CFO 241-262
| CFO 241-262 TCDD 45.501-518 CFFH 259-262 SEK Hε |
|
|---|---|
| Numbering: |
CFO 241-262 TCDD 45,501-45,518 CFFH 259-262 SEK Hε 444-447 |
| Number: | 22nd |
| Manufacturer: | Batignolles , tailor (Le Creusot) |
| Year of construction (s): | 1924-27 |
| Retirement: | until 1985 |
| Axis formula : | 1'D |
| Type : | 1'D h2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 17 800 mm |
| Fixed wheelbase: | 4400 mm |
| Total wheelbase: | mm |
| Service mass: | 65.0 t |
| Service mass with tender: | 102.0 t |
| Friction mass: | 54.0 t |
| Wheel set mass : | 13.5 t |
| Top speed: | 65 km / h |
| Indexed performance : | 1370 PSi |
| Starting tractive effort: | 12800 N |
| Coupling wheel diameter: | 1400 mm |
| Driving wheel diameter: | 1400 mm |
| Impeller diameter front: | 850 mm |
| Number of cylinders: | 2 |
| Cylinder diameter: | 550 mm |
| Piston stroke: | 660 mm |
| Boiler overpressure: | 12 bar |
| Grate area: | 2.5 m² |
| Radiant heating surface: | 14.9 m² |
| Superheater area : | 32.0 m² |
| Evaporation heating surface: | 154.9 m² |
| Tender: | 3T14 |
| Service weight of the tender: | 37.0 t |
| Water supply: | 14.0 m 3 |
| Fuel supply: | 8 t |
| Coupling type: | Screw coupling |
The Tender locomotives 241-262 of the Chemins de fer Orientaux (CFO) with the wheel arrangement 1'D were in 1924 and 1927 by the French locomotive factories Batignolles and Schneider (Le Creusot) for use on the main route of the Orient railway between Istanbul and Svilengrad delivered . Together with the CFO, 18 of the 22 locomotives went to the Turkish state railway TCDD in 1937, which decommissioned the last machines in the early 1980s. The remaining four went to Chemin de fer Franco-Hellenique (CFFH) just a few years after they were acquired in 1929 , which operated the Orientbahn routes in Greece until 1955 , after which they took over the Greek state railway SEK .
history
After the First World War , the CFO's vehicle fleet was run down due to intensive use and insufficient maintenance. The CFO therefore ordered 22 new, more powerful locomotives from the two French locomotive factories Batignolles and Schneider, which should be suitable for both passenger and freight transport. The design was based on three superheated steam locomotives delivered by Maffei to the Damas-Hama et Prolongements railway before the war in 1910 , which the Chemin de fer de Smyrne-Cassaba et Prolongements already procured in 1912 as a model for their machine at the Humboldt mechanical engineering company in Cologne Series SCP 101-112 .
The last four locomotives in the series, produced in 1924, went to the CFFH a few years after their delivery in 1929. This new company, which was in fact just a subsidiary of the CFO under mixed Greek-French management, had taken over the Orientbahn route from Svilengrad to Alexandroupoli as a result of the new demarcation between Turkey and Greece between Edirne and the mouth of the Mariza . The CFO still had operating rights north of Pythio , in particular for through trains between Istanbul and Edirne.
The CFO used the powerful locomotives for all types of trains; despite their relatively low top speed, they also hauled the Simplon Orient Express . In 1937 the CFO was nationalized and taken over by the TCDD. This included the locomotives with the numbers 45.501 to 45.518 in their inventory. They remained in use on their main route in the European part of Turkey. In 1955 four locomotives were stationed in the depot in the Istanbul suburb of Yedikule , the remaining 14 in Çerkesköy . In 1957, locomotive 45.501 was involved as a train locomotive on the Simplon Orient Express in the serious railway accident near Yarımburgaz , which killed 95 people. The locomotive was damaged but repaired. It is the only machine in the series that has been preserved and is in the Çamlık Railway Museum near Izmir .
Towards the end of the 1950s, the operations before the international express trains to and from Western Europe went to the more powerful locomotives of the TCDD 56 501-553 series, but the 45.5 series continued to provide express train services, such as before the night train between Istanbul and Edirne. In addition, they continued to haul passenger and freight trains. From the beginning of the 1970s, the TCDD gradually switched to diesel locomotives in its European network and the first machines in the series were decommissioned. Others went to depots in the Asian part of the country, such as Afyonkarahisar and Mersin . In 1978, however, there were also deployments in front of the express train from Istanbul to Athens . In the following years the remaining locomotives were taken out of service, most recently in 1985 two copies were used in front of work trains in Alpullu and Çerkesköy.
The four locomotives of the CFFH kept their CFO numbers. They were also used in all types of train, including international express trains. In 1955 the CFFH went to the Greek state railway SEK, which also took over the vehicle fleet. The four locomotives 259 to 262 were wrongly classified by the SEK as Hε (Eta-Epsilon) 444-447, according to the Greek designation scheme, the key letter Θ (Theta) actually stood for locomotives with a 1'D wheel arrangement. In the course of the switch to diesel traction, the locomotives, which were a splinter type in the SEK network , only remained in operation for a short time, although it is unclear whether all four examples were actually used by the SEK.
technical features
The locomotives were designed as simple two-cylinder superheated steam locomotives with sheet metal frames. They differed only insignificantly from the models of the DHP and the SCP, for example in terms of cylinder diameter and boiler length, as well as through the use of various equipment typical of French locomotive construction, such as the ACFI feed water preheaters . Despite the slightly smaller evaporation heating surface, thanks to the larger radiant heating surface, they were somewhat more powerful than the SCP locomotives. Another design change was the large Wagner smoke deflectors . Due to the still relatively weak superstructure of the CFO routes, they were designed for an axle load of only 13.5 tons.
literature
- Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey. Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4
- AE Durrant: The Steam Locomotives of Eastern Europe. David & Charles, Newton Abbot 1972, ISBN 0-7153-4077-8
- Wolfgang Lübsen: The Orientbahn and its locomotives . in: Lok-Magazin 57, December 1972, pp. 448–452
Web links
- Trains of Turkey: 45501 to 45518 (English)
Individual evidence
- ↑ 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. 200
- ↑ Trains of Turkey: Preserved Steam , accessed December 29, 2015
- ↑ 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. 204
- ↑ Wolfgang Lübsen: The Orientbahn and its locomotives . in: Lok-Magazin 57, December 1972, pp. 448–452, here p. 451