Finest metal frame
Finest paintwork and printing
Perforated steps
Separately mounted cover bearing
Metal wheels, with inside contours
Spring buffers
Laminated suspension springs attached
Short coupling kinematics
Structure and handles made of high-quality, impact-resistant plastic
Extra braking system and signal holders
Axle brake frame with brake blocks in wheel plane
Coupling compatible to Lenz
Before the war, standardised large containers were already beginning to be transported right to the customer with rail and road vehicles. The outbreak of the Second World War stopped the further spread of the system, however. In 1949, the Deutsche Bundesbahn (DB) returned to the "pa" container system (pa: French abbreviation for "porteur aménager") and decided to introduce it on a large scale. While the containers were newly constructed, the DB fell back on underframes of various pre-war wagons that were available in ample numbers, but had suffered war damage to the superstructures. The most commonly refurbished undercarriages were those of the G 10, Gms 30/Ghs 31, Gmhs 35 and Omm 34 waggons. They were classified as BT 10 (ex G 10) and BT(hs) 30 in a common number range. After the refurbishing of a total of 273 BT 30 (and 95 BT 10), the exclusively new construction of container waggons started in 1952. Shortly after being renumbered in Lb(r)s577, the last refurbished BT 30 waggons were taken out of service in 1971, and the last of the former BT 10s rolled onto the dead-end siding in 1970 as Lb576. There were numerous open and closed containers for the greatest variety of cargoes, and moreover, there were special containers for liquids, foodstuffs such as beer, and for the transport of frozen goods. From the end of the 60s, increasingly crowded out by the emerging containers, transport with the "pa" containers ceased at the end of the 90s.
