Hansebahn Bremen
| Hansebahn Bremen GmbH | |
|---|---|
|
|
| Basic information | |
| Company headquarters | Bremen |
| Web presence | Web presence |
| owner | Captrain Deutschland GmbH 51%, ArcelorMittal Bremen GmbH 49% |
| Managing directors | Eugen Brodowski |
| Railway operations management | Thomas Hoffmann |
| Employee | 174 |
| number of vehicles | |
| Locomotives | 16 diesel locomotives |
| other vehicles | 412 wagons, of which • 231 owned • 181 rented |
| Length of line network | |
| Railway lines | 100 km |
| Operating facilities | |
| Other operating facilities | 126 level crossings |
| Switches | 269 turnouts, of which • 125 remote-controlled • 55 electronic local- controlled • 89 manual |
The Hansebahn Bremen GmbH (HBB) is a rail transport and -infrastrukturunternehmen based in Bremen . It is 51% owned by Captrain Deutschland and 49% by ArcelorMittal Bremen (AMB).
HBB was founded on May 4, 2010 on the basis of the former railway operations of AMB, which until then had run the railway operations in the Bremen steelworks itself. HBB has been commissioned by AMB to maintain rail operations until 2025. Locomotives and wagons, with the exception of the torpedo and slag ladle wagons, were brought into the new company. The track infrastructure is still owned by AMB, as are the torpedo and slag ladle cars. HBB mainly transports raw materials, slabs, semi-finished products and coils for all system parts of the entire smelter in Bremen on its 100 kilometers of track.
The maintenance of the vehicles (wagons and locomotives) and the infrastructure (tracks, signals, etc.) is the job of HBB. For this purpose, a separate locomotive workshop, a maintenance center for freight cars and a track construction company are available. HBB currently has 176 employees (as of March 31, 2015).
The track system
The in-house track system includes a total of three signal boxes, North Station, Central and West. The signal boxes in the middle and west are unoccupied today. It is controlled digitally from the north signal box. The north itself is designed as a push-button interlocking and in the western area contains the order group, which is partially closed on one side only, which is equipped with a drainage hill and a track scale . The transfer group to the east with the connection to DB Netz AG also belongs to the north station. The connection point is controlled by the Bremen port railway. The port railway is unmanned on weekends - then the blocks are switched through to the DB route in Bremen-Oslebshausen, so that incoming and outgoing trains can be handed over directly from the north station to the DB. The transfer group and the connection via the port railway to the DB are electrified.
The entire track network within the plant was about 130 km long at peak times; today it is just under 100 km with 269 points (as of March 31, 2015).
The track construction
The track construction area includes maintenance work and new laying in the entire AMB track network. If possible, all work is carried out in-house, and appropriate equipment is available. Basic track construction work takes place during the downtime of the blast furnaces. External track construction companies are also commissioned with larger track construction projects.
The aim is to have all of the tracks used with the UIC 54 profile. UIC 60 is installed on the ring section as well as in the blast furnace and steelworks area. There are special loads here, especially between the two blast furnaces and the LD steelworks (approx. 2.4 km route). The U-shaped routing and axle loads of 60 t mean that the outer rails in curve areas have to be replaced every 18 months. The stress is not only caused by friction (abrasion), but also by transverse forces that affect the attachment of the rail to the sleeper and which over time even cause the rail profile to deform. In order to get the sliding and tilting of the profile under control, a special perforated grid washer was developed in-house, which fixes the outer rail on the inside with six screws on the wooden sleeper. In order to compensate for one-sided wear and tear on the vehicles, these are rotated over track triangles if necessary.
The track construction yard was moved together in 2014 to a previously fallow area in the north station (between the transfer group and the order group) and refurbished.
The track motor vehicle 100 is out of service and is on an isolated section of track in the north station. Around 2000, two such vehicles were procured by DB, one of which served as a spare parts donor from the start and was soon scrapped.
Locomotive 1, which has just undergone a major inspection and is now painted in the Captrain colors, has been assigned to track construction since April 2015. The wagons belonging to the track construction are otherwise painted yellow.
Internal rail traffic
Two blast furnaces are operated in Bremen. The process in the blast furnace runs continuously, ie slag and pig iron have to be tapped regularly at certain time intervals - the blast furnace has to be topped up from above in exactly the same way. When tapping a blast furnace, two torpedo cars are usually filled one after the other. The slag is mainly processed into slag sand in the granulation basin .
Only during maintenance work on the granulation plant is the slag transported by rail to the slag dump about 600 m from the blast furnace. In simplified terms, the slag ladle trolleys consist of an open ladle that can be tilted for emptying. A slag ladle car - AMB holds 31 pieces - weighs approx. 35 t when empty and approx. 60 t when loaded.
The pig iron arrives in liquid form from the two blast furnaces by torpedo ladle car over a distance of approx. 2.4 km to the LD steelworks, where it is first desulphurized and then processed into steel by adding additives, scrap and oxygen. In the area of continuous casting , slabs are cast which are either processed further by transverse transport in the directly adjacent hot rolling mill or brought to further processing via the railroad with intermediate storage.
There are twelve torpedo ladle cars, four of which are of a French design, which differs from the other vehicles mainly through a different bogie construction. These vehicles, which are not part of HBB, but still belong to AMB, weigh approx. 550 t when empty and approx. 1,000 t when loaded.
HBB is also involved in the supply of raw materials. Mention should be made of coke transports mostly from the north station and coal transports from the Hüttenhafen to the Möller bunker next to the blast furnace. Here, bogie locomotives are preferably used, with groups of up to twelve cars driving up the steep ramp to the bunker. Other essential raw materials that are brought here by rail and incorporated into the production process are lignite dust, small coke, gravel, bauxite, iron, slag and lime.
HBB is also involved in shipping the finished coils . About 50% of the coils are shipped out by ship, 30% by rail, and 20% by road. For ship transport, HBB brings the coils in-house from the bundle storage area to the Hüttenhafen - that is a transport distance of more than 5 km.
The entire scrap logistics were converted to road vehicles in October 2012. This represented a significant cut for HBB. In the meantime, however, smaller amounts of scrap are being returned by rail in single-wagon transport.
The port handling
The port handling facilities at the Hüttenhafen are operated by Rhenus Weserport (Terminal 1). This company has a similar configuration to HBB: founded in 1994, 51% owned by Rhenus AG & Co. KG and 49% owned by ArcelorMittal Bremen GmbH.
In the Hüttenhafen mainly coal and coke are handled from the ship and some are temporarily stored. In campaigns, slabs are also unloaded here for rolling. In addition, coils are shipped, which are brought to the factory by rail and prepared for sea transport. Four cranes with a loading capacity of up to 100 t are available at the 650 m long quay. The port area has tracks with a total length of 4.5 km. This is a separate siding from Rhenus Weserport (subscriber to HBB). HBB is responsible for the trackside operation of Terminal 1.
Rail traffic from / to outside
The HBB is connected to the public infrastructure of DB Netze via the Nordbahnhof and the Bremen Harbor Railway. Almost all incoming and outgoing rail traffic is handled via this connection. This includes z. Currently (as of 2014):
- three mixed trains daily from Seelze (DB Schenker)
- two mixed trains daily to Seelze and 1 mixed train daily to Hagen (DB Schenker)
- two pairs of coke block trains daily from Bottrop, approx. 2,000 t each (entry and exit) (Captrain)
- one lime block train daily (usually only entrance) (DB Schenker)
- plus further program services
The daily volume consists on average of about 16 train movements (entry and exit together), on the weekend it is a little less. The distribution and pre-sorting takes place in the installation group of the north station (west of the signal box Nordbahnhof), the handover in the electrified transfer group (east of the signal box).
There is also a connection to the Bremische Hafeneisenbahn in Hüttenstrasse. However, there is almost no traffic here at the moment.
HBB's locomotives have occasionally left the factory in the past. A few years ago, scrap trains were driven with their own wagons from the lower inland station of the Bremen port railway to the steelworks. The scrap wagons were previously loaded at TSR Recycling. These journeys, which only take place irregularly and only when required, ceased to exist in 2012 after the scrap logistics were switched to road vehicles.
In addition, an HBB locomotive has been in use in the Farge tank farm since the beginning of 2011, after the last of its own shunting locomotives was taken out of service a long time ago. On June 6, 2013 these missions ended. The tank farm has since been shut down.
At the end of April 2014, HBB received its license as a public regional train. The existing infrastructure contract with the Bremische Hafeneisenbahn, which until then only allowed journeys along Hüttenstrasse / Hafenrandstrasse to the lower Inlandsbahnhof, was extended in May 2014, so that now the entire Inlandsbahnhof (i.e. all tracks of the Bremische Hafeneisenbahn to the right of the Weser between the Überseestadt and Oslebshausen) can be driven on. For this purpose, six locomotives were technically upgraded, all three-axle MaK locomotives of the third generation.
The locomotives
When HBB was founded, it initially took over the 14 locomotives available from AMB. Locomotive 22, which was also still in existence at the time, was taken over as a spare parts donor and was finally scrapped in early 2014.
In the meantime, the number of locomotives has been standardized, with three MaK G761C locomotives being taken over from the Dortmund Railway (731–733 => 31–33) in the summer of 2013. As a result, the two exotic cars 26 (O&K) and 29 (KrMa) were sold and locomotive 21 is currently (as of June 2015) for sale.
At the end of 2013, a small locomotive was taken over by Reiner Brach. This machine then received a general inspection and has been in use in the track construction area since April 2015.
The locomotive is used in three shifts (6:00 a.m. / 2:00 p.m. / 10:00 p.m.), with three locomotives permanently assigned to the blast furnace area and one locomotive to the scarfing department. Furthermore, one locomotive is assigned to each of the Möller bunker, port / old works, north station and cold rolling mill / hot rolling mill. If there are operational restrictions in steel production, fewer locomotives are used. In flexible use, a special locomotive can be used for “ore commuting” and for slag transport on request. This is necessary when the belt systems for ore conveyance or the slag granulation system are serviced.
A bogie locomotive is usually used at the Möllerbunker because of the steep ramp that leads up to the bunker. This brings the raw materials in groups of wagons either from the North Station or the Hüttenhafen. The locomotives 108 and 109 represent a special feature here, which, in contrast to the standard version of the type G1203, have been increased to 100 t by the manufacturer and have a specially reduced gearbox that only allows a top speed of 33 km / h. This enables these locomotives to provide particularly high tractive forces.
All locomotives have radio remote control and automatic shunting couplings.
In 2015 one and in 2018 two more Vossloh G 1206s were leased from northrail , in 2018 also a Vossloh G 6 .
| Traction vehicles of the Hansebahn Bremen GmbH (as of June 2015) | |||||||
| No. | Manufacturer | Factory no. | Construction year | Type | in stock since | origin | comment |
|---|---|---|---|---|---|---|---|
| 1 | Gmeinder | 5533 | 1977 | LG II | 2013 | 12/2013 ex Reiner Brach, Bremen | 4/2015 commissioning |
| 11 | MaK | 700092 | 1988 | G 763 C | 1988 | delivered new | |
| 21st | MaK | 500043 | 1966 | G 700 C | 1998 | 1998 ex Arbed, Esch-Belval [L] (36, 201) | for sale |
| 23 | MaK | 500070 | 1974 | G 500 C | 1995 | 7/1995 ex Krupp, Rheinhausen (68) | |
| 24 | MaK | 500060 | 1972 | G 500 C | 1972 | delivered new | |
| 25th | MaK | 500061 | 1972 | G 500 C | 1972 | delivered new | |
| 27 | MaK | 700086 | 1985 | G 763 C | 1985 | delivered new | |
| 28 | SFT | 700113 | 1994 | G 765 C | 1994 | delivered new | |
| 31 | MaK | 700027 | 1979 | G 761 C | 2013 | 8/2013 ex Dortmund Railway (731) | |
| 32 | MaK | 700030 | 1979 | G 761 C | 2013 | 8/2013 ex Dortmund Railway (732) | |
| 33 | MaK | 700031 | 1979 | G 761 C | 2013 | 8/2013 ex Dortmund Railway (733) | |
| 105 | MaK | 800179 | 1972 | G 1100 BB | 1972 | delivered new | |
| 106 | MaK | 800181 | 1973 | G 1100 BB | 1973 | delivered new | |
| 107 | MaK | 800187 | 1974 | G 1100 BB | 1974 | delivered new | |
| 108 | MaK | 1000810 | 1983 | G 1203 BB | 1983 | delivered new | |
| 109 | MaK | 1000811 | 1983 | G 1203 BB | 1985 | delivered new | |
| Former locomotives | |||||||
| No. | Manufacturer | Factory no. | Construction year | Type | in stock from – to | origin | Whereabouts |
| 22nd | MaK | 500049 | 1969 | G 700 C | 1997-2014 | 2/1997 ex Arbed, Esch-Belval [L] (4, 204) |
last spare parts dispenser, 2/2014 scrapped |
| 26th | OK | 26949 | 1979 | MC 800 N | 1979-2014 | delivered new |
5/2014 to RST Rangier-, Service- und Transport GmbH, St. Ingbert |
| 29 | KrMa | 20042 | 1992 | MH 05 | 2000-2014 |
2000 ex WLH Reuschling, Hattingen (rental locomotive Krupp, Bochum (831) and Dortmund Railway (753)) |
6/2014 to Gmeinder Lokomotiven GmbH, Mosbach |
The locomotive workshop
The locomotive workshop has four tracks, two of which have lifting platforms. There are three work pits - a hall gantry crane, a high track, a washing area and a weighbridge complete the equipment. The workshop carries out maintenance, intermediate and main inspections on all locomotives. In the course of a general inspection, which is due every 8 years at the latest, locomotives that still have the old red paint scheme are given the new green and white Captrain paint scheme.
The wagon maintenance
The wagon maintenance is housed in the hall of the former Siemens-Martin steel works on an area of 10,000 m². More than 500 cars are regularly serviced and repaired here. These include electric wagons, S-bogie flat wagons and hump wagons for coil transport, F-wagons (open bulk goods wagons with gravity unloading), bogie flat wagons for slab transport, as well as slag ladle wagons and pig iron wagons (torpedoes). The torpedo lining, which is due from time to time, also takes place here.
The workshop equipment consists, among other things, of a 4 × 16 t lifting device including an axle sink and a lifting and turning device for wagons. In addition, the 450 t crane still in the hall from earlier times is also used. Smaller maneuvering work within the wagon workshop is done with a forklift truck that can move with the help of a special undercarriage on a track.
The latest addition to the wagon fleet is 23 rented wagons of the type Sg for transporting coils. These wagons were delivered new in the summer of 2014, will initially only be used for in-house transport, but will also be approved for public transport.
| Freight wagons of the Hansebahn Bremen GmbH (owned) (as of April 2014) | |||
| genus | number of pieces | numbering | Remarks |
|---|---|---|---|
| Eaos | 60 | 65xx | 35 pieces rented |
| SW Ea | 23 | 60xx / 61xx / 62xx / 63xx | open high side car, 4-axle |
| SW Eaa | 1 | 6097 | open high side car, 6-axle |
| SWFLAT | 13 | 80xx / 81xx / 82xx | Flat car |
| SWHEAT | 18th | 72xx | Flat wagons for transporting hot slabs |
| SWHÖ | 75 | 41xx / 42xx | Trolley for coil transport |
| SWLDGM | 3 | 80xx | Flat car |
| SWNB | 7th | 55xx | Low side car, for track construction |
| SWS | 6th | 23xx | Bulk goods wagon, for track construction |
| SW Sahm | 12 | 9251-9262 | Trolley, for coil transport |
| SW Sam | 7th | 9501-9507 | Flat wagon for cold slab transport |
| SWV | 6th | 99xx | Forward carriage |
| Freight wagons of ArcelorMittal Bremen GmbH (owned) (as of April 2014) | |||
| genus | number of pieces | numbering | Remarks |
| Torpedo cars | 8th | 3001-3006, 3011-3012 |
German design, 16-axis |
| Torpedo cars | 4th | 3007-3010 | French design, 16-axled |
| Slag ladle car | 31 | 33xx | |
Individual evidence
- Drehscheibe , Issue 260 (8/2014), pp. 11-20, publisher: Arbeitsgemeinschaft Drehscheibe eV, Cologne, ISSN 0934-2230