DB Otmm 70

DB series : Otmm 70 * UIC: Eds 090 ** UIC: Fcs 090
Wagon type:	Open freight car, special design
Construction year:	(1961) 1962-1971
Design type:	open hopper wagon
LüP:	9,640 mm
Wheel base:	6,000 mm
Loading weight:	28 tons

The Otmm 70 (from 1964: Eds 090 , from 1980 Fcs 090 ) is a two - axle hopper wagon from DB Schenker Rail . This two-axle open freight wagon is used to transport bulk goods that are insensitive to moisture and, with its high-lying, adjustable gravity emptying system on both sides, is the DB's most popular self-unloading wagon .

General

These freight wagons are suitable for transporting free-flowing, moisture-resistant cargo such as topsoil, sand, gravel, ore or coal. The controllable emptying with fixed discharge chutes enables the loading of conveyor belts . The foldable discharge chutes allow the trolleys to be used for unloading bunkers. Compared to earlier self-unloading wagons, the larger loading volume of this design enables better utilization of the load limit, even for goods with a low bulk weight. The first cars of this type were approved for a speed of 65 km / h, only the cars built from 1971 onwards were approved for a speed of 100 km / h. Until 1964, these freight wagons carried the generic symbol “Otmm” and the type number 70. When the UIC introduced the internationally standardized freight wagon generic mark in 1964 , these wagons were given the generic letter “E” for open wagons of the standard design. Since the definition of standard design was later better circumscribed, the wagon fell under the "open wagon, special design" and was given the generic letter "F" - among other things because as a self-unloading wagon it had no flat wagon floor. The "c" stands for: with adjustable gravity discharge, elevated (> 700 mm), optionally on two sides (= not in the middle). The "s" for: approved for trains up to 100 km / h. It should be noted that the wagons have a double star next to the load limit grid. If this address is available, they should run at 120 km / h. Because then they are designed for running, but not braking for 120 km / h.

The first car was manufactured in 1961 in the AW Paderborn, series production then took place from 1962 in the AW Kaiserslautern and AW Weiden. Initially, profiles from dismantled Omm 37 were used.

The last 376 cars, which were delivered in 1971, were fitted with a GP change for the brakes ex works. This allowed a top speed of 100 km / h. This led to the fact that these cars could be referred to as Fcs 090. For this purpose, another 250 Fc 090 were subsequently given a GP change and in this way also became Fcs 090.

With a volume of 40 m³, the wagons corresponded to the UIC specifications for Fc (s), which is why some of the wagons were also included in the Europ pool and thus had the exchange code 01 and the RIV-EUROP address in the wagon number.

In 1991 work began on preparing the Fc 090 for continued operation. They were upgraded for a top speed of 100 km / h, which among other things made the installation of a GP switch necessary. This conversion was carried out by Raw Zwickau. This conversion also resulted in a redesignation to the Fcs 092. However, only a part of the existing cars was converted, the exact number is unfortunately unknown, but at least 3904 cars must have been converted to Fcs 092.

Drive and base

The self-unloading wagons are equipped with type 88 wheel sets, UIC roller bearings, eight-layer leaf suspension springs 120 mm and double hook suspension . The underframes are welded from rolled profiles and equipped with ring spring sleeve buffers with a final force of 350 kilonewtons (kN).

Car body

Hopper car Fcs ⁰⁹⁰

The car body consists of St 52 with copper additive and is manufactured in a welded design. In each side wall there are two curved slides (locking slides) that can be opened and closed by a separate hand lever. A ratchet lock can be used to set slide openings of up to 200 mm in steps of 25 mm and a full slide opening of 500 mm. When the trolley is empty, the sliding floor lower boxes are 720 mm above the upper edge of the rail and 640 mm from the center of the trolley. When the carriage is empty, the lower edges of the swiveled-out sliding floor extension are 385 mm above the upper edge of the rail and are 1,000 mm from the center of the carriage. The car has a capacity of 40 m³, a load capacity of 28 tons without handbrake and 27.5 tons with handbrake.

brake

The wagons have a Knorr type compressed air brake with uniform effect for freight trains (KE-G), from 1971 this was supplemented with a GP change. The brake linkage is equipped with a DRV2 brake linkage adjuster, and some of the cars have a manual spindle brake on the open brakeman's position.

Whereabouts

Between 1978 and 79, 1500 pieces were converted to Tdgs-z 932. At least 3904 pieces were converted to Fcs 092 from 1991. In 1994, 8583 Fc (s) 090s were added to DB AG, 492 were Fcs and 8091 were Fc. The last cars - 20 Fc and 5 Fcs - were retired in 2007. Most of the wagons converted to Tdgs-z were still in use in 2014, although not all of them had the original designation. Of the wagons converted to Fcs 092, 786 were still in operation as Fcs-x 092 and 2630 as Fcs 092 in mid-2012.

Remarks

* UIC marking from 1964
** UIC marking from 1980

literature

Helmut Behrends, Wolfgang Hensel, Gerhard Wiedau: Güterwagen-Archiv 2 , transpress Verlag, Berlin 1989. ISBN 3-344-00330-5

Individual evidence

^ Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail MIBA, 2014, ISBN 978-3-8375-0824-6 , page 53
^ Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail MIBA, 2014, ISBN 978-3-8375-0824-6 , page 55
^ Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail. MIBA, 2014, ISBN 978-3-8375-0824-6 , page 53
^ Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail. MIBA, 2014, ISBN 978-3-8375-0824-6 , page 392
^ Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail. MIBA, 2014, ISBN 978-3-8375-0824-6 , page 55

[1] Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail MIBA, 2014, ISBN 978-3-8375-0824-6 , page 53

[2] Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail MIBA, 2014, ISBN 978-3-8375-0824-6 , page 55

[3] Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail. MIBA, 2014, ISBN 978-3-8375-0824-6 , page 53

[4] Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail. MIBA, 2014, ISBN 978-3-8375-0824-6 , page 392

[5] Stefan Carsten, Per Topp Nielsen, Gerhard Fleddermann: Güterwagen. DB AG, DB Cargo, Railion, DB Schenker Rail. MIBA, 2014, ISBN 978-3-8375-0824-6 , page 55