Bavarian EP 3
| Bavarian EP 3 DR series E 36 |
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 Factory photo
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| Numbering: | EP 3 20101 to 20104 E 36 01 to E 36 04 |
| Number: | 4th |
| Manufacturer: | Krauss & Co. / Siemens-Schuckertwerke |
| Year of construction (s): | 1914/1915 |
| Retirement: | 1941-1943 |
| Axis formula : | 1'C2 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,450 mm |
| Length: | 11,150 mm |
| Total wheelbase: | 9,400 mm |
| Service mass: | 78.8 t / 82.3 t |
| Friction mass: | 43.4 t / 51.3 t |
| Top speed: | 80 km / h |
| Hourly output : | 690 kW at 42 km / h |
| Continuous output : | 480 kW at 56 km / h |
| Starting tractive effort: | 100 kN |
| Hourly traction: | 59 kN |
| Continuous tensile force: | 31 kN |
| Driving wheel diameter: | 1100 mm |
| Impeller diameter: | 850 mm |
| Power system : | 15 kV 16 2/3 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 1 AC series motor |
| Drive: | Helical rod drive |
The Bavarian EP 3 was an electric passenger locomotive series of the Royal Bavarian State Railways , specially designed for use on the Freilassing – Berchtesgaden line .
history
The Freilassing – Berchtesgaden railway was electrified from 1914 onwards. The Bavarian State Railroad wanted to test electric train operations with it. On October 20, 1912, twelve test locomotives were ordered for this purpose, including the four locomotives of type EP 3 (original designation EP 3/6), the mechanical part of which was supplied by the Munich company Krauss and the electrical part by Siemens-Schuckertwerke .
The locomotives were not yet available when the line opened in April 1914. The EP 3/6 20101 was only put into service on May 27 of the same year. The three other locomotives only came to the Freilassing depot between April 14, 1915 and October 29, 1915. From August 3, 1914 to April 23, 1916, the trial operation was stopped.
One of the operational highlights of the EP 3/6 was the first transport of the royal court train with electric traction and the EP 3/6 20101 on September 15, 1916.
From 1926 the four locomotives were designated as E 36 01 to E 36 04. Until 1927 they were used almost exclusively in front of passenger trains, for which they were originally equipped with a boiler. After the electrical operation on their main line ceased as a result of the First World War , the boiler was removed from the locomotives and used for hospital trains. When electrical operation was resumed in 1916, the trains were fitted with a Bavarian Pt 2/3 with a heater .
The vehicles were highly valued by the staff because of their good running characteristics, but the poor performance in operation was increasingly noticeable. On May 1, 1927, they were displaced from the previous trunk line and relocated to the Munich Hbf depot because they were no longer able to cope with the increased train loads. From there they were relocated to the Garmisch depot towards the end of the thirties, where they were used together with the E 62 on the Garmisch – Reutte route in front of passenger trains until they were retired .,
technical features
The locomotives, which were equipped with a helical rod drive, did not have a fixed wheelbase. They were equipped with a Krauss-Helmholtz frame at the front and a Krauss-Lotter frame at the rear to link the drive axles . The central coupling axle of the locomotive was firmly mounted in the frame and had wheel tires weakened by 15 mm, the Krauss-Helmholtz steering frame was designed to be laterally displaceable by ± 25 mm. The Krauss-Lotter frame had a side shift of ± 28 mm for the coupling axle and ± 34.4 mm for the bogie. This wheel set arrangement without a fixed wheelbase made it possible to run with little bumps and lurching, a basic requirement for the winding route. The asymmetrical arrangement of the pantographs was characteristic of the locomotive and was due to the installation of a steam boiler for train heating. The boiler was removed a short time after commissioning, as reported above.
The locomotive had an inner frame with strong sheet steel side walls. These were stiffened by the buffer planks, the cast piece for the motor mounts and various other cross members, such as the bracket for the transformer . The locomotive body riveted to the frame consisted of a steel profile frame with sheet steel cladding. In each end wall there was a middle transition door, as is standard with locomotives of the Royal Bavarian State Railways . The roof was removable in the pantograph area. The inside of the driver's cabs was lined with wood. The rounded upper ends of the front wall windows were characteristic of the locomotives.
The pantographs and the main switch, which is stored in oil in the high-voltage chamber, were used for the power supply . The main transformer was also oil-cooled and had eleven taps on its secondary side for the motor control. There was an auxiliary winding in the transformer for the auxiliary operations and the control, which was later also used for the electrical heating system installed subsequently. The drive motor was a twenty-pole single-phase series motor with compensation and reversing pole windings . The reversing pole windings were fed by the auxiliary windings of the main transformer. The locomotive was controlled with an electromagnetic contactor control in ten speed levels. The direction of travel was switched using electropneumatic contactors .
Retirement and whereabouts
The E 36 and E 01 36 02 have been retired in the fall of 1941, the E 36 03 was followed on May 4, 1942. The last was the E 36 04 on 24 September 1943 provided z . The E 36 02 and E 36 04 were converted by Henschel to air-conditioned snow plows with the numbers Mü 6453 and Mü 6452. The Mü 6453 was retired in 1979 in Mühldorf as 974 3032. At this time the Mü 6452 (974 3027) was in Ingolstadt . Both snow plows came to the Munich-Freimann repair shop . The 974 3027, the former E 36 04, was scrapped in 1983. The second snow plow was sold to the Bavarian Railway Museum in Nördlingen in 1986 .
literature
- Dieter Bäzold, Günther Fiebig: Railway vehicle archive 4: Electric locomotives of German railways. 1st edition. Alba-Verlag, Düsseldorf 1984, ISBN 3-87094-093-X / 5th edition. Transpress Verlag, Berlin 1984
Web links
- Outline drawing
- Photo of the snow plow 974 3032
- Description of the locomotive on www.elektrolok
- Description of the locomotive on ampwiki
- Presentation of a model of the locomotive on youtube
- Photo of the preserved snow plow from the E 36 02
- former E 36 04 1967 in Garmisch-Partenkirchen on the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ a b with boiler
- ↑ Obermayer, Horst. J. (1982): Paperback German Electric Locomotives. Stuttgart: Franckh'sche publishing bookstore. P. 90 f.
- ↑ Bavarian Railway Museum
- ↑ a b c d Internet site about the use of the E 36 on amp wiki ( memento of the original from November 10, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ a b c Dieter Bäzold, Günther Fiebig: Railway Vehicle Archive 4: Electric locomotives German railways. 1st edition. Alba-Verlag, Düsseldorf 1984, ISBN 3-87094-093-X / 5th edition. Transpress Verlag, Berlin 1984, description of the E 36
- ↑ Description of the locomotive at www.elektrolok.de ( Memento of the original from April 23, 2017 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
