InterCargoExpress
As Inter Cargo Express one was train type of freight the German Federal Railroad (from 1994: German Railway ), respectively. The category supplemented the InterCargo system introduced in 1984 and was discontinued in 1995 for economic reasons.
history
One day after the introduction of the ICE , on June 3, 1991, the InterCargoExpress also began fast freight traffic with freight trains . The InterCargoExpress connected Hamburg with Munich (line 1) and Bremerhaven with Stuttgart (line 2) at night . In addition to containers and swap bodies , general cargo was also transported.
Initially, four trains were used.
The trains were allowed to travel at speeds of up to 160 km / h under the influence of liner trains. On sections of the route with inductive train control and 1000 m distant signal distance , the maximum permissible speed was 140 km / h. Since the Railway Building and Operating Regulations (EBO) stipulated a maximum permissible speed for freight trains of 120 km / h from May 1991, operation of up to 160 km / h required an exemption.
The transport times on the two routes were shortened by more than two hours to eight and a half (Hamburg – Munich) and seven and a half hours (Bremen – Stuttgart). If the goods were loaded until after 8 p.m., the goods were made available at the destination before 6 a.m.
In 1995 the InterCargoExpress was discontinued for economic reasons. The container wagons are since 2000 for the Parcel InterCity of the post used during the Schiebewandwagen were retired in the same year.
vehicles
On October 24, 1990, the Federal Railroad took over the first freight cars designed for 160 km / h . Existing two-axle Hbillns 303 sliding-wall wagons were revised for trains with speeds of up to 160 km / h , and four-axle container wagons were equipped with newly developed bogies from Talbot . Class 120 machines were used as locomotives . The container wagons were developed and procured by Kombiwaggon GmbH , in which the Deutsche Bundesbahn was involved. The two-axle sliding wall wagons ran as DB wagons.
.jpg)
By June 2, 1991 90 fast four-axle flat wagons Sgss-y 703 (50 t payload) for containers and swap bodies as well as 13 two-axle sliding wall wagons Hbillss-y 307 (18.4 m loading length, 18 t payload) for small goods transport should be available (planning status : 1990). The procurement costs were around 25 million D-Marks , around 10 million D-Marks more than for conventional freight cars. Due to its high speed , an annual mileage of 200,000 km (twice as many kilometers as with conventional freight wagons) and thus a particularly high level of economy was aimed for.
The braking systems were also adapted to the high speeds. For example, three shaft brake disks were used for each wheel set instead of block brakes, plus an electropneumatic brake control and anti-skid protection.
The permissible total weight was 1,000 t with a payload of up to 600 t.
On March 19, 1991, the Federal Railroad set the world speed record for two-axle freight wagons from 200 to 213 km / h between Hanover-Langenhagen and Celle while testing the new wagons for the 160 km / h InterCargoExpress freight trains.
Individual evidence
- ↑ Peter Bölke: Something is wrong there . In: Der Spiegel . No. 8 , 1991 ( online ).
- ↑ a b Annual review 1991 of the Deutsche Bundesbahn . In: Die Bundesbahn , vol. 68, issue 1, January 1992, p. 30.
- ↑ Fritz Pätzold, Klaus-Dieter Wittenberg: The Third Ordinance to Change the Railway Construction and Operating Regulations (EBO) . In: The Federal Railroad . No. 7-8 , 1991, pp. 759-770 .
- ↑ a b c d e f InterCargoExpress: Goods roll at a speed of 160 . In: Die Bahn informs , ZDB -ID 2003143-9 , issue 5/1990, pp. 14-15.
- ↑ Stumbling block for Stuttgart 21? In: Stuttgarter Zeitung , December 5, 2009.
- ^ A b Elmar Hass (editor-in-chief): Yearbook of the Railway System, episode 42 - 1991 . No. 41 , 1991, ISBN 3-7771-0234-2 , pp. 185-186 .