DR small locomotive performance group II
| Standard small engine locomotive of the Deutsche Reichsbahn from 1933 | |
|---|---|
 Köf 4737 from 1938
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| Number: | 1114 |
| Manufacturer: | BMAG , Borsig , Deutz , Henschel , Krauss-Maffei , Krupp , O & K , Jung , Windhoff |
| Year of construction (s): | 1933-1965 |
| Axis formula : | B. |
| Genre : | Small locomotive |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over coupling: | 7535 mm |
| Length over buffers: | 6450 mm |
| Height: | 2700 mm |
| Total wheelbase: | 2500 mm |
| Service mass: | 15 t |
| Top speed: | 30 km / h |
| Installed capacity: | 37 kW – 44 kW (50 PS – 60 PS) |
| Driving wheel diameter: | 850 mm |
| Motor type: | 4/6 cylinder diesel / carburettor |
| Rated speed: | 1000 rpm |
| Power transmission: | mechanically |
The small locomotives of performance group II (example: series Kö II ) were developed as small locomotives - with low mass and low drive power - for light shunting tasks . After testing a few test locomotives, they were put into service by the Deutsche Reichsbahn from 1932 and used in light shunting and shunting services at small stations.
history
The development of these vehicles should make freight traffic more economical. For this purpose, the appropriately trained supervisory officer should be able to carry out the shunting tasks with the locomotive in one-man operation. Accordingly, the machines were developed to be economical in terms of maintenance and upkeep. In operation, they should be easy to use without technically trained personnel.
Of the 18 test locomotives put into operation in 1930, 16 locomotives were assigned to performance group II as 4000–4015, managed by Kö / Kb / Ks - depending on the type of drive , on the occasion of the classification introduced in 1931 due to the performance and the associated re-designation. None of the machines with internal combustion engines had been in state railroad services for more than a decade or, at most, were still used for a short time as devices in internal shunting. By contrast, all four cordless locomotives were in service for almost forty years; one of them was used as a factory locomotive until the end of the 1980s after it was sold.
Further prototypes from various manufacturers and a wide variety of technology followed in small series by 1932. All that was required was a wide driver's cab at the ends of the vehicle and a correspondingly low frame, electrical lighting and a view of the simple shunting coupling. Maintenance and repairs should be possible without a working pit. This resulted in variants with jackshafts, duplex roller chains, outer or inner frames, combustion engines with mechanical or electrical power transmission and also dual-power locomotives .
technology
As an energy source, the small locomotives mostly had diesel engines (old designation Kö / Köf / Köe), but they were also available with benzene engines as Kb / Kbf / Kbe and with electric batteries ( accumulator or storage locomotives : Ks / Ka ) as well as individual pieces with steam engine . The third letter indicates the type of power transmission. If it is missing, the locomotive has a manual gearbox , the f stands for a fluid transmission and the e for electric traction motors , which were fed by a generator connected downstream of the motor. Köf therefore stands for small locomotive with oil (diesel) engine and fluid transmission.
The locomotive was small, had a standard gauge , but only filled half of the clearance at the top. This enabled it to be loaded onto flat wagons for transfer. This was necessary because an overpass on its own would have severely hindered traffic due to the top speed of 30 km / h. The low-lying driver's cab (originally with open side entrances without doors) allowed the small locomotive operator to get out quickly for coupling and uncoupling.
The small diesel locomotives were the first German diesel locomotives to be built in series by several manufacturers. They were initially divided into two performance groups:
- Lg I (up to 50 hp)
- Lg II (51 to 150 hp)
After the first 65 deliveries of the Lg II from prototypes or small series with different drive types and designs of the locomotive body , this was first standardized in its main dimensions in 1932. In the following year, as part of a job creation program, an initial order for 150 of these unified small motor locomotives was placed with the companies involved in the development. It all started with company number Kb 4065 from BMAG; the following deliveries were - apart from a machine in storage technology, the unique Ks 4071 , and a group of two-engine locomotives with the designations Kbs 4073 to 4077 - numbered consecutively. With regard to engines and gears, experiments continued. The combination of diesel engine and hydraulic transmission, which became established in 1938, only fills about half of the existing space in the front end.
The braking performance of the Kö was initially only determined by the weight of the engine driver and the maximum possible force transmitted by the brake pedal. With the use of new, more powerful engines (up to 128 HP) and the associated increase in pulling force, it increasingly turned out to be too low; therefore many small locomotives at DB and DR were equipped with a compressed air brake. However, the DR locomotives did not have their own brake cylinder, so that only the wagons carried are braked with air. At DB, the maximum permissible speed has been increased from 30 km / h to 45 km / h in some cases as part of the installation of the air brakes. The air brakes equipped with air brakes can be easily recognized by the air tanks on the front end. Only some of the DB locomotives received the usual automatic Knorr air brakes. The other part received a Kdi type brake (Knorr Direct-Indirect). With this type of brake, the locomotive itself only has a directly acting and therefore not automatic compressed air brake, but provides a UIC-compatible automatic compressed air brake for the wagon train via a relay valve. The locomotives can be operated from both sides of the driver's cab; However, the complete instrumentation of the air brake is often only available on one side on the right, where it is needed for the route.
Since the open driver's cab offered no significant weather protection in winter, it was also converted in the course of general inspections from the end of the 1950s.
Technology of the Köf II
The travel switch handwheel is mechanically directly connected to the injection pump and the transmission filling valve. It has the positions "Shut down" (the injection pump is pulled to the zero delivery position, the diesel engine shuts down), "Zero" (gearbox emptied, engine at idle speed), "Filling" (gearbox fills, engine continues at idle speed) and a control range " Driving ”, in which the amount of fuel injected can be continuously adjusted by the driver. A simple centrifugal governor limits the idling and maximum speed of the diesel engine. It is not possible to fill the gearbox part as is the case with larger diesel-hydraulic locomotives. A mechanical gear lock prevents the actuation of the gear filling valve when the locomotive is to be secured against unintentional movement or the engine speed is to be increased for pumping air. When the gear lock is engaged, a spring absorbs the forces otherwise acting on the filling valve and also resets the travel switch handwheel to the zero position when it is released. A safety driving circuit is not available in the Köf of performance group II.
Further development in the post-war period
While the DB still built and developed a total of more than 700 power group II machines after the war, in the GDR only two were built in addition to 32 small Lg II locomotives (including the last Lg II from 1968) that were (re) built in the Dessau RAW New buildings for the DR . On the other hand, LKM in Babelsberg - looking very similar to the classic small locomotive - developed the type N3 ( chain drive / 60 hp) from the Lg II and the type N4 ( rod drive / 90 hp) from the O&K type RL8 , of which a total of more than 360 vehicles were supplied exclusively to industrial companies. The first real further development in the GDR was the V 10 B (with its further developments to the V 15 / V 22 / V 23 ) from Babelsberg. As with the DB, the decision was made to build a class III small locomotive, but this plan was rejected and the DR class V 60 was developed instead .
The DB later developed a third performance group as the DB series Köf III with up to 240 hp. In 1987 the diesel locomotives of the series 260/261 (until 1968 DB series V 60 ) were assigned to the small locomotives, as well as in 1992 the series 104-106 (until 1970 DR series V 60 ).
Numerous Lg II locomotives were supplied directly to private, military and industrial railways by industry. Further Köf IIs ended up in private hands after they were retired from the DB.
Further development in Denmark
From 1966 to 1969, the Danske Statsbaner von Frichs procured a total of forty small locomotives of the Køf type , which was heavily based on the Köf II. The engine came from Leyland Motors and the cab was designed a little more modern. Individual locomotives are still in use today.
Designations
- German State Railroad Company:
- Service group II, Kb / Kbe / Kbf / Kbs / Kö / Köe / Köf / Ks 4000 to 5406 (from 5124 partly delivered to private customers due to the war or orders canceled), 5707 to 5709, 5801 and 5802 (a total of 1282 deliveries to DR)
- German Federal Railways:
- Kb / Kö / Köe / Köf 6000 to 6047 (takeovers from the German Wehrmacht and companies important to the war effort)
- New building Köf 6100 to 6835 (as well as Ka 4992 "and 4993")
- 1968 rebranded as class 321–324
- Series 321: Vmax = 30 km / h, foot brake, conversion to 322–324 completed by February 1974
- Series 322: Vmax = 30 km / h, air brake
- Series 323–324: Vmax = 45 km / h, air brake
- German Reichsbahn:
- Kö / Köf 5710 to 5753 (takeovers from the German Wehrmacht and companies important to the war effort)
- New buildings Kö 4002 "to 4032" as well as Kö 5754 and 5755
- 1970 renamed to class 100
- 1973 The narrow-gauge Kö was renamed the 199 series
- Deutsche Bahn AG:
- 1992 The DR class 100 is renamed DB class 310
- The last copies of the series 310, 323 and 324 were retired in the second half of the 1990s.
Whereabouts
German Federal Railroad
A standardization program ran until 1974 in which the pre-war locomotives were given the Deutz or Kaelble diesel engines used in the post-war series, compressed air brakes and a hydraulic three-speed gearbox from Voith. In the 1980s, numerous Köf IIs were still in service with the DB (some over fifty years old - 323 412 and 323 415 were for a time the oldest locomotives of the Deutsche Bundesbahn), plus a handful of battery-operated small locomotives, DB series 381 and 382 .
German Reichsbahn
In 1970, the Deutsche Reichsbahn changed 378 machines of performance group II to the EDP series designation series 100 . The engines of the pre-war locomotives were gradually replaced by engines from domestic production. Existing hydraulic gears were dismantled from 1967 and replaced by gear drives. Only about eighty small locomotives retained hydraulic power transmission with the DR; they were mostly classified in the sub-series 100.8. Their designation was Köf in the old numbering scheme . Sifa and radio shunting were not common. The Deutsche Reichsbahn converted many Kö to air brakes ; this measure was not yet completed until the political change in the GDR .
In 1983/84, two Kö IIs for the Halle (Saale) industrial line and one for the Harz narrow-gauge railways in the Harz were re-gauged to 1000 mm. This locomotive was followed by two more in 1991. All five locomotives are still preserved.
Deutsche Bahn AG
The Deutsche Bahn took over a number of small locomotives from the Deutsche Bundesbahn and the Deutsche Reichsbahn. The last 323 was retired in 1999. In the redesignation plan from 1992, 318 machines of the DR type 100 were given the new series designation 310 . The last locomotive in this series was retired in 1998.
Private and museum railways
A number of Köf IIs remained with numerous other railway companies and railway associations, both in regular use and as museum locomotives.
Use abroad
After the Second World War, some locomotives remained with the Italian State Railways (FS series 213) and the Austrian Federal Railways (ÖBB series X112, X130, X150). A few locomotives ran for the ČSD until the mid-1950s . As a reparation payment , a single machine went to France to the SNCF , which it used in the Paris depot in La Chapelle. The locomotive built by Deutz and designated as Y DE 10110 was painted green with red buffer planks and had only one headlight on each side, which was mounted above the right buffer. In 1966 it was redrawn in Y DE 18110, given a lighter green and yellow buffer beams. Around 1970 it was sold to a scrap dealer who used it to move scrap locomotives.
After the locomotives were retired from the Deutsche Bundesbahn in 1979, at least 15 of the locomotives came to Italy. Around 1990 further machines came to Switzerland, where they are in use as Tm 2/2 at various companies and the Swiss Southeast Railway . Other locomotives came to the VVT in Switzerland as museum locomotives as well as to various Dutch museum railways.
The Kö 4462 remained in Norway after the Second World War and was given the number Skd 211 61 there .
Individual evidence
- ↑ Køf - the little workers. In: Jernbanen 2/2004 (PDF; 1.4 MB).
- ^ Railway vehicle catalog - Volume 1: Deutsche Reichsbahn. Publishing house GeraNova 1993
- ^ Deutsche-kleinloks.de - Deutsche Bundesbahn - Class 323. Accessed on April 3, 2020 .
- ^ Deutsche-kleinloks.de - Deutsche Bahn AG - Class 310. Accessed on April 3, 2020 .
- ↑ Ferrovissime No. 64 (October 2013), p. 29 f.
- ↑ NSB Skd 211.61. www.jernbanen.dk, accessed June 10, 2014 (Danish).
literature
- Peter Große, Horst Troche: The standard small locomotives, performance groups I and II. EK-Verlag, Freiburg 2002, ISBN 3-88255-217-4 .
- Leopold Niederstraßer: About the development of small locomotives . In: Alfred B. Gottwaldt (ed.): Lok magazine . No. 118 . Franckh'sche Verlagshandlung W. Keller & Co., 1983, ISSN 0458-1822 , p. 21-31 .
- Leopold Niederstraßer: On the development of small locomotives, part 2 to issue 118 . In: Alfred B. Gottwaldt (ed.): Lok magazine . No. 119 . Franckh'sche Verlagshandlung W. Keller & Co., 1983, ISSN 0458-1822 , p. 114-121 .
Web links
- deutsche-kleinloks.de, extensive database of all Köf
- Axel Klatt's Kleinlok pages
- Information on the received locomotives of the type LG II standard small locomotive on the "Railway Museum Vehicles" website
- Information on the received locomotives of the type LG II standard small locomotive (new DB building) on the "Railway Museum Vehicles" website
- Information on the received locomotives of the type LG II standard small locomotive (new or modified DR) on the website "Railway Museum Vehicles"