Welded type freight cars
The welded freight cars were developed and built by the Deutsche Reichsbahn from 1933 to around 1945. With the introduction of welding technology in 1933, almost all parts of the car were connected by welding and no longer by riveting. These freight wagons were built for higher speeds or for a higher load weight through the use of different types of steel and other technical changes, but the further development was so strongly influenced by the effects of the war that the Deutsche Reichsbahn adapted the design of the freight wagons to the new economic circumstances as early as 1939 had to. Since there was an overlap when changing from the interchangeable design to the welded design, the change in time cannot be precisely limited, some standard freight wagons and their designs can be found in the article Overview of freight wagon types up to 1945 . The freight cars built during the Second World War, which were only supposed to cover the transport needs of the military, are war-type freight cars .
Since 1921, in the development of all types of freight wagons, a distinction has been made between freight wagons without special features, which correspond to the standard or norm, and those with special features, which therefore have special equipment or special properties.
The welded freight cars were also divided into:
- Regular type freight wagons, standard freight wagons without special features
- Special design freight wagons, freight wagons with special features
Development history
The interchangeable freight cars were too complex to be built economically. Therefore, the Deutsche Reichsbahn began to redesign all freight car groups from an economic point of view and also because of the increasing competition from trucks in the transport sector or to adapt their design. This led to the fact that from 1932 a test series with different types of car was started. The aim was to develop a series production in which the covered freight wagons could be approved for speeds higher than 65 km / h and the open freight wagons should have a load weight greater than 15 tons. The speed increase was necessary in order to be able to use freight wagons in through cable trains, as well as to enable freight wagons to be carried in passenger trains. Through the use of different materials and manufacturing technologies, a more efficient wagon production was achieved and the newly developed freight wagons were continuously developed and their construction optimized.
The standard design freight cars
Covered freight cars
Covered freight car
Generic sign Gs, generic district Opole
In order to meet the requirements for faster general cargo transport, the high-speed freight wagons of the "Gs Oppeln" wagon class were built in series from 1937. With an axle base of 6000 mm, outer solebar and seven-ply and 1400 mm long suspension springs could be the car for a top speed of 90 km / h. Without a handbrake, the cars had a length over the buffers (LüP) of 9,100 mm, a loading volume of 45 m³, a load weight of 15 tons and a load capacity of 17.5 tons. They had a pointed truss and were equipped with a Hildebrandt-Knorr compressed air brake (Hik-GP).
This type of car was built in different versions. For example, the first series of these cars was delivered as Grs capable of being transferred to the broad gauge network of the USSR . They were available with both a steam heating line (Ghs) and an electric heater and a steam heating line (Gehs). The first test cars were built as early as 1934 in order to find an alternative to the type Gr Kassel. These freight wagons are also known colloquially as "short Opole".
Covered, spacious freight cars
Generic symbol Glhs, generic district Dresden
After experience with the riveted interchangeable wagon type Glhs Dresden built in 1933 , a completely new two-axle boxcar was developed, the welded “Glhs Dresden” (later colloquially called “long Oppeln”). The results of the test car with an axle base of 7700 mm and with suspension springs from 1650 and 1800 mm in length had shown that by changing the wheelbase and the suspension springs, very good high-speed properties can be achieved. This resulted in a type of freight wagon with a length over buffers of 10 800 mm with handbrake, which means 2000 mm shorter than most of the large boxcars.
These cars had an axle base of 7,000 mm, a load weight of 15 tons and due to the nine-ply and 1800 mm long suspension springs have a load capacity of 15.75 tons. While most of the spacious freight wagons in the Dresden generic district have a loading area of 29.4 m², these wagons had a loading area of only 24.2 m². These cars had a barrel roof, 2000 mm wide sliding doors, sleeve buffers and a Kunze-Knorr passenger train brake (Kkpbr). Their loading length was only 8720 mm, but its loading width is 2780 mm and they were therefore somewhat wider than other covered, spacious freight cars. All cars built were equipped with a steam heating line and for a speed of 90 km / h approved. From 1934 to 1937 around 1633 copies with hand brakes were made.
From Glhs Dresden to Ghs Oppeln
By raising the loading area limit from 24 to 26 m² in 1937 were the wagons of the type “Glhs Dresden” with 24.2 m² loading area assigned to the “Opole district” and thus to the “Ghs Oppeln” wagon category .
- Car with 1650 mm long nibs: generic symbol Gls, generic district Dresden; See also: Type of wagon: Glrhs Dresden
- Car with front wall doors: generic sign Glt, generic district Dresden
- Large capacity wagons for express trains
GGhs generic sign, Dresden generic district These four-axle covered, spacious, welded freight wagons were built from 1934 and for use in passenger trains for speeds of more than 90 km / h developed. These large-capacity freight wagons had two Görlitz type bogies with an axle base of 2600 mm and seven-layer cradle springs, the bogies were a development from the Görlitz coach bogies III light and Görlitz IV light. They had a loading length of 15 520 mm, a length over the buffers of 17 600 mm with handbrake, its load weight was only 15, its load capacity was 15.75 tons and its own weight was 22.7 tons. They were equipped with a steam heating line and as a high-speed freight car for a speed of 120 km / h approved. They also had an open brakeman's position, sleeve buffers and a Hildebrandt-Knorr passenger train brake. There were two 2000 on each side of the car mm wide sliding doors and two ventilation openings attached.
As the underframe was derived from the passenger train wagons, the long girders on the outside were shaped like a fish burrow to reinforce them. In 1935 the Deutsche Reichsbahn already had three test cars, one of which had a barrel roof made of sheet steel, while the other two still had wooden roofs.
Generic symbols GGhs and GGths, generic district Bromberg
The first four test wagons of the “GGhs Bromberg” wagon class were built as early as 1942 from these four-axle large-capacity freight cars. In 1944, some of the “GGths Bromberg” wagons followed. Its development can probably be traced back to the transport of war equipment, but since there was no real need for this type of wagon, very few of them were built. They had a loading length of 16 620 mm, a loading weight of 51 tons, a dead weight of 21.8 tons and a length over buffers of 18 000 mm. They were equipped with a steam heating line and as a high-speed freight car for a speed of 120 km / h approved. They also had two 2000 mm wide sliding doors, three loading flaps and two ventilation hatches on each side of the car and a Hildebrandt-Knorr compressed air brake for freight trains (Hikg). In contrast to the GGhs, the GGths still had two front wall doors and was therefore also suitable for vehicle transport. With around 75 cars, this version was the most popular of this type of car.
Hinged lid trolley
Generic symbol K, generic district Wuppertal
Hinged-top wagons were used to transport moisture-sensitive bulk goods such as lime or salt, but over the years they were largely replaced by covered self-unloading wagons. Therefore, the interchangeable wagons built in 1933 were the last hinged-lid wagons built in series. In 1935, the DRG therefore only procured two welded test cars with a length over buffers of 9,100 mm without handbrake and an axle base of 4,000 mm. The side walls were divided into two fields by a vertical strut on either side of the door. However, there was no longer any series production of this type of wagon, as the hinged-lid wagon, which was difficult to unload, was now technically outdated.
Generic symbol Kmr, generic district Wuppertal
Despite the disadvantages of the hinged-lid wagons, a new design was started again in 1940, but only eight test wagons were built. This car had a length over the buffers of 9800 mm with handbrake, a loading volume of 28.6 m³, a load weight of 20 and a load capacity of 21 tons. The most noticeable external features were the wheelbase of 6000 mm, the exterior solebars and the brakeman's cab made of sheet metal with a semicircular roof. All cars were equipped with a Hikg brake and had eight roof flaps.
Crate car
Generic sign V, generic district Altona / Hamburg
After the riveted crate wagons of the interchangeable design , only a few welded wagons were built between 1936 and 1937 exclusively without handbrake. These wagons, built to transport small animals (pigs, sheep, goats, poultry, etc.) had a length over buffers of 9,100 mm, a loading volume of 54.2 m³, a load weight of 15 and a load capacity of 17.5 tons. They already had nine-ply and 1650 mm long suspension springs, but were still equipped with a Kunze-Knorr brake for freight trains. The car body was constructed like a wooden crate and thus enabled a simple type of fresh air supply. With the incorporation of the previously Prussian city of Altona into Hamburg in 1937, the generic district of Altona in Hamburg changed.
Open freight cars
Tipper open freight cars
Generic symbol Om, generic district Breslau
These two-axle open freight wagons were manufactured from 1935 to 1939 exclusively without a handbrake and the wagon frames were made from hollow beams. Its length over buffers was 9100 mm without handbrake, its loading volume 33 m³ and their loading weight was 20 tons. Their load capacity was 21, their own weight 8.9 tons and they were with thirteen-layer suspension springs from 1140 mm length. The most noticeable external feature was the truss to reinforce the floor frame angles below the doors.
Generic symbol Om, generic district Essen
The two-axle wagons built from 1937 onwards had the same dimensions as the wagons of the “Om Breslau” type, but they had nine-layer suspension springs from 1400 mm in length and had a higher dead weight of 10 tons due to the rolled profiles used.
Generic symbol Omm, generic district Linz
These two-axle open freight wagons were most strongly influenced by developments in freight wagon construction. They were developed as early as 1937, but mass production didn't start until 1939. The wagons had an axle base of 6000 mm and a length over buffers of 10 100 mm without and 10 800 mm with handbrake. They had nine-layer suspension springs from 1400 mm in length, a Hildebrandt-Knorr freight train brake and all cars had and a spatial truss. Your cargo volume was 24.03 m³, their loading weight was set at 24.5 tons and their load capacity was 25.5 tons. They had 1000 mm high, removable side and foldable end walls.
The first test cars were built in 1938 without a handbrake and tested for a load weight of 27.5 tons in special traffic. They had an internal, fish belly shaped long beam. The second design from 1940 had fish-bellied outer side rails and the cars built from 1941 had normal, straight outer side rails.
| Construction year | Long beams | Construction |
|---|---|---|
| 1939-1940 | Inside fish-belly-shaped solebars | Sheet metal construction, welded |
| 1940-1941 | External fish-belly solebars | Light profiles, welded |
| 1941-1943 | Normal outer side rail u. Truss | Standard shape, welded |
Generic symbol Ommu, generic district Villach
These newly developed open wagons were largely identical in construction to the wagons of the Linz district. But they had a side wall height of 1550 mm, foldable end walls and a loading volume of 37.26 m³ with the same loading weight of 24.5 tons. They also had a sheet metal brakeman's cab with a semicircular roof. Like the wagons for the Linz district, built from 1941 onwards, they had a frame with external longitudinal girders, a three-dimensional, pointed truss, a Hildebrandt-Knorr air brake for freight trains and a nine-layer, 1400 mm long suspension springs. However, these wagons were unsuitable for the transport of military vehicles.
Stake car
Generic sign R, generic district Stuttgart
From 1936 to 1938, these stake wagons were manufactured exclusively without a handbrake . They had an axle base of 7000 mm, a loading length of 10 720 mm, a load weight of 15 Tons and a length over buffers of 12 800 mm. These wagons, built with 22 wooden stanchions, were partially designed for the transition to Russian broad gauge. But they already had nine layers and 1650 mm long suspension springs, but were still equipped with the Kunze-Knorr-Bremse for freight trains. They visually differed well from the stake wagons of the interchangeable design by the spatial, diagonal trussing.
Generic sign Rs, generic district Stuttgart
The type R stake cars developed in 1938 for the Stuttgart district had an axle base of 8,000 mm, a spatial, diagonal truss. They were seven-ply and 1400 mm long suspension springs for a top speed of 90 km / h approved. They also had 18 wooden side and four steel end wall stanchions. The car without handbrake had a length over the buffers (LüP) of 12 100, one of 12 with handbrake 800 mm. They had a loading weight of 15 tons, a load capacity of 17.5 tons, a loading area of 28.5 m² and were equipped with a Hildebrandt-Knorr compressed air brake (Hik brake). The other structural innovations were already geared towards the needs of the military: for example, the drop sides, made entirely of steel, also served as drive-over bridges. As with the “SSla Köln” rail car built in 1934, the brakeman's cab was dispensed with for the wagons with a handbrake in favor of a foldable stage railing.
In 1943, the load weight of these type Rs stake wagons, welded from rolled profiles, was increased from 15 to 20 tons, so that the wagon type changed to " Rms Stuttgart ".
Two-axle rail cars
Generic symbol Sm, generic district Augsburg
The rail cars built from 1937 with an axle base of 8,000 mm, a loading length of 12 988 mm and a loading weight of 20 tonnes were delivered exclusively without a handbrake. They had a truss mechanism and were otherwise largely identical to the riveted rail cars of the interchangeable design. But they had a Hildebrandt-Knorr air brake for freight trains (Hikg) and nine-layer, 1400 mm long suspension springs.
Generic symbol Smr, generic district Augsburg
These rail cars, built only without a handbrake, had an axle base of 8,000 mm, a loading length of 12 988 mm, a payload of 20 tons and a length over buffers of 14 400 mm. They each had six stanchions on each side and could be transferred to Russian broad gauge. The most noticeable external feature was the fish-belly long beams with circular holes on the outside. Since the production of this car was too complex, only about twenty copies were built.
Four-axle rail car
Generic symbol SSla, generic district Cologne (1934)
The four-axle rail cars of the "SSla Köln" type, newly developed in 1934, were provided with an open brakeman's cab instead of a brakeman's cab. Their construction was based on the interchangeable type of rail car of the "SSl Cologne" type . The foldable stage railing made it possible to transport long objects over the head end. These wagons, equipped with 14 steel stanchions, had a loading length of 18 050 mm, a payload of 40 tons and a length over buffers of 20 100 mm. They had an internal, fish-belly-like medium-long beam and were equipped with a Hildebrandt-Knorr Hikg freight brake.
Generic symbol SSla, generic district Cologne (1940)
These four-axle rail cars, built from 1940 onwards, had the same dimensions as the cars built from 1934 onwards, but due to the lack of raw materials, they were made from the steel types St37 and no longer from St52. This lower strength steel required a redesign of the wagon undercarriage and led to 16 side stanchions instead of the previous 14 stanchions to ensure that the load was secured during transport. In addition, the slewing ring was dispensed with.
Four-axle flat car
Generic symbol SSy (SSkra), generic district Cologne
These four-axle flat wagons, made from welded sheet metal girders and profiles, were newly developed in 1940 for the transport of heavy loads. The first of these freight cars, also referred to as "heavy-duty trucks" contributed initially the genus mark "SSkra" and were the Gattungsbezirk "Köln" assigned. What was striking about these wagons was the curved, fish-like outer sills and the two welded pressed sheet metal bogies with an axle base of 1800 mm and a pivot distance of 6150 mm with a length over the buffers of 10 800 mm with a brakeman's stand and a dead weight of 15.5 tons. They had a loading length of 8800 mm to the brakeman's platform and a total loading length of 9500 mm. Initially with a payload of 48 tons, this changed with the new generic symbol "SSy". The secondary symbol “y” on these wagons stood for a payload of 50 tons, an open brakeman's position, and a loading length of 8800 mm and the ability to transition to broad gauge . They also had a lowerable brakeman's platform railing, a hand wheel for the parking brake on each side of the car, four removable steel stanchions on each side of the car and a Hildebrandt-Knorr compressed air brake (Hik).
Generic symbol SSys, generic district Cologne
The second generation of heavy-duty trucks built from 1942 onwards had the same dimensions and properties as their predecessors. Outwardly, they could be recognized by the changed, angular fish-type outer sills. They also had a lowerable brakeman's platform railing, a hand wheel for the parking brake on each side of the car, eight removable steel stanchions and a Hik air brake. But they were for a top speed of 90 km / h and the pivot distance was only 5,950 mm.
Six-axle flat car
Generic symbol SSyms, generic district Cologne
These flat cars, built in 1942, had two three-axle bogies with plain bearing wheel sets. They were developed for the transport of heavier individual loads, such as caterpillar or military vehicles. From the outside, these heavy trucks could be recognized by the outer, angular fish-type long girders, they also had a lowerable brakeman's platform railing and a handwheel for the parking brake on each side of the car. The floor of the car was made entirely of wood and had no sleepers. The secondary symbol “ym” includes: load weight over 50 tons, open brakeman's position, load length over 8800 mm and convertible to broad gauge . They were for a top speed of 90 km / h and had eight removable steel stanchions. These wagons had a loading length of 11 900 mm, a loading area of 36.7 m² and a load weight of 80 tons. Their load capacity was 82 tons, their dead weight was 23.6 tons and their length over buffers was 13 200 mm. They were equipped with a Hildebrandt-Knorr air brake.
Overview table
The following table gives an overview of some selected wagon types; not all wagon types are listed with possible subsidiary characters, otherwise the table would be too long or incomprehensible.
The column "DB" shows the generic symbol and the type number of the Deutsche Bundesbahn , which were valid from 1951.
The “DR” column shows the type and type number of the Deutsche Reichsbahn , which were written to from 1951 onwards.
| Wagon type | Generic symbol | Genus district | Loading weight | Construction year | features | DB | DR |
|---|---|---|---|---|---|---|---|
| Covered freight car | Gs | Opole | 15th t | 1937 | Wheel base 6000 mm | Gms 30 | Gs 07 |
| Covered, spacious freight cars |
Glhs | Dresden | 15th t | 1934 | Wheel base 7000 mm from 1937 Ghs Opole |
Ghs 31 | Ghs 07 |
| Gls | Dresden | 15th t | 1936 | Transfer car, 65 km / h | Glms 38 | Gls 12 | |
| Valid | Dresden | 15th t | 1936 | double-leaf front doors on both sides | Glt 34 | Valid 13 | |
| GGhs (four- axis ) |
Dresden | 15th t | 1934 | 41.7 m² loading area | GGhs 41 | GGhs 15 | |
| GGhs / GGths (four-axis) |
Bromberg | 51 t | 1942 | 44.5 m² loading area GGths with front doors |
GGhs 42 GGths 43 |
GG (t) hs 15 | |
| Hinged lid trolley | K (test car) |
Wuppertal | 20th t | 1936 | External u. Inside sills |
- | - |
| Kmr | Wuppertal | 20th t | 1941 | Outside sills | Kmr 35 | - | |
| Crate car | V | Altona, from 1937 Hamburg |
15th t | 1935 | 1610 mm wide sliding door |
V 33 | V 23 |
| Open freight cars |
Om | Wroclaw | 20th t | 1935 | Hollow profiles | Om 30 | Om 37 |
| Om | eat | 20th t | 1937 | Rolled sections | Om 30 | Om 36 | |
| Omm | Linz | 24.5 t | 1939 | see text | Omm 32 | Omm 42 | |
| Ommu | Villach | 24.5 t | 1941 | Standard form Outside sills |
Omm 33 | Omm 43 | |
| Stake car | R. | Stuttgart | 15th t | 1936 | Wheel base 7000 mm | R 30 | R 61 |
| Rs | Stuttgart | 15th t | 1938 | Wheel base 8000 mm; became "Rms" in 1943 |
Rms 31 | Rms 61 | |
| Two-axle rail car |
Sm | augsburg | 20th t | 1937 | Truss | Sm 34 | Sm 64 |
| Smr | augsburg | 20th t | 1940 | Sheet metal construction, fish belly on the outside |
Smr 35 | Smr 65 | |
| Four-axle rail car |
SSla | Cologne | 40 t | 1934 1940 |
Sheet metal support u. Profiles, fish belly inside |
SSlma 44 | SSla 65 |
| Four-axle flat car heavy duty truck |
SSy (SSkra) |
Cologne | 50 t | 1940 | Sheet metal support u. Profiles curved solebars |
SSy 45 | SSy 65 |
| SSys | Cologne | 50 t | 1942 | Sheet metal support u. Profiles with more angular solebars |
SSy 45 | SSys 65 | |
| Six-axle flat car Heavy duty truck |
SSyms | Cologne | 80 t | 1942 | Sheet metal support u. Profiles with more angular solebars |
SSym 46 | SSyms 65 |
| Turntable wagon | Hm | regensburg | 20th t | 1943 | Test car | H | - |
The freight wagons of the special design
The following goods wagons in special design are wagons that were mostly made from standard wagons in a welded design, but have special equipment or special properties. A refrigerator car is a boxcar with special equipment; it has insulation and is equipped, for example, with ice containers, air circulators or meat hooks. A special design can also be a freight car that is particularly long or has removable containers.
The freight cars listed below represent only a small part of all new and further developed cars between 1939 and 1945.
Covered freight wagons in a special design
Stable wagon
Generic sign GGvwehs, generic district Dresden
These four-axle covered, spacious goods wagons were built in 1935 for the transport of horses and had a companion room in the middle of the wagon as well as two holds for two horses each. The wagons each had two large side flaps on each side of the wagon for loading and unloading the animals and a door to the companion room. These bogie freight wagons with side rails were only built with a brakeman's cab, had a loading length of 16,620 mm, a loading weight of only 3.5 tons, a dead weight of 22.1 tons and a length over buffers of 11,940 mm. They had a line for electrical heating as well as a steam heating line and as high-speed freight cars they were approved for a speed of 120 km / h. Another stable wagon was the Prussian, three-axle stable wagon "Gnfwl Halle" of the state type for six horses, built in 1907, and can be found on the Deutsche Reichsbahn as the wagon type "Gvwhs Stettin".
Four-axle hinged lid trolley
Generic symbol KKt, generic district Saarbrücken
These four-axle saddle wagons for the transport of coke had a device for self-unloading and could not be tipped over. The large capacity wagons built from 1935 onwards were a further development of the "KKt Oldenburg" wagon type and had a length over buffers of 14,155 mm, a loading volume of 90 m³, a loading weight of 55.5 tons and a dead weight of 22.4 tons. The pivot spacing was 6,850 mm and they were equipped with a Hildebrandt-Knorr air brake. (DB: KKt 45)
Refrigerator truck
Refrigerated wagons are a special type of box car and were built, among other things, in the variants of freezer wagons, sea fish refrigerated wagons, meat refrigerated wagons, universal refrigerated wagons and auxiliary refrigerated wagons. The refrigerated wagons belonged to the “Berlin class district” and always had the “G” symbol and the “k” symbol as well as other symbols depending on their properties. The subsidiary character "k" was combined with "G" for refrigerated trucks. At the end of 1942, the “T” type symbol was introduced for this type of wagon; This new type of wagon is also known as a war type refrigerator car, but it is a welded type of car. The subsidiary character “b” for ferry boats was also introduced, replacing the subsidiary symbol “f”. However, some older refrigerated vehicles and also newer universal refrigerated vehicles still received the generic symbol "Gk". During the Second World War , the wagons were painted in concrete gray (RAL 7023) and no longer in gray white (RAL 9002); the big red or black letters like "Kühlwagen" or "Seefische" were omitted. In the newer universal refrigerated trucks, between four and eight Flettner fans were built into the roof structure .
Beer and meat refrigerator car, generic sign Gkhs, generic district Berlin
These refrigerator cars, built from 1936 onwards, were delivered in different versions. They were used to transport food, most of these wagons were used for transporting meat. They had a loading length of 9,056 mm to 9,126 mm, a dead weight of 15 tons, their loading weight was 15 tons and a length over buffers 17,500 mm without a handbrake. They were equipped with a steam heating line and approved as so-called express goods wagons for a speed of 90 km / h, they also had two water ice containers with four loading hatches that were housed in the ends of the side walls. Eight Flettner fans were housed on their barrel roofs, and they were reinforced with cross-shaped diagonal struts on the end walls. They also had a Hik-GP brake with an axle base of 7,000 mm and were built with 9-layer and 1,650 mm long suspension springs. The wagons designated as beer refrigerated wagons belonged to the wagon number range "3001–3040" and wagons equipped with 220 meat hooks belonged to the number range 6001–8000 . From 1943 these wagons were assigned to the new T-Group and given the type “Tnhs” as meat refrigerated cars and with the type “Tnohs” as beer refrigerated cars. The additional characters “n” stand for “not suitable for frozen food” and “o” for “without meat hook”. At the DB, these wagons had the type Tn ... hs and type number 31.
Fish refrigerator truck, generic sign Gkhs, generic district Berlin
This version of the wagon type Gkhs Berlin was only intended for the transport of sea fish. It had a handbrake, no Flettner fans, no hooks for dry ice containers, no ice boxes and no meat hooks. The wagons otherwise had the same dimensions, but a dead weight of 13.8 tonnes, a length over buffers of 12,200 mm and a loading volume of 60 m³. They belonged to the number range 8001–9999 and became part of the "Tnfhs Berlin" wagon class from 1943 onwards.
Universal refrigerated car, generic sign Tn…, generic district Berlin
These cars, built at the end of 1942, were a further development of the Gkhs refrigerated car built in 1936; they were used for various purposes, but mostly used for transporting beer. They were equipped with a steam heating line and approved for 90 km / h, but had buffers 650 mm long and had 1,510 mm × 1,771 mm smaller loading doors than their predecessors. They were not suitable for frozen food.
Makeshift refrigerated car, class sign Gkh, class district Berlin
These refrigerated wagons, built in 1942, are converted freight wagons of the "Gls Dresden" wagon type, they were provided with 100 mm thick insulation, had ice containers with loading hatches, double-leaf loading doors and a steam heating line. They also had 7-layer and 1,400 mm long suspension springs and had a Hik-GP brake. They were not suitable for frozen food and were mainly used to transport butter and dairy products. The wagon number range was "1729–1928", from 1943 they became the "Tno Berlin" wagon type, further subsidiary characters possible. At the DB, these wagons were run with the generic sign Tnohs and type number 39.
Four-axle universal refrigerated wagon, class GGkhs, class district Berlin
These four-axle universal refrigerator wagons were built in 1943 and were a new development with a basket arch roof and roof hatches. Their loading weight was 36 tons, their loading length was two times 5,930 mm, the length over buffers was 16,700 mm, they were approved for a speed of up to 120 km / h. It was not until 1949 that more four-axle refrigerator wagons were built again; they bore the TThs symbol; Generic district Berlin. At the DB they were listed as TThs 43 from 1951.
Special design open freight cars
Hopper wagons
Generic symbol Otmm, generic district Mainz
These ballast wagons, built from 1943 onwards, had a load weight of 26.5 tons, floor flaps for unloading and usually diagonally offset flaps in the walls.
Kübelwagen
Generic symbol Ok, generic district Nuremberg
The first Kübelwagen were built in 1934, but only further developed in 1942; either two coke buckets or three coal buckets could be transported. These two-axle wagons with side rails had a loading weight of 26 tons, an axle base of 4,000 mm and a length over buffers of 7,300 mm. They were mainly used for the transport of coal and coke from inland ports to various ironworks in the Ruhr area. A later related type of wagon are the container wagons built from 1949 .
Open ferry boat car
Generic sign Rbhs, generic district Saarbrücken
These welded ferry wagons are a special type of stake wagon and were made from rolled sections. They were a further development of the "Rfh Stuttgart" ferry boat wagons built from 1928 and had a loading weight of 15 tons, a loading length of 10,660 mm and a length over buffers of 12,730 mm. They were approved for a speed of 90 km / h.
Flatbed wagons
Generic sign SSt generic district Cologne
This wagon, built according to sketch 38 , was one of the few low-loader wagons of the Deutsche Reichsbahn; most of the low-loader wagons in the fleet belonged to private companies. The six-axle wagon built in 1939 with a 23,200 mm long continuous loading bridge had a low loading length of 12,000 mm. Like most flatbed wagons, it was made of St52 steel and had a load capacity of 80 tons, a dead weight of 39 tons and a length over buffers of 24,504 mm. Fold-down railings were attached to the two open brakeman's platforms so that longer goods could also be transported. The car was equipped with a Hildebrandt-Knorr brake and the two bogies could each be rotated by 180 °.
Types overview
See: Overview of freight wagons up to 1945
Name and painting
Almost all freight wagons of the Deutsche Reichsbahn were marked with the lettering "Deutsche Reichsbahn" and the name of the "Gattungsbezirks" , a "Wagennummer" and a "Gattungszeichen" from 1922 on.
The superstructures were painted in red-brown color (RAL-13) from 1927 and in RAL-13a from 1935. The barrel roofs were painted in light gray (RAL-2) and the car frames in black (RAL-5). In 1940 the RAL color numbers were changed from one- and two-digit numbers (RAL 840 B2) to four-digit numbers (RAL 840 HR). From 1940 the colors for the paintwork of the freight wagons were changed again, for example from 1943 the iron roofs of the covered freight wagons were painted in black-gray color (RAL-7021) and no longer in RAL-7009. In 1942 most of the freight wagons only bore the lettering "DR", the name of the "Gattungsbezirks", a "Wagennummer" and a "Gattungszeichen".
RAL color number changeover (extract):
- RAL 1 → RAL 9002 gray white
- RAL 2 → RAL 7009 green-gray
- RAL 3 → RAL 6006 gray olive
- RAL 4 → RAL 7016 anthracite gray
- RAL 5 → RAL 9005 jet black
- RAL 6 → RAL 2002 blood orange
- RAL 13 → RAL 8013 red brown
- RAL 13a → RAL 8012 brown red
- RAL 28 → RAL 6007 bottle green
Additional generic districts
As early as 1921, the Deutsche Reichsbahn grouped all freight wagons with the same or similar uses in so-called "generic districts", these were given names of German cities, mostly cities with a Reichsbahn directorate . The following generic districts were added from 1934/35:
| Generic districts | Generic symbol | Wagon type | design type | Period |
|---|---|---|---|---|
| Bromberg | GG | covered four-axle wagons | welded construction | from 1943 |
| Danzig | Om | open car | Polish design | from 1939 |
| Frankfurt | O | open car | Polish design | from 1939 |
| Hamburg | V | Crate car | L , V , A , G * | from 1937 |
| Karlsruhe | G | covered freight wagon (also for passenger transport) | Association type A2 | from 1938 |
| Katowice | OOfs | four-axle open car | Experimental design | from 1942 |
| Linz | O | open car | welded construction | from 1938 |
| Ludwigshafen | O | open freight wagons | foreign design | from 1939 |
| Opole | G | covered wagons | welded construction | from 1937 |
| Poses | Gu | covered wagons | Polish design | from 1940 |
| Saarbrücken | Gf, Rf / OOt, KKt | Ferry wagons / four-axle self-unloading wagons | Exchange design | from 1935 |
| Villach | Ommu | open car | welded construction | from 1941 |
| Vienna | Olm | open car | Austrian design | from 1938 |
* (L = regional railway type; V = association type; A = replacement type; G = welded type)
See also:
- Generic districts from 1921
- Additional generic districts from 1926
- Additional generic districts from 1942
Private freight wagons
The private freight cars, which were also used in the Deutsche Reichsbahn fleet, were manufactured by companies such as MAN, Gothaer Waggonfabrik (GWF) or Waggon- und Maschinenbau AG WUMAG . These companies were just as affected by the shortage of raw materials as the Deutsche Reichsbahn itself. Like the freight wagons of the Deutsche Reichsbahn, private freight wagons were labeled “Deutsche Reichsbahn” from around 1924, but they were not given a generic symbol , but the name of the Reichsbahn directorate in which the The car's home station was located, as well as a car number in the range from 500,000 to 599,999 and the framed capital letter "P".
The lack of raw materials for wagon construction is particularly evident in privately owned tank wagons ; Both two-axle and four-axle tank wagons had two dominant designs:
- Uerdingen type, with continuous sheet metal side rails and frame side rails under the boiler
- Type Deutz, the boiler is a self-supporting part of the car, with nothing else being mounted between the bogies except the braking system.
Bogies
The development of the bogies was just as affected by the effects of the war as other areas. For example, the first new welded pressed sheet steel bogies were built in 1940 at Westwaggon in Cologne-Deutz; with 2,000 mm wheelbase for the four-axle rail car SSla as well as for various tank cars and with 1,800 mm wheelbase for the heavy goods vehicle SSy.
From 1943 this design was simplified and manufactured as so-called war- type bogies in a number of over 35,000 pieces, these were used, among other things, for flat cars , tank cars and tub tenders .
See also
- Normalie (railway) - German freight cars before 1910
- Association design freight cars - German freight cars from 1910
- Acid Trolley
Bibliography and sources
- Eugen Kreidler: The railways in the Second World War - Studies and documents on the history of the Second World War , Nikol Verlagsgesellschaft mbh & Co KG, Hamburg 2001
- Helmut Behrends, Wolfgang Hensel, Gerhard Wiedau: Güterwagen-Archiv Volume 1 , Transpress VEB Verlag for Transport, Berlin 1989
- Janusz Piekalkiewicz: The Deutsche Reichsbahn in World War II , Transpress Verlagsgesellschaft mbH, Berlin 1993
- Roger lattice man: war designs . In: Eisenbahn-Magazin issue 8/92, Alba-Fachverlag, Düsseldorf 1992
- Walter Hollnagel : Railway rarities - From the twenties to 1945 , EK-Verlag, Freiburg 2008
- Wolfgang Diener: Painting and designation of freight wagons , Verlag Dr. Bernhard Abend, Stuttgart 1992
- WHO: The Reichsbahn freight cars , Reichsbahn advertising office for passenger and freight traffic, Berlin 1939
- Deutsche Reichsbahn, Reichsbahn-Zentralamt Berlin, Department 28: The regular design freight cars , Berlin 1945
- Stefan Carstens, Rudolf Ossig: Güterwagen Volume 1, Covered Wagons , MIBA-Verlag, Nuremberg 2000
- Stefan Carstens, Hans Ulrich Diener: Freight Cars Volume 2, Covered Cars - Special Design , MIBA-Verlag, Nuremberg 2000
- Stefan Carstens, Hans Ulrich Diener: Freight Cars Volume 3, Open Cars , MIBA-Verlag, Nuremberg 2003
- Stefan Carstens: Freight wagons Volume 4, open wagons in a special design , MIBA-Verlag, Nuremberg 2003
- Stefan Carstens: Freight wagons Volume 5, stake, rail and flat wagons , MIBA-Verlag, Nuremberg 2008