In
the early 20th century most of the goods transported by anggkutan
Staatspoorwegen (SS), through the mountains is quite heavy in West Java.
SS therefore always strive to improve locomotive fleet to the challenge of freight transport demand is increasing.
Type Mallet locomotive which there is (SS500) has answered some of the challenges. However, this locomotive has the disadvantage that in the flexible steam pipe that delivers steam to the low-pressure cylinder, the problem is often leaky pipes, resulting in reduced power locomotives. Therefore, to anticipate the construction of railway lines, especially in mountainous regions, the SS ordered a new steam locomotive, more powerful. With the specification of which has 6 wheel drive as well as the locomotive CC series, but without using flexible pipes and of course, could eat a mountain path in West Java with a minimum radius of 150 m. The challenge was answered by the German Hanomag factory by introducing a tender locomotive with six driving wheels are coupled together and fitted one conductive front and rear wheels (1F1). Due to the cog-6 has a long wheelbase (6250 mm) is to meet the demands could eat a minimum of 150 m radius, and the first cog-6 has a tolerance of movement in the lateral direction by 30 mm, while the wheels of the Conductor 100 mm. Conductor wheels have reverse gear per departure (terugstelinrichting) with an initial voltage of 350 kg and 1300 kg maximum. Perlengakapan per was to keep the wheels automatically returns to its original position after eating sharp turns. With materials that have Ombilin coal calorific value of 6800 kcal / kg of the locomotive is equipped with oververhiter Adinda obtain a power of 1000 GPA on silindernaya. Total power locomotives Adinda equivalent to 1.8 times the power of existing Mallet locomotive (SS500). For the designer of locomotives, locomotive type 1F1 is unmatched anywhere in the world, thus attracting all the experts perkerataapian.
Between 1912 and 1920 brought 28 F10 locomotives of this type, of plant Werkspoor Hanomag in Germany and the Netherlands. On arrival in Indonesia, the locomotive Adinda get the serial number SS800. Javanic immediate action in line with the mountains of West Java, Bandung locomotive depot. Although the calculation "on paper" has been good, but after the operation, Adinda not so suitable for this west route. Because the first drive wheel has a remarkable level of wear and tear. So that after running about 2 months of the driving wheel must be replaced. Staatspoorwegen finally decided to move its operations from West Java to the railway lines in Central Java and East Java that take more of the minimum radius. Adinda locomotive locomotive depot inhabit Navan, Blitar, Malang and Jember. From then until the time of the Railway Service Enterprise, the majority of these inhabit the locomotive of East Java.
Special to the railway line Prupuk-Navan, where the cross is the average maximum speed of 75km / h, Adinda technically revised so as to be driven with a speed of 85 km / h without problems. This is especially necessary when Adinda used to drag an express train.
However, because water is not sebanayak tender locomotive with tender locomotive off, then the cruising range is also limited locomotive. Mallet locomotive so that it SS1600 (de Bergkoningin) began serving, Role Adinda to pull express trains began shifting. In addition to operations in Java, Sumatra Adinda also served in the West for coal transportation. In an age of independence locomotive Adinda get the serial number F10 (01-28) until the end of its term. Adinda interesting circuit in charge of goods and passenger trains, including "Dhoho Express" (Neat Dhoho) (Surabaya-Kertosono-Blitar). In 1986 F1015 brought to the Expo '86 in Vancouver, Canada, representing Indonesia. As with the other brothers, Adinda skipper did not escape the carnage of scrap metal. But you do not worry, you can still admire the figure of the locomotive at the Railway Museum Adinda Ambarawa (F10-02) and the Transport Museum, Ancol, Jakarta (F10-15).
Type Mallet locomotive which there is (SS500) has answered some of the challenges. However, this locomotive has the disadvantage that in the flexible steam pipe that delivers steam to the low-pressure cylinder, the problem is often leaky pipes, resulting in reduced power locomotives. Therefore, to anticipate the construction of railway lines, especially in mountainous regions, the SS ordered a new steam locomotive, more powerful. With the specification of which has 6 wheel drive as well as the locomotive CC series, but without using flexible pipes and of course, could eat a mountain path in West Java with a minimum radius of 150 m. The challenge was answered by the German Hanomag factory by introducing a tender locomotive with six driving wheels are coupled together and fitted one conductive front and rear wheels (1F1). Due to the cog-6 has a long wheelbase (6250 mm) is to meet the demands could eat a minimum of 150 m radius, and the first cog-6 has a tolerance of movement in the lateral direction by 30 mm, while the wheels of the Conductor 100 mm. Conductor wheels have reverse gear per departure (terugstelinrichting) with an initial voltage of 350 kg and 1300 kg maximum. Perlengakapan per was to keep the wheels automatically returns to its original position after eating sharp turns. With materials that have Ombilin coal calorific value of 6800 kcal / kg of the locomotive is equipped with oververhiter Adinda obtain a power of 1000 GPA on silindernaya. Total power locomotives Adinda equivalent to 1.8 times the power of existing Mallet locomotive (SS500). For the designer of locomotives, locomotive type 1F1 is unmatched anywhere in the world, thus attracting all the experts perkerataapian.
Between 1912 and 1920 brought 28 F10 locomotives of this type, of plant Werkspoor Hanomag in Germany and the Netherlands. On arrival in Indonesia, the locomotive Adinda get the serial number SS800. Javanic immediate action in line with the mountains of West Java, Bandung locomotive depot. Although the calculation "on paper" has been good, but after the operation, Adinda not so suitable for this west route. Because the first drive wheel has a remarkable level of wear and tear. So that after running about 2 months of the driving wheel must be replaced. Staatspoorwegen finally decided to move its operations from West Java to the railway lines in Central Java and East Java that take more of the minimum radius. Adinda locomotive locomotive depot inhabit Navan, Blitar, Malang and Jember. From then until the time of the Railway Service Enterprise, the majority of these inhabit the locomotive of East Java.
Special to the railway line Prupuk-Navan, where the cross is the average maximum speed of 75km / h, Adinda technically revised so as to be driven with a speed of 85 km / h without problems. This is especially necessary when Adinda used to drag an express train.
However, because water is not sebanayak tender locomotive with tender locomotive off, then the cruising range is also limited locomotive. Mallet locomotive so that it SS1600 (de Bergkoningin) began serving, Role Adinda to pull express trains began shifting. In addition to operations in Java, Sumatra Adinda also served in the West for coal transportation. In an age of independence locomotive Adinda get the serial number F10 (01-28) until the end of its term. Adinda interesting circuit in charge of goods and passenger trains, including "Dhoho Express" (Neat Dhoho) (Surabaya-Kertosono-Blitar). In 1986 F1015 brought to the Expo '86 in Vancouver, Canada, representing Indonesia. As with the other brothers, Adinda skipper did not escape the carnage of scrap metal. But you do not worry, you can still admire the figure of the locomotive at the Railway Museum Adinda Ambarawa (F10-02) and the Transport Museum, Ancol, Jakarta (F10-15).
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