CFR 8001-8010
| CFR 8001-8010 | |
|---|---|
 CFR 8010
|
|
| Numbering: | 8001-8010 |
| Number: | 10 |
| Manufacturer: | Breda |
| Year of construction (s): | 1901 |
| Axis formula : | 2'C n4v |
| Gauge : | 1435 mm ( standard gauge ) |
| Total wheelbase: | 7800 mm |
| Smallest bef. Radius: | 190 m |
| Empty mass: | 59 t |
| Service mass: | 65 t |
| Friction mass: | 45 t |
| Top speed: | 90 km / h |
| Driving wheel diameter: | 1665 mm |
| Number of cylinders: | 4th |
| HD cylinder diameter: | 370 mm |
| LP cylinder diameter: | 585 mm |
| Piston stroke: | 610 mm |
| Boiler overpressure: | 15 bar |
| Number of heating pipes: | 232 |
| Heating pipe length: | 4065 mm |
| Grate area: | 2.5 m² |
| Radiant heating surface: | 12.9 m² |
| Tubular heating surface: | 148.1 m² |
| Evaporation heating surface: | 161 m² 1 146.25 m² 2 |
| Service weight of the tender: | 35 t |
| Water supply: | 15 m³ |
| Fuel supply: | 5 t / 8 m³ |
|
1 according to Prossy 2 according to Durrant |
|
The steam locomotives CFR 8001-8010 were procured in 1901 by the Romanian state railway Căile Ferate Române (CFR) from the Italian manufacturer Breda . The four-cylinder compound locomotives of the de Glehn type had a 2'C wheel arrangement. They were used to transport heavy passenger and express trains.
history
Before 1900, the CFR had only double-coupled express locomotives, the 2'B n2 CFR 28–33 , which had been built by Hartmann in 1887 , and above all the 1'B1 'n2 (Orleanstype) of the CFR 20–27 from Hanomag and CFR 455 –499 from the StEG locomotive factory , which was established in 1887 and 1892/93. In view of the increased train weights and the growing traffic, the Orleanstype could no longer be used economically on routes with steep gradients, which is why the CFR purchased the first express train locomotives with three coupled axles .
In 1901 Breda built ten wet steam four-cylinder compound locomotives in Milan under the serial numbers 524 to 533, the CFR classified them with the numbers 8001 to 8010.
They remained the only composite locomotives procured by the CFR, even if after 1918 other composite locomotives of the kk Austrian state railways and the Hungarian Magyar Királyi Államvasutak came to the CFR. The next CFR series 231 express train locomotives procured by CFR received a four-cylinder engine with simple steam expansion.
Before the First World War, the locomotives hauled the Orient Express, among other things .
After the war, the 8008 locomotive was parked.
technical features
The locomotive boiler , designed in the usual way, was designed for an operating pressure of 15 bar and had a grate surface of 2.5 m², the heating surface in contact with water was 161.0 m². The fire box was kept so narrow that it could still be inserted between the frames. The 232 heating tubes had a diameter of 50/45 mm
The sheet metal frame (plate frame) was designed on the inside, at the front it was through the internal low-pressure cylinder casting and between the two high-pressure cylinders through a strong sheet metal connection, which also acted as a support for the guide rulers, through a strong connection in front of the fire box and the front and rear pull box stiffened. Of these connections, the saddle-shaped cylinder casting, the connection to the high-pressure cylinders and the connections in front of the fire box to support the cylinder boiler and the smoke chamber were used. The fire box was supported on two slide supports attached to the right and left.
The four-cylinder compound engine was designed according to de Glehn, the two external high-pressure cylinders drove the fourth axis (second coupling axis), the low-pressure cylinders arranged inside the frame the third axis (first coupling axis). The cranks of the high and low pressure cylinders on one side were offset from one another by 180 °, the cranks on one side were offset from the other by 90 °. The steam was distributed via flat slide valves that were moved by four separate controls. The volume ratio of the cylinders was 1: 2.5. The controls were connected by a reversing rod in such a way that the filling of the low-pressure cylinders was 10 to 20% greater. In order to enable a safe approach from any crank position, there was a tap on the cylinder boiler with which the locomotive driver could supply live steam to the low-pressure cylinders.
The bogie had a side play of 25 mm on both sides. This ensured smooth running in straight lines and in curve radii of up to 190 m. The resetting of the bogie was effected with spring force, the load was transferred by lateral friction plates, which rested directly on the two suspension springs. The suspension springs were arranged in the middle between the two axles and each suspended from a longitudinal balancer which was supported with its ends on the axle box. This construction should produce a load that is as uniform as possible on all four axle bearings and avoid overheating. The springs of the other axles were below the axle bearings, those of the two driving axles were connected by longitudinal balancers.
The locomotives had the same equipment as the Orleans type: safety valves of the Ramsbottom type , speedometers of the Haussher type , two suction injectors and a high-pressure steam heater .
The Westinghouse brake acted on all coupling wheels and the Brüggemann type sand spreader sanded the first driving axle from the front.
The three-axle tender had an outer frame and a water tank reaching between the wheels. The two rear axles were connected by a balancer, the tender held 15 m³ of water and 8 m³ of fuel.
literature
- E. Prossy : express and passenger locomotives of the royal. Romanian State Railways . In: The Locomotive . Zeitschriften-Verlag A. Berg, Vienna 1906, p. 143-145 ( onb.ac.at ).
- AE Durrant: The Steam Locomotives of Eastern Europe . David & Charles, Newton Abbot 1966.
- CJ Halliwell: The Locomotives of Roumania / The Locomotives of Romania . Frank Stenvall, Malmö 1970.
Individual evidence
- ↑ a b c d e f g The Locomotive 1906, p. 192
- ^ AE Durrant: The Steam Locomotives of Eastern Europe , Newton Abbot 1966, p. 49
- ↑ The Locomotive 1906, p. 144
- ^ A b A. E. Durrant: The Steam Locomotives of Eastern Europe , Newton Abbot 1966, p. 44
- ^ AE Durrant: The Steam Locomotives of Eastern Europe , Newton Abbot 1966, p. 45
- ↑ Werner Sölch: Orient Express. The heyday and decline and rebirth of a luxury train. 4th edition. Alba, Düsseldorf 1998, ISBN 3-87094-173-1 , p. 197
- ^ Hans-Dieter Jahr, Ingo Hütter: CFR locomotives after the 1st World War. In: Contributions to the history of locomotives and railways. Retrieved June 15, 2019 .