Automatische Übersetzung. Originaltext in: EN - Original anzeigen The first P 8 type locomotives arrive in Romania in 1919 as war reparations. They are assigned the numbers CFR 230.036 - 053, although they operate under the KPEV numbers until 1923. In that year, plates bearing the initials CFR, series/number, and maximum speed are affixed to the locomotives. Most of these locomotives, as well as some tenders, prominently display the KPEV emblem featuring the winged eagle.

Automatische Übersetzung. Originaltext in: EN - Original anzeigen In 1920, the first order for 75 new P 8 type locomotives was placed with German factories, and these units were delivered in 1921.

The distribution of the locomotives was as follows:
Henschel & Sohn, Kassel (DE) - 35 units registered 230.001 - 035;
Berliner Maschinenbau AG (DE) - 25 units registered 230.054 - 078;
Hannoversche Maschinenbau AG (DE) - 5 units registered 230.079 - 083;
Henschel & Sohn, Kassel (DE) - 10 units registered 230.084 - 093.

These locomotives were equipped with Schmidt-Wagner purifiers and had oil lighting. Initially, they did not have automatic brakes or tar-burning installations, which were later installed domestically.

Automatische Übersetzung. Originaltext in: EN - Original anzeigen In 1926, CFR acquired 18 operational steam locomotives from Deutsche Reichsbahn, where they were designated as Class 38. These locomotives were required to be constructed after 1919 and were to be equipped with automatic brakes and a firebox made of copper. The thickness of the tire bands was specified to be a minimum of 40 mm, and the distance traveled since the last general repair was not to exceed 20'000 kilometers.

These were registered 230.094 - 111.

Automatische Übersetzung. Originaltext in: EN - Original anzeigen On August 24th, 1929, CFR entered into a contract with AEG (Allgemeine Elektrizitäts Gesellschaft, Berlin) for the delivery of 100 new locomotives, including 20 units of the P 8 type. Of these, 7 locomotives were supplied by the Henschel & Sohn factory in Kassel, while 13 locomotives came from the Schwartzkopff factory in Berlin.

The distribution of the locomotives was as follows:
Henschel & Sohn, Kassel (DE) - 7 units registered 230.112 - 118;
Berliner Maschinenbau AG (DE) - 25 units registered 230.119 - 131.

The contract stipulated that the locomotives were to be equipped with AEG electric lighting, a Pecz Rejtő purifier, a fuel oil combustion system, a Friedmann LF X steam emission injector on the left side, and an ASZ 10 injector on the right side. The price for each locomotive was set at 34 226 US dollars, which included modifications requested by CFR — specifically, the electric lighting and fuel oil combustion system — compared to the 32 365 US dollars cost for a similarly constructed locomotive for DR.

Automatische Übersetzung. Originaltext in: EN - Original anzeigen Beginning in 1932, the P 8 type locomotives were constructed and delivered for CFR exclusively by Romanian factories, Resita and Malaxa.

A total of 230 units were produced, delivered in successive batches between 1932 and 1939. The P 8 locomotives built by the Resita and Malaxa plants were equipped with various technical features, including a left-side live steam emission water injector type LF X, a right-side Friedmann water injector type ASZ 10, and a Pecz-Rejtö water evaporator. They utilized a Heusinger distribution system, a Cosmovici fuel injector, and a Fritz-Wagner steam regulator with a valve system. Additional components included a Friedmann NS II lubrication pump with six outputs, Kolb oil lighting system, a Reszny type speedometer, a Dilling watering system, a compressed air sandblasting system from Knorr, and a pressure equalizer also from Knorr. The locomotives featured an automatic Westinghouse brake system with action on all wheel profiles, including those of the trailing bogie.

Subsequently, equipment from the P 8 series was also used in the CFR 230.000 locomotives, which included NK lubrication pumps with ten outputs and FSA pumps with twelve outputs, a Vallourec superheater, and a Ramancour superior pipe blower. However, issues arose with the braking of the trailing bogie wheels, leading to their discontinuation by order of the Workshops Directorate in the latter half of 1936.

Automatische Übersetzung. Originaltext in: RO - Original anzeigen Unit 230.217 represents the 100th locomotive constructed at the Nicolae Malaxa factories in Bucharest. To commemorate this milestone, a celebration takes place within the assembly hall, followed by a festive meal for the entire factory staff.

A commemorative plaque is installed on the walls of the hall, featuring the inscriptions:
"20 DECEMBRIE 1928
S-A LIVRAT PRIMA LOCOMOTIVĂ
30 NOIEMBRIE 1933
S-A LIVRAT A 100-A LOCOMOTIV Ă CONSTRUITĂ ÎN ACEASTĂ FABRICĂ." <sup>1


1</sup> "20 December 1928
The first locomotive was delivered
30 November 1933
The 100th locomotive built in this factory was delivered."

Automatische Übersetzung. Originaltext in: EN - Original anzeigen Starting in 1935, CFR orders locomotives of series 230.000, specifically variants known as "partially strengthened" and "strengthened".

The "partially strengthened" variant features a Kylchap exhaust system, an enlarged superheater area, a "Superior" type flue cleaner, an electric lighting installation powered by a 0.5 kW turbo generator, a "Reszny" type speedometer model from 1933 equipped with a tape recording device, and a Halske system pyrometer.

The "strengthened" locomotives in the 230.000 series are equipped with various components, including a vertical live steam water injector (Friedmann VSZ 10) located on the right side, a Malaxa-Knorr-Tolkien water pump with a flow rate of 125 l/min on the left side, and a feedwater preheater with a heating surface of 9.16 m². Additionally, they have two "Gestra" drain and purge valves, a Kylchap exhaust system, a "Superior" flue cleaner, a steam regulator with a Fritz-Wagner valve, a Halske system pyrometer, a Cosmovici system fuel injector, metal seals at the piston rods (Hauber system), a Bosch type cylinder lubricating pump, "Siegen" type buffers, an electric lighting system with a 0.5 kW turbo generator, and a "Reszny" speedometer model from 1933 with tape recording capability. The locomotives also include a "Duplex" steam pressure reducing valve for train heating, as well as metal couplings for train heating between the locomotive and tender, utilizing the "UNIO" system. The weight of the locomotives is 98.75 tons when empty and 138.75 tons in service.

Automatische Übersetzung. Originaltext in: EN - Original anzeigen The last three locomotives of series 230.000 entered the CFR fleet on December 1st, 1952. These locomotives were referred to as trophies, received from the Soviets, and were recorded under a separate series of numbers, becoming 230.400 - 402.

The three locomotives underwent repairs at the CFR Grivita Workshops between December 1952 and January 1953. Following the repairs, the locomotives were allocated to specific depots:
unit 230.400 was assigned to the Pașcani depot on December 10th, 1952;
unit 230.401 was assigned to the Bucharest Triaj depot on January 9th, 1953;
unit 230.402 was also assigned to the Bucharest Triaj depot on January 7th, 1953.

Automatische Übersetzung. Originaltext in: EN - Original anzeigen The oldest P 8 locomotives in the CFR fleet are 230.036 and 230.039, both constructed in 1907.

Locomotive 230.036 was retired from service on January 30th, 1982, at the Simeria depot and was scrapped in 1996 after having traveled 1'242'530 km (this mileage does not include the distance covered from its construction until 1929, for which records are no longer available).

The other veteran locomotive in the CFR fleet is 230.039. This locomotive was built in 1907 by the Vulcan factory in Stettin (factory number 2352) for KPEV, where it was assigned to the Königsberg direction and received the running number 2407. From its construction, the locomotive featured a partially streamlined design to enhance aerodynamic performance, but it was soon modified to the shape it retains today. Locomotive 230.039 was retired from service on January 31st, 1987, after covering a total distance of 1'196'196 km from 1929 to 1987. On December 28th, 1991, it underwent a general revision, serviced at the Jibou and "16 Februarie" Cluj Napoca workshops, but was never reinstated into service. Currently, 230.039 is part of the national technical heritage, classified as a treasure, and is stored at SC REMARUL 16 Februarie in Cluj Napoca, awaiting potential restoration.