Kettle crack
A boiler crack (also boiler explosion ) describes the bursting of a steam boiler and is a form of physical explosion . The most common causes of the boiler explosion are overheating due to lack of water, excessive steam pressure and poor or lack of maintenance.
In order to avoid such accidents, regional steam boiler monitoring associations (DÜV) were founded in Germany; the forerunners of the TÜV .
Physical basics
A steam boiler is used to generate steam above the atmospheric boiling temperature of water, which is 100 ° C. In the saturated steam section of the boiler there is always an assigned saturated steam temperature at a certain steam pressure, which can be taken from the steam tables. At a pressure of 15.5 bar (absolute), the associated saturated steam temperature is 200 ° C. Energy is stored in the steam boiler; on the one hand in the form of water vapor and on the other hand in the form of heating the water to the boiling point. The energy released when the kettle cracks from the water heated to the boiling point is considerably higher than it would be with (gaseous) water vapor of the same volume, the same pressure and the same temperature. This fact is essential for the amount of damage caused by the bang.
When a boiler body is torn open, steam escapes and this leads to a pressure reduction in the damaged boiler. Since the boiler water heated to saturated steam temperature has a temperature of more than 100 ° C, part of the liquid phase immediately evaporates due to the pressure drop. This process leads to the escape of considerable additional amounts of steam from the burst boiler. Up to the point of relaxation to atmospheric pressure, 20% of the water evaporates when the original pressure was 15.5 bar (absolute). This effect is known as post-evaporation.
If the boiler wall is damaged over a large area due to overheating or corrosion , microcracks can induce crack growth, which locally reduces the strength of the boiler material. Favored by alternating pressure loads, the stable crack propagation changes into the unstable crack propagation . The speed of the crack propagation is exponential and when the crack has penetrated the wall, the affected component tears open in fractions of a second. The re-evaporation of the water in the boiler body has the consequence that the pressure reduction takes place more slowly and the damage to the components is enormous. Often, when the boiler drums are torn open, the jacket plates have been completely unwound again.
causes
Lack of water
Mobile steam engines ( steam locomotive , steam railcar , locomobile , steam car , steam ship , steam boat ) have a water-cooled fire box , which is connected to the long boiler. The heat transfer is greatest in the fire box, because here the heat transfer takes place in particular through radiation. The flue gases from the fire box enter the flue pipes and the heat is transferred to the water by convection.
Overheating of the heating surfaces is avoided if there is a sufficient water level in the boiler, which covers the fire box and smoke pipes of the vehicle even on steep slopes . The evaporated water must be topped up in sufficient quantity using the feed pump or the injector. In the event of insufficient make-up, the heating surfaces are no longer covered with water. In these areas, the heat can only be transferred to the steam. The coefficient of heat transfer in heat transfer to steam compared to evaporation is many orders of magnitude lower. The heating surfaces, which are a maximum of 50 ° C hotter than the saturated steam temperature in normal operation , take on significantly higher temperatures and can be made to glow. The strength of the steel decreases sharply with increasing temperature, so that the dry heating surfaces, e.g. B. the fire box, plastically deformed (pressed in) and finally tear open.
If the overheated components are covered with water again as a result of the movement of the vehicle or through top-up water, there is a risk that large amounts of steam will suddenly be generated, for which the safety valve is not designed. This rapid rise in pressure and the damage to the surfaces from the high temperature can lead to the boiler ripping open. When a crack forms, the steam escapes at high speed and the crack continues to grow. As the pressure in the boiler drops, the water that is still present evaporates; this is referred to as post-evaporation. As the size of the torn open area increases, the recoil force increases , so that the kettle is usually thrown away.
The last crash in Germany occurred on November 27, 1977 in Bitterfeld .
Boiler pressure too high
Normally, the boiler pressure cannot be too high due to the safety valves, their maintenance and the display of a pressure gauge. However, there are said to have been cases where valves were tampered with, e.g. B. winning races or breaking records. The boiler crash in Meiningen is said to have occurred because the boiler pressure was too high due to a defective manometer. Presumably the safety valves were also not in correct condition.
Insufficient maintenance
Certain maintenance intervals and tests are prescribed so that a steam boiler can be operated safely at all times. During maintenance , the boiler is always completely exposed from the outside. All seams are checked. In the area of the fire box, the most critical area of a steam boiler, all stud bolts are checked for cracks and , if in doubt, replaced with new ones. Usually, a cold water pressure test with 1.5 times the operating pressure is carried out after the work has been completed. Here the boiler is completely filled with water and slowly brought to the test pressure. There must be no deformations or leaks in the boiler. Since there is only water in the boiler during this test, which cannot be compressed, there is no need to fear a bang, as, for example, tearing a seam only leads to an immediate drop in pressure, but not to the generation of steam that would flow in uncontrollably. A hot pressure test with 1.2 times the operating pressure is then planned. Finally, the safety valves that limit the operating pressure of the boiler are set by a boiler tester and sealed against readjustment. In further tests, the boiler is completely exposed from the inside, and all pipes are removed for this purpose. The boiler walls are examined for material wear in order to identify insufficient wall thicknesses. The final exams are the same as described above. Failure to perform this maintenance can mean that defects in the boiler go unnoticed. For example, it can no longer withstand the permitted pressure because its walls have become too thin over time or the stiffening studs in the firebox area have cracked.
In Medina (Ohio) (USA) on July 29, 2001 the boiler of a steam tractor crashed at a fair . So far, this is the latest known case of a boiler crash. The cause here were serious lack of maintenance (scale and worn-out material). On the other hand, the safety valve that did not open during the subsequent accident investigation and a boiler pressure gauge that did not display enough were not the cause of the explosion. The accident investigation showed that the boiler was in such bad condition that it probably burst below the operating pressure.
Design flaw
On July 9, 1892, on Lake Geneva near Lausanne, there was a blast on the paddle steamer Mont Blanc , which killed 26 passengers and crew. When the boiler pressure was increased in Ouchy for the onward journey, the horizontal steam dome of the paddle-wheel steamer exploded . The reason was a faulty construction and insufficient testing of the steam dome. This was one of the rare cases of boiler explosions on steam ships .
Other causes
In the 19th century, various causes such as insufficient material, incorrect operation or overloading often led to boiler cracking in stationary and mobile steam boilers. These accidents often affected people who were injured or killed by ejected components and escaping steam. This triggered the establishment of steam boiler monitoring associations, which later became the technical monitoring associations , now known in Germany and Austria under the acronym TÜV . In Switzerland, the boiler inspectorate carries out the comparable inspections. In Germany, the state railways were mostly responsible for monitoring boiler safety.
Material defect
An example of the use of incorrect materials is mentioned here: At the end of the 1930s, the Deutsche Reichsbahn assumed that the use of steel grade St47 K-Mo for boiler construction would increase the pressure without significantly increasing the boiler weight due to greater wall thickness increases. This material is alloyed with molybdenum and had a very high carbon content . Although this initially resulted in high strength, the steel was not resistant to aging . The molybdenum significantly reduces the thermal conductivity of the steel. Tensions arise at connection points with other types of steel. The high carbon content embrittles the steel. Hairline cracks soon formed , so that z. B. the boiler of the 50 846 (built in 1940) was the first to burst in 1941. As an immediate measure, the permissible operating pressure of these boilers was reduced and more intensive monitoring was ordered. In particularly urgent cases, the first replacement boilers made of the proven and previously used steel grade St34 were procured as early as the early 1940s.
Violence
External violence can also lead to a boiler bang or a boiler explosion. Rescue teams must therefore expect that there is a risk of a boiler crash after a serious accident (e.g. after a head-on collision involving a steam locomotive).
List of boiler explosions
The Damage column shows which component was damaged first, which subsequently caused the boiler to be destroyed.
Locomotives
Germany
Regional railways
Locomotive number | society | date | place | Fire box | damage | root cause | Remarks |
---|---|---|---|---|---|---|---|
Wind bride | LDE | May 21, 1846 | Leipzig Dresden train station in front of the train ready to depart | ? | corrosion | No injuries (!) | |
44 | PATH | November 2, 1890 | Schleusingen | ? | Long boiler torn open | Material defect | |
Imperial Railways in Alsace-Lorraine | October 28, 1908 | Herlisheim | ? | ? | A second train drove in ruins |
German Reichsbahn
Locomotive number | date | place | Fire box | damage | root cause |
---|---|---|---|---|---|
May 29, 1923 | Between Landau and Insheim the boiler of a locomotive exploded in front of a passenger train. The train was driven by French military personnel as part of the Rhineland occupation. The train derailed. | Operation of the locomotive by insufficiently skilled military personnel. | |||
June 4, 1923 | Troisdorf . A person dies. | ||||
May 29, 1925 | Landau in the Palatinate / Insheim . The train derails as a result of the kettle crack. | ||||
74 471 | January 11, 1930 | Reinsfeld (Hunsrück) in front of Pz | copper | Long boiler torn open | Fatigue fracture in mortise furrow |
03 174 | March 20, 1939 | At Angermünde before D 17 | copper | Firebox ripped open, engine driver and stoker killed | Lack of water |
02 101 | April 3, 1939 | At Rothenstadt before D-Zug | steel | Firebox ripped open | Lack of water |
56 2753 | February 25, 1940 | Neubeckum | copper | Firebox ripped open | Ceiling studs worn down |
50 123 | March 8, 1941 | Groß-Strehlitz | steel | Fire box cover pushed through | Lack of water |
50 846 | July 23, 1941 | Kenzingen before G | St 47K | Long boiler torn open | Hardening crack in the weld seam |
92 976 | March 13, 1943 | Danzig -Saspe (today "Gdańsk- Zaspa ") | copper | Firebox side wall pressed in | Side studs worn |
5043 | July 14, 1943 | Falk Hargarten | copper | Firebox ripped open | Side studs torn |
50 3158 | November 17, 1943 | Crange (near Herne) before Üg | steel | Long boiler torn open | Voltage accumulations on KS valves |
17 269 | November 24, 1943 | Torgau before SF 2181 | copper | Firebox ripped open | Lack of water |
44 1639 | December 6, 1943 | At Heydebreck before G 6721 | steel | Firebox ripped open | Lack of water |
52? | ?. ? 1944 | Pernegg (Styria) before G | steel | Firebox ripped open | ? |
West zones and DB
Locomotive number | date | place | Fire box | damage | root cause |
---|---|---|---|---|---|
41 309 | September 8, 1945 | between Garßen and Eschede | steel | Firebox ripped open | Lack of water |
50 2764 | December 5, 1945 | Koenigsmoor | steel | Firebox ripped open | Lack of water |
44 1368 | September 25, 1946 | Rastatt | steel | Firebox ripped open | Lack of water |
44 1514 | October 7, 1946 | Nuremberg | steel | Firebox ripped open | Lack of water |
52 2753 | January 27, 1947 | Sontra | steel | Firebox ripped open | Lack of water, asleep locomotive crew |
52 6992 | February 3, 1947 | Ingolstadt | steel | Firebox ripped open | Lack of water |
98 896 | October 7, 1947 | Lennep | Lack of water | ||
50 1687 | August 28, 1951 | Tostedt before G | steel | Firebox ripped open | Lack of water |
42 1893 | October 12, 1951 | Between Cochem and Klotten | steel | Firebox ripped open | Lack of water |
SBZ and DR
Locomotive number | date | place | Fire box | damage | root cause |
---|---|---|---|---|---|
50 582 | November 18, 1946 | Haldensleben before G 1101 | St 47K | Firebox ripped open | Hardness crack next to weld seam |
95 6679 | May 4th 1951 | RAW Meiningen | copper | Firebox ripped open | Heating despite a failed manometer |
52 1515 | May 24, 1952 | with chub | steel | Firebox ripped open | ? |
03 1046 | October 10, 1958 | Wünsdorf station in front of the Balt-Orient-Express D 78 | St 47K | Long boiler torn open | Hardness crack due to material fatigue |
01 1516 | November 27, 1977 | Bitterfeld station in front of the D 567 | steel | Firebox ripped open | Lack of water |
Austria
Locomotive number | society | date | place | Fire box | damage | root cause | Remarks |
---|---|---|---|---|---|---|---|
8 (Dornau) | Vienna-Raaber Bahn | 1843 | ? | ? | ? | ? | |
20 (Schönbrunn) | Vienna-Gloggnitz Railway | September 21, 1847 | Vienna | ? | Pieces of sheet metal flown 400 meters, drive wheels thrown 9 meters | ? | |
2 (Linz) | Empress Elisabeth Railway | June 11, 1869 | Penzing | ? | ? | Excessive steam tension | Engine driver & stoker injured |
2219 | kk state railways | September 17, 1892 | Forest - Kalwang | ? | Locomotive thrown 8 meters sideways | Lack of water | Engine crew killed |
5668 | kk state railways | March 21, 1895 | Prinzersdorf | ? | The derailed locomotive drove another 60 meters and overturned on the embankment | Lack of water | Engine crew killed |
151 (Pölfing) | Graz-Köflacher-Bahn | February 2, 1902 | Deutschlandsberg | ? | Kettle thrown 200 meters | Lack of water | Engine crew, 1 shifter and 1 railroad worker killed |
United Kingdom
In Great Britain , especially in the early days of the railroad, there have been numerous cases of a boil. Great Britain was a pioneer in railway technology and thus also bore the corresponding risks on a large scale.
Surname | society | date | place | Fire box | damage | Remarks |
---|---|---|---|---|---|---|
MECHANICAL TRAVELER | no | July 31, 1815 | Philadelphia ( County Durham ) |
? | ? | Oldest known boiler explosion of a locomotive. |
? | Stockton and Darlington Railway | March 19, 1828 | Simpasture (today: Newton Aycliffe ) | ? | Operating error, failure of the safety valve | |
? | Liverpool and Manchester Railway | August 21, 1836 | Liverpool wapping | ? | ? | 3 dead |
? | Tredegar Railway | September 4, 1838 | Newport -Courtybella | ? | ? | |
SURPRISE | Birmingham and Gloucester Railway | November 10, 1840 | Bromsgrove | ? | ? | Error on the boiler, probably during a test drive. 2 dead: a locomotive driver and the B&GR machine foreman were killed |
? | Tradegar Railway | April 29, 1843 | Blackwood | ? | ? | 2 dead, 2 more injured |
FORRESTER | South Eastern Railway | December 11, 1844 | London, Bricklayers Arms station | ? | ? | 2 dead |
IRK | Manchester and Leeds Railway | January 28, 1845 | Manchester , Miles Platting Railway Station | ? | ? | 3 dead, 3 more injured |
? | London and North Western Railway | April 7, 1847 | Winsford, Cheshire | ? | ? | 2 injured |
? | South Devon Railway | February 7, 1849 | Plympton | ? | ? | 1 dead, 1 further injured |
No. 35 | York, Newcastle and Berwick Railway | February 2, 1850 | Darlington | copper | Blown away the top of the boiler | The water level is too low, there is no melting plug, 3 dead |
? | London and Birmingham Railway | March 26, 1850 | Wolverton | ? | ? | 1 injured person |
? | Midland Railway | May 31, 1850 | Kegworth, Leicestershire | ? | ? | 2 injured |
? | London and North Western Railway | July 3, 1851 | Liverpool Railway Station - Edge Hill | ? | ? | 1 dead, 2 more injured |
? | Midland Railway , Bristol and Gloucester Railway | January 8, 1853 | Clay Hill | ? | ? | Cause: Too low water level in the boiler; no dead, unknown number of injured |
ACTÆON | Great Western Railway | February 7, 1855 | Gloucester Railway Station | ? | Boiler wall blown away | Cause: Corroded boiler. It is not known whether there were deaths or injuries, and surrounding buildings were damaged. |
No. 51 | Caledonian Railway | April 5, 1855 | Greenock | ? | ? | Boiler corroded, insufficient boiler inspection; 2 dead, 4 more injured |
No. 10 | North London Railway | July 14, 1855 | London- Camden Town | ? | Boiler casing blown off | Defective boiler, manufacturing defect; Injured not known. |
No. 175 | Midland Railway | March 6, 1857 | Birmingham | ? | ? | Corrosion of the boiler, 1 person died. |
TORNADO | South Devon Railway | March 16, 1860 | Totnes | ? | ? | Cause: corrosion; 1 dead, 1 injured. |
No. 1 | Monmouthshire Railway | April 1, 1861 | Newport | ? | ? | Crack in the shell of the boiler; 2 injured. |
No. 249 | London and North Western Railway | 4th July 1861 | rugby | ? | ? | Affected: The 1-A-1 locomotive of the night express train “Irish Mail” in motion. Cause: Corrosion and poor inspection. The stoker was killed, the train driver and two other employees from the railway and post office were injured. |
No. 84 | North Eastern Railway | September 23, 1861 | Stella Gill | ? | ? | Cause: corrosion; 1 dead, two injured. |
No. 878 | London and North Western Railway | May 5, 1862 | Harrow | ? | ? | Cause: corrosion; the stoker was dead on the spot, the engine driver was injured. |
PERSEUS | Great Western Railway | November 8, 1862 | Westbourne Park | ? | ? | 3 dead and an unknown number injured. |
No. 356 | Midland Railway | May 5, 1864 | Colne ( Lancashire ) | ? | ? | Cause: corrosion. Engine driver dead, stoker injured, as well as a local resident who was hit 400 meters away by a part of a locomotive that hit through the roof of her house. |
No. 138 | Metropolitan Railway | May 9, 1864 | Bishop's Road Station (now: London-Paddington ) | ? | ? | Cause: corrosion. 4 injured. |
No. 897 | London and North Western Railway | May 30, 1864 | Overton near Peterborough , then: Northamptonshire | ? | ? | Cause: corrosion. Engine driver and stoker injured. |
? | North London Railway | August 16, 1864 | Camden Town | ? | Boiler blown away | 1 dead, 1 injured |
No. 98 | Great Northern Railway | January 14, 1865 | Peterborough | ? | ? | Cause: Hairline crack in the boiler. 3 dead, 5 injured. |
No. 122 | North Eastern Railway | March 20, 1865 | Coxhoe, County Durham | ? | ? | Design flaw? The engine driver died and the Heizer was injured. |
? | North Eastern Railway | December 29, 1870 | Northallerton | ? | ? | Unexplained cause. After previous repairs, the locomotive was sent onto the track without a pressure test. 3 injured. |
? | North Eastern Railway | March 7, 1871 | Stockton-on-teas | ? | ? | |
? | Highland Railway | January 4, 1872 | Fochabers | ? | ? | The cause of the explosion could not be determined. It happened while driving in front of a freight train . The tender derailed as a result of the explosion, as did 7 of the 11 carriages in the train. A brakeman died, the train driver and stoker were injured. |
No. 8th | Whitehaven, Cleator and Egremont Railway | February 5, 1872 | Moor Row, Cumbria | ? | ? | Cause: Decomposition due to poor quality material. The engine driver died. |
? | London and North Western Railway | November 19, 1881 | Winsford | ? | ? | |
? | North Eastern Railway | December 26, 1881 | South Stockton | ? | ? | 4 dead and an unknown number injured. |
? | Caledonian Railway and North British Railway | November 17, 1892 | Glasgow , Stobcross Dock | ? | ? | No injuries. |
? | Great Western Railway | February 16, 1895 | Yeovilton | ? | ? | 2 dead, 3 injured. |
? | Metropolitan Railway | July 26, 1898 | Preston Road Railway Station , London | ? | ? | 1 dead, 1 injured. |
No. 97 | Rhymney Railway | April 21, 1909 | Cardiff | ? | ? | Cause: Failure of the safety valves . 3 dead, 3 injured. |
? | North Eastern Railway | September 25, 1909 | Wath-upon-Dearne, Yorkshire | ? | ? | 1 dead. |
No. 134 | London and North Western Railway | November 11, 1921 | Buxton | ? | ? | Cause: Failure of the safety valves . Engine drivers and stokers died, and one brakeman suffered a shock . This was the last serious accident involving the boiler of a steam locomotive in Great Britain. |
United States
In the USA, there were considerable problems in preventing boiler explosions in view of the operating conditions there, on the one hand because poor quality water often had to be used, which silted up or quickly calcified the boiler. The second reason was that relatively often locomotive crews failed to ensure that enough water was covering the heated parts. In both cases the kettle became so hot that its material became unstable and an explosion occurred. The Interstate Commerce Commission found for 1917 that on average more than one boiler on a steam locomotive exploded per day in the United States, killing 52 people and injuring another 469.
Surname | society | date | place | Fire box | damage | Remarks |
---|---|---|---|---|---|---|
BEST FRIEND OF CHARLESTON | South Carolina Canal & Railroad Company | June 17, 1831 | Charleston , South Carolina | ? | ? | The locomotive was the South Carolina Canal & Railroad Company's first . |
? | North Pennsylvania Railroad | July 17, 1856 | Ambler ( Pennsylvania ) | ? | ? | Head-on collision, see Camp Hill rail accident |
? | Southern Pacific Railway | March 18, 1912 | San Antonio , Texas | ? | 400 kg boiler part flown 1.5 kilometers | Accident during a test, cause not clarified. With 28 dead and 40 injured, the kettle bang with the most extensive damage. |
? | St. Louis - San Francisco Railway | February 12, 1913 | Beaumont , California | ? | Boiler demolished and flown 80 meters | Water shortage; Engine driver killed. |
? | Denver and Rio Grande Western Railroad | 1934 | ? | ? | Boiler, smoke chamber and driver's cab torn down and flown more than 65 meters | Muddy water. |
? | Chesapeake & Ohio | May 12, 1948 | at Chillicothe , Ohio | ? | Firebox torn open, heating pipes ejected |
Other states
Surname | society | date | place | Fire box | damage | Remarks |
---|---|---|---|---|---|---|
? | Beijing – Mukden Railway | December 29, 1930 | Jinzhou , China | ? | ? | Boiler explosion after deliberately induced derailment |
No. 623 | PLM | August 1935 | At Tenay- Hauteville station on the Lyon-Geneva railway line , France | ? | Demolition of the boiler at around 80 km / h | Too low water level. The boiler flew 83 meters and then overturned three more times. Engine drivers and stokers died. |
A B 778 | New Zealand Railways Department | June 4, 1943 | Hyde , New Zealand | ? | ? | Boiler explosion after derailment |
Baldwin 2-8-0 No. 1382 | Augusto César Sadino sugar factory | March 2000 | West of Havana | ? | ? | Boiler explosion with probably 2 dead |
C n2t by Weidknecht | Coutances – Lessay narrow-gauge railway , CFM | November 1, 1914 | Pont-de- Soulles , Coutances , France | ? | Only the landing gear remained undamaged | Two dead, one injured |
Ships
Surname | society | date | place | Fire box | damage | Remarks |
---|---|---|---|---|---|---|
Sultana | April 27, 1865 | Memphis (Tennessee) | ? | ? | approx. 1700 fatalities | |
Westfield | July 30, 1871 | New York , Staten Island Ferry Terminal | ? | ? | 125 fatalities | |
Mont Blanc | Compagnie Générale de Navigation sur le Lac Léman | July 9, 1892 | Ouchy | ? | horizontal steam dome torn open | 26 fatalities |
USS BENNINGTON | US Navy | July 21, 1905 | San Diego | ? | Firebox ripped open | Boiler explosion on board a gunboat |
Locomotives and other moving steam systems
Surname | society | date | place | Fire box | damage | Remarks |
---|---|---|---|---|---|---|
? | no | July 29, 2001 | Medina (Ohio) | ? | ? | Boiler explosion of a locomobile |
See also
literature
- R. Barkhoff et al. M. Weisbrod: The steam locomotive. Technology and function. Part 1: The boiler and the history of the steam locomotive (= Eisenbahn Journal ). 3rd revised edition. Hermann Merker Verlag, Fürstenfeldbruck 1989, ISBN 3-922404-03-0 .
- Jürgen U. Ebel, Hansjürgen Wenzel: The 50 series. History of an indispensable. Volume 1: Deutsche Reichsbahn and Abroad. Eisenbahn-Kurier Verlag, Freiburg (Breisgau) 1988, ISBN 3-88255-545-9 .
- Jürgen U. Ebel, Hansjürgen Wenzel: The series 74. The history of the Prussian T 11 and T 12. Eisenbahn-Kurier Verlag, Freiburg (Breisgau) 1995, ISBN 3-88255-142-9 .
- Volker Lucas, Heinz Schnabel: The 01.5 series. The legendary Reko-01 of the Deutsche Reichsbahn. Eisenbahn-Kurier Verlag, Freiburg (Breisgau) 2002, ISBN 3-88255-113-5 .
- Hans Müller, Wolfgang Petznick, Manfred Weisbrod: Steam locomotives of German railways. Series 01−39 (= railway vehicle archive 1, 1). 3rd revised and supplemented edition. Alba-Verlag, Düsseldorf 1982, ISBN 3-87094-081-6 .
- Hans Müller, Wolfgang Petznick, Manfred Weisbrod: Steam locomotives of German railways. Class 41−59 (= railway vehicle archive 1, 2). 3rd revised and supplemented edition. Alba-Verlag, Düsseldorf 1982, ISBN 3-87094-082-4 .
- Hans-Joachim Ritzau: Railway disasters in Germany. Splinters of German history . Vol. 1: Landsberg-Pürgen 1979.
- Hans-Joachim Ritzau, Jürgen Höstel: The catastrophe scenes of the present = railway accidents in Germany Vol. 2. Pürgen 1983. ISBN 3-921304-50-4
- Lionel Thomas Caswell Rolt : Red for Danger . Edition: London 1978.
- Karl Schäffer: Locomotive boiler explosions in Austrian railway operations . In: Eisenbahn 3/1953 . Publishing house Ployer & Co, Vienna.
- Peter WB Semmens: Disasters on the rails. A worldwide documentation. Transpress, Stuttgart 1996, ISBN 3-344-71030-3 , especially the section p. 234-241: Kesselexplosionen .
- Ian Winship: The Decline in Locomotive Boiler Explosions and the Means of Prevention . In: Transactions of the Newcomen Society 60 (1988/89), pp. 73ff.
Web links
- Disaster in Ohio ( Memento from August 29, 2009 in the Internet Archive )
- A sad chapter in railroad history - rail accidents after the Second World War
Remarks
- ↑ The locomotive of a freight train that derailed the explosion was affected. The engine driver of the following train D161 Basel – Cologne braked, but could not prevent his train from driving into the rubble of the freight train. 8 people died and 4 others were injured.
- ↑ The locomotive was used as a push locomotive for a supply train destined for Czechoslovakia . During a very long stay on an overtaking track, the engine driver and stoker fell asleep and did not notice that the water level in the boiler had dropped below the critical level. Both of them and a train driver who was in the adjacent car were killed in the explosion. The boiler was thrown 50 meters (Eberhard Schüler: At that time in Eschwege West . In: Eisenbahngeschichte 84 (2017). ISSN 1611-6283, p. 43).
- ↑ The station Westbourne Park is now second only to the London Underground approached. Until 1992 there was also a British Rail stop here .
Individual evidence
- ↑ Archived copy ( Memento of the original dated August 28, 2017 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Translated excerpts from the investigation reports in: Zeitschrift des Dampfwalzen-Club Schweiz , December 2001 edition, page 17, accessed on Aug. 27, 2017
- ↑ Verkehrsmuseum Dresden gGmH (Ed.): Germany becomes mobile. 175 years of the Leipzig-Dresden Railway . Dresden 2014. ISBN 978-3-936240-03-0 , p. 43.
- ^ Martin Weltner: Railway disasters. Serious train accidents and their causes. Munich 2008. ISBN 978-3-7654-7096-7 , p. 19.
- ^ Ritzau: Eisenbahn-Katastrophen , p. 60.
- ^ Klaus Kemp: Regiebahn. Reparations, occupation, war against the Ruhr, Reichsbahn. The railways in the Rhineland and the Ruhr area 1918–1930 . EK-Verlag , Freiburg 2016. ISBN 978-3-8446-6404-1 , p. 297.
- ^ Ritzau: Eisenbahn-Katastrophen , p. 73.
- ^ Klaus Kemp: Regiebahn. Reparations, occupation, war against the Ruhr, Reichsbahn. The railways in the Rhineland and the Ruhr area 1918–1930 . EK-Verlag , Freiburg 2016. ISBN 978-3-8446-6404-1 , p. 298.
- ^ Klaus Kemp: Regiebahn. Reparations, occupation, war against the Ruhr, Reichsbahn. The railways in the Rhineland and the Ruhr area 1918–1930 . EK-Verlag , Freiburg 2016. ISBN 978-3-8446-6404-1 , p. 299.
- ^ Ritzau: Eisenbahn-Katastrophen , p. 74.
- ↑ Dieter Schmitt: 18 minutes below low level - the kettle crack of 03 174 . In: Martin Weltner: Railway disasters. Serious train accidents and their causes. Munich 2008. ISBN 978-3-7654-7096-7 , pp. 28f.
- ^ Ritzau: Eisenbahn-Katastrophen , p. 92.
- ↑ a b c This is the boiler steel from which the long boiler was made and not the material of the fire box. In these cases, the primary damage was to the boiler and not to the fire box.
- ↑ French rental locomotive, the number should be the Alsace-Lorraine AL 5043, formerly pr. G 8 1
- ↑ Exact information lost due to the chaos of war, information based on photographs
- ↑ a b c d e f Ritzau: Katastrophenszenen , p. 12.
- ^ So: Ritzau: Katastrophenszenen , p. 12; Eberhard Schüler: Back then in Eschwege West . In: Eisenbahngeschichte 84 (2017). ISSN 1611-6283, pp. 40-44 (43) names January 26, 1947, 3:05 a.m., as the time of the accident.
- ↑ October 12, 1951 Accident Kesselzerknall near Cochem, last Kesselzerknall in West Germany. Retrieved September 28, 2019 .
- ^ Rolt: Red for Danger , pp. 68ff.
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ William Burgess: Accident at Bromsgrove on November 10th, 1840 . In: Railways Archive - Accident Archive.
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Accident at Darlington on 2nd February 1850 :: The Railways Archive. Retrieved May 7, 2020 .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive.
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railway Archive - Accident Archive .
- ^ Railways Archive - Accident Archive.
- ^ Railways Archive - Accident Archive.
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accidents Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive ; Semmens, p. 235f.
- ^ Railways Archive - Accident Archive .
- ^ Railways Archive - Accident Archive ; Semmens, p. 236.
- ↑ Semmens, p. 238.
- ^ Peter WB Semmens: Catastrophes on rails. A worldwide documentation. Transpress, Stuttgart 1996, ISBN 3-344-71030-3 , pp. 40-41.
- ↑ Ludwig Stockert : Railway Accidents (New Series) - Another contribution to railway operations theory . Berlin 1920, No. 303.
- ↑ Semmens, p. 238.
- ^ Josef Otto Slezak: The distant signal is amazed. Strange things from the railways around the world . Vienna 1952, p. 197 (with illustration).
- ↑ Semmens, p. 240.
- ↑ http://david-longman.com/Cuba_West_Of_Havana.html
- ^ La ligne Coutances-Lessay.
- ↑ ge.ch, French-language commercial register of the canton of Geneva, spelling Compagnie Générale de Navigation sur le Lac Léman for the entry of Michel Jeannet (ship restoration). Accessed on November 29, 2016
- ↑ Explosion on the steamboat "Mont-Blanc" near Ouchy . In: Schweizerische Bauzeitung . tape 19/20 , no. 4 , 1892, doi : 10.5169 / seals-17428 .
- ↑ http://www.nlsme.co.uk/Articles/Boiler_Explosion.pdf