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75-535: The German term Verbandsbauart describes both a type of goods wagon as well as a type of tram . In order to standardise the goods wagons classes of the various German state railways ( Länderbahnen ), the German State Railway Wagon Association ( Deutscher Staatsbahnwagenverband or DWV ) issued regulations. The so-called Verbandsbauart (association) or DWV wagons, named after this association, were built from 1910 until

150-404: A brakeman's cab . It had a length over buffers of 14,400 mm and a wheelbase of 8,000 mm. It had end walls over 400 mm high, 12 removable steel stakes or stanchions and loading sleepers across the bed of the wagon. The truck was reinforced by an iron bar underframe, which enabled it to support a payload of 15 tonnes and a carrying capacity of 17.5 tonnes. Its loading length

225-585: A compressed air brake line (index letter "n") for insertion in passenger trains. They were given the designation "Venmz", and later grouped by the DR into the "V Altona" class. These wagons had a length over buffers of 8,250 mm, a payload of 15 tonnes and a carrying capacity of 15.75 tonnes. Their wheelbase was also 4,000 mm and they had ten-leaved, 1,100-mm-long suspension springs. The wagon bodies of these goods vans were made of wooden boards and fitted with additional loading hatches and feed openings. In

300-469: A door. Flat wagon Flat wagons (sometimes flat beds , flats or rail flats , US: flatcars ), as classified by the International Union of Railways (UIC), are railway goods wagons that have a flat, usually full-length, deck (or 2 decks on car transporters) and little or no superstructure. By contrast, open wagons have high side and end walls and covered goods wagons have

375-410: A fixed roof and sides. Flat wagons are often designed for the transportation of goods that are not weather-sensitive. Some flat wagons are able to be covered completely by tarpaulins or hoods and are therefore suitable for the transport of weather-sensitive goods. Unlike a "goods wagon with opening roof", the loading area of a flat is entirely open and accessible once the cover is removed. Flats form

450-571: A flat deck for transporting assembled track sections, some of which are fitted with special equipment and used in maintenance of way trains, are usually classified as departmental wagons . Under some circumstances bucket wagons ( Kübelwagen ) are not classified as open wagons , but grouped into Class S. The group known as Spreizhaubenwagen (Sins, Sfins) are related to the Sliding wall wagons and, like them are for hygroscopic goods, but have no fixed roof. The sliding walls taper inwards towards

525-637: A large proportion of goods wagons ; for example in 1998 they comprised 40% of the total goods fleet owned by the German carrier, DB , the overwhelming majority of which were flat wagons with bogies . Typical goods transported by these railway wagons are: vehicles, engines , large pipes, metal beams, wire coils, wire mesh, half-finished steel products, (sheets, coils, pipes, bars and plates), containers, rails, sleepers and complete sections of railway track. Gravel, sand and other bulk goods are transported on flat wagons with side panels. Flat wagons are classified by

600-532: A length over buffers of 15,800 mm, a loading length of 15,060 mm and a loading width of 2,750 mm. Their unladen weight was 17.4 tonnes, their maximum load 35 tonnes and their carrying capacity 36.75 tonnes. They initially had two Diamond class bogies - later units had two pressed steel bogies - with a pivot pitch of 10,000 mm. These flat wagons had 12 folding stanchions made from riveted steel profiles, an underframe and Kunze-Knorr compressed air brakes . The state railways gave them

675-431: A loading capacity of 18.4 m³, a maximum load of 15 tonnes and a carrying capacity of 17.5 tonnes. The wooden walls of the tiltable wagon were 1,000 mm high, the door width was 1,500 mm, the loading length 6,720 mm and the loading width 2,734 mm. The wheelbase for vehicles, with and without hand brakes was uniformly 4,000 mm, with a length over buffers of 8,800 mm. As wagons of

750-409: A loading volume of 45.7 m³, a payload of 15 tonnes and a carrying capacity of 15.75 tonnes. The wheelbase was uniformly 4,500 mm, the length over buffers was 9,600 mm, it had pressed steel axle boxes and DWV wheelsets. The van had eleven-leaf, 1,100 mm long suspension springs. At one point of the wagon a Kunze-Knorr goods train brake was retrofitted from the mid-1920s. In

825-519: A military point of view and were known as wartime classes ( Kriegsbauart ). After the war, in East Germany, some pre-war goods wagon classes were given a new lease of life as ‘reconstructed goods wagons’ ( Reko-Güterwagen ) and continued in service for several more decades. Since the Union of Private Goods Wagon Companies ( Vereinigung der Privatgüterwagen-Interessenten (VPI) ) was founded in 1921,

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900-524: A payload of 20 tonnes, had a carrying capacity of 21 tonnes, length over buffers 9,800 mm with brakeman's cab and 9,100 mm without. The wheelbase was standardised at 4,500 mm and the loading volumen was 33 m³. The prototype for the Class A11 was the Prussian state railway vehicle built to Sheet Ce143. Just under 3,000 A11s were built from 1911 to about 1922. Despite its name,

975-499: A pointed underframe ( spitzzulaufendes Sprengwerk ). They were given the letter marking "Rm" by the state railways and later reclassified by the Deutsche Reichsbahn as "R Stuttgart". In comparison with the existing state railway wagons, the cradle wagon ( Drehschemelwagen ), Class A5, had a longer wheelbase of 4,500 mm and was a new design. These wagons, used for the transport of timber, had eight stanchions and

1050-453: A result of not having a wagon deck that is drivable or due to their axle count. Unlike the standard wagons, these flats are predominantly optimised for a specific purpose. In 1998 the DB had about 22,000 Class S wagons in its fleet. The large variety of variants may be seen from the number of index letters , of which only the most important are given here; i.e. those that are needed to distinguish

1125-513: A rotating cradle that pivoted on a flat steel ring in the floor of the flat bed. All wagons built between 1913 and 1925 had a loading length of 8,000 mm, a loading width of 2,500 mm, a payload of 15 tonnes and a pointed underframe. The wagons without hand brakes had a length over buffers of 9,300 mm, and their unladen weight was 9.5 tonnes. Wagons with hand brakes had a length over buffers of 10,030 mm and an unladen weight of 10 tonnes. They were designated as "Hrmz" by

1200-448: A single range of wagon numbers was not enough. As state railway vehicles they bore the letter marking "Ommk[u]" and in the Deutsche Reichsbahn "Om". In the DB, these trucks continued to bear the letter marking Om and class number ( Bauartnummer ) 12 until 1964. The wagon body consisted of vertical steel profiles filled in with wooden planks, held together by a steel frame at the top. The body

1275-436: A solid, level deck, usually made of wood, and, unless indicated otherwise by the code letters, also furnished with stanchions and end walls. Most types have short, removable, swivelling stanchions. They are especially suited to the transport of long steel elements, building materials , machines and large vehicles . In the 1990s, the DB purchased Class R wagons with long, sturdy, light metal stanchions and high end walls for

1350-440: A wagon number ( wagonnummer ) and a category letter ( Category letters ). The wagon bodies were painted in red-brown livery (paint number 11a,29), the wagon roofs in light grey (paint number 47) and the chassis, railings, etc., in a black colour (paint numbers 14,24,33). In 1927 the DR switched over to standard colours ( Einheitsfarben ) based on the Deutsche Reichsbahn's RAL colour system 840-B, see here too . From 1942, most of

1425-648: A wheelbase of 3,300 mm. From 1918 the wheelbase for both variants was specified to 3,500 mm. Roughly 2,000 Verbandsbauart livestock vans ( Verschlagwagen ) were built from about 1913 to 1927. They were largely the same as the Class A2 goods vans. For example, the Class A8 livestock vans of the Royal Saxon State Railways had their loading area being doubled by having a second deck. These vans with their raised brakeman's cabs, were given

1500-458: Is left open and the container only rests on the beams and the trunnions. Most container flats are designed to take standard 20 and 40 foot ISO containers . Two-axle wagons of this type are able to carry two 20-foot or one 40-foot container; many four-axle wagons have room for three 20-foot or one 40-foot and one 20-foot container. In India double stacking of containers is done on flat wagons instead of well cars under 7.5m high catenary because

1575-503: The A2 and A10 Class wagons of which over 100,000 of each type were built. The Om Class A10 wagons were, including wagons of identical construction made by other nations, the most widespread goods wagons of all time and formed the major part of the German goods wagon fleet until the 1950s. Only then did they slowly disappear from the tracks. Many were also modified as part of the German goods wagon reconstruction programme. The other meaning of

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1650-521: The American Railway Association , initially to coordinate time tables. The AAR has developed various standards for freight cars over the years, including couplers , loading gauges , reporting marks , interchange rules, and information systems, through its Manual of Standards and Recommended Practices publications. The numerous types of goods wagon are categorised here based on their main design features and in accordance with

1725-420: The German State Railway Wagon Association on 1 April 1909. With the participation of all the German state railways, it created a common pool of goods wagons, which by the end of 1911 had no less than 560,000 wagons. In addition, they all had standardised inscriptions and red-brown livery. In order to standardise future procurements, a total of 11 wagon classes were defined ( Sheet nos. A1 to A11 ). These wagons of

1800-641: The Verbandsbauart wagon classes. It is not feasible to show all classes with all possible subsidiary letters without the table becoming too long. The "DWV" column gives the letter markings of goods wagons of the Deutscher Staatsbahnwagenverband from 1909 to 1921. The "DRG" column displays the letter markings and district classification of the Deutsche Reichsbahn from 1924 to 1945. The "DB" column shows

1875-503: The class letters "GM" or "NZ". Due to the high number of A2s, the Deutsche Reichsbahn had to create two or this type of wagon two " district classes " ( Gattungsbezirke ) for them: "Kassel" and "München" ("Munich") as well as the category letter "G". About 3,900 Class A3 rail wagons ( Schienenwagen or Plattformwagen ) were built from 1913 to 1925. These were a special type of flat wagon based on their Prussian forebears, based on Sheet II7. They were only built with brakeman's cabs and had

1950-399: The "X Erfurt" group. The Class A6 open wagons were based on Prussian Sheet II1. This truck was built from 1913, had steel sides and was built with and without hand brakes. The end wall was rotatable and enabled the truck to be unloaded at tipping facilities. They had a loading length of 5,300 mm, a loading width of 2,812 mm, a loading volume of 19.4 m³ and its carrying capacity

2025-544: The 1950s were those with folding sides and short swivelling stanchions of UIC type 1 with, at least in Germany, an axle base of only 8 metres (26 ft 2 + 15 ⁄ 16  in). In recent years new K wagons have been developed. These have fixed ends and a tarpaulin cover and are therefore also suitable for hygroscopic goods. Their designation is Kils , based on the UIC classification of goods wagons . In addition to

2100-635: The 1970s and 1980s respectively, but usually fitted with (light) tarpaulins instead of the hoods: The group known as wagons for combined transport have specific designs and equipment for the transport of the various transport units. The UIC has standardized several wagons, whose most important dimensions are given in the following table: These wagons of Class Sg… are most common in combined transport. Their foldable trunnions ( klappbare Tragzapfen ) make them suitable for various transport systems. Some of these rail vehicles are equipped with long-stroke shock absorbers ( index letter j ) as special equipment for

2175-622: The A2 covered vans the end panels were reinforced in the late 1930s with diagonal braces. The Class A10 was an open wagon , newly designed in 1909 and built from 1913 to 1928. Over 200,000 of these trucks were built, the largest production run of a class of goods wagon in the world. Also described as an "open coke wagon", it was intended for the transportation of almost all not-hygroscopic goods, especially bulk goods such as coal, sand or agricultural produce. The Deutsche Reichsbahn grouped them into classes Essen and Breslau, two series being needed because

2250-649: The ACTS roller container transport system with horizontal crossloading are common especially in Switzerland and the Netherlands. The Swiss wagons bear the national index letter x . Flat wagons for road vehicles (Class S…d… ) are less common, because this typ of combined transport is only efficient on certain routes. For the transport of logs , four-axle wagons with non-drivable decks and equipped with high, fixed stanchions are used (Class Snps ). Wagons with

2325-576: The Class Lgss being based heavily on the Class Ks (see above): The standard mixed open flat wagon group has folding sides, stanchions and two or three axles. The most important index letters for this group are: The dimensions of the UIC standard wagon largely conform to the considerably more common Class Ks wagon ( see above ): . The exclusively four-axle bogie wagons of Class R are equipped with

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2400-429: The DB, which is the most common German S wagon, has an unladen weight of about 23 t (23 long tons; 25 short tons) and a loading limit of 67 t (66 long tons; 74 short tons) and is thus able to carry coils with a total weight of about 45 t (44 long tons; 50 short tons). The UIC has standardized a four and a six-axle telescopic hood wagon for the transport of coils. Such wagons have been used in Germany since

2475-536: The DWV they bore the letter marking "Omk". Later when they were incorporated into the Deutsche Reichsbahn after the First World War , they were classified as "O Halle". The DWV built 120,000 Class A2 goods wagons from 1910 to 1927. These flat-roofed wagons were produced with and without hand brakes and in two variants of loading door and ventilation flap. One had a loading door and ventilation flap on each side;

2550-455: The European loading gauge . The presence of container pins is always indicated by the index letter g . Only general purpose wagons that have to be specially prepared for container transport and have a drivable floor, are classed as standard wagons. Wagons that are exclusively used for container transport are classified as special types. In the latter case, the profile of the wagon underframe

2625-524: The International Union of Railways (UIC) to standardise flat wagons go back to the 1950s. These efforts led to the establishment of characteristics for so-called "standard wagons". Standardised flat wagons are specified in the following UIC pamphlets: The implementation of these guidelines is partly binding and partly voluntary for members of the UIC. Since the end of 1977, flat wagons that partially conform to these guidelines are identified by

2700-567: The Saxon and Prussian state railway vans. Unlike the Class A2, with its raised brakeman's cab, the cab was set on the frame. These goods wagons were procured with and without cabs. The variant without a brakeman's cab was 12,100 mm long, that with a cab was 12,800 mm, both had a wheelbase of 7,000 mm and a payload of 15 tonnes. The Reichsbahn grouped these wagons into the Dresden district class, with identification marking "Gl". Like

2775-617: The UIC goods wagon classification system. Freight railroads in North America have always been almost entirely privately owned. The separate northern and southern U.S. track gauges were unified on June 1, 1886, allowing freight cars to be interchanged throughout the continent. The Safety Appliance Act of 1893 made air brakes and automatic couplers mandatory on all trains in the United States, effective 1900. The Association of American Railroads (AAR) had its origins in 1872 as

2850-478: The UIC into: The main difference between the ordinary and special types of flat wagon is that the former always have to have a flat deck that can be driven on, whereas the special types do not have to be so designed. Within both types of flat wagon, there are variants with separate axles as well as bogie wagons. In addition numerous other terms are used to classify flat wagons according to their purpose, but without clear and comprehensive specifications. Attempts by

2925-978: The agreement for the mutual use of goods wagons in international traffic ( RIV ) has regulated the exchange of goods wagons in Europe and the Middle East. In addition, international goods wagon fleets were created in 1953 in Western Europe with the Europ-Verband and in 1965 in Eastern Europe with the Common Goods Wagon Park (OPW). During the second half of the 20th century, national goods wagon classes in Europe were increasingly replaced by Union internationale des chemins de fer (UIC) standard wagons. Since 1964, all goods wagons in Germany, for example, have had to be classified using

3000-407: The basic types: These wagons are so designed that the loading is limited only by the class of railway line, not the wagon itself. In order to keep the sag as low as possible, they are relatively short and thus mainly inscribed with the index letters mm . The six-axle wagons with drivable decks of class Samm… are similar to the four-axle Rmm wagons, but are grouped with this special class due to

3075-650: The beginning of the railway era, the vast majority of goods wagons were four- wheeled (two wheelset ) vehicles of simple construction. These were almost exclusively small covered wagons , open wagons with side-boards, and flat wagons with or without stakes. Over the course of time, an increasing number of specialised wagons were developed. Special wagons for specific purposes or wagons with special features were already being introduced around 1850 by private companies. Amongst these were tank wagons and numerous refrigerated vans . In countries like Germany, wagon hire firms procured large numbers of these wagons and hired them to

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3150-449: The braking distance of fast goods trains is longer than the separation between distant and home signals (as are Express Passenger trains), they may only run at high speeds of 150 mph (240 km/h) with locomotives on routes with early signalling systems in the driver's cab ( LZB , FZB and ETCS ). In Europe, the first agreements were struck very early on between the national state railways ( Länderbahnen ) and private companies for

3225-450: The centre one rests on a swivel and the wagon has an articulated joint in the middle. The cars can be loaded over the joint. These wagons are open as a rule and are thus classified as flat wagons of Class L ( see above ). Before the development of these specials, standard open wagons were fitted with a second deck, the end walls were removed and pairs of wagons were permanently coupled in order to be used as car transporters. In Germany in

3300-459: The classification "O Nürnberg" (Nürnberg = "Nuremberg") by the Deutsche Reichsbahn, whilst the Prussian coal truck built to Sheet II1 was grouped as "O Schwerin" in the DR. Many of these wagons were used as slag or coal trucks exclusively to support the engine sheds or Bahnbetriebswerke . The twin-axled, Class A7, lidded wagon ( Klappdeckelwagen ) was built from 1913 for the transportation of hygroscopic bulk commodities and were very similar to

3375-524: The designation "UIC". Flat beds that comply fully with the leaflets, and are therefore true UIC standard wagons, are given the designation "UIS St". The Class K flats were originally one of the largest families of goods wagons, not least in Germany, thanks to the many older type stake wagons ( stanchion wagons ) that were assigned to it. The bulk of their work has since been taken over by special flat wagons. By 1998, DB only had 10,000 of this type left. The majority of ordinary two-axle flat beds built since

3450-509: The emergence of the Austauschbauart (interchangeable) wagons in 1927. Externally, the Verbandsbauart wagons looked very much like state railway goods wagons, but they were equipped for considerably higher maximum loads of up to 20 tons. A total of 11 classes were defined by norms defined by master engineering drawings ( Musterblättern ). The wagons were built in numbers that today are hardly conceivable. The most important ones were

3525-775: The end users. In the early days of the railway, goods trains still ran at top speeds of only about 20 mph (32 km/h). However, the introduction of through brakes using air pipes (such as the Kunze-Knorr brakes in Germany) from the 1920s enabled higher speeds to be safely achieved. Modern goods wagons are authorised for speeds up to around 75 mph (121 km/h) and in certain countries, wagons are increasingly equipped with GPS receivers and transponders which provide location monitoring as required. The Deutsche Bahn (DB) even has goods wagons cleared for high-speed rail travel at up to 100 mph (160 km/h). Because

3600-480: The goods from sun and rain. The six lids were attached in the centre to the ridge beam that ran the length of the wagon and made loading easier. The trucks without hand brakes had a length over buffers of 6,600 mm and, until 1917, a wheelbase of 3,000 mm and unladen weight of 9.5 tonnes. The wagons with hand brakes had an enclosed brakeman's cab, Kunze-Knorr brakes , a length over buffers of 7,300 mm, unladen weight of 10.3 tonnes and, until 1917,

3675-508: The increasing amount of log transport required. In 1998, the DB had about 17,000 R wagons in service. The most important index letters for distinguishing the basic types are as follows: The UIC has specified two standard R wagons, both of which are very common e.g. in Germany. In the mid-1970s there was a switchover to newly built wagons with foldable sides. This is the largest group of flat wagons both in terms of variety and numbers. Their classification as special wagons arises either as

3750-418: The interests of private transport organisations in Germany (including wagon hire firms, goods wagon builders and repair firms, and owners of private sidings) has been jointly represented. The Union has around 100 members who own 50,000 goods wagons. In 2007, they transported 361,000,000  t (355,298,556 long tons ; 397,934,383 short tons ) of goods. Other countries have similar organisations. Since 1922,

3825-446: The international UIC classification system: Goods wagons for special purposes include: The UIC's instructions were sometimes interpreted differently by the various railway administrations, so that it could happen that almost identical wagons were grouped into different classes. In addition wagons had occasionally to be reclassified after slight modifications. For example, an E Class wagon can become an F Class simply through welding on

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3900-532: The late 1930s these flat-roofed goods vehicles were fitted with welded braces in the end panels to reinforces the side walls. With the incorporation of Altona into Hamburg the district class changed in 1937 from Altona to Hamburg. The Class A9 covered wagons were designed for the transportation of weather-sensitive, light, large-volume or very long goods, such as furniture, automotive parts, decorative wood or large glass containers that, due to their volume, could not be moved in other goods wagons. Because their payload

3975-538: The late thirties the end panels were reinforced by diagonal braces in order to better stabilize the van body when shunting . Some of these vans were later converted to convertible wagons ( Fakultativwagen ) and equipped with the heating needed for passenger transport. In 1938, they were assigned to the "Karlsruhe" class with the letter marking "Gh" (DB: Gh 10; DR: Gh 04). But passengers were not allowed to travel abroad in these wagons or even board them in border stations. As DWV vans they railway wagon association they bore

4050-441: The letter marking "SSml", the Deutsche Reichsbahn grouped them into the "SS Köln" (Köln = "Cologne") class. The Class A4 stanchion or stake wagon ( Rungenwagen ) was built from 1913 to 1927 and was based on a Prussian design, Sheet II5. A total of about 35,000 were built, both with and without brakeman's cabs, the older series of wagons only had handbrakes fitted in the case of the variant with brakeman's cab and no brakes at all on

4125-647: The letter markings and class numbers used by the Deutsche Bundesbahn from 1951. The "DR" column displays the identification markings used by the East German Deutsche Reichsbahn from 1951. From about 1922, by order of the Reich Transport Ministry (RVM), almost all goods wagons were marked with the name of their owner, "Deutsche Reichsbahn", the name of a so-called " class district " ( Gattungsbezirk ),

4200-422: The lime truck based on Sheet II4. They differed, however, in not having the upper door handle, steps and body struts on the longitudinal beams over the axle boxes. These trucks had a loading length of 5,295 mm, a loading width of 2,812 mm, a payload of 15 tonnes and a loading volume of 18.6m³. These enclosed wagons were so designed that the lids and side doors were very close fitting in order to protect

4275-620: The mutual use of each other's goods wagons. Around 1850, the Union of German Railway Administrations ( Verein Deutscher Eisenbahnverwaltungen ) drew up regulations for the standardisation of dimensions and fittings. The formation of the Prussian State Railway Union in 1881 encouraged the emergence of wagon classes built to standard norms . One further European milestone was the formation of

4350-645: The names of German cities, usually those with the HQ of a Reich railway division . This method of classifying goods wagons was first used in 1912 when the Bavarian goods wagons were reclassified. The DR's goods wagon reclassification exercise began in 1922 and lasted until 1924. This did not just affect the Verbandsbauart goods wagons, but all goods wagons in the Deutsche Reichsbahn's fleet. (S = State railway class ; V = Verbandsbauart ; A = Austauschbauart ; W = Welded construction ) See also: Goods wagon At

4425-491: The normal letters indicating length and weight (k, kk, n, m and mm) the Type K may also have the following index letters: Today this class contains: Only of historic significance, by contrast, are pod wagons ( see below ) and cradle wagons ( see below ). As a rule, L wagons do not have stanchions. The most important index letters for basic classification of current types are: The UIC has standardised three types of L wagon,

4500-481: The number of axles. In the Deutsche Bahn , these mainly consist of RRym wagons with a 90-tonne (89-long-ton; 99-short-ton) payload. In considerably larger numbers, and designed for transporting steel coils, are the four and six-axle wagons equipped with loading troughs of the class S…hmm… . Some have fixed end walls and removable covers in the shape of tarpaulins or telescopic hoods. The Shimmns serving with

4575-434: The other variant had two loading doors and two ventilation flaps per side. Later, most of the four-door variants were converted to two-door wagons as the extra doors were deemed superfluous. Vans with two ventilators were mainly used for transporting fruit and vegetables. The new raised brakeman's cab was given a gabled roof with a pointed ridge and handrails were added to the outside of the steps. These twin-axle wagons had at

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4650-506: The others. Not until the later series that were delivered to the Reichsbahn, were all the flats fitted with compressed air brakes. They were equipped with 18 wooden stanchions; after the war these were sometimes exchanged for pressed steel ones. The payload was 15 tonnes, they had an axle base of 6,500 mm, a loading length of 10,120 mm, a loading area of 27,000 m, a length over buffers of 12,200 mm with hand brake and

4725-463: The protection of loads. The use of Kangourou wagon and Wippenwagen remained restricted in the period from the 1960s to the 1980s, despite their utility in enabling horizontal cross-loading without cranes , because at that time facilities for swap body cross-loading were still widely available in western Europe. The CargoSprinter , conceived as a goods wagon for the transport of ISO containers, did not get any further than trials. These wagons for

4800-408: The rail wagon ( Schienenwagen ) was not usually used to transport rails , because by the end of the 19th century these were far too long for this type of vehicle. Instead it carried everything that was too short for a stake wagon, for example: casks, agricultural machinery, motor vehicles and chassis for export, wool, cotton and cork rind from the port railways. This wagon class was only built without

4875-639: The so-called standard class ( Verbandsbauart ) and subsequent developments from them (the Austauschbauart class with interchangeable parts) dominated goods traffic in Germany up to the Second World War and had a significant impact in many other countries which acquired these wagons either through war reparations or simply because they were left behind by the Germans after the two world wars. From 1939, wagons were developed primarily from

4950-510: The standard designation "Vemgz" by the state railways. The DR grouped them as "V Altona", the variant with 4 decks (for geese) being given the additional index letter "g". They had a wheelbase of 4,000 mm, a length over buffers of 8,550 mm, a loading area of twice 18.2 m, a payload of 15 tonnes and a carrying capacity of 15.75 tonnes. The A8s built for the Prussian state railways had no hand brakes, but were fitted with

5025-442: The state railways, but later grouped into the "H Regensburg" class by the Deutsche Reichsbahn. They were deployed for the transport of logs, construction timber and steel beams. Because, in later years, many of the Verbandsbauart cradle wagons were no longer needed, several were converted into railway departmental wagons and used for the transport of sections of track. Others had their cradles removed and became works wagons within

5100-615: The term is used for one of the tram classes that arose after Second World War in West Germany. The Verband wagons succeeded the rebuilt, war-damaged trams and were built to guidelines issued by the Association of Public Transport Companies ( Verband öffentlicher Verkehrsbetriebe, VÖV ). The open wagon with drop-down sides of Class A1 were based on the Prussian truck, built to Sheet II 3. Just under 50,000 A1s were built from 1910, both with and without brakeman's cabs . They had

5175-508: The top and are connected by an articulated joint so the walls can be spread and slid apart, so that one half of the wagon is entirely open and may be loaded or unloaded from the side by forklift truck or from above by crane . Container wagons are flats specially fitted with securing equipment for transporting ISO containers . Depending on their design they may be grouped into classes L , R or S . Class K wagons are rarely used because even an 8-foot (2.438 m) high ISO container exceeds

5250-566: The wagons simply bore the letters "DR", the name of the class district, a wagon number and a category letter. Standard colours → RAL colour number (840-B) After the state railways had been subordinated to the sovereignty of the German Empire in 1920, the Reich Railway Authority began in 1921 to group all goods wagons with the same or similar roles into so-called "class districts" ( Gattungsbezirke ). These were given

5325-403: The wider Indian Gauge permits more height while keeping the centre of gravity still low. Car transporters (US: autoracks ) are predominantly used for the delivery of factory-new cars and vans to dealers. Because cars are a relatively light form of freight, European car transporters have two decks and, despite their great length, only need at most three axles. Where there are three axles,

5400-485: Was 1,300 mm and its loading width 2,750 mm. As state railway wagons they bore the letter marking "Sml" and, in the Deutsche Reichsbahn, they had the letter "S" and belonged to the Augsburg district class. Many wagons were given a welded steel profile underframe by the Deutsche Bundesbahn which enabled the payload to be increased to 20 tonnes (Sm 14). The following table gives an overview over several of

5475-399: Was 15 tonnes. The wagons without hand brakes had a wheelbase of 3,000 mm, a length over buffers of 6,600 mm and their unladen weight was 7.3 tonnes. The open wagons with a brakeman's cab had a wheelbase of 3,300 mm, their length over buffers was 7,300 mm and their unladen weight was 8.6 tonnes. They were designated as "Omk[u]" by the state railways and give

5550-545: Was only 15 tonnes the space in these wagons was almost never fully used. Just like the large-volume, covered vans of the state railways the Class A9 were also called Hohlglaswagen ("container glass wagons"). This expression derived from the fact that the Prussian and Saxon statey railways had large-volume vans specially built for the transport of container glass . The prototype for these Verbandswagen vehicles, roughly 6,000 of which were produced between 1914 and 1928, were

5625-412: Was reinforced with diagonal ties that ran from the top of the body to the bottom nearer the door. In the centre of the wagon was a pressed steel double door. The sides were 1,550 mm high. These wagons were built with and without a brakeman's cab, the cab where present being set directly on the chassis. The end walls folded down so that the truck could be emptied by tipping. These wagons were designed to

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