Union type freight wagons
The freight wagons built in Germany from 1910 to around 1924 are referred to as association design freight wagons . The designation of the type is based on the efforts to standardize freight wagon construction by the German State Railroad Association (DWV), to which all eight state railways (Länderbahn) belonged at that time . The freight wagons of the association design were built according to the drawings and regulations of this association.
development
In order to achieve standardization in freight wagon construction, eleven of the most common types of freight wagons were redesigned ( see here ) and documented in sample sheets (construction plans) from A1 to A11. The construction of these wagons was mostly based on the tried and tested Prussian freight wagons . The exceptions are the turntable wagons based on the A5 sample sheet, which was a pure new design, and the spacious, covered freight wagon based on the A9 sample sheet, which arose from the Prussian and Saxon hollow glass wagons .
After the First World War , the German railways' fleet of wagons was severely decimated due to war damage and many wagons had to be surrendered as part of reparations. When the state treaty for the establishment of the Reichseisenbahnen came into force in 1920 and the former state railways were placed under the sovereignty of the German Reich , the wagon designs began to be standardized even further. The freight wagons built after 1920 were divided into three categories
- Standard wagons - Union design type freight wagons built after 1920 (also known as standard design)
- Exchange construction wagon - from around 1923, freight wagons in which some individual parts could be exchanged for each other (later exchange design ).
- Special wagons - freight wagons that were largely created as standard wagons, but had special equipment or special properties (later special design)
Since the Deutsche Reichsbahn suffered from a severe shortage of wagons due to the armistice taxes in the early 1920s, new freight wagons of standard design were procured from 1921.
The association type freight wagons were built in very large numbers; the most important were the box wagons according to sample sheet A2 and the open wagons according to sample sheet A10 with approximately 150,000 and 200,000 units respectively. The latter, including the structurally identical wagons from foreign railway companies, was the most widespread freight wagon of all time. When the Deutsche Reichsbahn-Gesellschaft was founded , the freight cars of the Reichseisenbahnen became part of their stock.
The further development of the association design were the exchange construction wagons, in which most of the parts could be interchanged. This construction method was expanded as early as 1920 in the course of the standardization of many car components and led to the replacement construction method based on the principle of interchangeability.
The union type freight cars
A1 - Open freight car
The demountable open freight cars according to sample sheet A1 are based on the Prussian cars according to sample sheet II d 3, they were built from 1910 with and without a brakeman's cab . These almost 50,000 two-axle wagons had a loading volume of 18.4 m³, a loading weight of 15 tons and a load capacity of 17.5 tons. The wooden walls of these tipping wagons were 1,000 mm high, the door width was 1,500 mm, the loading length 6,720 mm and the loading width 2,734 mm. The wheelbase for cars with and without a handbrake was a uniform 4,000 mm, with a length over the buffers of 8,800 mm.
As car of the state railway wagon association they carried the generic characters "Omk" and at the Deutsche Reichsbahn they belonged to the wagon type "O Hall".
A2 - Covered freight car
From 1910 to 1927, over 120,000 units of this freight car, built according to the A2 form of the State Railroad Association, were procured. This flat roof car was available with and without a handbrake and in two variants of loading and ventilation flaps. On the one hand with a loading and ventilation flap on each side or on the other hand with two loading and ventilation flaps on each side. Two of the four loading flaps on most of the cars were later removed because they were no longer necessary. Trolleys with two doors were primarily used for the transport of fruit and vegetables. The new raised brakeman's cab was given a gable roof with a pointed ridge, and the handrails were now also attached to the outside of the staircase.
This two-axle wagon had a loading volume of 45.7 m³, a loading weight of 15 tons and a load capacity of 15.75 tons. Its wheelbase was a uniform 4,500 mm, its length over buffers was 9,600 mm, it had pressed sheet metal axle brackets and DWV wheel sets. The car had eleven-layer and 1,100 mm long suspension springs. A Kunze-Knorr air brake for freight trains (Kkg) was retrofitted on some of the cars from the mid-1920s . At the end of the 1930s, the end panels were reinforced with diagonal struts in order to better stabilize the car body in the event of shunting impacts.
Some of these cars were later converted into optional cars and equipped with a heating cable that was necessary for the transport of people. In 1938 they were assigned to the Karlsruhe class district and belonged to the "Gh Karlsruhe" wagon class (DB: Gh 10; DR: Gh 04). However, they were not allowed to be taken abroad or loaded in border crossing stations.
As car of the state railway wagon association they carried the generic characters "Gm" or "Nz". Due to the high number of pieces, the German Reichsbahn had for this type of wagon two species districts create, they were the class districts "Kassel" and "Munich" is assigned and received the principal class character "G".
A3 - four-axle rail car
The construction of these rail cars , which were built in around 3,900 units from 1913 to 1925 , was based on the Prussian rail cars according to sample sheet II d 7. They were only built with a brakeman's cab and had a length over buffers of 15,800 mm, a loading length of 15,060 mm and a Loading width of 2,750 mm. Their dead weight was 17.4 tons, their loading weight 35 tons and their load capacity 36.75 tons.
Initially they had two Diamond-type bogies , but later they had two pressed sheet metal bogies with a pivot spacing of 10,000 mm. These freight wagons, also known as platform wagons, had a total of 12 hinged sections made of riveted steel profiles, a truss frame and a Kunze-Knorr compressed air brake.
In the case of the state railways they were given the generic symbol "SSml", in the case of the Deutsche Reichsbahn they were assigned to the "SS Köln" wagon type.
A4 - stake car
These cars, built from 1913 to 1927 according to sample sheet A4, were developed based on the model of the Prussian stake car according to sample sheet II d 5. Around 35,000 cars were built with and without a brakeman's cab, although the older series cars with a brakeman's cab were only equipped with a handbrake, while cars without a brake were not. Only the later series that were delivered to the Reichsbahn received air brakes across the board. They were all equipped with 18 wooden stanchions, some of which were exchanged for pressed sheet metal after the war. The loading weight was 15 tons, they had a wheelbase of 6,500 mm, a loading length of 10,120 mm, a loading area of 27,000 m², a length over buffers of 12,200 mm with handbrake and a pointed truss mechanism . They were designated with the generic symbol "Rm" by the state railways and later assigned to the "R Stuttgart" wagon type by the Deutsche Reichsbahn.
A5 - turntable wagon
The turntable wagons according to sample sheet A5 had, in contrast to the wagons of the state railways, a larger wheelbase of 4,500 mm and were a new design. These wagons used to transport logs had eight stanchions and a turntable beam that ran on a flat steel ring embedded in the floor. All of the wagons built between 1913 and 1925 had a loading length of 8,000 mm, a loading width of 2,500 mm, a loading weight of 15 tons and a pointed truss . The wagons without a handbrake had a length over buffers of 9,300 mm and their own weight was 9.5 tons. The wagons with hand brakes had a length over buffers of 10,030 mm, so their own weight was 10 tons.
They were designated with the generic symbol "Hrmz" by the state railways and later assigned to the "H Regensburg" wagon type by the Deutsche Reichsbahn. They were used to transport u. a. used by logs, lumber and steel girders. Since there was later no longer any use for many union-type turntable wagons, some of them were redesignated as railway company cars and used for the transport of track yokes . Others became work cars by dismantling the turntable and belonged to the “X Erfurt” car type.
A6 - coal wagon
The open freight wagons according to sample sheet A6 are based on the Prussian model drawings II d 1. These wagons, built from 1913 on, had iron walls and were built with and without a handbrake. The end walls were rotatable and therefore suitable for unloading on tipping systems. They had a loading length of 5,300 mm, a loading width of 2,812 mm, a loading volume of 19.4 m³ and their loading weight was 15 tons.
The wagons without a handbrake had an axle base of 3,000 mm, a length over the buffers of 6,600 mm and their own weight was 7.3 tons. The open wagons with brakeman's cab had an axle base of 3,300 mm, their length over the buffers was 7,300 mm and their own weight was therefore 8.6 tons.
They were designated with the generic sign “Omk [u]” on the Länderbahn and later assigned to the “O Nürnberg” wagon type at the Deutsche Reichsbahn, while the Prussian coal wagons according to II d 1 were assigned to the “O Schwerin” wagon type in the DR. Many of these wagons were used as slag and coal wagons exclusively for the supply of the railway depot .
A7 - hinged lid trolley
The two-axle freight wagons built from 1913 for the transport of moisture-sensitive bulk goods largely corresponded to the lime wagons according to sample sheet II d 4. They differed, for example, in the omission of the upper door lever, the steps and the car body supports on the l-beams above the axle bearings. These wagons had a loading length of 5,295 mm, a loading width of 2,812 mm, a loading weight of 15 tons and a loading volume of 18.6 m³. These closed wagons were designed in such a way that the roof flaps and side doors were very tight to protect the transported goods from sun and rain, the six roof flaps were attached in the middle to the continuous ridge of the gable roof, which made loading easier.
The car without handbrake had a length over buffers of 6,600 mm and until 1917 an axle base of 3,000 mm and a dead weight of 9.5 tons. The wagons with hand brakes had a closed brakeman's cab, a Kunze-Knorr brake, had a length over buffers of 7,300 mm, their own weight was 10.3 tons and until 1917 their wheelbase was 3,300 mm. From 1918, the wheelbase for both types of car was set at 3,500 mm.
A8 - crate car
The approximately 2,000 association type box wagons were built between 1913 and 1927 and largely corresponded to the box wagons built according to sample sheet A2. As early as 1913, the Royal Saxon State Railways procured small cattle wagons based on the A8 sample sheet, the loading space of which offered two loading areas thanks to an additional floor. These cars with a raised brakeman's cab were given the generic symbol Vemgz. In the DR, it was assigned to the “V Altona” wagon type, with the crate wagons with four floors (goose wagons) being given the auxiliary type “g”.
They had a wheelbase of 4,000 mm, a length over the buffers of 8,550 mm, a loading area of twice 18.2 m², a loading weight of 15 tons and a load capacity of 15.75 tons.
The small cattle wagons obtained from the Prussian State Railways according to the A8 sample sheet did not have a handbrake, but were equipped with a compressed air brake line (subsidiary symbol n) for use in passenger trains. They received the generic mark Venmz, at the DR they were also assigned to the "V Altona" wagon type. These cars had a length over the buffers of 8,250 mm, a load weight of 15 tons and a load capacity of 15.75 tons. Their wheelbase was also 4,000 mm and they had ten-layer and 1,100 mm long suspension springs.
The car bodies of these freight wagons were constructed like a wooden crate and provided with additional loading flaps and feeding openings. At the end of the 1930s, these flat roof freight cars were provided with welded end field reinforcements on the side walls. With the incorporation of Altona to Hamburg , the class district of the crate wagons from Altona to Hamburg also changed from 1937.
A9 - Covered, spacious freight car
These freight wagons were used for the transport of moisture-sensitive, light, large-volume or very long, light-weight goods such as furniture, car parts, wooden decorations or glass containers, which could not be transported in other freight wagons due to their volume. Due to the loading weight of only 15 tons, the total volume of these wagons was almost never fully used.
Just like the spacious boxcars based on the country style, the A9 were also called "hollow glass wagons". This name comes from the fact that the Prussian and Saxon state railways had spacious covered freight wagons built especially for the transport of hollow glass (glass containers).
The model for the approximately 6,000 association cars built between 1914 and 1928 were the Saxon and Prussian regional railway cars. In contrast to the high-level brakeman's cab of the car according to sample sheet A2, the brakeman's cab was placed on the frame. These freight cars were procured with and without a brakeman's cab. The cars without a brakeman's cab were 12,100 mm long, the cars with a brakeman's cab were 12,800 mm, both had an axle base of 7,000 mm and the load weight was 15 tons.
The Reichsbahn classified these cars in the Dresden class district, with the class symbol Gl. As with the covered wagons according to sample sheet A2, the end fields were reinforced by diagonal struts from the late 1930s.
A10 - Open freight car
These freight wagons , newly developed in 1909 and built from 1913 to 1928, were by far the most widely built freight wagons in the world with over 200,000 units built. The freight wagons built according to sample sheet A10 , also known as "open coke wagons", were used for the transport of almost all goods that were not sensitive to moisture, but in particular for bulk goods such as coal, sand or agricultural goods.
The Deutsche Reichsbahn classified them in the class districts of Essen and Breslau, as a series of wagon numbers was insufficient. As regional railway wagons, they carried the generic mark "Ommk [u]" and the generic mark "Om" for the Deutsche Reichsbahn. At the DB, the association wagons carried the group symbol Om and the type number 12 until 1964.
The car body consisted of vertical steel profiles that were planked with wood, as well as a top belt made of steel. The car body was reinforced by diagonal drawstrings, each of which led down from the upper ends of the car to the door. In the middle of the car a double-leaf door made of pressed sheet metal was attached and the walls were 1,550 mm high. These cars were built with and without a brakeman's cab, with the brakeman's cab resting on the frame. The end walls were foldable so that they can be unloaded by tilting them. These cars were designed for a loading weight of 20 tons, had a load capacity of 21 tons, the length over buffers was 9,800 mm for cars with a brakeman's cab and 9,100 mm for those without. Their wheelbase was a uniform 4,500 mm and their loading volume was 33 m³.
A11 - two-axle rail car
The prototype for this freight car based on sample sheet A11, which was built in almost 3,000 copies from 1911 to around 1922, was the Prussian regional railway car based on drawing Ce143. Even if the name suggests otherwise, the rail cars were generally not used for the transport of rails , as they were simply too long for this type of car by the end of the 19th century. Everything for which a stake wagon was too short was transported, for example: storage barrels, agricultural machines, motor vehicles and motor vehicle chassis for export, wool, cotton and cork bark from the seaport train stations.
This type of car was only built without a brakeman's cab and had a length over the buffers of 14,400 mm with an axle base of 8,000 mm. They had 400 mm high end walls, 12 plug-in steel stakes and loading sleepers on the floor in the transverse direction of the wagon. The wagon was reinforced by a truss made of round iron, which enabled a load weight of 15 tons and a load capacity of 17.5 tons. Their loading length was 1,300 mm and their loading width was 2,750 mm.
As wagons of the State Railroad Car Association, they had the generic symbol "Sml" and with the Deutsche Reichsbahn they belonged to the generic district of Augsburg with the generic mark "S". Many of the wagons were fitted with welded trusses made of steel profiles from the Deutsche Bundesbahn , which enabled a load weight of 20 tons (Sm 14).
Overview table
The following table gives an overview of some wagon types of the association design, not all wagon types are listed with possible subsidiary characters, otherwise the table would be too long or incomprehensible.
The "DWV" column indicates the type characters of the wagons of the German State railway carriage Association from 1909 to 1921 again.
The "DRG" column shows the class symbol and class district of the Deutsche Reichsbahn from 1924 to 1945.
The "DB" column shows the generic symbol and the type number of the Deutsche Bundesbahn that were valid from 1951.
The “DR” column shows the type and type number of the Deutsche Reichsbahn , which were written to from 1951 onwards.
| Standard freight wagons of the association design | |||||||
|---|---|---|---|---|---|---|---|
| Sample sheet | Type of freight wagon | Construction year | Loading weight | DWV | DRG | DB | DR |
| A1 |
Open freight car (coal wagon ) |
1911 | 15 t | Omk | O hall | O 10 | O 29 |
| A2 | Covered freight cars | 1910 | 15 t | Gm or Nm | G Kassel G Munich |
G 10 | G 04 G 05 |
| A3 | Four-axle rail car | 1913 | 35 t | SSml | SS Cologne | SS 15 | SS 65 |
| A4 |
Stake wagons (spacious open wagons) |
1913 | 15 t | Rm | R Stuttgart | R 10 | R 61 |
| A5 |
Turntable wagon (wooden wagon) |
1913 | 15 t from 1913: 18 t |
Hrmz | H Regensburg (X Erfurt) |
H 10 (X 05) |
H 68 |
| A6 | Open freight car (coal wagon ) |
1913 | 15 t | Omk [u] | O Nuremberg | O 11 | O 31 |
| A7 | Hinged lid wagon (lime wagon) |
1913 | 15 t | km | K Elberfeld from 1930: K Wuppertal |
K 15 | K 21 |
| A8 |
Crate wagon (small cattle wagon) |
1913 | 15 t | Vemgz Venmz |
V Altona from 1937: V Hamburg |
V 14 | V 23 |
| A9 | Covered, spacious freight wagon (hollow glass wagon ) |
1914 | 15 t | Gml | Gl Dresden | Eq 11 | Eq 12 |
| A10 | Open freight car (coke car) |
1913 | 20 t | Ommk [u] | Om Wroclaw Om Essen |
Om 12 | Om 37 Om 36 |
| A11 | Two-axle rail car | 1911 | 15 t | Sml | S Augsburg | S 14 | P 64 |
Types overview
See: Overview of freight wagons up to 1945
Name and painting
By order of the Reich Ministry of Transport (RVM), almost all freight wagons were given the new owner's signature “Deutsche Reichsbahn” from around 1922, further with the name of a “Gattungsbezirks”, a “Wagennummer” and a “ Gattungszeichen ”. The superstructures were painted red-brown (color number 11a, 29), the car roofs in light gray (color number 47) and the car frames in black (color number 14,24,33). In 1927 there was a change from the standard colors of the Deutsche Reichsbahn to the RAL color system 840-B, see also . From 1942 on, most of the cars only bore the lettering "DR", the name of the "class district", a "car number" and a "class symbol".
Standard colors → RAL color number (840-B)
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Class districts of the Deutsche Reichsbahn
After the Länderbahn was placed under the sovereignty of the German Reich in 1920, the Reichseisenbahnverwaltung began in 1921 to collect all types of freight wagons with the same or similar uses in " generic districts ", these were given the names of German cities, mostly cities with a Reichsbahndirector . This type of grouping of freight wagons was already used in 1912 when the Bavarian freight wagons were redesignated. The redesignation of the freight wagons began in 1922 and lasted until around 1924. Not only the freight wagons of the association design, but all the freight wagons that belonged to the Deutsche Reichsbahn fleet were given a generic name.
(L = regional railway construction; V = association construction; A = replacement construction; G = welded construction)
| Class districts of the Deutsche Reichsbahn from 1921 | ||||
|---|---|---|---|---|
| Generic districts | Generic symbol | Wagon type | design type | Period |
| Altona, later Hamburg | V | Crate car | L, V, A, G | 1922-1937 |
| augsburg | S. | two and three-axle rail cars | L, V, A, G | 1922-1945 |
| Berlin | Gk | Refrigerator truck | L, V, A, G | 1922-1945 |
| Wroclaw | Om | open freight wagons | L, V, A, G | 1922-1945 |
| Dresden | G and GG | covered, spacious wagons | L, V, A, G | 1922-1945 |
| Elberfeld, later Wuppertal | K | Hinged lid trolley | L, V, A | 1922-1930 |
| Erfurt | X | open work cars | L, V, A, G | 1922-1945 |
| eat | Om | open car | V, G | 1922-1945 |
| Kassel (Cassel) | G | covered wagons | V, A | 1922-1945 |
| Cologne | SS | four- and multi-axle rail cars (flat cars) | L, V, A, G | 1922-1945 |
| Munich | G | covered wagons | Association type | 1922-1945 |
| Nuremberg | O | open car | Association type | 1922-1945 |
| regensburg | H | Turntable wagon | L, V, A | 1922-1945 |
| Stuttgart | R. | Stake car | L, V, A, G | 1922-1945 |
See also:
- Additional generic districts from 1926
- Additional generic districts from 1935
- Additional generic districts from 1942
See also
- Welded type freight cars - German freight cars from 1933
- War -type freight wagons - German freight wagons for the transport of war equipment (until 1945)
- Acid Trolley
Individual evidence
- ^ Stefan Carstens: Güterwagen Volume 5. MIBA-Verlag, Nürnberg 2008, ISBN 978-3-89610-248-5 , p. 127ff.
- ^ Helmut Behrends, Wolfgang Hensel, Gerhard Wiedau: Güterwagen-Archiv 1. transpress, Berlin 1989, ISBN 3-344-00184-1 , pp. 64–66.
Bibliography and sources
- Helmut Behrends, Wolfgang Hensel, Gerhard Wiedau: Goods wagon archive. Volume 1: Länderbahnen and Deutsche Reichsbahn-Gesellschaft. Transpress Verlag, Berlin 1989, ISBN 3-344-00184-1 .
- Walter Hollnagel: Railway rarities - From the twenties to 1945. EK-Verlag, Freiburg 2008, ISBN 978-3-88255-306-2 .
- Wolfgang Diener: Painting and designation of freight cars. Publishing house Dr. Bernhard Abend, Stuttgart 1992, ISBN 3-926243-11-2 .
- WHO: The Reichsbahn freight cars. Reichsbahn advertising office for passenger and freight traffic, Berlin 1939
- Stefan Carstens, Rudolf Ossig: Freight Cars Volume 1, Covered Cars. MIBA-Verlag, Nuremberg 2000, ISBN 3-86046-060-9 .
- Stefan Carstens, Hans Ulrich Diener: Freight Cars Volume 2, Covered Cars - Special Design. MIBA-Verlag, Nuremberg 2000, ISBN 3-86046-061-7 .
- Stefan Carstens, Hans Ulrich Diener: Freight Cars Volume 3, Open Cars. MIBA-Verlag, Nuremberg 2003, ISBN 3-86046-074-9 .
- Stefan Carstens: Freight wagons, Volume 4, open wagons in a special design. MIBA-Verlag, Nuremberg 2003, ISBN 3-86046-073-0 .
- Stefan Carstens: Freight wagons Volume 5, stake, rail and flat wagons. MIBA-Verlag, Nuremberg 2008, ISBN 978-3-89610-248-5 .
- Deutsche Bundesbahn: 2812 Fuw 4/51, addendum 18, renumbering of the freight wagons, the service wagons and the railway company wagons of the DB, as well as the private freight wagons it has set up. Central Railway Office Minden (Westf). Minden 1952.