KN 1–6 (second occupation)
| KN 1 II -6 II | |
|---|---|
 historical recording
|
|
| Numbering: |
KN 1 II -6 II DEG 201-206 |
| Number: | 6th |
| Manufacturer: |
Krauss & Comp. Serial numbers 8342-8344, 8367, 15661, 15721 |
| Year of construction (s): | 1925-1941 |
| Retirement: | until 1970 |
| Type : | E h2t |
| Genre : | K 55.13 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,350 mm |
| Fixed wheelbase: | 2,700 mm |
| Total wheelbase: | 5,400 mm |
| Empty mass: | 49 t after conversion 50.5 t |
| Service mass: | 61 t after conversion 63 t |
| Friction mass: | 61 t after conversion 63 t |
| Wheel set mass : | 12.2 t after conversion 12.6 t |
| Top speed: | 45 km / h |
| Driving wheel diameter: | 1,100 mm |
| Control type : | Heusinger |
| Number of cylinders: | 2 |
| Cylinder diameter: | 500 mm |
| Piston stroke: | 550 mm |
| Boiler overpressure: | 13 bar |
| Grate area: | 2 m² |
| Tubular heating surface: | 105.76 m² after renovation 112.2 m² |
| Superheater area : | 42 m² after renovation 45.8 m² |
| Evaporation heating surface: | 147.76 m² after renovation 158 m² |
| Water supply: | 4 m³ after conversion 6 m³ |
| Fuel supply: | 2 t after conversion 2.1 t |
| Brake: |
Compressed air brake, Knorr throw lever handbrake |
The superheated steam tank locomotives KN 1 II -6 II (with a second occupation) with the wheel arrangement E were made for Kleinbahn AG Cassel-Naumburg (KN) from 1925 by the Krauss & Comp. procured.
Three locomotives came to the Deutsche Eisenbahn-Gesellschaft (DEG) in the 1950s and were retired by 1970. The KN 6 II was acquired by the Hessencourrier and has remained operational there.
history
As a result of the constant increase in transport services, Kleinbahn AG Cassel-Naumburg had to renew the company's first stock consisting of KN 1–4 around 1925 , while the new vehicles were intended to increase the transport capacity. So first three locomotives were built by Krauss & Comp. ordered, which were developed as an enlarged variant from the current ELNA program . The locomotives had an output of around 500 hp.
After the first operational experience, another machine became necessary, so that in 1926 a fourth locomotive was procured. Criticism arose from the smoothness and the insufficient water supply. In the case of the fifth locomotive of the series delivered in 1938, the side water tanks were increased from the manufacturer's works, thereby increasing the water content from 4 m³ to 6 m³. The last locomotive in the series followed in 1941.
The locomotives all survived World War II . After that, the drive was improved by adding Beugniot levers .
The KN 1 II was rented out several times after 1958 and retired in 1962.
The KN 2 II was the first to receive the Beugniot lever. During this renovation in 1948, the water tanks were enlarged and the coal supply increased. The locomotive ran until 1964, in 1966 it was scrapped.
The KN 3 II was also rebuilt, retired in 1966 and scrapped in 1970.
The CN 4 II received the boiler of the former to the renovation 1964 CN 2 II . It was sold to the Butzbach-Licher Railway in 1967 . There it remained in operation until 1971, although it still received the axles of the former KN 3 II . It was dismantled in 1972.
The KN 5 II , which had larger storage tanks ex works and was designed for a speed of 60 km / h, was in service with the KN until 1969, then it was shut down after the deadline and later scrapped.
The KN 6 II was retained. The locomotive was taken out of active service in 1970, then bought by the city of Naumburg and exhibited as a memorial at Naumburg station for twelve years . From 1983 it was brought back from the monument base and restored to working condition until 1985. Today it belongs to the Hessencourrier .
construction
The locomotives were designed based on the ELNA type program, but a five-axle locomotive was not planned here. The sequence of the boiler structures was characteristic of the Krauss machines. With them, the steam dome with valve regulator sits in front of the long boiler, behind it the feed dome, which however barely protruded beyond the boiler. The sandpit with two downpipes on each side and a Ramsbottom safety valve complete the boiler structure. The chimney at Krauss is longer than after the standard parts, in front of which the bell was arranged
The boiler had an evaporation heating surface of 147.76 m² and was slightly larger than that of the Prussian T 16.1 . This gave the locomotives an output of around 500 hp. Typical of the locomotives according to this scheme were the originally T-shaped arranged water tanks between the frame cheeks and only one small side attachment on each side. The coal box was behind the driver's cab. Since the supplies were too tight, the locomotives were given additional water boxes on the side and enlarged coal boxes.
The middle three axles were fixed in the frame and the outer wheelsets were designed to be laterally displaceable according to Gölsdorf . Nevertheless, there was a high level of wear on the rails and wheel tires . Even before the Second World War , there were several attempts to improve such as changes to the reset device. It was not until 1948 that a satisfactory solution could be found with the installation of the Beugniot lever .
The locomotives were equipped with steam heating .
See also
literature
- Klaus-Peter Quill: The Kassel-Naumburg Railway . Schweers and Wall, Aachen 1992, ISBN 3-921679-60-5 , p. 33-37 .
Web links
- Website about the Kassel-Naumburg Railway with a mention of DEG 201–206
- DEG 206 on the Kassel-Naumburg Railway 1964 on eisenbahnstiftung.de
- DEG 206 on the Kassel-Naumburg Railway 1964 on eisenbahnstiftung.de
- DEG 206 website at the Hessen-Courier
