Heating car
Heating cars are required on the railroad to supply steam heating to passenger cars . Today, steam-heated passenger coaches are mostly only available on museum railways, as modern passenger coaches have electrically operated heating or air conditioning systems.
Development of the heating car
history
Initially, the passenger coaches were heated by individual ovens. Continuous steam heating lines and heat exchangers were soon installed, which were supplied from the boilers of the steam locomotives . However, this did not work satisfactorily on very long trains. Therefore, in these cases, a car with a boiler was also hired, which was only used to generate steam for heating. The first heating cars were two or three axles. The first electric and diesel locomotives for passenger trains initially had additional boilers for train heating in order to be able to supply the steam heating lines.
Electric locomotives were dispensed with as early as the early 1930s and diesel locomotives from around 1965 onwards and they switched to electric train heating. The passenger coaches gradually received either additional or from around 1960 exclusively facilities for electrical train heating. In order to ensure the heating of the passenger trains, heating vehicles had to be provided for some connections to supply the steam heating. There was a need for heating cars in winter when the locomotives could not provide enough heating steam for long trains.
A distinction must be made between heating wagons and heating locomotives , which were mainly used by the Deutsche Reichsbahn in the GDR . These were decommissioned locomotives that were only intended for stationary use (or at most could still drive to the place of use on their own) and were not placed in trains. This differs from the Swiss heating wagons (see below), which also consisted of decommissioned locomotives, but ran on trains.
Today's use of "Heizwagen"
Today passenger coaches are heated electrically or have air conditioning . To do this, they are supplied with electricity from the locomotive . In some cases, diesel-electric generator cars are used to guarantee the generation of energy , which in contrast to heating cars do not generate steam, but electricity for the car heating. There are also baggage cars equipped with transformers and pantographs that can supply parked cars or part of the train with energy from the contact line.
Heating cars in individual countries
Germany
Type 1931–1943 heating car
On the occasion of the electrification of the Stuttgart - Ulm - Augsburg - Munich line in May 1933, the Deutsche Reichsbahn put four-axle bogie cars into service, matching the express train cars purchased at the time .
These heating cars were purchased from 1931 to 1943. In the years 1941 to 1943 alone 180 units were built primarily for military purposes (troop transports, hospital trains ). The carriages have a side aisle and can be set in the middle of the train to supply the passenger carriages equally at both ends of the train. The weight of these heating wagons is 62.2 t, the length over the buffers 17.10 m.
The use of the heating wagons at the Deutsche Bundesbahn probably ended around 1965, but operational heating wagons were also observed around 1971/72. They were used by the Deutsche Reichsbahn (DR) until 1993. There they were last held as a strategic reserve for supplying hospital and military trains.
These four-axle heating wagons have become particularly important in museum railways today. On the one hand, they enable the historic wagon trains to be preheated before the train starts, on the other hand they are used to preheat the heavy oil stocks, oil firing systems and boilers of the steam locomotives.
Two operational heating wagons of the 1931–1943 type, one of which is coal-fired, belong to the Ulm Railway Friends . A car is available on the grounds of the South German Railway Museum in Heilbronn . There this vehicle is used to preheat oil-fired steam locomotives. Another heating car is currently being used by the steam locomotive association 41 096 e. V. worked up for this purpose. The Association of Saxon Railway Friends in Schwarzenberg e. V. is in possession of such a heating truck, which is being restored. After all, an inoperable heating vehicle can be viewed from the outside and inside in the Bavarian Railway Museum in Nördlingen .
Steam storage car DB 7030 Mainz
As in the meter gauge - railway Ludwigshafen-Meckenheim steam engines should be replaced, the question arose after the train heating. In contrast to the standard-gauge series V 100 or 215 , the new diesel locomotives of the V 29 series had no boilers. For this reason, steam storage cars , i.e. special tank cars , were filled with steam at the terminus stations and the trains were heated with this. The principle of energy storage worked like the steam storage locomotives . After adjusting the movement of persons , the car arrived at the narrow-gauge railway Nagold-Altensteig to look out for a short time by Webasto - parking heaters have been replaced in the car.
East Hanover Railways
The two-axle OHE heating car 0103² is in the inventory of the VBV - Braunschweig.
Switzerland
history
Due to the early electrification, the Swiss passenger coaches were equipped with electric heating from this point in time. On the other hand, the heating of international train compositions required the provision of heating cars. In addition, at the beginning of electrification in the 1920s, heating cars were required for individual domestic trains. Starting in 1919, the SBB converted more than thirty such wagons, some of them from steam locomotives ( Xd 99001-05, 1919-20 , Xd 99006-13 1925-27) or baggage wagons (Xdü 99026-30 ex Fü 17502-06 ex GB 1642-46) , partly with a new superstructure similar to that of a baggage car (Xdü 99031–45). Ten of these cars were converted to oil firing (Xd 90101-10) in the early 1960s. The Xd 90109 has been preserved and is being refurbished by the Mikado1244 association in the former Brugg depot.
In 1921 the luggage car Fü 17501 (ex GB 1641) was equipped with an electric steam generator and put into operation as Xdü 99099. The experiment was without consequence.
In addition to the SBB, the BLS , which went into operation electrically in 1913, put five Xdü 9201–05 heating cars into operation. These were in regular use until the 1930s and were converted into luggage or company cars from 1935 onwards. In the early 1920s, the so-called decree railways, which were also operated by the BLS, were electrified by order (“by decree”) of the Bern government. The conversion of the car to electric heating then dragged on until the early 1930s. In order to bridge this period, 15 baggage cars were fitted with so-called electric steamers, i.e. electric water heaters that generate steam using heating current from the locomotive. For this purpose, a water tank of 1500 liters was installed. In contrast to the larger SBB wagons, these wagons, which could be put into operation by the train driver before the journey, have proven themselves over ten years until they are no longer needed.
Today's use of heating trucks
Because of the very low heating voltage of 320 V , the Rhaetian Railway has been using heating cars in trains made up of passenger cars on the Albula Railway for several years . These are converted baggage cars with pantographs and transformers.
Italy
The Ferrovie dello Stato Italiane (FS) continued Heizwagen into trains if their locomotives either no means for heating the trains with steam or had them was too weak to supply the whole train. There were boilers in the car, which were used to generate steam for heating. The state railway procured the first heating wagons in 1907/1908. From the 1950s, with the increasing switch to electric train heating, the vehicles were gradually phased out.
Such a heating car, VDrz 809.251 (originally VDr 917), is preserved in the Railway Museum of Apulia , where it was restored in 2011 and is now being presented in an exhibition hall. It was built by Breda in Milan . Originally it was heated with hard coal , in 1966 two tanks were installed. This contained 1,250 liters of heating oil and 8.3 cubic meters of water. The vehicle also served as a luggage cart .
United States
In the USA, some railway companies converted steam heating cars from diesel locomotives . For example, the Denver and Rio Grande Western Railroad operated heating cars until 1983, which were converted from Alco PB-1 in the 1960s and later fitted with other bogies.
literature
- Apulia Railway Museum. Illustrated Guide . Cartografica Rosato 2015. Without page counting , p. [17].
- Peter Zander: Rail vehicle construction in Kassel . In: Lutz Münzer (Ed.): From the dragon to the RegioTram. Railway history in the Kassel region . Kassel 2014. ISBN 978-3-933617-56-9 , pp. 132-142.
Web links
- two-axle heating wagon of the OHE
- Heating car at the K.Bay.Sts.B.
- four-axle heating car of the 1931-1943 type of the Ulm Railway Friends
- four-axle heating car of the 1931-1943 type of the steam locomotive association 41 096 e. V.
- four-axle heating car of the design 1931-1943 at the railway museum Schwarzenberg e. V. (Museum - vehicles - boiler wagons)
- Heating car of the strategic reserve of the DR
Individual evidence
- ^ Zander, p. 141.
- ^ Zander, p. 141.
- ↑ www.Drehscheibe-online.de Fig. 8: DB heating car in working order around 1971/72 in Helmstedt , accessed on January 3, 2017.
- ↑ Daniel Schöngut / Heinz Sigrist: The rolling of the Gotthard Railway from 1874 to 1909. VRS, Winterthur 1988, page 46.
- ↑ SBB train transport and workshop service: Directory of locomotives, passenger, ambulance, baggage and company cars of the Swiss Federal Railways. As of January 1, 1925. Reprint 1976, Minirex, Lucerne, page 46
- ^ Theo Stolz: The railways of the BLS Group, history and rolling stock. 2.1: The rolling stock 1872–1943. Self-published 1989, ISBN 3-907976-07-X , pages 166–167.
- ↑ mr: RhB presents new Albula trains . In: Eisenbahn-Revue International 2/2016, pp. 66ff (66, 68).
- ^ Apulia Railway Museum .
- ^ Apulia Railway Museum .
- ↑ A Water Boiler on Rails , photo of the heating vehicle DRGW 253, James Belmont, 1983