Kettle crack

from Wikipedia, the free encyclopedia
February 2, 1850 on the York, Newcastle and Berwick Railway , Darlington : 3 dead
Actæon on February 7, 1855 after the explosion
1862 Westbourne Park, Great Western Railway

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

Locomotive 44 of the WEG at Schleusingen Station (November 2, 1890)

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

Winsford 1881
Locomotive 97 of the Rhymney Railway after the boiler crack in Cardiff
  • 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

Commons : Cauldron Explosions  - Collection of images, videos and audio files

Remarks

  1. 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.
  2. 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).
  3. 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

  1. 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 @1@ 2Template: Webachiv / IABot / www.dwcs.ch
  2. Verkehrsmuseum Dresden gGmH (Ed.): Germany becomes mobile. 175 years of the Leipzig-Dresden Railway . Dresden 2014. ISBN 978-3-936240-03-0 , p. 43.
  3. ^ Martin Weltner: Railway disasters. Serious train accidents and their causes. Munich 2008. ISBN 978-3-7654-7096-7 , p. 19.
  4. ^ Ritzau: Eisenbahn-Katastrophen , p. 60.
  5. ^ 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.
  6. ^ Ritzau: Eisenbahn-Katastrophen , p. 73.
  7. ^ 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.
  8. ^ 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.
  9. ^ Ritzau: Eisenbahn-Katastrophen , p. 74.
  10. 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.
  11. ^ Ritzau: Eisenbahn-Katastrophen , p. 92.
  12. 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.
  13. French rental locomotive, the number should be the Alsace-Lorraine AL 5043, formerly pr. G 8 1
  14. Exact information lost due to the chaos of war, information based on photographs
  15. a b c d e f Ritzau: Katastrophenszenen , p. 12.
  16. ^ 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.
  17. October 12, 1951 Accident Kesselzerknall near Cochem, last Kesselzerknall in West Germany. Retrieved September 28, 2019 .
  18. ^ Rolt: Red for Danger , pp. 68ff.
  19. ^ Railways Archive - Accident Archive .
  20. ^ Railways Archive - Accident Archive .
  21. ^ Railways Archive - Accident Archive .
  22. ^ William Burgess: Accident at Bromsgrove on November 10th, 1840 . In: Railways Archive - Accident Archive.
  23. ^ Railway Archive - Accident Archive .
  24. ^ Railway Archive - Accident Archive .
  25. ^ Railway Archive - Accident Archive .
  26. ^ Railway Archive - Accident Archive .
  27. ^ Railway Archive - Accident Archive .
  28. ^ Accident at Darlington on 2nd February 1850 :: The Railways Archive. Retrieved May 7, 2020 .
  29. ^ Railway Archive - Accident Archive .
  30. ^ Railway Archive - Accident Archive .
  31. ^ Railway Archive - Accident Archive .
  32. ^ Railway Archive - Accident Archive .
  33. ^ Railway Archive - Accident Archive .
  34. ^ Railway Archive - Accident Archive .
  35. ^ Railway Archive - Accident Archive .
  36. ^ Railway Archive - Accident Archive .
  37. ^ Railway Archive - Accident Archive.
  38. ^ Railway Archive - Accident Archive .
  39. ^ Railway Archive - Accident Archive .
  40. ^ Railway Archive - Accident Archive .
  41. ^ Railways Archive - Accident Archive.
  42. ^ Railways Archive - Accident Archive.
  43. ^ Railways Archive - Accident Archive .
  44. ^ Railways Archive - Accident Archive .
  45. ^ Railways Archive - Accident Archive .
  46. ^ Railways Archive - Accidents Archive .
  47. ^ Railways Archive - Accident Archive .
  48. ^ Railways Archive - Accident Archive .
  49. ^ Railways Archive - Accident Archive .
  50. ^ Railways Archive - Accident Archive .
  51. ^ Railways Archive - Accident Archive .
  52. ^ Railways Archive - Accident Archive .
  53. ^ Railways Archive - Accident Archive .
  54. ^ Railways Archive - Accident Archive .
  55. ^ Railways Archive - Accident Archive .
  56. ^ Railways Archive - Accident Archive .
  57. ^ Railways Archive - Accident Archive .
  58. ^ Railways Archive - Accident Archive ; Semmens, p. 235f.
  59. ^ Railways Archive - Accident Archive .
  60. ^ Railways Archive - Accident Archive ; Semmens, p. 236.
  61. Semmens, p. 238.
  62. ^ Peter WB Semmens: Catastrophes on rails. A worldwide documentation. Transpress, Stuttgart 1996, ISBN 3-344-71030-3 , pp. 40-41.
  63. Ludwig Stockert : Railway Accidents (New Series) - Another contribution to railway operations theory . Berlin 1920, No. 303.
  64. Semmens, p. 238.
  65. ^ Josef Otto Slezak: The distant signal is amazed. Strange things from the railways around the world . Vienna 1952, p. 197 (with illustration).
  66. Semmens, p. 240.
  67. http://david-longman.com/Cuba_West_Of_Havana.html
  68. ^ La ligne Coutances-Lessay.
  69. 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
  70. Explosion on the steamboat "Mont-Blanc" near Ouchy . In: Schweizerische Bauzeitung . tape 19/20 , no. 4 , 1892, doi : 10.5169 / seals-17428 .
  71. http://www.nlsme.co.uk/Articles/Boiler_Explosion.pdf