDymf). [2]
• In order to achieve better running characteristics, from 1955/1956 two cars were each closely coupled , with the screw coupling preloaded
with three tonnes. [3] [8] This made it impossible to separate the pairs during operation, but the close coupling made it possible to achieve a
higher speed of 100 km/h instead of the usual 85 km/h for single cars. [1] [2] [7] [8] [9] The cross-connected electrical equipment of the 3yg cars
only made it possible to form a pair that was closely coupled to each other, although here you were free to choose the car, so that all
possible Combinations other than BD3yg + BD3yg were possible: AB+AB, AB+B, B+B, AB+BD, B+BD. [2] [4] [8]
• The decommissioning of the cars was planned for the mid-1970s, but could not be realized due to a lack of new cars. [7] In 1967 there were
still over 6,000 three-axle conversion wagons in use. [2] It was not until the mid-1980s that the last cars that were used for rush-hour traffic
at the BASF works in Ludwigshafen am Rhein were withdrawn from service. 50 cars were sold to the OSE .
• BB +BB+BA+BB
• BA+AB+ sILVERlinge (BB)
• BD+BB+BA+BB
• BB+BB+BA+BD/ BD+AB+BB+BB
4 axle conversion wagons 4yg
• In 1955, the AW Hannover built the first four-axle test car, which was divided into three types:
Byg-56, Byg-58 and Byg-58a. After suitable state railway wagons were no longer available, new
chassis were built. A total of 1,121 cars were built in the Karlsruhe and Neuaubing train
stations. In 1957 two more mixed-class cars were built at the AW Karlsruhe, this time using two
underframes of three-axle compartment cars.
• The construction and interior design are almost the same as the three-axle conversion wagons,
[3]
which is why only the differences are discussed below.
• Three types (AB4yg, B4yg and BD4yg) were realized.
• The car bodies were 10 cm narrower than on the three-axle vehicles. There were five (four in 1st
class) windows between the indented end doors and a double revolving outer door, also
indented, as the middle entrance. The BD4yg car also had a four-wing folding door for the
luggage compartment between the end door and the middle entrance. [17] The luggage
compartment windows were secured against burglary from the inside with iron bars. [17]
• Until they were decommissioned, the four-axle conversion cars were only used in the bottle (test
car) or chrome oxide green (production car) color scheme of the DB in the 1950s and 60s and
were therefore painted neither in ocean blue-beige nor in other colors.
• The four-axle conversion wagons were used in all federal railway departments on main
and branch lines. [6] At first they were primarily used in express train services and in
later years they migrated to local trains. Due to a lack of control cables, the cars were
not used in push-pull trains. [3] The four-axle conversion wagons experienced their final
highlight at the time of German reunification , where they were used as reinforcement
wagons in various trains. [2] [6] The wagons were scheduled to be phased out in the
mid-1980s, but could not be realized due to a lack of new wagons. [6] In 1988 a total of
421 four-axle conversion wagons were still in use. [15] The last cars were taken out of
service at the end of 1990 and a few in 1992 because converting the doors to the
automatic door locking system that was required from March 1990 was no longer
worthwhile. [3] [18] Due to the shortage of vehicles due to German reunification, special
permits were available. Most recently, four-axle conversion wagons were used in the
Cologne and Frankfurt am Main Federal Railway Directorates. [18] On the Lahntalbahn
, in the Cologne area and in the Eifel as well as e.g. B. between Frankfurt am Main
and Ober-Roden you could still find the last active four-axle conversion wagons. [18]
• BB+BA+BB
• BD+BA+BB+BB
BD+BA+BB
BB+AB+BD
BD+AB+GRUN+SILBER
BB+SIL+OCEAN+SILB
SILB+BD
BB+SIL(BA)+BB
BB+ SIL (BB)+ SIL (AB)
BD+ SIL(BA) +SIL(BB)
BB+OCEAN+AB+OCEAN
EARLY BAG+BA+BB+BB
BD+OCEAN+BB
BB+SIL (BA)+ Ocean
HECHT WAGEN
• Hechtwagen is a name for railway passenger cars , which is derived from comparing the shape of the car with the
head shape of the predatory fish Hecht . The car bodies of Hechtwagen are slanted towards the ends and are
therefore narrower, which enables better use of the vehicle boundary line , especially in narrow curves .
• Pike car in (partial) steel construction [ Edit | Edit source code ]
• The underframe and box frame of the Hechtwagen types 21, 22 and 23 were made of riveted steel profiles. The box
frame was covered with metal sheets. All seat cars had a uniform length over buffers of 20.61 m.
• The characteristic pike shape of the car ends was adopted from the last types of Saxon express train cars. The
skylights that were previously common in Prussian wagon construction were eliminated in favor of the simpler barrel
roofs introduced in southern Germany. The eaves edge in the area of ​the car ends was still horizontal on the first
cars; In all following cars it rose diagonally towards the end of the car. From the bend in the outer cladding to the
front wall, the roof was made of strong sheet steel, which made the entry area very robust. In between, the roof was
covered in the traditional manner with canvas covering on wooden slats.
• In terms of comfort for passengers, the Hecht cars lagged behind the state railways' express train cars. The
compartment lengths were shorter, and the window widths were based on the Prussian dimensions, which were
smaller than the corresponding Bavarian and Saxon dimensions, so that the third class compartments in particular
were somewhat gloomy.
• Between 1921 and 1926, the Deutsche Reichsbahn purchased a total of 214 seat, 10 baggage and 31 sleeping cars
as iron-clad pike cars . Due to the newly introduced long-distance express train (FD), which only had the first and
second class of cars, a disproportionate number of upholstered class cars were discontinued.
• Pike car in all-steel design [ Edit | Edit source code ]
• As early as 1925, the Reichsbahn planned to purchase longer
cars with cheaper compartment dimensions. However, since
there was a lack of appropriate financial resources due to the
DRG's obligation to pay German reparations, only four such
cars (2 AB4ü, 2 C4ü) were built for the LBE . The roofs were
now made entirely of sheet steel, so that the transition to an
all-steel construction was complete.
• It was not until 1926 that the Deutsche Reichsbahn was able
to procure such cars. In contrast to the planned cars of the
1925 model, the roof of the model 26 ran straight through to
the end walls, so that the tapered entry areas were covered
by a triangular projection.
• Of the all-steel Hecht cars, 150 express train cars of the
following types were built for the Deutsche Reichsbahn
between 1926 and 1928:
REKO WAGEN
• This was east Germany’s version of the Umbauwagen but was modernised
and became part of an extensive programme of coach building, not
restructuring.
• The GDR suffered from a chronic shortage of coaches and like the
umbauwagen
• All Reko cars were painted dark green with a grey roof. In addition there
was a thin decorative stripe below the windows and black stripe at the
height of the long beam.
• In the 1970s both of these were omitted. The chromite oxide introduced in
1984 was only given to a few four axle vehicles.
• Dining cars were made from the Mitropa plant in Gotha
N Wagen(Nahverkehrswagen) /
SILBERLINGE
• These were regional passenger coaches operated by Deutsche Bundesbahn or DB
AG. Colloquially they are known as Silberling as they were unpainted and made of
bright stainless steel with brush pearl cut in a peacock pattern.

• They were the most common vehicle in use by DB during 1970s and 1980s. Their
numbers declined in 1990s after the railway reform.

• A lot of n cars were converted into other passenger cars and repainted to reflect its
new service.
• From 1975 passenger cars were repainted ocean blue and a little later with a beige
stripe. These were later referred to as Grunlinge or Mintlinge, The cars were
painted traffic red at the end of the 1990s – buntlinge!
KARLSRUHE KOPF/SILBERLINGE
WITH OCEAN BLUE FRONT
UIC- X WAGON / M WAGON
• More than 6145 express train coaches of the Bundesbahn were put
into service between 1952 and ran for half a century. These coaches
had a level of comfort unknown to most of Europe.

• Modular in design. Even number of compartments, half wagons with

two classes

• Gessellschaftwagon – called dance cars where a music system and

loudspeakers were employed. Two thirds of the car can be used as a
dining room, conference room or dance hall
• They entered high quality express train service esp in foreign service
and in transit and interzonal traffic wo West berlin and GDR. They
quickly became standard cars and replaced all pre war coaches from
express train service.

• Many were converted into IR cars

OCEAN BLUE/BEIGE LIVERY
• This was introduced in 1973 and remained the passenger and loco
colours of the DB until the Orient Red Scheme in late 1980s
In older green livery
Gesellschaftwagon
Bundespost
• From 1971 to 1995 there was an international sleeping car pool in Central Europe. All sleeping cars of the CIWL and the DSG (later the
Deutsche Bundesbahn ) were grouped together in this international sleeping car pool, allocated to the railway companies and could therefore be
used more economically. The abbreviation "TEN" led to the unofficial name "TEN-Pool". From about 2000, the railways of Denmark, the
Netherlands, Belgium, France, Switzerland and Slovenia gave up operating their own sleeping cars. The SNCF continues to use couchette cars
in the Intercités de nuit , the other railways no longer operate their own night trains. With the timetable change in December 2016, Deutsche
Bahn discontinued the operation of its own night trains ( City Night Line ). However, the ÖBB took over part of the train services under the brand
name Nightjet, which was developed for its own sleeping car services from Austria . In the summer of 2018, ÖBB ordered 13 new Nightjet sets,
each with two sleeping cars, from Siemens
• From 1971 onwards, all sleeping cars were given a uniform paint finish as part of the establishment of the TEN pool: completely cobalt
blue, initially with a gray and later with a blue roof. The only exception was the DB, which retained the crimson colors with an ivory-
colored roof known from the DSG era until the mid-1980s, but based the lettering on the standard of the sleeping car pool. Later the
cobalt blue livery was introduced. Below the windows, a white stripe ran all the way around the car, complemented by fine white trim
lines above the windows and at floor level. Below the white stripe was the logo consisting of the abbreviation "TEN" and the words
"Trans Euro Nacht" (German/Dutch), "Trans Euro Notte" (Italian) or "Trans Euro Nuit" (French).Helvetica bold italics. Depending on the
origin of the car, the designation was written in different languages, often in different languages ​on both sides. The TEN inscription was
offset to the end of the handbrake, between the middle of the car and the end of the car. The logo of the railway where the car was
registered was placed in the middle of the car or offset to the other end of the car.
• In 1995 the international sleeping car pool was dissolved and the cars became the responsibility of the railway companies. In most
cases, the TEN livery was retained and only the logo removed. The end of the pool led to the railways developing their own night train
liveries.
• The German sleeping cars were transferred to DB AutoZug in 1998 and, with the exception of older cars, which were soon retired, were
gradually repainted in light gray with a traffic-red window strip; this was the general long-distance livery at the time. (Soon after this, the
livery of the carriages for EuroCity and Intercity traffic became largely the Intercity-Expressadjusted, so the traffic-red window band was
only seen on wagons for night traffic.) Depending on their purpose, the wagons were inscribed "DB NachtZug" or "DB AutoZug". Since
2007, these cars have been used in CityNightLine trains and their color has been adjusted accordingly. In the new color scheme, the red
window band no longer extends over the entire length of the car and the roof is basalt gray instead of window gray.
• In the 1990s, ÖBB modernized sleeping cars were painted agate gray with a cobalt blue window band and zinc yellow stripes above the
windows (type P/AB30 bare stainless steel below the windows), with conversions from 2005 the ÖBB EuroCity colors are used (car
body in various shades of gray with traffic red roof). From the end of 2016, ÖBB sleeping and couchette cars will be designed in night
blue with a red-grey stripe, nightjet lettering and a starry sky in the upper part. After the end of the TEN pool, the SBB used the color
cobalt blue with violet horizontal stripes in the window area as well as the moon and stars.
EUROFIRMA
• The Eurofima C1 livery was a project started in the 1970s for a uniform design for
passenger coaches in international express train traffic in Western Europe
• According to the specifications of the European company for the financing of railway material
(Eurofima), the car body should be kept in pure orange ( RAL 2004) signal color throughout, in
line with the zeitgeist of the time. There was also a 250 millimeter wide, circumferential
contrasting or decorative stripe in light gray (RAL 7035) below the window strip and, if necessary,
an additional yellow stripe under the edge of the roof to indicate the first car class, in France
occasionally also with a green stripe for the second class. Owner's markings, class numbers,
wagon numbers and other technical inscriptions were white, while umbra gray (RAL 7022) was
intended for the roof and aprons. The front transition doors were again pure orange, but without
additional contrast stripes.
• While the color tones were consistent across all participating railways, each company followed its
own standards for the layout and font of the lettering. In addition, the Italian state railway originally
relied on applied class numbers made of aluminum, later they used yellow class numbers -
analogous to Belgium. The Swiss Federal Railways, on the other hand, only used yellow numbers
for the first carriage class. In Switzerland, some of the shunting handles were also yellow and the
roof ends of certain car types were also pure orange instead of umbra gray.
EUROFIRMA
• The initially seven state railways involved in Belgium , Germany , France , Italy , Luxembourg , the
Netherlands and Switzerland agreed on a transnational system for the vehicles used in high-quality
Trans-Europ-Express (TEE) traffic, this type of train running from 1957 Standard paintwork in
red/cream. Another transnational standard design then existed from 1971 for the TEN sleeper pool ,
whose carriages were cobalt blue.
• In the first half of the 1970s, when the joint order for the 510 largely identical Eurofima wagons was
pending, five European railway administrations – including the National Company of Belgian Railways
(NMBS/SNCB), the French Société Nationale des Chemins de fer Français ( SNCF), the Italian Ferrovie
dello Stato Italiane (FS), the Austrian Federal Railways (ÖBB) and the Swiss Federal Railways (SBB) -
to introduce a third European standard livery.
• On March 25, 1975, the general directors of the state railways involved decided personally in a joint
meeting in favor of the design, which the three Italian Eurofima prototypes of the ABz
type , which had already been produced in 1973, had. The Deutsche Bundesbahn (DB), which had also
just tried the Pop livery unsuccessfully, was not convinced by the new concept. An alternative design
presented by her in 1974 with identically arranged contrasting stripes but with an Olympic blue (RAL
5012) instead of a pure orange basic color remained unanswered. Furthermore, the SNCF only painted
the few for the Benelux-traffic according to the Eurofima C1 specification, only 311 of the total of 510
cars received the new design
• in the case of the Eurofima cars, the C1 design also corresponded with the
interior design. The first class seats originally had red, the second class orange-
brown upholstery fabric, the partitions were light beige and the lower areas of the
aisle walls and compartment doors were blue in first class and light gray in
second class, while the entrance areas were again completely in pure orange .
In addition to the joint order, the five railway companies mentioned painted a total
of 604 additional RIC-
capable vehicles for international traffic that were purchased in those years in
pure orange-light gray. Overall, the number of pure orange and light gray non-
Eurofima cars clearly exceeded the number of their prototypes. While the above-
mentioned Eurofima coaches were exclusively air-conditioned
compartment coaches , the other coaches – some of which were not air-
conditioned – included high-capacity , dining , luggage and half-luggage
coaches, and in Austria also car passenger coaches. However, the latter did not
have a light gray contrast stripe due to the design
• Ultimately, the project was not able to establish itself across the board. A total of 1138 orange-light gray cars were enough for this
• 599 in Austria
• 262 in Belgium
• 113 in Italy
• 100 in Switzerland
• 64 in France
• by far not enough - especially since they were never all in operation at the same time in this form. Mixed-color passenger trains remained the order
of the day in international traffic, while uniform trains in C1 livery remained the exception. This effect was intensified by the through coaches , which
were still widespread at the time. Apart from that, there were no suitably painted sleeping cars , couchette cars , railway mail cars and locomotives
. Only the Austrian Federal Railways have been using blood orange since the late 1960sas a standard livery for locomotives, so that at least in
Austria - where the C1 livery was also the standard livery for high-quality domestic express trains (Ex) at times - a reasonably uniform appearance
of day trains was guaranteed. In addition, the Belgian State Railways created a dark red domestic livery in which the contrast stripe was designed
exactly like the C1 design and served as a connecting design element for mixed trains.
• At the latest with the introduction of the TEE successor EuroCity in 1987 , the European state railways finally relied on individual designs
again. First, the SNCF, which already had the fewest cars in pure orange-light gray, said goodbye to the C1 design in the early 1980s and repainted
its representatives in the regular Corail colors until 1987. [1] In March 1987, the ÖBB presented their new long-distance color concept of umbra gray
and traffic red , after which the last C1-painted passenger carriage disappeared from the scene in 1996. In Italy, the last purely orange-light gray car
ran at least until December 2000, [2]in Switzerland the design could still be found until 2003. In Belgium, on the other hand, the Eurofima C1 livery
was sporadically maintained until 2008, so it existed for a total of 35 years.
• Independent of the Eurofima, the Association of Swiss Transport Companies (VST), to which the Swiss Federal Railways were not yet a member,
also propagated the same color concept for its member companies from 1974 onwards. However , this so-called VST uniform finish also failed to
gain acceptance. In contrast, Italy successfully introduced a nationwide orange uniform livery for all city public transport in 1977, albeit without
contrast stripes.
 First of all, all the victorious powers issue a travel ban for the German civilian population so that the few intact railway lines remain free for supply, military, resettler and
1945 reparation goods transports. Nevertheless, about half a million people moved from the British to the Soviet zone of occupation and 1.6 million people in the opposite
direction (October 1945 - June 1946). Transports of resettlers organized by the victorious powers were mostly carried out in goods wagons.

Inner
1945 Rail traffic is still in the hands of the Deutsche Reichsbahn. But each occupying power establishes its own Reichsbahn division.

The Allied Control Council regulates the passage of military and supply trains to and from Berlin through the territory of the Soviet occupation zone. 13 supply trains and 3
9/10/1945
military trains are set up daily. This introduces the “Interzonal Train”. Interzonal trains are also used for tourist traffic, but initially with enormous security restrictions.

Interzone passports for initially business travel between the four zones of occupation are introduced. The Interzonal Pass is valid for one-time trips to precisely defined
6/30/1946
zones, districts and cities.

Border 4/23/1947

24.6.1948-12.5.1949

12.5.1949
Private individuals may also submit a travel application for urgent family reasons. The vast majority of people cross the border illegally on foot.

Berlin Blockade. The Soviet occupying forces completely seal off West Berlin and block all access routes. Interzonal train traffic also came to an almost complete standstill,
only non-German citizens and military personnel of the Allies were allowed through.
Resumption of interzonal traffic. From now on, the Deutsche Reichsbahn of the Soviet zone of occupation/GDR will take over all train services, ie inter-zone traffic will be
handled exclusively with locomotives from the east

11/1/1949 After the founding of both German states, the Western Allies completely abolished the inter-zone passport requirement between their zones.

•time beam 7.9.1949

The railway departments of the Western Allies are merged into the Deutsche Bundesbahn. In the GDR, the Deutsche Reichsbahn takes over the last private railways on
April 1 and is subordinated to the Ministry of Transport.

•Chronology of the border from

Abolition of the inter-zone passport requirement between the Soviet zone of occupation (GDR) and the western zones of occupation (FRG). GDR citizens must hand in their
Nov 1953
identity card when traveling to the FRG and receive an identity card in return.
The GDR border police took over full control of the GDR external border from the Soviet army. The GDR police take over control of the sector boundaries within

1945 to 1989
12/1/1955
Berlin. Control of military traffic (goods and people) between the Allies remains with the Soviet Army.
Significant simplifications in inter-zone traffic, the use of significantly more trains and the inclusion of sleeper and dining car traffic. Cooperation between Deutsche
1954-1961
Bundesbahn and Deutsche Reichsbahn is intensive and efficient.
wall building Interzonal traffic will be controlled more closely, but otherwise there will be no effects. Affiliated GDR cities included Berlin, Dresden, Leipzig, Rostock, Görlitz,
8/13/1961
Frankfurt/Oder and Stralsund.
11/25/1964 The GDR government sets a minimum exchange rate for travelers from the FRG, West Berlin and other capitalist countries.
6/11/1968 Introduction of passport and visa requirements in travel and transit traffic between Germany and West Berlin.

Transit agreement between GDR and FRG. Relief in transit traffic between Germany and West Berlin. From now on, visas were issued in the vehicle or on the train and
examinations of personal luggage were discontinued. The visa fees were eliminated, for which the GDR received a contractually agreed transit allowance from the federal
government (1972: approx. 235 million DM, 1989 approx. 525 million DM). On May 26, 1972, the inner-German transport contract is signed.Railway.GÜSt (border
crossing points):
•Lübeck-Herrburg
12/17/1971 •Buchen-Schwanheide
•Wolfsburg-Oebisfelde
•Helmstedt-Marienborn
•Bebra—Barleys
•Ludwigsstadt-Probstzella
•Hof - Gutenfurst

12/21/1972 Basic treaty GDR-FRG. Cooperation between the two German states “normalized” and was even intensified in some cases in the 1980s.

11/9/1989 fall of the wall