CFU 81-90
| CFU 81-90 | |
|---|---|
| Numbering: | CFU 81-90 |
| Number: | 10 |
| Manufacturer: |
Krupp serial numbers 1707, 2811 and others |
| Year of construction (s): | 1937-1942, 1950 |
| Retirement: | until 1966 |
| Type : | 1'D1 'h2t |
| Gauge : | 1435 mm ( standard gauge ) |
| Smallest bef. Radius: | 140 m |
| Service mass: | 106 t |
| Friction mass: | 73.5 - 75 t |
| Top speed: | 70 km / h |
| Driving wheel diameter: | 1,250 mm |
| Impeller diameter: | 850 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 600 mm |
| Piston stroke: | 640 mm |
| Boiler overpressure: | 14 bar |
| Superheater area : | 56 m² |
| Evaporation heating surface: | 81-89: 148.8 m² 90: 164 m² |
| Water supply: | 10 m³ |
| Fuel supply: | 4 t |
| Brake: | Indirect brake from Knorr and handbrake |
The standard gauge tank locomotives KBE 81–90 of the Cologne-Bonn Railways (KBE) were steam locomotives for mixed operation and were built by Krupp from 1937 onwards. Eight more locomotives were built by 1942 and a tenth locomotive with similar parameters followed in 1950. The locomotives were the largest and heaviest locomotives in the company and were in service until 1966. No locomotive has survived.
history
Since the KBE 80 locomotive met the demands of the Cologne-Bonn Railways, the company decided to only procure locomotives with a 1'D1 ' wheel arrangement for operation on its route network .
The Hanomag that had many CFU locomotives designed stand on the task of locomotive building in 1931 for further orders no longer available. Krupp had also delivered heavy tank locomotives with a 1'D1 'wheel arrangement for the Wanne-Bochum-Herner Eisenbahn (WBHE) , of which the results were good. The locomotives were efficient and economical, and there was relatively little wear and tear on the superstructure. Due to the good results of these machines, KBE initially ordered a locomotive from Krupp that was very similar to the WBHE locomotive except for the lower service weight. Krupp delivered the locomotive to KBE in 1937 under the serial number 1707 .
CFU 81-89
The prototype locomotive was given the designation KBE 81 . The locomotive was convincing in the test drives, so that from now on only 1'D1 'locomotives were to be used in heavy line service. Between 1938 and 1942 Krupp delivered eight locomotives that were relatively similar to the prototype locomotive and were given the designations KBE 82-89 .
The hallmarks of the locomotives were the Wagner smoke deflectors . From 1956, the large smoke deflectors on many locomotives were exchanged for Witte smoke deflectors . However, there were some machines that drove with large sheets of metal until the end of the mission.
The locomotives were in service until the early 1960s. It was only through the increased use of the KHD DG 1200 BBM series diesel locomotives that they could be dispensed with, although they could not compete with the steam locomotives in heavy-duty operation. By 1964, all locomotives had been decommissioned and scrapped.
KBE 90
In 1950 the number of heavy mainline locomotives was no longer sufficient. The KBE then ordered another locomotive of this series from Krupp. The manufacturer had designed a new build program that included private railway locomotives with the 1'D1 'wheel arrangement, as they were delivered to the Bentheimer Eisenbahn in 1950 with the BE 31 and 32 locomotives . Krupp then wanted to use a design from this new build program for this locomotive. For reasons of stocking spare parts, however, the KBE insisted on a replica from the pre-war program. In 1952 Krupp delivered a locomotive with the serial number 2811 that was almost identical to the pre-war locomotive. This could be seen externally on the Witte smoke deflectors, which led to the retrofitting of some of the pre-war locomotives.
The locomotive, which proved itself in operation, only remained in operation for 15 years. It was a reserve for failed diesel locomotives until 1966, when it was retired and scrapped.
construction
CFU 81-89
The locomotives had a bar frame with a sheet metal thickness of 100 mm. On locomotive 81, the four coupling axles were initially firmly in the frame. The running axles were designed as Bissel frames. The flanges of the second and fourth axles were weakened for better cornering . Compensating levers distributed the load between the coupling and running axles, so that the running axles had a load of 16 t and the coupling axles of up to 19 t.
The powerful kettle had a Belpaire standing kettle with an inclined and tiltable grate. The steam and food domes as well as the sandboxes were housed under a common panel. Two injectors were used to feed the boiler . With the exception of the deep blowpipe and the Coale type safety valves , all boiler equipment was of the standard design .
KBE 90
The Witte smoke deflectors and the welded boiler as well as the water tanks were the difference to the KBE 81–89 . It had Krauss-Helmholtz steering racks and, as the last German steam locomotive, a Belpaire standing boiler. Fittings, boiler feed valves and pumps were designed based on the model of pre-war locomotives.
The locomotive had two jet pumps ex works and was later equipped with a simple preheater in the smoke chamber that absorbed the exhaust steam from the air pumps. Both pumps were mounted on a console on the smoke chamber on the driver's side.
literature
- Eduard Bündgen: The Cologne-Bonn Railways 1891-1992 . EK-Verlag, Freiburg 1994, ISBN 3-88255-502-5 , p. 199-207 .
Web links
- Data sheet about the vehicles of the Cologne-Bonn Railway with mention of KBE 81–90
- Photo of the locomotive KBE 86 1959 with small smoke deflectors on eisenbahnstiftung.de
- Photo of the locomotive KBE 90 1959 on eisenbahnstiftung.de
Individual evidence
- ↑ Photo of the KBE 83 locomotive 1959 with large smoke deflectors on eisenbahnstiftung.de
- ↑ a b c d Eduard Bündgen: The Cologne-Bonn Railways 1891-1992 . EK-Verlag, Freiburg 1994, ISBN 3-88255-502-5 , p. 199-207 .
- ^ Photo of the locomotive KBE 90 1963 on eisenbahnstiftung.de
