DR series E 06

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ES 51 to ES 57
DR series E 06
E 06
E 06
Numbering: on delivery: ES 51 – ES 57
E 06 01–07 (DR)
E 06 08–12 (DR, reproduction)
Number: 12
Year of construction (s): 1924/25
1928 (E 06 1 )
Retirement: until 1956 (no longer in use from 1946)
Axis formula : 2'C2 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 15,750 mm
16,330 mm (E 06 1 )
Service mass: 111.6 t
110 t (E 06 1 )
Friction mass: 60 t
Wheel set mass : 20 t
Top speed: 110 km / h
Hourly output : 2780 kW
Continuous output : 2330 kW
Starting tractive effort: 183.4 kN
Performance indicator: 25 kW / t
25.3 kW / t (E 06.1)
Driving wheel diameter: 1600 mm
Impeller diameter: 1000 mm
Power system : 15 kV 16 2/3 Hz AC
Power transmission: Overhead line
Number of traction motors: 1
Drive: Connecting rods
Type of speed switch: 16 steps
18 steps (E 06.1)
Control: Contactor control

The single-engine electric locomotives ES 51 to ES 57 were express train locomotives of the Deutsche Reichsbahn-Gesellschaft put into service in 1924 and 1925 . Their numbering was initially based on the numbering scheme of the Prussian State Railways . After the changeover to the new series scheme of the Deutsche Reichsbahn , the seven locomotives were designated as E 06 from 1926 . The Reichsbahn received another five locomotives of the slightly modified substructure type E 06 1 in 1928. The locomotives were used exclusively in the central German electrical network of the Reichsbahn until 1946 .

history

In 1922, the Reichsbahn launched its first procurement program for electric locomotives for the four electrified route networks in southern Baden, Upper Bavaria, central Germany and Silesia that were taken over by the Länderbahnen. According to the responsible department head Wilhelm Wechmann in the Reichsbahn-Zentralamt , who since 1920 as the successor to Gustav Wittfeld had a decisive influence on the development of electric train operations on the Reichsbahn, the program was called the " Wechmann Plan ". A total of 138 locomotives were procured according to this plan.

The locomotives procured according to the Wechmann Plan had a rod drive as an essential feature and some of them were based on development work by the Prussian State Railways. This also included the new express train locomotives for the central German network, which were intended to replace the inadequate ES 9 to 19 . The Reichsbahn ordered the first five locomotives in 1922, Schwartzkopff was responsible for the mechanical part and BEW for the electrical part . In terms of the standardization-oriented Wechmann plan, the main construction principles should correspond to those of the passenger train locomotives EP 236 to 246 , which were intended for the Silesian network . This also specified the rod drive and the single-frame design with a large central motor, although this no longer corresponded to the state of the art when the order was placed.

The first ES 51 locomotive was delivered in September 1924 and initially presented at the railway technology exhibition in what would later be the Seddin marshalling yard . It was then stationed at the Leipzig West depot , as were the other four locomotives delivered from the beginning of 1925. Shortly after the delivery of the ES 51, the Reichsbahn ordered two more locomotives of the new series in September 1924, in which, as a major change, air-cooled instead of oil-cooled transformers were used. The two locomotives ES 56 and ES 57 were delivered in 1925, and due to the different transformers they differed a little from the first five examples.

Measurement runs between Leipzig and Halle (Saale) showed that the new locomotives easily fulfilled the planned performance program. They were able to move express trains with over 750 tons at 110 km / h on a level route and thus clearly exceeded the capabilities of the Prussian S 10, which was used before electrification, as the most powerful Prussian express steam locomotive. However, the electrification of the planned route from Leipzig via Halle to Magdeburg stalled and the work that had begun between Halle and Magdeburg had to be stopped for the time being due to the inflationary period in 1924. This meant that the intended route was missing and the locomotives, designated as E 06 from 1926, were mainly used for passenger transport on the route via Dessau to Magdeburg. The route from Halle to Magdeburg did not receive the contact wire until 1934, but the express trains originally intended for the E 06 then took over the newly delivered modern locomotives of the DR series E 04 .

In 1925 the Reichsbahn ordered another five locomotives of the same type, which were delivered by Schwartzkopff and BEW in 1928. They were a little longer and lighter than the original locomotives and, like the last two machines in the first series, had air-cooled dry-type transformers. In addition, they already received electric train heating ex works . The most striking external difference was the symmetrical design of the superstructure, which was omitted in the first series on one side of the front of the driver's cab . They were numbered consecutively as E 06 08 to E 06 12. The Reichsbahn ran it as its own sub-series E 06 1 . All locomotives of the second series were also stationed in Leipzig, with the exception of the E 06 09, which was temporarily located in Magdeburg. All machines were maintained in the Dessau repair shop .

Three locomotives were stationed in Magdeburg-Rothensee from 1933, the rest initially stayed in Leipzig West. In 1939 there were still six machines in Leipzig, the rest in Magdeburg. During the Second World War , some E 06 were also stationed in Bitterfeld , the majority in Magdeburg. In December 1943 the E 06 02 and 03 were badly damaged by bombs in an air raid on Leipzig and were retired in 1944. The E 06 05 suffered fire damage in another air raid in 1944 and was taken to the Dessau repair shop for repairs. The end of the war saw nine operational locomotives, in Magdeburg all machines of the substructure type E 06 1 , three machines in Bitterfeld and one in Leipzig.

From July 1945, the Reichsbahn was gradually able to resume electrical operation on the Central German routes, at least five E 06 were also made operational again. However, by order of the SMAD , electrical operation had to be stopped in early April 1946. Electrical systems and vehicles were confiscated as reparations and transported to the Soviet Union. This also affected all E 06 series machines, with the exception of the E 06 05, which was being repaired in Dessau, and until the summer of 1946 they were driven east by transport trains.

In the Soviet Union, like most of the electric vehicles transported away in 1946, the E 06 proved to be unsuitable for changing gauges to the broad gauge there; the rod drive in particular was a technical obstacle. In addition, it turned out to be inappropriate to use the dismantled power plant and contact line systems to build an alternating current operation that deviated from the previous Soviet standard with regard to the electricity system. Almost all of the removed locomotives were therefore not used. In 1952, the USSR and the GDR finally signed an agreement on the return of the electric locomotives and systems in exchange for the delivery of 335 long-distance passenger cars from VEB Waggonbau Ammendorf .

By the beginning of 1953, all the E 06 that had been removed had also returned. The locomotives had been parked outdoors for years. The resulting very poor condition and the outdated drive technology of the locomotives, which are well over twenty years old, meant that the Deutsche Reichsbahn decided not to refurbish the E 06. They remained in the depot park of the Dessau repair shop until about 1956 and were finally taken out of service. All locomotives were scrapped by the early 1960s.

technical features

The locomotives were single-frame with a combined cast steel sheet metal frame and had a 2'C2 ' wheel arrangement. The three driving axles, the wheels of which had a diameter of 1600 mm, were driven by a double parallel crank drive with two 2940 mm long driving rods on each side, which acted on two jackshafts . The drive motor supplied by BEW weighed 22.3 t and had a stand diameter of 3360 mm, the commutator had a diameter of 2100 mm. With these dimensions, the E 06 had one of the largest engines ever used in an electric locomotive. The circumference of the stand meant that the machines were given an additional hood in the roof between the two pantographs , which also made the dimensions of the motor visible from the outside. The locomotives received an electropneumatic contactor control with 16 to 18 (from ES 56) speed steps and adjustment of the brushes for changing the direction of travel and to achieve additional power in the highest speed step.

The first five machines received an oil-cooled transformer , which was replaced from ES 56 by an air-cooled dry transformer, both with an output of 1600 kVA , from E 06 08 with 1650 kVA. While the E 06 1 had taps for the electric train heating already installed ex works, the older machines were not retrofitted until the 1930s. The ES 51 had initially received a steam boiler for train heating, which was housed in a porch in front of one of the driver's cabs and which was fired with coke . This did not prove itself and was already dispensed with during the construction of the other machines and the front end was used instead for the compressor and main air reservoir for the air brake . The boiler was soon removed from the ES 51.

While the chassis, drive and frame were largely the same for all E 06s, the various series differed considerably from the outside, even if all the superstructures were made in the form of a sheet steel profile construction. The machines delivered as ES 51 to 55 had a front structure in front of the rear driver's cab that was flush with the height of the locomotive body , while the front driver's cab was flush with the buffer beam. The ES 56 was also given a short porch in front of the front driver's cab in which the fan for the transformer was housed. This arrangement did not work, however, and the ES 57 was redesigned during construction. The front driver's cab lost the short front structure and a fan shaft was placed behind the driver's cab. The ES 56 was converted to this design, in which the driver's cab enclosed the fan shaft in a U-shape.

The previous asymmetrical design of the locomotive body was abandoned on the E 06 1 , as was the use of stems. All five locomotives were given a symmetrical structure, and the fan louvers previously attached below the engine room windows were relocated to the same height as the windows.

All E 06 of the first series had two SBS 9 pantographs on the roof, while the E 06 1 had SBS 11 design. Additional roof equipment included the roof line, a choke coil for overvoltage protection and the main oil switch .

literature

  • Peter Glanert, Thomas Scherrans, Thomas Borbe, Ralph Lüderitz: AC train operation in Germany. Volume 1: Through the Central German lignite district 1900–1947 . Oldenbourg Industrieverlag, Munich 2010, ISBN 978-3-8356-3217-2
  • Peter Glanert, Thomas Scherrans, Thomas Borbe, Ralph Lüderitz: AC train operation in Germany. Volume 3: The Deutsche Reichsbahn Part 1 - 1947 to 1960 . Oldenbourg Industrieverlag, Munich 2012, ISBN 978-3-8356-3219-6

Web links

Individual evidence

  1. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 99
  2. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 101
  3. a b Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 103
  4. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 121
  5. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 104
  6. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 107 f.
  7. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 210
  8. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the Central German Brown Coal District - 1900 to 1947 . P. 243
  9. Peter Glanert et al .: AC train operation in Germany. Volume 3: The Deutsche Reichsbahn, Part 1 - 1947 to 1960. P. 75
  10. Peter Glanert et al .: AC train operation in Germany. Volume 3: The Deutsche Reichsbahn, Part 1 - 1947 to 1960. P. 199
  11. Peter Glanert et al .: AC train operation in Germany. Volume 1: Through the central German lignite district - 1900 to 1947. Appendix 6.1 Technical description of the E 06