This is simple: all model railways have these markings leaving the molding form and German Railway wanted their rolling stock to look more realistic and true to detail.
Always learning about mainland Europe railways when I come to this channel. I have learn't more watching your videos than I ever did having a passing interest the last 52 years...
There was a timeperiod they used an extra markings on goods and passenger cars. The oldest (aprox 1890-1920) had plain bearings, castiron spoked wheels and even a wooden chassis. Those were still kept around in the 1950 and 1960s due to the massive shortage of railwaystock in Europe caused by WW2. Plain bearings were standard till the 1920s At the end of the 1920s faster trains and higher loadcapacity goodwagons were needed. The first steel monocoque passenger/goods railwaycars equiped with roller bearings emerged and those were partly allowed with special rules to run with the old railway stock. (f.e. the no steel cars behind wooden cars rule) They had a simplified image of a rollerbearing above or beneath the corner markings. Due to conversion programs f.e the German Umbau Wagen program newbuild programs and scrapping of the oldest not economic to update/convert railwaystock in the early 60s it was not neccesary anymore to mark cars with the rollerbearing mark.
A small series on wagon markings through the eras would be useful. The topic is deep enough for several videos and help show the working life of a wagon type like a G 10.
These videos about German wagon features (brake cabins, brake markings) are a gold mine of information! I’d like to see a video about the end-of-train markers.
Ohh that is an interesting topic, EoT markings on german trains have varied and changed quite a bit over the years. Though the same could be said for head-end markings. The latter to this day is kinda weird cause at day the head-end marking is nothing, but the night version of the head end marking (3 white lights) is mandatory during the day.
I try to find good and small channels like u because I love stuff like this even small ones who have great content even if their ownly a few hundred or few thousand subs
I'm curious as to the differences in brakes tuned for passenger vs goods services that required a tuneable brake system for wagons that could be used on either service.
Well, from what I‘ve heard (based on videos by „Der Silberling“), the standard brakes these days feature a lever that can be thrown from „G“ to „P“ and on some cars even to „R“ and „R+Mg“, which denotes how the brake is configured. P denotes Passenger, where the trains tend to be short and the brakes should be responsive, this setting is „just“ a connection from the brake pipe to the valve. G denotes Goods, where the brakes should respond slower, so the brakes apply roughly similar throughout long trains (otherwise the train would compress, putting strain on everything), this is achieved by choking the connection from the brake pipe to the valve, thus slowing the pressure loss for brake applications. On the other hand, R can apply the brakes harder at high speeds (roughly doubles the actual pressure of the brake shoes while over 70? km/h in order to get closer to the grip limits at these speeds. R+Mg is like R, but also arms the Track brakes at speeds over 50? km/h for even better braking independent of wheel traction. Although I have no actual knowledge how pax-only piping differs from freight piping (for the brakeless cars), I suspect it is based on the fact that passenger equipment tends to have a brake reservoir pipe in addition to the normal brake pipe (reservoir being at 8-10 bar while the brake pipe is released at 5 and enters into emergency at pressures below 3.5 bar) that can be (ab-)used for all sorts of fun like refilling the reservoir on cars, operating doors, giving the driver in push-pull a way to refill the brake pipe.
The difference is basically only the time they take to apply and release. In goods trains you want slowly applying and releasing brakes, to minimize in-train forces when everything bumps into each other. With much shorter and lighter passenger trains this isn't that much of an issue, so they apply and release much faster.
compared with the US, basically all modern european brake valves is double-acting. This raises rolling stock owners capital outlay while it allows signalling systems which permits a very dense traffic. It is entirely feasible running fast container services on P brakes, the route book in the case of Sweden (and traffic operator's own rules) says if P is allowed for freight and when.
Thank you for that information. I had an idea about the markings but none about their differences. I’d like to know the history behind European railways’ continued use of screw couplings and buffers versus automatic knuckle couplings.
Expensive to change from ? There was a project in the 70s which included basically a over-weekend change from screw to automatic couplers, including a lot of locomotives and rolling stock built with slots and other necessary modifications necessary in the frame. The SJ Rm (ironore adaptec Rc) has a fairly large rectangular opening for the coupler. One possible reason for the stop was SNCF's by this time fairly large outlay on LGV and TGV. DB had something alike.
Very informative and enjoyable as usual. This channel is rapidly becoming somewhat of light encyclopaedia regarding odds and ends on older (European) trains.
Perhaps the DB UIC-x wagen are a good topic? Produced in great numbers and variants becoming a standard, then later given an extra lease in life as IR wagons. After that carreer a lot found further service with private operators and Flixtrain converted some again that will still be running for the foreseeable future. Even the conversion to IR coaches could be a good topic by itself
The markings on the corners of good wagons had further markings. The oldest (Aprox 1890-1920) goodwagens who were still equiped with plain axle bearings , cast iron spoked wheels and/or wooden chassis could not be used and handeled as the modern 80-100 km/h certified railwaycars. f.e The famous Rheingold had an all roller bearings passenger and goods cars in them. simplified markings of a rollerbearing were painted above and below the corner markings. At first those markings were put on the axle bearing boxes but due to acumelating dirt on the bogies it was put on the corners by the corner markings.
Many thanks for your videos, which answer many questions I have had for ages about German railways. A question: why was the DRG still building express bogie passenger carriages without covered gangways (Faltenbälge) and only linking spans (Übergange) in the late 1920s and into the 1930s when for British and French companies, for example, covered gangways hed been standard (and safer!) for decades? Grüß, Mike.
I always wanted to know that! Thanks for explaining. There is one more thing about german railcars I haven't figured out yet and that is what the chalkboard on the side of goods wagons were for. I would really like to see you make a video about that one, too.
destination board ? and maybe being used by a switching foreman in a shunting yard ? There is a film on yt done by DB when they built the Maschen yard showing some of the methods used in the old goods yards in Hamburg.
This is great information. I've been cleaning wheels and metal on older Marklin models, where the corner symbols are cast into the plastic and raised up. Now I know those are not just corner brackets, which is what I thought the ones with the downward facing arrow were, and how to properly paint them.
Hello, again nice video! I’m thinking you could make a video about the railways’s G12 ( BR 58 ) or the early days before the Deutsch reichsbahn was formed then again keep up the great work!
Finding these videos really interesting, I have always had some Continental stock on my layouts, HO/OO was an odd mix but interesting and now in TT:120 it works even better. It’s fascinating to learn how the different systems used different codes for braked/unbraked wagons, the British system was quite different, we generally had one brake van at the end, later as brakes were fitted, initially they were vacuum brakes with vacuum supplied by the steam loco and wagons were different colours, grey-‘unfitted’ and Bauxite Red ‘fitted’ then as diesels took over vaccum brakes were changed to air brakes and brake vans disappeared altogether. Was the idea of painting steam loco chassis red just a livery idea or was it to serve a purpose?
What were wagons compatibile with only passenger break? Did they differ any more than nowadays? Delay on valve that is. It does require different handling and can caus not full release or locking due to overloading if mixed, but cutting of breakes in such wagon outright sounds extreme.
Actually the vacuum brake (Saugluftbremse in German) is a newer development which was successful because it was cheaper than the Westinghouse brake. I think in Germany they were only used on some narrow gauge railways.
Great video once again, very interesting. Seen the markings on models but never knew the meaning, same with the details on the brake housing etc. Thanks.
Did Europe take a lot longer to standardize on air brakes? It seems like the US standardized on air brakes decades earlier given the years you stated here.
I think you should not see Europe as an entity. Railways developed at different paces in various countries. Most traffic was and is domestic with similar standards mainly needed for international services. You still have differences in Power supply or signalling for example. Spain, among others even have a different track gauge.
Different railways - SJ in Sweden introduced vacuum brakes first and then later on the Westinghouse/Knorr air brake designs. Some swedish railways had only hand brakes in goods trains while the passenger trains had vacuum brakes. It existed at least one system using a rope to prevent brake applications - release tension in the rope from the loco, the brakes is applied.
are we not gonna talk about these renders? they are professional level.
This is simple: all model railways have these markings leaving the molding form and German Railway wanted their rolling stock to look more realistic and true to detail.
Always learning about mainland Europe railways when I come to this channel. I have learn't more watching your videos than I ever did having a passing interest the last 52 years...
There was a timeperiod they used an extra markings on goods and passenger cars.
The oldest (aprox 1890-1920) had plain bearings, castiron spoked wheels and even a wooden chassis.
Those were still kept around in the 1950 and 1960s due to the massive shortage of railwaystock in Europe caused by WW2.
Plain bearings were standard till the 1920s
At the end of the 1920s faster trains and higher loadcapacity goodwagons were needed.
The first steel monocoque passenger/goods railwaycars equiped with roller bearings emerged and those were partly allowed with special rules to run with the old railway stock. (f.e. the no steel cars behind wooden cars rule) They had a simplified image of a rollerbearing above or beneath the corner markings.
Due to conversion programs f.e the German Umbau Wagen program newbuild programs and scrapping of the oldest not economic to update/convert railwaystock in the early 60s it was not neccesary anymore to mark cars with the rollerbearing mark.
A small series on wagon markings through the eras would be useful. The topic is deep enough for several videos and help show the working life of a wagon type like a G 10.
Thanks for the deep dive in the wagon brake markings
These videos about German wagon features (brake cabins, brake markings) are a gold mine of information!
I’d like to see a video about the end-of-train markers.
Ohh that is an interesting topic, EoT markings on german trains have varied and changed quite a bit over the years. Though the same could be said for head-end markings. The latter to this day is kinda weird cause at day the head-end marking is nothing, but the night version of the head end marking (3 white lights) is mandatory during the day.
@@ssingfo 'head end', wasn't it only two in the pre 'kek' period? Very good videis btw.
When more explanation on the magnetic brakes of the 160 km/h certified passenger wagons
I try to find good and small channels like u because I love stuff like this even small ones who have great content even if their ownly a few hundred or few thousand subs
I'm curious as to the differences in brakes tuned for passenger vs goods services that required a tuneable brake system for wagons that could be used on either service.
Well, from what I‘ve heard (based on videos by „Der Silberling“), the standard brakes these days feature a lever that can be thrown from „G“ to „P“ and on some cars even to „R“ and „R+Mg“, which denotes how the brake is configured. P denotes Passenger, where the trains tend to be short and the brakes should be responsive, this setting is „just“ a connection from the brake pipe to the valve. G denotes Goods, where the brakes should respond slower, so the brakes apply roughly similar throughout long trains (otherwise the train would compress, putting strain on everything), this is achieved by choking the connection from the brake pipe to the valve, thus slowing the pressure loss for brake applications. On the other hand, R can apply the brakes harder at high speeds (roughly doubles the actual pressure of the brake shoes while over 70? km/h in order to get closer to the grip limits at these speeds. R+Mg is like R, but also arms the Track brakes at speeds over 50? km/h for even better braking independent of wheel traction. Although I have no actual knowledge how pax-only piping differs from freight piping (for the brakeless cars), I suspect it is based on the fact that passenger equipment tends to have a brake reservoir pipe in addition to the normal brake pipe (reservoir being at 8-10 bar while the brake pipe is released at 5 and enters into emergency at pressures below 3.5 bar) that can be (ab-)used for all sorts of fun like refilling the reservoir on cars, operating doors, giving the driver in push-pull a way to refill the brake pipe.
The difference is basically only the time they take to apply and release.
In goods trains you want slowly applying and releasing brakes, to minimize in-train forces when everything bumps into each other. With much shorter and lighter passenger trains this isn't that much of an issue, so they apply and release much faster.
compared with the US, basically all modern european brake valves is double-acting.
This raises rolling stock owners capital outlay while it allows signalling systems which permits a very dense traffic.
It is entirely feasible running fast container services on P brakes, the route book in the case of Sweden (and traffic operator's own rules) says if P is allowed for freight and when.
Thank you for that information. I had an idea about the markings but none about their differences.
I’d like to know the history behind European railways’ continued use of screw couplings and buffers versus automatic knuckle couplings.
Expensive to change from ? There was a project in the 70s which included basically a over-weekend change from screw to automatic couplers, including a lot of locomotives and rolling stock built with slots and other necessary modifications necessary in the frame.
The SJ Rm (ironore adaptec Rc) has a fairly large rectangular opening for the coupler.
One possible reason for the stop was SNCF's by this time fairly large outlay on LGV and TGV.
DB had something alike.
Very informative and enjoyable as usual. This channel is rapidly becoming somewhat of light encyclopaedia regarding odds and ends on older (European) trains.
Fascinating, thank you 👋
Kannst Du etwas zu den Bremssternen erzählen?
Grüße
Perhaps the DB UIC-x wagen are a good topic? Produced in great numbers and variants becoming a standard, then later given an extra lease in life as IR wagons. After that carreer a lot found further service with private operators and Flixtrain converted some again that will still be running for the foreseeable future. Even the conversion to IR coaches could be a good topic by itself
That was really cool to know, Thanks
Glad you enjoyed it!
The markings on the corners of good wagons had further markings.
The oldest (Aprox 1890-1920) goodwagens who were still equiped with plain axle bearings , cast iron spoked wheels and/or wooden chassis could not be used and handeled as the modern 80-100 km/h certified railwaycars.
f.e The famous Rheingold had an all roller bearings passenger and goods cars in them. simplified markings of a rollerbearing were painted above and below the corner markings.
At first those markings were put on the axle bearing boxes but due to acumelating dirt on the bogies it was put on the corners by the corner markings.
Many thanks for your videos, which answer many questions I have had for ages about German railways. A question: why was the DRG still building express bogie passenger carriages without covered gangways (Faltenbälge) and only linking spans (Übergange) in the late 1920s and into the 1930s when for British and French companies, for example, covered gangways hed been standard (and safer!) for decades? Grüß, Mike.
I always wanted to know that! Thanks for explaining. There is one more thing about german railcars I haven't figured out yet and that is what the chalkboard on the side of goods wagons were for. I would really like to see you make a video about that one, too.
destination board ? and maybe being used by a switching foreman in a shunting yard ? There is a film on yt done by DB when they built the Maschen yard showing some of the methods used in the old goods yards in Hamburg.
Excellent. Thanks you 👍
This is great information. I've been cleaning wheels and metal on older Marklin models, where the corner symbols are cast into the plastic and raised up. Now I know those are not just corner brackets, which is what I thought the ones with the downward facing arrow were, and how to properly paint them.
Very interesting. Thanks for sharing.
Really enjoying your channel!
Hello, again nice video! I’m thinking you could make a video about the railways’s G12 ( BR 58 ) or the early days before the Deutsch reichsbahn was formed then again keep up the great work!
Very interesting. I often asked myself, what those markings may mean. Now I know it. Liked & subscribed! :)
Most interesting, thank you 👍👍🇬🇧
Finding these videos really interesting, I have always had some Continental stock on my layouts, HO/OO was an odd mix but interesting and now in TT:120 it works even better. It’s fascinating to learn how the different systems used different codes for braked/unbraked wagons, the British system was quite different, we generally had one brake van at the end, later as brakes were fitted, initially they were vacuum brakes with vacuum supplied by the steam loco and wagons were different colours, grey-‘unfitted’ and Bauxite Red ‘fitted’ then as diesels took over vaccum brakes were changed to air brakes and brake vans disappeared altogether.
Was the idea of painting steam loco chassis red just a livery idea or was it to serve a purpose?
What were wagons compatibile with only passenger break? Did they differ any more than nowadays? Delay on valve that is. It does require different handling and can caus not full release or locking due to overloading if mixed, but cutting of breakes in such wagon outright sounds extreme.
Interesting that Germany went straight from manual brakes to air, where vacuum brakes never adopted?
Actually the vacuum brake (Saugluftbremse in German) is a newer development which was successful because it was cheaper than the Westinghouse brake. I think in Germany they were only used on some narrow gauge railways.
0:25 It's draf-ty, not draw-ty. Es lebe der feine Unterschied! Seriously, excellent video as always!
Do an episode on boilerless locomotives.
You mean fireless steam/hot water reservoir locos ? such as those found in refineries and paper mills ?
@@TheStefanskoglund1 Yes, ...and explosive depots, military dockyards, etc.
Wow cool broo did not know that
Do you plan on continuing the Rheinglod series (maybe with the E 03/103) or expand on the TEE?
Not right now, but eventually there will be more videos in this direction!
Great video once again, very interesting. Seen the markings on models but never knew the meaning, same with the details on the brake housing etc.
Thanks.
Did Europe take a lot longer to standardize on air brakes? It seems like the US standardized on air brakes decades earlier given the years you stated here.
I think you should not see Europe as an entity. Railways developed at different paces in various countries. Most traffic was and is domestic with similar standards mainly needed for international services. You still have differences in Power supply or signalling for example. Spain, among others even have a different track gauge.
Different railways - SJ in Sweden introduced vacuum brakes first and then later on the Westinghouse/Knorr air brake designs.
Some swedish railways had only hand brakes in goods trains while the passenger trains had vacuum brakes.
It existed at least one system using a rope to prevent brake applications - release tension in the rope from the loco, the brakes is applied.
Why was the chassis always painted red?
4:10 what did/do those wagons haul? I've never seen those before
0:23 Timber. Drehschemelwagen or Langholzwagen, UIC classification should be Lc if I'm not mistaken here.
I just noticed your couplers kinda look like the Märklin couplers rather than the hook and „chain“ of the real rails. Is that intentional?
Yes, as my models are intended for 3D-printing their couplings are designed for easy operation rather than prototypical appearance.
@@steelbridgemodels ah, somehow I never heard you make the models for 3D print, that explains.
A simple idea made complicated.
Klar: English gibt mehr Clicks. Und man kann schön üben.