Bavarian EP 1
| Bavarian EP 3/5 (EP 1) DR series E 62 |
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 Factory photo
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| Numbering: | 20 001 - 20 005 E 62 01 - 05 |
| Number: | 5 |
| Manufacturer: | JA Maffei Maffei-Schwartzkopff-Werke GmbH |
| Year of construction (s): | 1912 |
| Retirement: | from 1939 (E 62 03) to 1955 (E 62 001) |
| Axis formula : | 1'C1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,400 mm |
| Total wheelbase: | 9,000 mm |
| Service mass: | 72.5 t |
| Friction mass: | 46.5 t |
| Wheel set mass : | 15.5 t |
| Top speed: | 45 km / h |
| Hourly output : | 710 kW |
| Continuous output : | 440 kW |
| Starting tractive effort: | 131 kN |
| Hourly traction: | 64 kN |
| Continuous tensile force: | 35.2 kN |
| Driving wheel diameter: | 1,050 mm |
| Impeller diameter: | 850 mm |
| Power system : | 15 kV 16 2/3 Hz ~ |
| Power transmission: | Overhead line + 2 pantographs |
| Number of traction motors: | 1 |
| Drive: | Helical rod drive |
| Locomotive brake: | Handbrake |
| Control: | Rotary transformer 11 speed levels |
The electric passenger locomotives of the type EP 3/5 were the first electric locomotives for single-phase alternating current of 15 kV and 16 2/3 Hz for the Bavarian State Railroad after the first electrical operation in Bavaria by the local railway company on the Murnau – Oberammergau route with 5 kV and 16 Hz from January 1, 1905. The Bavarian EP 3/5 , known as EP1 20 001 - 005 from 1918 , was mainly used on the Ausserfernbahn . They were designated as E 62 01 - 05 by the DRG .
history
On July 1, 1912, operations began on the Garmisch – Scharnitz line , and electrical operation began on October 28, 1912. From May 28, 1913, the Garmisch – Reutte route in Tyrol was also powered by electric trains. For this purpose, five locomotives of the EP 3/5 20 001 - 005 series were procured by the Bavarian State Railroad and put into service in 1913. They were mainly used on the Garmisch – Reutte section, the locomotives were located in the Garmisch-Partenkirchen depot . The locomotives were delivered late, so that initially the kkStB 1060 had to cope with the electric train operation alone. A machine (EP 3/5 20 001) was loaned to Freilassing for the opening of electrical operations on the Bad Reichenhall – Berchtesgaden line . In contrast to the Baden A2 , on which the locomotives were technically oriented, the E 62 showed satisfactory properties in operational service. For the first time, the Bavarian State Railways equipped these locomotives and the associated passenger cars with electric train heating and not with a boiler, as was previously the case.
The locomotives were able to keep in operation for quite a long time despite increasing train loads. It was not until the late 1930s that the first withdrawals followed. In 1939 the E 62 03 and in 1941 the E 62 05 were retired. The remaining locomotives were able to save themselves due to the lack of locomotives until they were taken over by the Deutsche Bundesbahn . The last machine in operation was the E 62 01 , which in 1954 even received a major overhaul. After that, it was still in operation for some time on the Murnau – Oberammergau local railway, which had meanwhile been electrified with 15 kV 16 2/3 Hz AC , and was retired in 1955 as the last locomotive in its series. The locomotive was in the Munich-Freimann repair shop until 1965 and was intended to be taken over by the Nuremberg Transport Museum . Ultimately, due to lack of space, only the middle frame segment with two drive axles, the drive motor and the inclined drive rod could be used. This exhibit was badly damaged in the fire in the Gostenhof engine shed in 2005. It is still available and has not been processed until today (2016).
On the occasion of the anniversary of the aforementioned Ausserfernbahn to Reutte, it was shown on a special postage stamp in 2013.
technology
The locomotives were designed like the Badische A2 in terms of running gear. In order to avoid their difficulties when running the vehicle, the drive, as with the kkStB 1060, was designed with just one motor and an inclined drive rod. This avoided shaking vibrations like those that occurred with the Badische A2. The running axles were designed as Adam axles with ± 65 mm side play, the first and third coupling axles were firmly mounted in the frame, the middle coupling rod had ± 25 mm side play. The diameter of the driving wheel was chosen to be only 1,050 mm due to the incline, but at the expense of speed. The drive was designed for 60 km / h, but the speed of the live drive motor only allowed the specified 45 km / h. The locomotive had a helical rod drive with only one drive motor and drive rod, this drive then also became standard for the other locomotives from the time before the First World War ( E 36 , E 01 and E 30 ) with higher speeds. The frame and the car body were designed similar to the Badische A2, with end cabs and bevelled ends. The difference to the previous version was the transition doors on the front and the fan slots in the side walls above the floors.
The locomotives were equipped with an oil-cooled main transformer with a continuous output of 560 kVA and a total weight of 8.31 t. It had eleven taps on the secondary side for power control of the electric traction motor. A rotary transformer could be used for fine control, but the load switch had to be opened to switch between the transformer stages. This led to jerky movements due to the interruption in traction. Originally the transformer still had a tap of 300 V, later of 800 V for auxiliary equipment and the train heating . With this tap, the locomotive was able to provide a heating output of 90 kW. Later, a tap of 1,000 V was added for the converted electric train heating. The drive motor was a 28-pole, self - cooled, single-phase series motor with two commutators . The highest voltage on the motor was 383.5 V. Up to a speed of 28.5 km / h, the drive motor could generate the starting torque of 48 kNm. With half-worn tires and the highest driving speed, the engine turned at 238 rpm.
literature
- Dieter Bäzold, Günther Fiebig: German Locomotive Archive: Electric Locomotives . transpress, Berlin 1992, ISBN 3-344-70748-5 .
- Dieter Baezold, Brian Rampp, Christian Tietze: Railway vehicle archive 4 - Electric locomotives of German railways . Alba-Verlag, Düsseldorf 1993, ISBN 978-3-87094-143-7 .
- Günther Scheingraber: German Railways - type sketches and sections. Volume 3: Locomotives and wagons of the Royal Bavarian State Railways . Franckh'sche Verlagsbuchhandlung W. Keller & Co, Stuttgart 1968.
Web links
- Description and illustrations ( Memento from August 14, 2007 in the Internet Archive )
- Description of the locomotive on elektrolok.de
- Photos of the E 62 01 + E 62 04 on the Mittenwaldbahn 1939 at the Joachim Schmidt Railway Foundation
- Photo of the decommissioned E 62 01 in the Munich-Freimann repair shop at the Joachim Schmidt Railway Foundation
Individual evidence
- ^ Benzenberg Manfred, Joachimsthaler Anton: 100 years of the electric railway 1879-1979 . 3rd, revised. Ed. J. Keller, Starnberg 1980, ISBN 978-3-7808-0125-8 .
- ↑ a b c d e Description of the locomotive ( memento of the original from July 31, 2010 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. on elektrolok.de.
- ^ A b c d Rampp, Brian., Tietze, Christian .: Electric locomotives of German railways . 2., revised. Ed. Alba, Düsseldorf 1993, ISBN 3-87094-143-X .
- ^ A b Günter Denoth: The Ausserfernbahn. 100 years of the Ausserfernbahn; between Loisach and Lech; Garmisch-Partenkirchen - Ehrwald - Reutte in Tyrol . Railway-Media-Group, Vienna 2013, ISBN 978-3-902894-10-6 .
- ↑ Photo of the locomotive in Oberammergau station on Drehscheibe-online.de.
- ^ Photo of the locomotive 1954 in the Oberammergau station on the Joachim Schmidt Railway Foundation
- ↑ Railway courier. 10/2015, report on the fire in the VM Nuremberg.
- ↑ 0.70 € - Postage stamp, In: austria-forum.org 2013
- ^ A b c Wilhelm Wechmann (Ed.): The electric train operation of the Deutsche Reichsbahn: Contributions with the use of official sources by employees in the construction and operation of the electric train transport of the Deutsche Reichsbahn . Rom-Verlag, Berlin-Charlottenburg 1924 ( tu-darmstadt.de ).
