DR series E 19
| DR class E 19 DB class 119 |
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|---|---|
 E 19 01 in the Bochum-Dahlhausen Railway Museum, 1985
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| Numbering: | E 19 01 and E 19 02 E 19 11 and E 19 12 |
| Number: | 4th |
| Manufacturer: | AEG , SSW , Henschel |
| Year of construction (s): | 1938 |
| Retirement: | 1975-1988 |
| Axis formula : | 1'Do1 ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,920 m |
| Service mass: | 110.7 t |
| Top speed: | 180 km / h, later 140 km / h |
| Hourly output : | 4,000 kW (E 19.0) 4,080 kW (E 19.1) |
| Continuous output : | 3,720 kW (E 19.0) 3,460 kW (E 19.1) |
| Driving wheel diameter: | 1,600 mm |
| Impeller diameter: | 1,100 mm |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
The electric locomotives of the E 19 series (designated as 119 from 1968 ) were the fastest electric locomotives of the Deutsche Reichsbahn . They reached a maximum permissible speed of 180 km / h, but were designed for speeds of up to 225 km / h. In their time they were considered the most powerful single-frame locomotives in the world.
history
The German Reichsbahn planned, in 1937 electric locomotives for the route Berlin - Halle (Saale) - Munich h with a top speed of 180 km / and a speed of 60 km / h on the ramps of the railway line Hochstadt-Marktzeuln-Probstzella to put into service . In addition, the design should offer the potential to transport high-speed trains at over 200 km / h if necessary.
It therefore ordered two locomotives each from AEG and Siemens-Schuckert (SSW) / Henschel that were able to achieve the required speeds. The locomotives built by AEG were given the series numbers E 19 01 and E 19 02, the locomotives built by SSW / Henschel were given the numbers E 19 11 and E 19 12. Both series were developed from the proven E 18 series. The spring pot drive , which was already successfully used there , housed in a rigid frame with a 1'Do1 ' axle sequence , was adopted largely unchanged from the E 18. However, compared to the E 18, gearboxes and motors (EKB1000 instead of EKB860) have been designed to be stronger because of the higher loads to be expected and the suspension has been improved, and the motor output has increased by around 500 kW in each case. External differences to the E 18 series, which have the same length over the buffers (LüP), are primarily a changed fan and window arrangement. Since the Reichsbahn also wanted a comparison between the construction designs of the largest German electrical companies at the time, Siemens and AEG, especially in the field of power electronics, the companies mentioned delivered two slightly different versions to the Reichsbahn. The two E 19 01 and 02 built by the AEG largely corresponded to a slightly modernized variant of the E 18. For example, the housing panels are now welded on instead of riveted and the locomotives are equipped with a modified fine control which, despite smoother switching transitions, only had 20 continuous speed steps (compared to the 29 of the E 18). To maintain the braking distance with unchanged distance from the distant signal at 180 km / h, the mechanical braking system was reinforced and an electrical resistance brake was installed. The braking resistors, which are cooled by the transformer fan, are installed between the transformer and the ventilation grilles.
The two other E 19 11 and 12 of the second series (E 19.1) delivered by Siemens / Henschel differed from the E 19.0 in both the mechanical and electrical parts: SSW equipped the machines with double motors of the type WBDM265, whereby the motors with complete the floor panels so that the machine room offers more space for the electrical equipment. The series connection of the double motors allows a higher voltage with lower currents compared to the E 19.0, which again saved weight in the E-part. In addition, the busbars, the low-voltage winding and the winding of the additional transformer built into the transformer were made from the "home material " aluminum in order to be able to save the metal, which is important for the war effort , copper. This made the transformer very susceptible to damage; the Deutsche Bundesbahn therefore converted to copper windings and rails after the war. Due to the use of double motors, the brake linkage of the E 19.1 is on the outside, and the wheelbase has also been changed compared to the E 18 and E 19.0. The braking resistors are housed in the roof structure above the main transformer and could optionally be additionally cooled by the airstream by opening flaps operated by compressed air cylinders in the front area of the structure. This results in a raised, hump-like roof structure compared to the E 18 and E 19.0 from AEG, making the E 19 built by Siemens / Henschel easy to recognize at first glance. Due to a modified design of the rear derailleur, the drive motor voltage of the E 19.1 could be regulated very sensitively with 57 levels compared to 39 levels for the E 19.0.
The E 19 01 was shown to the public in 1938 with a black frame, wine-red paint scheme and white decorative stripes. All four E 19s were put into service in 1939/1940 after extensive test drives. Because of the beginning of the Second World War , the series production stopped. The E 19 were principally designed for speed tests at speeds of up to 225 km / h, which, however, probably did not take place in full due to the war. At this speed, the E 19 01 and 02 could no longer maintain the standard braking distance of a maximum of 1000 meters, which is common in the German railway network, because the braking system was not sufficient. It was hoped that the resistance brake in E 19 11 and 12 would be a solution to this problem, but it was no longer possible to test this technology extensively enough during the war. The electric brakes in E 19.0 and E 19.1 were kept operational until the mid-1950s for any high-speed attempts by the Federal Railroad , but not used; later it was expanded. Therefore, it cannot be conclusively stated whether the E 19 could have reached the required maximum speeds in regular operation or was allowed to drive out. E 19 01 developed an output of 5280 kW during test drives, and verbal information about high-speed travel up to 200 km / h is also reported in the literature. The E 19 11 even achieved an output of 5700 kW at 162 km / h during test drives. The E 19.1 was the most powerful German electric locomotive until the E 03 series was commissioned in 1965.
German Federal Railroad
All four locomotives were taken over by the Deutsche Bundesbahn . The top speed was reduced to 140 km / h at the beginning of the 1950s, as high driving speeds were initially no longer required. The paintwork was changed from wine red to green-black (E 19 02 and E 19 11), as well as blue-black (E 19 01 and E 19 12). The E 19 series electric locomotives were stationed at the Nuremberg depot . The E 19 was mainly used between Nuremberg via the Franconian Forest and Probstzella in the GDR and between Nuremberg and Regensburg . From 1968 to 1970 all four locomotives were stationed in the Hagen-Eckesey depot. The last E 19 (119 002) was retired on January 26, 1978, the other machines were shut down in 1975 and 1977.
Whereabouts
The E 19 01 and 12 have been preserved. The E 19 01 is in red in the German Museum of Technology in Berlin . The E 19 12 is also on display in the Nuremberg Transport Museum in its original red condition (Fig. Center), after it was initially restored in a blue color scheme for the anniversary “150 Years of the Railway in Germany” (Fig. Left). 119 002 and 011 were scrapped in Munich-Freimann (fig. Right).
E 19 12 in blue, 1984
E 19 12 in red in the Nuremberg Transport Museum, 2010
119 002 at the scrap yard in Munich-Freimann, 1984
literature
- W. Kleinow: The electric express train locomotive of the Deutsche Reichsbahn series E 19 for a speed of 180 km / h. In: Newspaper of the Association of Central European Railway Administrations, Volume 81, No. 25 (June 19, 1941), pp. 341–347.
- Hans Dieter Andreas, Helge Hufschläger: Electric locomotive series E04-E18-E18²-E19 . Wolfgang Zeunert, Gifhorn 1976, ISBN 3-921237-30-0 .
- Walter Abriel, Manfred Traube, Horst Troche et al .: German old building locomotive 1st part . In: Eisenbahn-Kurier Special 28 . EK-Verlag, Freiburg 1993.
- Dieter Bäzold, Horst J. Obermayer: The E 18 and E 19 . In: Eisenbahn-Journal special edition IV / 92 . Hermann Merker Verlag, ISBN 3-922404-38-3 .
