H0 ESU 31446 PortLux S.A. Deutz KG230 (CFL) Merterter Harbor Luxembourgish diesel shunter locomotive red Era IV AC & DCC Sound and Smoke

H0 ESU 31446 PortLux S.A. Deutz KG230 (CFL) Mertert Port Luxembourgish shunting-diesel locomotive in red, Era 4, AC & DCC Sound+Smoke

with tack-welded smoke generator and digital coupling!

• Frame and bodyshells made of metal

• Perforated cooling fan grille on the front face of the long hood

• Finely detailed, multi-color driver’s cab

• Numerous details on the chassis applied separately

• Separately mounted and partially perforated steps

• Free-standing handrails

• Spring buffers

• Included locomotive driver figure

• Height-adjustable digital shunting-coupling for all hook-type couplings

• Bell-armature motor with flywheel

• Drive on both axles, one traction tire

• LokSound 5 micro decoder for DCC-, Motorola®, M4 and Selectrix® operation

• Automatic registration at central units with RailComPlus® functionality

• PowerPack storage capacitor for uninterrupted power supply

• Speaker with large sound capsule for the highest sound quality

• Universal electronics with plug-in connector and slide switch to switch between two-rail and center-rail operation

• Smoke generator synchronized to LokSound

• Digitized original sounds of a KG230 B with 12-cylinder Deutz engine A12 L 714

• Direction-dependent lighting, train-side top signal switchable, shunting-, driver’s cab- and operator’s desk lighting

• Brake sparks on hard braking

• Chassis lighting

• Pipette for filling the smoke generator included

• Two different antennas included

• Length over buffers = 92.3 mm

In the performance class of a Köf III, Deutz offered from 1962 the two-axle diesel-hydraulic KG 230 B. KG stands for Kleinlok with cardan shaft drive; 230 for the power in HP and B for the axle arrangement. The in-house air-cooled twelve-cylinder engine A12L714 delivered 230 HP at 2000 rpm. The seven KG 230 built for explosion-sensitive plants used a water-cooled six-cylinder diesel engine. The transmissions of most locomotives were geared for traction power with a top speed of 20 to 30 km/h. Depending on track conditions, buyers could have additional metal added within the frame area so that the locomotives could be ordered with a weight of 26 to 36 t. The two locomotives of Bayernhafen AG and the BEHALA locomotives even had multiple-control equipment. Despite the now advanced age, many of the two-axle units still in operation today carry their original engine. Since most operators had only a few locomotives, they were kept technically in good condition because they could not do without them. The few staff trained on the locomotives knew their limits over the years; the simple and robust truck technology could often be kept running with on-board tools. Deutz delivered a total of 64; Henschel delivered three KG 230 B mainly to German owners, but also to France, Italy, Luxembourg and the Netherlands. One unit was procured by the German Federal Post Office; other locomotives in state service were with the Italian State Railways FS and the Spanish RENFE. The list of owners reads like a Who’s Who of European large industry: BASF, RAG, Wintershall, BP, DEA, Shell, VTG, Arbed, Thyssen, Mannesmann, Feldmühle AG, Krupp Stahl, Rheinpreußen, Rhenus, RWE, Ford, MAN, Volkswagen, Kali + Salz, Portland Cement, Holcim Cement, Südzucker AG. Also for port logistics in Aschaffenburg, Berlin, Braunschweig, Bremerhaven, Ginsheim-Gustavsburg, Hannover, Regensburg and at Luxport in Wasserbillig they relied on the sturdiness and pulling power of the air-cooled two-axle locomotives. The great quality of the construction is evident in that when there is no demand, the locomotives are not scrapped but sold on. In elegant red livery, a locomotive at the Verein 241-A-65 carefully moves valuable museum vehicles.

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