Bahnbetriebswerk (steam locomotives)

A railway depot, also briefly depot (abbreviated Bw or BW) is responsible for the maintenance of the locomotives used in rail traffic. It was extremely important for the smooth operation especially in the age of steam locomotives. Bw possessed a variety of systems to meet these maintenance tasks. Therefore, the Bw required a lot of staff - they mostly were one of the largest employers in the region dar. locomotives were at a greater distance of the train operating plant used, this was done in a Lokbahnhof the Bw connected.

The history and current significance of these facilities is shown in the article depot.

• 2.1 Operating systems 2.1.1 Water Supply
• 2.1.2 roundhouse
• 2.1.3 Besandungsanlage
• 2.1.4 Coaling
• 2.1.5 Purification plant
• 2.1.6 blow-out
• 2.1.7 Auswaschstand

• 3.1 Working Groups
• 3.2 workforce

Tasks

Arm

Before a steam locomotive on the track was allowed, the engine crew had to do a lot of preparatory work. Engineer and fireman - - At the specified officials entering the engine crew notified the locomotive office of the operating plant. There they received the keys to their locomotive, a repair book, a route and timetable and a list of speed restrictions. After completion of all formalities engineer and fireman went to her steam engine, which was parked either in the roundhouse or an outdoor track. After climbing the cab of the train drivers began with the most important controls: Controller Examination, tightness of valves, water level indicators and brake test. The heater controlled the equipment and fuel supplies. Only after performing these checks the staff began with its ultimate purpose.

The heater started heating up the locomotive, then drove the steam engine to a test pit. While the engineer was looking under the locomotive and after any damage, had the heater - equipped with an oil can and oil gun - all lubrication points of the locomotive supply ( see figure).

Were carried out all the checks and reaches the operating pressure of the boiler, the locomotive was moved out of the roundhouse and embark on the turntable. After release of the tracks through the interlocking locomotive officially took their service and went to the track.

Disarm

In the last few kilometers to its final stop, the heater began with the teardown, by letting the fire burn down slowly, depending on the distance requirement. After the train had arrived at the last stop, put the heater from the train heating and the locomotive was uncoupled from the car. The locomotive drove back to the depot, where it first went to the coal handling plant. There, coal was loaded. For machines with oil and Kohlestaubfeuerung there were in the Bws that such machines domiciled or in which they applied, corresponding bunkers. The machine is then rolled into a slag pit, where the vessel was ausgeschlackt by plant workers. This combustion residues (ash and slag) were removed from the firebox and quenched and stored in a slag pit. The slagging off was a pretty dirty work. After the completion of the boiler slagging off we went to the water crane. Here were filled to the water resources of the machine. The next stop was the Sand house. For smaller depots there were handmade - with the help of ladders and buckets.

Since the engine was now equipped with everything that was needed for the next use, it was either parked in the roundhouse or an outdoor track and even cleaned from the heater. Repairs were done by the dedicated staff during the night. Machines should be used again the next day were parked warm. The shed heater was responsible for the maintenance of peace fire. After the machine was ready for the next use.

Wash out

The boiler of a steam engine had to be cleaned at regular intervals. This happened in the depot at precisely fixed dates. How far apart were two dates, given the quality of the boiler feed water, the frequency of deployment and the stress on the engine by the respective routes worked. The leaching of a steam locomotive consisted of six steps:

First, the steam had to be drained. After cooling down of the boiler, the water was drained. If this was done, so were able to start with the cleaning of the boiler. Thereafter, the vessel was filled and fueled again.

During the last trip of the locomotive before the scheduled cleaning began preparations for washing.

Period and plan work

While the plant workers were engaged in the washing of a locomotive, completed locksmith deadline and plan work. This work was necessary to keep the machine operational between the main examinations as long as possible. To keep the shut-down of the engine as short as possible, these works were spread over the whole year. Among the most important work there included the biannual brake auditors, the quarterly level testing and an annual main brakes investigation. Other work is reported in the table below.

Check axle bearings, and lubrication of the tender

Special Forces trains

In addition to the maintenance of all locomotives some depots are also responsible for the maintenance of special use trains. The most important units are auxiliary features ( for re- tracks of entgleistem rolling stock) and snow removal. In addition, there was fire trains to extinguish fires in the vicinity as quickly as possible. For the smooth running of a depot towing or shunting vehicles are required to move the cars and do not drive capable locomotives. In addition, almost every depot had a variety of special vehicles.

Facilities

Capital equipment

For the maintenance of a steam locomotive, you need a variety of different plants.

Water supply

For the operation of steam locomotives were needed in addition to coal and water. Therefore, the water supply of an operating plant played an important role. In order to ensure this, almost all railway depots had their own railway waterworks. These waterworks were equipped with various facilities for water production ( pumps, pipes, water tanks and donor sites ). Some Bahnbetriebswerke had two different waterworks: A railway waterworks, ready presented the process water for the operation of machines and a drinking water plant, stored the water for the employees of the depot. By connecting to the regional water supply accounted for the drinking water supplies of many railway depots. The water was taken from wells, springs and ponds and then purified. Process water for the operation of steam locomotives had to successfully achieve a high level of quality. Therefore, the railway waterworks developed their own filtering systems, where the water was processed useful for the operation. In particular, the salinity and hardness of the water for the usability were decisive.

After cleaning the usable water that was pumped into a water tower and stored there. These systems had different forms, there was no uniform design. All water towers owned several climbing and downspouts. The water towers supplied all plants with industrial water, including the water spouts. Using these devices, the water supplies of steam locomotives were added (either tender or water box). Water spouts were located mostly in the vicinity of the inspection pits or at the coaling station. There was also this variety of designs, but these were gradually replaced by unit types.

Larger and medium-sized railway depots had their own laboratory that constantly monitored the water treatment, especially while the treatment of boiler feed water was checked. In this case, investigations of the boiler feedwater carried out. The laboratory determined the salt content, the pH and the composition of the boiler feed water. The engine crew had to bring the laboratory at regular intervals, samples of the boiler feedwater. In addition to the water controls, the laboratory was also responsible for the control of the delivered lubricant oils and greases.

Lokschuppen

Every major operating plant had its own roundhouse with a turntable. The locomotives were turned on the turntable and parked in the roundhouse. These were heated, because the steam locomotives were not allowed to cool completely, otherwise the heating up took too long. To move cold parked steam locomotives Locomotive delay winds were mostly installed. It was prescribed for almost all railway companies to be able to leave at least 75 percent of all locomotives in the roundhouse, the rest was taken as free tracks. Large depots often had two or three roundhouse with the related hubs. The roundhouse was, however, of the turntable dependent upon failure of the engines could not be driven out of the shed. The turntable had therefore a standby drive ( with compressed air). Over time they developed a unit type, 26 meters in length stage. Hubs were always exposed to the weather and had to be serviced at regular intervals. Actually also each depot should have come with a turntable on a track triangle to failure of the turntables, which were usually very heavily loaded, to continue to apply the locomotives. Since track triangles but needed a lot of space, they were rare. Smaller depots often had only a square shed, which could be achieved by means of switches. At each depot building had to be present enough to expand it to all sides can. Minor maintenance were carried out in the roundhouse itself, for other repair and maintenance work was mostly still a Lokwerkstatt present, in which primarily was also a Überladekran, with the heavy spare parts could be moved.

Besandungsanlage

For trouble-free railway operation a sufficient static friction between wheel and rail is necessary. Therefore steam locomotives possessed sandboxes (usually two, on top of the boiler ). These were filled with the help of sand filling. For sanding there was either a Besandungsanlage with high bunker or a sanding tower. The special sand was stored in a separate stockpile. With a sanding tower telescope tube was latched in the sand box, the lock is released and then the sand box of the locomotive was filled as needed. All depots had to hold up a sand supply for at least 30 days.

Coaling

Each depot had one or more coaling, which had the following responsibilities: She was responsible for the supply and discharge of the coal. They also had to store the fuel and carry out the replenishment of fuel supplies of locomotives. Coaling, there were different types and sizes, these two criteria from the daily fuel delivery depended on the steam locomotives. The delivery of fuel carried by rail, with either normal freight cars or with specific Selbstentladewagen. The coal was stored in large Coal bunkers, these usually had side walls made of concrete ( with smaller depots these consisted of old sleepers and track pieces ). Each depot -level daily fuel requirement in a Hauptbansen, the remaining coal was stored in one or more Reservebansen.

The delivery of the locomotives could be done in different ways. Many operating plants brought the coal of the Bansen with Hunten on a separate track to a rotatable crane then lifted the Hunt and the contents tipped into the tender of the locomotive. Large depots had Stürzbühnen or Großbekohlungsanlagen who had four filled funnel-like bunkers, which were provided with a lock. If these are removed, sifted the coal in the tender of the locomotive. In this variant, the four small Bansen the coal was fed over a large crane to Hauptbansen. Since these two variants take a lot of space, Schrägbekohlungsanlagen were built in small and medium-sized depots. The transportation of coal was also carried out with Hunten, these were then pushed into a kind of elevator, pulled up and then tilted - so the coal also trickled into the tender of the steam locomotive.

In addition to the coal handling plant, there were often water cranes and service buildings. In addition, were often storerooms near these plants.

Purification plant

In the purification plant at teardown of a steam locomotive grate, ash pan and smoke chamber were cleaned because the combustion process of coal were up to 20 percent combustion residues left. These were scraped with various auxiliaries (scratches, hook and special scratch brushes), and added to the slag pit. Slag pits and slag channels were located in special slag tracks outdoors. The after cleaning leftover slag sump was stored for so long in the pit until it has been cleared. This was done either by hand or with an inclined lift (see picture right). The slag was scooped into Hunten, they were pulled up and tipped, the slag was in a car, with which it was removed.

Blow-out

During operation pitched in the heating and smoke tubes unburned cinders, ash and slag particles, which is why these tubes had to be blown out at specified intervals. Usually, this procedure was carried out according 500 to 1,000 kilometers running the machine. The blow off consisted of a mobile work platform and a tube. In this tube compressed air was pumped, then for all heating and smoke tubes were blown out. For this activity had their own employees, the execution of this work was carried out on a particular free track. Blowing out all the pipes could take up to an hour, a 01.5 had to, for example, 168 heating and flue pipes.

Auswaschstand

The boiler of the steam locomotives had to be cleaned at regular intervals. Although the boiler feed water has been extensively filtered, some chemical compounds were included that are not fully vaporized. These compounds consist subsequently as sludge and scale from, which could lead to blockage of the tubes, the heat transfer disabled in the boiler and thus resulted in a hazard when operating the machine. For this reason, the boiler had to be either every ten to 14 days, or after 2,000 kilometers mileage on express locomotives and 1,500 freight locomotives are washed with. The Kaltauswaschen the boiler lasted up to 14 hours, when Heißauswaschen you needed an additional special Auswaschanlage. For this operation, there was a roundhouse own Auswaschgleis with a Auswaschkanal, each depot had another Auswaschgleis outside the roundhouse. The water used is flowed into this channel and could be used if desired for other purposes.

Water crane in Stuetzerbach

Equipment

In addition to the operating facilities of each depot still had numerous technical systems. These included, for example, transfer tables and turntables. Very important were also Achssenken. These were located mostly in the engine shed or workshop. Through these machines, the change of axes could be performed relatively easily. There were many different designs so a unit type was wrapping. Using a Achssenke the installation and removal of an axis could be performed in only half an hour.

For minor repair work, the workshops of the railway depots who also have their own Radsatzdrehbänke. Increased wear of the tires made ​​namely outline edits the established repair shop stays required. Each workshop was also equipped with an extensive range of tools. For medium and larger Bahnbetriebswerke the workshop was divided into several departments. So there was a separate mechanical workshop, a forge, a tool manufacturing, a locksmith, a foundry and an electrical workshop ( this, however, had little meaning). Furthermore, there was next to the departments, some groups for specific tasks. For example, their own workshops for pump and boiler repairs have been established.

Other systems

At a railway depot belonged addition to the operating systems and social rooms ( shower and washing facilities, recreation rooms for the depot and locomotive staff, sleeping facilities for the locomotive crews and in larger Bahnbetriebswerke a canteen). Since a depot often had extensive trackage to devote a separate signal box was often associated, was controlled and directed from which the course of action.

Management

Working groups

In order to achieve optimization of work processes, to address specific areas working groups were assigned:

• Group A: Administrative Affairs,
• Group B: locomotive depot service,
• Group C: Locomotive repair,
• Group D: a trolley service and car repair,
• Group E: Mechanical systems,
• Group F: Fuel Storage and
• Group K: Automobile Service.

This system was used by both the German Federal Railroad and by the Deutsche Reichsbahn, had the Reichsbahn only other names for the groups. The administration functioned similarly in Austria, also here the work processes were divided exactly.

Group A: Administrative Affairs

The group A there was generally only in bigger railway depots, there was the administrative burden is greatest here. For smaller departments of the railway depot - chief took over these tasks for average operating plants, the administrative tasks were, however, divided on the groups B and C. The group A had to create an economic overview and a Lokleistungsübersicht. In addition, she was responsible for the entire payroll ( payment of fuel savings premiums and payment of vacation and paid sick leave ). The management of service books and Lokdienstzetteln (including mileage and fuel consumption of rolling stock ) as well as monitoring of energy consumption and consumption of fuels (especially coal, water and gas) was also an object of this group.

Group B: locomotive depot service

Group B was responsible for the locomotive depot service. Your standing in front of an inspector, this was usually at the same time the deputy superintendent of the service, which was supported by various helpers and Lokdienstleitern. The task service and create rosters, was later taken over by so-called technologists. Most major railway depots had an additional Außenlokleiter and its own Tue stone splitter. Smaller depots were broadcasting the Lokdienstleiter the tasks of this group. The group B, which was referred to at the Deutsche Reichsbahn as a section locomotive operation had to take care of the settlement of all matters of the locomotive and Zuförderungsdienste. Furthermore belonged operational monitoring of the drive vehicles, reconnaissance of malfunction or breakdown, construction of the service and current plans, division of personnel and machinery, control of power books, training of personnel, management of all documentation and care and support of all traction units ( heating up, coaling, cleaning) to their duties.

Group C: locomotive repair

The management of the Group C - Lokomotiv repair - was also responsible for a Reichsbahn inspector. This was mostly the deputy superintendent of the service, depending on the size of the depot several foremen were assumed. This group was made up of labor columns (up to 30 employees ) together, which in turn was subject to several foremen. The German Reichsbahn described this group as a department train entertainment. The group C was responsible for carrying out repair and maintenance work, transfer of damaged rolling stock to the repair workshops, ordering spare parts and materials, including management of the spare parts magazine, observation of new assemblies on vehicles, providing an auxiliary train and troubleshooting.

Group D: a trolley service and car repair

The group D took a special role in the operation of a works, because not every depot had such a department. Smaller depots allocated tasks to this group its own Championship Group C, which had a maximum of 40 employees. Larger D groups were summarized in both the DB as well as on the railways in the 1950s in independent departments, which were referred to as operating car works. If this was not the case, then the group D stood in front of a Reichsbahn inspector, depending on the size of the work up to three cars masters were assumed. This area was for examination of malicious reports of repairs of damages and defects, control of the car champion at stations, clarification of operational irregularities, filling of the gas-filling and disinfection systems for cars, cleaning, lighting and heating of cars, entertainment and repair works, delivery of wagons repair workshops, ordering spare parts and materials, including management of the spare parts magazine and observation of new modules on wagons responsible.

Group E: Mechanical equipment

The composition of the group E depended on the size of the railway depot together. In the DR, this group was referred to as the department "technical equipment ". The Federal Railroad this division was further divided into two subgroups. For medium and larger Bahnbetriebswerke the group standing in front of a Reichsbahn inspector. For smaller departments set up the group E of a maximum of 20 railway workers together - this mostly belonged to the group C.. This group was crucial for smooth operation. In their area of ​​supervision of gas, water, steam and heating systems as well as the coaling, Besandungs ​​, and charging systems fell ( the cranes, turntables and transfer tables also fell to their field ), maintenance of electrical installations, maintenance of rail scales and rail brakes, ordering of spare parts and materials, including management of the spare parts magazine and instruction and control of machinists.

Group F: Fuel Storage

Larger depots had their own department, which was responsible for the operational fabric warehouse - Group F. Smaller departments distributed the tasks of this group to the group A. For the tasks of the group F it was ordering and installation of fuel inventories and equipment, management of the devices ledger (a kind of inventory ) and storage of supplies and control of the situation Presented Range.

Group K: Automobile Service

The group K was formed in the 1930s, there they were, however, only a few railway depots. In the 1950 years Reich and Federal Railroad spun off from the group K, and finally converted them into so-called motor vehicle depots. The Group K was subject to a Reichsbahn inspector and had to fulfill the responsibilities for use and maintenance of motor vehicles, transfer of motor vehicles repair workshops, control and management of the oil depot and control of drivers.

Workforce

The staff of a train operating plant consisted of a service head, the inspectors, the operating officials, the craftsmen, the operation of workers and administrative staff. The boss of a railway depot was the service chief - he usually had a machine- technical training and was an engineer. For smaller departments, it often happened that the senior engineer took the lead. The service chief was responsible for the selection of staff, and he could also pick up checks. In addition, he was also a kind of security chief, because he had to monitor its compliance with safety and work regulations; He was also responsible for the cleanliness of the operating plant. Since almost all service chief had a train driver training, they had to help out with a high traffic volume on duty. In severe accidents or other events, the service chief had to appear immediately.