Freight car of the German Federal Railroad
Freight wagons of the Deutsche Bundesbahn are those freight wagons that were procured by the Deutsche Bundesbahn from 1949 until the rail reform in 1994. For older cars that were still used by the DB, see
- Union type freight wagons
- Interchangeable freight wagons
- Welded type freight cars
- War-type freight wagons
Since the freight car park was heavily used during the war and at the same time the maintenance of the wagons had been neglected, only a few operational freight cars were available after the end of the war. This freight car park consisted not only of German-made wagons, but also of foreign-made freight wagons, such as American, Polish or French ones. Since the existing number of freight wagons was not sufficient for the reconstruction and the railway's own repair shops and the wagon construction companies were working to full capacity with the refurbishment of the existing damaged wagon fleet, new freight wagons had to be procured abroad. In some cases, German war designs could be reproduced in a stronger version, in some cases foreign constructions had to be acquired.
This was facilitated by funds from the Marshall Plan .
In the 1950s, the first newly developed freight cars could be procured. Since there was not only a lack of financial resources but also the necessary materials for the required number of new wagons, the Deutsche Bundesbahn launched a number of conversion programs, as it did with the passenger coaches. Outdated and worn wagons were dismantled and converted into modern freight wagons using new parts. Most of this work was carried out in DB workshops.
Many types were not developed by the DB alone, but standardized at the European level by the International Union of Railways (UIC) , and were later procured by all European railway administrations with standard gauge .
Covered freight cars
Short covered wagons
From 1948 the Tatra works in Czechoslovakia delivered the first boxcars of the types Gm 39 and Gms 39 (Glms 202 ). Of these 2,330 wagons, only the freight wagons with hand brakes were capable of running quickly, while the other wagons were only equipped with a compressed air line.
When in 1953 the drawings for the "short" covered standard wagon of the International Union of Railways according to UIC Leaflet 571-1 (standard goods wagons - freight wagons of the standard design with two wheelsets) were available, the DB procured over 3,500 of this type of freight wagon. These new wagons were given the generic designation Gmhs 53 (Gs 204 ). The older specimens were still clad with tongue and groove boards, the newer ones received glued wooden panels. What they all had in common was the “Swiss construction” roof (aluminum sheet on wooden cladding) and eight ventilation openings closed with UIC sliders.
The Saarland railways procured wagons according to UIC leaflet 571-1. However, these were all boarded up and had a sheet steel roof. After the incorporation of the Saarland , these were classified as Gmhs 55 (Gs 206 ). Also in 1953 100 Gmbhs 51 (Hfrs 312 ) were purchased, which comply with the British clearance profile , were equipped with the braking equipment customary in Great Britain and were therefore suitable for ferry traffic with Great Britain. In 1961 another 150 wagons were built.
1955–1960 the Gms 54 (Gls 205 ) was built in several repair shops . By dismantling covered freight wagons of the association design (G 10) and lengthening the underframes, around 14,000 units were produced. Deviating from the UIC specifications, they only got four UIC ventilation slides.
In 1957 the drawings for the UIC standard car were changed, so the door was widened from 1.8 to 2 m. The DB took this change into account by procuring over 3000 new Gmhs 56 (Gs 212 ). Also in 1957 began the conversion of Gmhs 35 and derived Pwghs 44 into Gms 45 (Gls 203 ). The supercritical running gear and the Hildebrandt-Knorr brake were retained, and car bodies similar to the Gms 54 were placed on top. Since they only had four ventilation slides, they did not meet the requirements of the UIC.
After the DB had decided that new conversion cars should correspond to the UIC standard car, the Gms-44 program (Gs 211 ) was launched in 1959 . Gmhs 35 and Pwghs 44 were used again, this time receiving a supercritical drive next to the UIC car body. This resulted in 1140 wagons.
From 1960, the most variant-rich conversion car, the Gmms 60 (Gs 213 ), was built. It is available with or without trusses, with a wooden or sheet metal roof and with steam heating cables and electrical heating cables (as Gmmhs or Gmmehs). The main donor wagons used were G 10s that had survived the Gms-54 program, but there were also new-build wagons. Existing pre-war welded wagons (Gms 30, 31, 35) and Gms 39 were converted into Gmms 40 (Gs 210 ) from 1961 . Their variants are similar to those of the Gmms 60. The last new development among the “short” G-cars was the Gs 216 , which was built from 1966 and was already designated according to the UIC coding .
The Gmhs 35 that were still in existence in 1967 were originally supposed to be retired. Since the economy picked up again, it could not be dispensed with. They were equipped with a new car body with only two small loading hatches instead of UIC slides, and classified as Glms 207 .
Spacious box wagons
From 1954 over 14,000 Glm (e) hs 50 (Gos 245 ) with the same features as the Gmhs 53, with 12,500 mm or 13,000 mm for handbrake cars, however, significantly longer. This design was further developed to Glmmhs 57 (Gos 253 ), which differs in details. Around 1960 a spacious boxcar was standardized by the UIC. As a result, from 1961 onwards, the DB had over 10,000 Glmms 61 (Gbs 254 ) built using parts of dismantled spacious freight wagons of the pre-war types. However, there were some new build cars. A small part was equipped with front wall doors and designated as Gltmms 62 (Hbcs 300 ). In 1965 two new types appeared: On the one hand the Glmms 65 (Gbs 257 ), which differs from the Glmms 61 in a modified side wall division, and the Glmms 64 (Gbs 256 ), whose car body is made entirely of steel. The conclusion was formed by the Gbs 252 , which were procured from 1966 and whose only external difference from the Glmms 61 is the lack of trussing.
Car with an opening roof
The procurement of the first lifting and sliding roof wagons began as early as 1949. The wagons had a two-part roof, one part of which could be pushed over the other. In the middle of the car there was a transverse yoke that was adapted to the shape of the roof, on the one hand to keep the track of the roof running gear and on the other hand to be able to close the roof tightly. The roof was operated by a high platform at the head ends, which was reached via ladders. Cars with hand brakes had a brakeman's platform screwed to the buffer beam, which lengthened the car by 50 cm. Some of the older cars had a standard sheet metal brake house mounted on the stage. Almost 5000 pieces were classified as Kmmks 51 (Tms 851 ), the first still as Kmmks "Düsseldorf" (the system of generic districts was in force until 1951).
In 1955/56 600 Kmmfks 52 (Tcs 850 ) were built, which also had front wall doors .
The next new development was the Kmmgks 58 (Tims 858 ), which, in addition to the lifting and sliding roof, had sliding walls to make it easier to load with forklifts from the side . Around 4,000 of these were procured. The sliding wall / sliding roof car Kmmgks 58 was further developed into the significantly longer and higher Klmmgks 66 (Tbis 870 ), of which almost 2500 cars were built from 1960. In their case, not only the sunroof but also the sliding walls were made of aluminum.
Another 1000 pieces were delivered with reinforced sliding walls as Klmmgks 68 (Tbis 871 ). From 1966 over 2000 Tbis 869 were built, some of which have a narrower central column. Otherwise, the differences compared to the Tbis 870 are minor. In 1970-72, 800 Tbis 875 , which are approved for 120 km / h, were procured.
Sliding wall wagon
When using the new sliding wall / sliding roof wagons, it became clear that the option of loading the wagons from the side over their entire length using a forklift was very popular with customers. This gave rise to the idea of developing purely sliding wall wagons. From 1966 to 1975 over 8000 Hbis 299 were built. About 2000 other cars, which were also equipped with automatic load braking in order to be approved for a top speed of 120 km / h, were classified as Hbis 297 . From this, the Hbills 295 type was developed , of which the DB had almost 1,300 units built in 1973 (prototype) and 1975/76 (series). In contrast to types 297 and 299, their sliding walls have vertical reinforcement profiles. In 1977/78 another 500 wagons were delivered, which were only equipped with a simpler braking system and therefore only approved for 100 km / h ( Hbills 294 ). Between 1978 and 1982 the DB procured almost 1500 Hbills 302 and Hbills 304 . From this, the Hbills 303 was further developed, which received a massive girder instead of a truss, and around 1,100 copies were built from 1981. From 1984 the DB had cars built with higher sliding walls, which represent the side parts of the roof. Almost 1,000 cars were classified as Hbbins 306 , and almost 1,000 more wagons were given partition walls to secure the load against falling over and became Hbbills 305 . In 1987, a series of 100 four-axle sliding wall wagons followed, with a remarkable length of 24130 mm for freight wagons, which were designated as Habbins 345 . A prototype appeared in 1971.
Refrigerated and thermo trolleys
In 1952, the DB procured 20 special tank wagons for the transport of milk , which were equipped with an aluminum kettle insulated with cork and synthetic resin foam. The high- speed (approved for 100 km / h) cars were used for the most part in express and express trains . Upon delivery, they were designated as EKW 51 (Railway Tank Car) and quickly changed to Tkkmhs 53 and, with the introduction of the UIC coding, to Uhrs 980 .
In 1953, the series delivery of new "real" refrigerated vehicles began . First 260 cars were built, which were classified as Tehs 50 (Ichqrs 369 , Ichqrs 376 , Ichqrs 377 ). In 1956 a second series of 250 wagons with increased load capacity was delivered as the Tmehs 50. Their car body had a smooth outer skin made of sheet steel, the insulation was clad with aluminum sheet on the inside. It was cooled with dry ice .
In 1967 the next new development of the 250 pieces appeared when Ibbhs 396 were procured. The underframe was derived from the Gbs 252 , the car body was made of corrugated sheet steel, the interior cladding of fiberglass-reinforced plastic. 150 vehicles with deviating axles were redrawn as Ibbhs 397 in 1973. The desire to have faster refrigerated trucks available was taken into account by building almost 500 Ibbhs 398 , which differ from the type 396 by pneumatic load braking (which regulates the braking force continuously depending on the weight of the car) and is therefore approved for 120 km / h could become. From 1966 onwards, 90 Ibblps 379 were converted from Glmms 61, which were given insulation made of rigid polyurethane foam and an external cladding made of sheet steel. They were mainly used for the transport of goods that, although not cooled, had to be protected from heat (e.g. chocolate ).
Special wagons for the transport of bananas were made from Glmhs 50 . 1955-57 appeared the first 175 Tnohs 50 (Ibblps 393 ), 1957 and 58 followed a 476 wagons comprehensive second series with higher payload, which were classified as Tnomhs 50 (Ibblps 395 ). They were clad inside with styrofoam and were given special ovens to keep the bananas warm. On the outside they kept their brown paint, but got the word "Bananen" on the door.
Crate car
In 1960/61, 650 pieces of modern crate wagons were built using parts of dismantled crate wagons of the pre-war designs and classified as Vlmmhs 63 (Hes 442 ). Car body and undercarriage largely corresponded to Glmhs 50, however, as is usual with crate wagons, the car bodies were not clad with tongue and groove boards or glued wooden panels, but with wooden slats with plenty of gaps between them. No other types were procured.
Stake and flat wagons
Stake car
With the development of new stake wagons, it was waited until the specifications for the UIC standard wagons were available. Since large numbers of such wagons had already been built during the war for the extensive transport of materials, there was no urgent need for action. From 1958 over 14,000 copies of the Rlmms 56 (Kbs 442 ) were built. From 1959, people began to dismantle riveted stake wagons of the pre-war types (R 02, R 10, R 20) and used the parts to build the almost 10,000 Rlmms 58 (Kbs 443 ). As early as 1956, 160 stake wagons were procured that were suitable for rail ferry traffic with Great Britain and that comply with the smaller British clearance profile. They were named Rbmms 55 (Lfms-t 569 ). Apart from a few test cars, no further stake cars were procured from the DB.
Two-axle flat wagons
Flat wagons were usually used for the railway's own construction service and in public transport for goods that did not necessarily require a stake wagon. Most of the time, they were converted from freight cars that were no longer needed or converted. In the 1950s, countless types were created. All possible types of wagons, including a few passenger coaches that were apparently no longer worth refurbishing in their original form, were stripped of their car body and some were fitted with fixed, foldable or pluggable side walls. From 1957, according to largely uniform drawings, around 3000 Xlm 57 (Klm 505 ) were built from boxcars that were not needed for the conversion programs to boxcars . They received removable wooden side walls. The type Rmms 33 stake wagons built during the war already attracted negative attention in the mid-1950s, despite their comparatively young age, due to their particularly high susceptibility to damage. In addition to the overload in the war, this was mainly due to the hinges of the hinged side panels being too weak. That is why over 3000 Rmms were fitted with new flap hinges, and stake baskets and stake pockets were dismantled. The cars treated in this way were designated as Xltmm 33 (Klm 506 ).
Four and six-axle flat cars
With the beginning of the economic miracle, new four-axle flat cars were needed. So from 1955 the SSlmas 53 (Rs 680 ) was procured. By the 1960s, 5500 copies were made. They received bogies of the Minden-Dorstfeld design, a spatial truss structure made of steel profiles, and to protect the cargo, hinged front boards with bevelled corners and 16 rotatable steel stanchions on each side of the wagon. This type of car was further developed and standardized by the UIC. These wagons were fitted with type 664 or Y25 bogies , fish-belly long girders instead of trusses, also 16 rotating bars and hinged front boards with straight corners. From 1968 over 2700 units were built and classified by the DB as Rs 684 . Somewhat shorter cars were also procured. From 1968 the DB had 1760 Rmms 664 built, which are very similar to the Rs 684 , but with a length of 14,040 mm over buffers (compared to 19,900 mm), they are significantly shorter. The strong fish-belly-like long-girders could therefore be dispensed with. A trolley with a length of 21,080 mm for the transport of pipes, logs etc. was developed with the Sps 719 . From 1977 almost 2000 copies with double stanchions (which are clad with wood on the inside) and tie-down device between the tips of two opposite pairs of stanchions were delivered.
Six-axle heavy trucks were built, so from 1964 almost 3900 Samms 710 . They have type 710 bogies as well as hinged end walls and 12 plug-in stanchions to protect the load.
Container and container wagons
As early as the late 1940s, the DB tried to establish a new service for the transport of goods "from house to house". For this purpose, carrier wagons for swap bodies that could easily be reloaded onto trucks were developed. They are seen as the forerunners of today's container traffic. Further detailed information can be found in the article Flat wagons, container carrying wagons .
Car transporter
Before the mass production of automobiles began in the 1950s, stake and rail cars were sufficient for transporting new cars. Since double-decker transport was possible in principle, the old practice became increasingly uneconomical and a new special wagon was sought. As a quick solution to the problem, from 1954 600 Omm 52 were converted to 300 Off 52 (Laae 540 ). The loading doors were omitted, a second loading level was installed instead. Two vehicles at a time were permanently coupled to form a pair. 1956–59 another 1000 units were put into operation as Offs 59 (Laaekms 541 ). They originated from Omm 55.
At the same time, the first pure car transport wagons were developed by Waggonbau Graaff in Elze from 1954 and 1200 copies of which were built in series from 1955–59. They were classified as Offs 55 (Laekkms 542 ). In these three-axle wagons, both sub-wagons are supported on a common central axis. However , their loading height was too low for small vans , so they were further developed for Offs 60 (Laekks 543 ). With this type, the height of the lower loading level above the upper edge of the rails is significantly lower. The tried and tested three-axis basic concept was retained. From 1959 to 1964 almost 2000 units were produced. The running properties and the loading length were not satisfactory. After a number of test cars from 1964 to 1974, around 1000 units of a further developed type, the Laekks 547, were built . In 1979/80 200 newly developed Laeks 553 were added.
Flat wagons of other special designs
After their designation as Shimms, telescopic hood wagons also belong to the flat wagons, because only three telescopic aluminum hoods have been placed on a short, four-axle bogie wagon. This special design was built from 1971 specifically for the transport of sheet metal in heavy, weather-sensitive rolls (so-called coil transports) and, depending on the construction lot, allows a load of up to 67 t. The weight of a single sheet steel roll can be up to 45 t.
Open freight cars
Standard design
For a long time, the classic two-axle open freight cars made up the largest share of the DB's freight car fleet. They were used for almost all goods that could be exposed to the weather and were not used for too long. As with the box wagons, new wagons were initially manufactured abroad after the end of the war. 1948-52 the war type "Klagenfurt" (Omm 34) was rebuilt in a reinforced form, among other things, the wagons were given a truss. A number of wagon factories in Germany and abroad produced around 26,000 units of the type Omm 37 (E 031 ), of which a few were able to hold up until 1974. At the same time, 1200 similar cars were manufactured at Gregg in Belgium , although they were not welded but riveted. They were designated by the DB as Omm 29 (E 026 ) and retired until 1970. In Czechoslovakia , 1150 wagons with sheet steel walls were built, which were classified as Omm 39 . Since they represented a splinter type on the one hand, and on the other had front flaps, doors and unloading flaps that were unfamiliar for German conditions, they were provided with a UIC steel structure by 1959 and continued to be used as Omm 49. Before 1951, all Omm 29, Omm 37 and Omm 39 were called Ommu "Duisburg".
From 1948, in the maintenance workshops of DB and some private maintenance workshops (PAW) have begun to modernize pending for working car. Many attempts have been made to find the most economical form. For example, Om 12 was converted into Om 21 based on the aspects of replacement construction and using drilling templates from the 1920s . Om 12 and Om 21 were dismantled, worn parts dismantled and welded together again following the example of Om 31 . At first, the wooden car body and the spring clip hangers were retained. Later, UIC double hook hangers were installed and the car bodies were clad with sheet metal. The 1,500 or so cars that were created in this way were designated as Om 31. Omm 34 , on which the girders of the superstructure were severely rusted, received new car bodies and trusses based on the model of the Omm 37.
At the same time, a number of prototypes were developed for the future new build vehicles, here the Omm 52 (E 037 ) initially prevailed. It had long beams made of hollow profiles and a car body with side walls made of folded sheet metal next to the centrally arranged doors. Almost 15,000 pieces were built, the last copies were in use until 1986.
After that, apart from a few test vehicles, only open freight cars with UIC car bodies were built. In 1954–56, around 10,000 Omm 54 (E 039 ) were rebuilt using parts from the dismantled Om 12 and Om 21. From 1981 they underwent a makeover, among other things, the Kk-G brake was exchanged for a KE-GP brake. Converted cars were now 100 km / h and were named Es 049 . 1955–62 over 15,000 Omm 55 (E 040 ) were made, almost exclusively from new material. From 1970, a large number of them received a brake with GP change and could now be used as Es 040 at 100 km / h (instead of 80 km / h) . The remaining over 2000 Omm 34 of the war design were also equipped with a new car body in 1957/58 and classified as Omm 44 (E 034 ). From 1957 and 1958, around 5000 and almost 2000 Omm 33 or Ommr 32 received a new car body and the designation Omm 43 (E 033 ) or Ommr 42 (E 032 ). The still existing 1000 Omm 39 of the Czech design became Omm 49 (E 036 ) in 1958/59 through the installation of new car bodies . 6000 cars belonged to the type Omm 46 (E 035 ), they were created 1958–66 using parts from the dismantled Omm 34, 35 and 37. They were modernized in the mid-1980s and converted to Es 045 .
In the 1970s, the UIC standardized a four-axle gondola. From 1978 onwards, the DB acquired over 7,000 units of this type of car as the Eaos 106 . Starting in 1979, wagons with steel floors were initially built on a trial basis, which proved so successful that soon only such wagons were built and classified as Eaos 051 . About 2500 of these were made. At the initiative of the SNCF , a slightly longer car was standardized ( length over buffers 15,740 mm instead of 14,040 mm for the Eaos). About 500 copies of this type were procured as Eanos 052 .
Dump truck
The DRG had already tried to find out how the transport of bulk goods could be made more economical. In particular, the unloading of the open freight cars turned out to be very complex. At first, self-unloading wagons were only used in block trains. Since the competition from trucks grew ever stronger after the war, the young DB developed and tested numerous prototypes in order to be able to offer easy-to-unload means of transport in single-wagon traffic . In the end, however, a design by the Westphalian State Railroad prevailed . Based on their model, the DB procured almost 4,000 Ommi 51 (Fz 120 ) from 1953 to 1970 . A grid made of profiles was welded onto its frame, which supports the rolling tracks of the five loading bays. Each loading tray is supported on the side by a support rod, with which the trays can be tilted after they have been unlocked. When the troughs are empty, they roll back into the transport position by their own gravity. The high arrangement of the troughs was chosen so that trucks can be unloaded. However, the center of gravity of the wagons was very high. This led to the fact that some cars overturned if the operating staff were careless. That is why all Ommi 51 were subsequently fitted with so-called rail clamps, with which the wagon clamps firmly to the rail during unloading. Despite all the adversities, they were able to hold their own against the Fcs (see below) until the early 1990s.
Lift trucks and center self-unloaders
After the war and into the early 1960s, a lot of experimentation was carried out with wagons whose body largely corresponded to that of a classic open freight wagon, which could be lifted and tilted hydraulically or the ends of which could be raised so that the load collects in the middle of the wagon. Ultimately, the use of Fz (see above) and Fc (see below) was more economical.
Rotary valve car
The first type of newly developed self-unloading wagon with rotary valve was built from 1954. They received a funnel-shaped structure, which was closed at the two outlet openings on each side of the car with rotary valves that can be operated by means of hand-operated levers from a platform at one end of the car. These rotary valves make it possible to regulate the discharge largely continuously. The disadvantage was that the discharge by gravity only on the ground or z. B. could be unloaded on conveyor belts , but not on a truck like the Ommi 51. Nevertheless, the almost 600 built and classified as Otmm 52 (Fc 084 ) enjoyed great popularity with customers. In addition to gravel , ore and coal were transported .
Nevertheless, there were some weak points. With the knowledge gained, the Otmm 54 (Fc 085 ) was developed. For example, the funnel geometry was optimized, the outlet chutes were changed so that the solebars no longer had to be cranked upwards and the slides were no longer operated using levers from a platform, but rather with handwheels from the floor. However, only 30 cars were built. In 1958, the successor Otmm 57 (Fc 086 ) went into series production, of which around 2600 were built. With him the rotary valve actuation was again installed by levers.
The car body of the Otmm 57 was largely adopted for the two subsequent series. From 1960 onwards, around 3500 Otmm 61 (Fc 087 ) were built in the DB's repair shops , the base of which was made from parts of dismantled Omm 37. At the same time, the wagon factories delivered around 5500 Otmm 64 (Fc 089 ), which were built exclusively from new material. 30 cars were diverted from production and were given a lower funnel, as some customers had requested, they were classified as Otmm 63 (Fc 088 ). These cars were later converted into Otmm 57.
The Otmm 70 (Fc 090 ) , which was mass- produced from 1962 to 1971, achieved the greatest popularity with over 16,000 pieces. Its base was built from parts of the dismantled Omm 37, it was a little longer and its funnel therefore slightly larger than the Otmm 61. The first examples were made from parts that were intended for the Otmm 61. Newer cars were fitted with a KE-GP brake instead of the previously used KE-G brake, this enabled a top speed of 100 km / h (instead of (90 km / h)) and they were referred to as Fcs. In the mid-1980s the In the meantime the wagons standardized by the UIC underwent a full overhaul, in which many other wagons received a KE-GP brake and thus could be approved as Fcs 090 for 100 km / h. When in 1988 the end of the economic useful life was reached, the rows thinned However, from 1991 3500 cars were prepared for continued operation and classified as Fcs 092 .
For bulk goods that are sensitive to moisture such as B. to be able to transport building lime , salt or grain with self-unloading wagons, variants with swivel roofs were derived from the types described above at an early stage. The Ktmm 60 (Td 925 ) was derived from the Otmm 57, as well as a variant for food transport as the Ktmmv 60 (Td 927 ). About 800 wagons were built. Based on the Otmm 61, 300 Ktmmv 65 (Td 929 ) and around 1500 Ktmm 65 (Td 928 ) were procured. From 1962 about 3500 Ktmmv 69 (Tdgs 930 ) were delivered analogous to the Otmm 70 . The 1900 Tds 926 were created in 1972-75 through conversion from Fc 087 , 1500 Tdgs-z 932 1977-79 from Fc 090 .
Based on a prototype, four-axle vehicles were built from 1973 to the mid-1980s . Almost 1400 copies were procured as Tadgs 959 . The first 285 cars were bogies type 626.1, thereafter Y25 bogies were used.
Sudden unloading trolley
From 1952 the DB had new four-axle self-unloading wagons built. The design of the vehicles classified as OOtz 50 (Fal 167 ) was largely based on the pre-war types, but they ran on bogies of the Minden-Dorstfeld type. The approximately 4,200 wagons were mainly used in block trains for the transport of coal, ore and coke. At the same time, wagons with flaps on the loading openings for the transport of moisture-sensitive goods were procured as KKt 57 . The first further development appeared in 1965. The wagons designated as Fal 168 were slightly longer and had larger loading openings. By 1969 1490 units had been delivered.
Special designs
Silo wagons
Before the development of modern silo wagons, powdery goods (e.g. cement , quartz sand , phosphate , fly ash as well as flour and sugar ) had to be transported either packed in sacks in boxcars or in hinged lids . Both types had to be loaded and unloaded by hand. As an experiment, the DB had four-axle tank wagons of the American war design, which were still in good condition, converted into KKd 49 (Uac 945 ) silo wagons . These could be loaded and unloaded very efficiently with compressed air. After these had proven themselves, new cars were developed. After a pilot series in 1953, around 1200 vehicles were delivered between 1955 and 1964, which the DB added to its freight wagon fleet as Kds 54 (Ucs 908 ). They received two standing, round containers with a conical top and bottom. These rest on special saddle plates on the frame. At the same time, the DB procured over 1200 wagons with slightly larger containers, which were therefore better suited for cargo with low density. They were designated as Kds 56 (Ucs 909 ). As early as 1950, a small number of four-axle silo wagons were built as KKds 55 (Uacs 946 ). They received four containers of the type of Kds 54. Also from 1961, two-axle wagons with three containers made of aluminum as Kds 67 (Ucs 910/911/912 ) were built in small numbers .
Freight train luggage wagons
After the war, there was a lack of freight train luggage cars, mainly those that were suitable for higher speeds. In order to save a new development, the Pwghs 54 (Pwghs 054 ) was derived from the Gms 54 boxcar. The car body and chassis were largely the same, as was the paneling of the walls with wooden panels.
Ventilation slides were dispensed with, instead the wagons were given windows in the area of the driver's compartment, which was installed together with a toilet. Since the freight train vans were gradually saved, the procurement of about 1200 copies was sufficient. In the mid-1960s, there was a shortage of baggage cars for a short time, so that passenger cars that were no longer needed ( Donnerbüchsen ) were converted into makeshift baggage cars. Their use ended in the 1970s.
Individual evidence
- ↑ Hans-Joachim Krohberger: Marshall Plan and Federal Railroad. ( Memento of the original from June 18, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Benno Wiesmöller: Convertibles for freight. In: eisenbahn-magazin 10/2012, p. 65.
- ↑ Page no longer available , search in web archives:
- ↑ Udo Kandler On rails through the economic wonderland. The early Bundesbahn years , Klartext Verlag Essen, 2018, ISBN 978-3-8375-1924-2 , p. 63.
- ↑ dybas.de
- ↑ DB test cars and prototypes (all UIC types). on: modellbahnfrokler.de
- ↑ Page no longer available , search in web archives:
Bibliography and sources
- Stefan Carstens , Rudolf Ossig: freight cars. Volume 1: Covered Cars. Nuremberg 2000, ISBN 3-86046-060-9 .
- Stefan Carstens, Hans Ulrich Diener : Freight wagons. Volume 2: Covered Cars - Special Designs . Nuremberg 1989, ISBN 3-86046-061-7 .
- Stefan Carstens, Hans Ulrich Diener: Freight wagons. Volume 3: Open Cars . MIBA-Verlag, Nuremberg 2003, ISBN 3-9804349-2-3 .
- Stefan Carstens: Freight wagons. Volume 5: Stake, Rail and Flat Cars . MIBA-Verlag, Nuremberg 2008, ISBN 978-3-89610-248-5 .
- Leonhard Bergsteiner , Michael Dostal : The archive of the German passenger train and freight cars . GeraNova-Verlag, Munich.
- Gerd Wolff : The open freight cars of the standard design . EK-Verlag, Freiburg 1991, ISBN 3-88255-649-8 .
- Gerd Wolff: The car transporter . EK-Verlag, Freiburg 1991, ISBN 3-88255-654-4 .
- Gerd Wolff: The two-axle self-unloading wagons . EK-Verlag, Freiburg 1993, ISBN 3-88255-657-9 .
- Horst J. Obermayer , J. Deppmeyer : freight cars. German Federal Railroad. Weltbild Verlag 1994, ISBN 3-89350-819-8 .
