DR series E 18

from Wikipedia, the free encyclopedia
DR series E 18
DB series 118, DR series 218
ÖBB series 1018, 1118
E 18 08 in the delivery condition at the vehicle show "150 Years of the German Railway" in Bochum-Dahlhausen (1985)
E 18 08 in the delivery condition at the vehicle show "150 Years of the German Railway" in Bochum-Dahlhausen (1985)
Numbering: DR: E 18 01-053
DB: 118 002-055
DR: 218 019 + 031
ÖBB: 1018 01-08, 1018 101, 1118 01
Number: 55
Manufacturer: AEG , Krupp
Year of construction (s): 1935-1939
1954-1955
Retirement: 1984 (DB)
1991 (DR)
1992/2001 (ÖBB)
Axis formula : 1'Do1 '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 16,920 mm
Height: 4300 mm
Width: 3110 mm
Fixed wheelbase: 7200 mm
Total wheelbase: 12,800 mm
Service mass: 108.5 t
Wheel set mass : 018.1 t
Top speed: 150 km / h
Hourly output : 3040 kW
Continuous output : 2840 kW
Starting tractive effort: 206 kN
Performance indicator: 28.0 kW / t
Driving wheel diameter: 1600 mm
Impeller diameter: 1000 mm
Power system : 15 kV 16 2 / 3 Hz ~
Power transmission: Overhead line
Number of traction motors: 4th
Drive: Spring pot
Type of speed switch: Cam switch mechanism with additional transformer and fine control
Brake: Compressed air brake HikssbrmZ (Hik-GPR mZ), two-sided braking of the driving and running axles
Train control : Sifa / Indusi
Train heating: electric

The electric locomotives of the E 18 series (later DB series 118 (from 1968), DR series 218 (from 1970)) were among the fastest electric locomotives of the Deutsche Reichsbahn (DR). They reached a top speed of 150 km / h. Only their sister locomotives of the E 19 series , which were approved for 180 km / h, exceeded this performance at the DR. They were in regular service in passenger service from 1935 to 1984 .

history

Before World War II

Even during the construction of the E 04 , the Deutsche Reichsbahn-Gesellschaft determined that its maximum speed, which was increased to 130 km / h, was no longer able to cope with the increasing speeds in heavy express train service . In 1933, AEG was awarded the contract to develop an electric locomotive for heavy express train service with a top speed of over 120 km / h. In terms of vehicle technology, it should be based on the E 17 and electrically on the E 04.

Two years later, two test locomotives were delivered, followed by a first series delivery. In preparation for the development of the even faster E 19, the DR 1935/36 undertook test drives on the route from Munich to Stuttgart . The E 18 22 received at the Great Exhibition in Paris in 1937 as a powerful electric Einrahmenlokomotive three Grand Prix for overall structure and efficiency, the driver's cab and drive motor and an additional honor diploma for the mass low welded main frame.

In 1939 the DR ordered a second series of 48 more locomotives, which were never built. In preparation, however, the E 18 045 to 053 already received signs with three-digit serial numbers. By the beginning of 1940, 53 locomotives could still be put into service. A drive motor with aluminum stator windings that was tested in the E 18 37 in 1937 did not prove itself due to excessive heating. As a result, no further attempts were made with the “home use of materials ” with the E 18.

Originally, the E 18 series locomotives were intended for long-distance traffic from Munich to Berlin . As of 2 November 1942, she carried so also trains across the hall track , but could not between Munich and Leipzig are used continuously, since the contact wire side rash in central Germany yet - unlike in southern Germany - not of ± 500 millimeters on after the annexation of Austria fixed Unit dimension of ± 400 millimeters had been reduced. The adaptation of the Central German contact line for operation with a pallet width of 1950 millimeters was prevented by the further course of the war.

Other locomotives were also used on the electrified route network in Silesia . The seven Silesian machines were brought to safety from the Red Army in 1945 and transferred to Bavaria .

The first locomotives were equipped in 1937 with on-board equipment for punctiform train control in three-frequency resonance design . The E 18 30 and 33 were given the VES (United Railway Signal Works) type, the E 18 32 the Lorenz type. As a result, the vehicle equipment on the E 18 34 to 053 was installed by the manufacturer. Because most of the track facilities could no longer be used, the on-board units were removed again in 1945 and 1946.

E 18.2 in Austria

After it had been decided to electrify the Westbahn from Salzburg to Linz by 1939, the Austrian Federal Railways ordered eight locomotives of almost the same design from the Floridsdorf locomotive factory in 1937 , which were to be classified in Austria as the 1870 series. For this purpose, the German E 18 was adapted for operation on the steep routes.

This resulted in an abundance of changes: For example, the ventilation grilles were not pulled through to the circumference due to possible moisture in the engine room during snow flurries. The locomotives received, among other things, reinforced transformers and more powerful traction motors of the new type AMS701 (instead of EKB860) developed by the Austrian Siemens-Schuckert works , parts of the electrical and mechanical systems were designed according to Austrian standards (e.g. oil main switch and Friedmann instead of isothermal axle bearings). The control, including fine control, corresponded to the E 18, but the rear derailleur was given 18 instead of 15 continuous speed levels to improve the starting and acceleration behavior. The gearboxes were reduced slightly so that the maximum speed was 130 km / h. The starting tractive effort (222 instead of 210 kilonewtons) and the continuous output (3340 instead of 2840 kilowatts) increased significantly as a result. The machines, designated as BBÖ series 1018 after the war , were thus the most powerful locomotives of their class.

Due to political developments, the Austrian locomotives were transferred to the Deutsche Reichsbahn from 1940 and classified as E 18 201 to 208 ( E 18.2 series ). In the course of this, the Reichsbahnzentralamt (RZA) Munich had already made extensive adjustments to the Austrian version of the standard components of the Reichsbahn during production: For example, the driving and leading wheel diameter deviated from the original plans (impeller 1034 millimeters, drive wheel 1614 millimeters) according to the German E 18 (impeller 1000 millimeters, drive wheel 1600 millimeters), but the intended maximum speed of 130 km / h was retained.

E 18 206 was destroyed in a bomb attack at the end of 1944 and retired in 1945.

War losses

Due to the war, the E 18 series was reduced by six locomotives through air raids . In detail, E 18 09 (Stuttgart) and E 18 23, 33 and 052 (all Munich) were retired after air raids in 1943. A year later, I resigned 18 15 ( collision in Goerlitz with Polish suburban railcars that during the retreat of the German occupiers of Warsaw had been captured) and the E 18 04 (Stuttgart, air raid) from. After the end of the war, E 18 01 (as a result of air raids) and 07 ( accident ) had to be retired.

After the Second World War , 39 locomotives of the E 18 series were again in long-term use on the Deutsche Bundesbahn , three on the Deutsche Reichsbahn and two on the Austrian Bundesbahn .

Used by the Deutsche Bundesbahn

E 18 12 in front of an express train in Würzburg Hbf (1958)

At the end of the war (May 1945) 21 machines were still in working order. All others were turned off with more or less major war damage. But repair work began as early as the summer of 1945. The first two locomotives, which were only slightly damaged, could already be put back into service in September 1945. By the end of 1947, nine locomotives had been repaired, so that 30 locomotives were now available. They were used on the already electrified routes in southern Germany, i.e. essentially from Munich in the direction of Stuttgart, Nuremberg or Regensburg. Four more locomotives, which had initially been shut down with severe war damage, were rebuilt from scratch in 1950 and 1951.

In 1953 five more locomotives were added, which were acquired by the Deutsche Reichsbahn or exchanged for other material (more on these locomotives in the next section).

Two locomotives from Krupp were built by the DB in 1954/55 (E 18 054 and 055) and delivered in December 1954 and March 1955, respectively, so that the DB could fall back on 41 locomotives. They were used by the Bavarian depots in Munich , Nuremberg , Regensburg , Augsburg and Freilassing , and until 1959 also from Stuttgart . In 1968 the locomotives were redesignated as class 118. In 1984 the last 118s were taken out of service at the Würzburg depot.

Used by the Deutsche Reichsbahn

218 019 as a test locomotive in front of VES-M Halle 1984

After the end of the war, there were initially five operational E 18s (28, 34, 44 in Leipzig and 24, 048 in Saalfeld ), but they had to be given to the Soviet Union as reparations as early as 1946 . In 1952 the five locomotives returned to the German Democratic Republic , but were immediately sold to the DB due to the lack of possible use.

In addition, there were six E 18s (04, 19, 23, 31, 40 and 43) damaged by the effects of war in the former AEG plant in Hennigsdorf and Velten, from which the three E 18 19, 31 and 43 that were operational between 1958 and 1960 were rebuilt, but the latter was given the number E 18 040 . The machines were located in the Leipzig Hbf West depot. In 1967 the DR equipped the E 18 31 with a single-arm pantograph on a trial basis .

In 1969 and 1970, the E 18 19 and 40 were initially converted to a maximum speed of 180 km / h for the VES-M hall in order to be able to test new vehicles at high speed. In this context, the locomotives were relocated to the Halle P depot. During the acceptance run as a leader locomotive of an express train from Halle (Saale) to Erfurt on August 29, 1969, the E 18 40 was badly damaged in a rear-end collision at Großkorbetha station when the train was directed onto a track that still contained the E 42 073 stopped, and collided with the stationary machine at around 100 km / h. In the accident there were only injuries and no fatalities; the crew on the E 18 40 had been able to escape into the engine room after initiating an emergency brake . The E 18 40 survived the collision significantly better than the E 42 073 and the E 11 004 locomotive due to its solid frame , but it was retired on May 15, 1972.

In 1970, parts of the E 18 40 were also converted into the E 18 31 . A little later this machine received pre- shoeed buffer planks in preparation for the installation of the planned UIC central buffer coupling . In 1970 the DR renumbered its E 18 series to the 218 series.

Used by the Austrian Federal Railways

ÖBB 1018 004 in front of a passenger train to Wels in Passau Hbf (1991)

The Austrian Federal Railways (ÖBB) classified the eight locomotives of the Austrian variant (E 18.2) as class 1018. The formerly German E 18 42 remained in Austria and was classified as 1118.01 with a top speed of 140 km / h. Until the 1042.5 was put into service , the 1118.01 was the fastest locomotive in Austria.

The 1018.101, only approved for 130 km / h, was made from usable remains of the “German” E 18 046 and the “Austrian” E 18 206 , which were badly damaged in the war. At the ÖBB, the 1018s went through a series of conversions. The most visible difference resulted from the conversion of the frontal fronts (two windshields and Austrian headlights). The main switch and other electrical components have also been adapted to the ÖBB standard program. The original spring pot drives were replaced by rubber parabolic springs. Some locomotives received new head pieces that were prepared for the installation of the UIC central buffer coupling .

The use of the locomotives ended in the 1990s, whereby the 1018.05 was kept operational by the Austrian Federal Railways until 2001 for nostalgic missions. It is now being looked after by Club 1018 with the aim of an operational refurbishment.

Constructive features

Detail of a technical drawing of the electric locomotive 218 019 of the Deutsche Reichsbahn

The E 18 had a completely welded vehicle frame.

To improve running smoothness, the running axles were combined with the adjacent, laterally displaceable driving axle in an AEG Kleinow frame . The preload of the return springs of the following steering frame was changed depending on the direction using compressed air cylinders so that it behaved like a Bissel frame . The drive took place via spring pots . At the Deutsche Bundesbahn, the high-maintenance and break-prone clock springs of the spring pot drives were replaced by rubber parabolic springs.

The E 18 had an electric motor drive for the switchgear to relieve the train driver. In contrast to other locomotives built at the same time, the operation of the up-down control was possible while seated using a lever drive switch, which also had the positions “quick up” and “quick down”.

From the E 18 02 locomotive they had large front aprons. However, these did not prove themselves, as snow and ice accumulated behind them in winter, and the bearings of the running axles also tended to overheat due to the lack of cooling. From 1943 onwards, the aprons began to be made smaller. At the DB they were completely dismantled, the DR cut them back to the lower edge of the buffer beams. With a few exceptions, the original lights adapted to the front face were replaced by standard lights at DB.

Seven locomotives also received wear buffer planks from the DB (118 017, 026, 027, 030, 044, 050, 055). In 1957/1958 the machines of the Deutsche Bundesbahn were equipped with Indusi vehicle devices of the type I54, from 1974 to 1977 also with radio stations for train radio .

The Austrian locomotives were later given two large, rubber-framed front windows.

The DR machines were converted for a speed of 180 km / h without strengthening the brake. Longer braking distances were accepted for the trial operation. As part of the testing of the UIC central buffer coupling, the E 18 31 was equipped with pre-shoeed buffer planks and holders for central buffer couplings.

In normal express train service, the machines could run 935-tonne express trains on the plain at 140 km / h, 990-tonne trains with a gradient of 5 per thousand at 100 km / h, 600-ton trains at 10 per thousand at 100 km / h and 360 -Ton trains at 20 per mille still carry 75 km / h.

Color variations

The E 18 was delivered in the steel blue-gray of the Reichsbahn era, the roof was light gray, frame and drive black. Between 1950 and 1955, the Deutsche Bundesbahn painted the locomotives first in chrome oxide green , then again in the cobalt blue that is characteristic of express trains. After 1975, three locomotives at DB, namely the 118 013, 028 and 049, were repainted in ocean blue / ivory.

The Deutsche Reichsbahn painted the machines dark green with a red drive. The 218 019 was repainted in the mid-1980s in the then newly introduced lighter and more light-resistant chrome oxide green.

In Austria, the 1018 and 1118 first ran in "fir green", later in " blood orange" .

  • E 18 24 in dark green

  • Cobalt blue DB version of the E 18

  • 118 013 in ocean blue / ivory

  • ÖBB-1018.05 in Tannengrün (Vienna North; 1987)

  • ÖBB-1018.07 in blood orange (Attnang-Puchheim; 1980)

Whereabouts

E 18 047 at the vehicle parade of the DB Museum Koblenz

Of the 55 units of the E 18 series that have been built, the following have been preserved:

Varia

At the Paris World Exhibition in 1937 , the E 18 22 locomotive received three Grands Prix for innovative details.

literature

  • Hans Dieter Andreas, Helge Hufschläger: Electric locomotive series E04-E18-E18²-E19 . Wolfgang Zeunert, Gifhorn 1976, ISBN 3-921237-30-0 .
  • Horst J. Obermayer: Paperback German electric locomotives . Franckh'sche Verlagshandlung, Stuttgart 1970, ISBN 3-440-03754-1 .
  • Josef Otto Slezak: The Locomotives of the Republic of Austria . Verlag Josef Otto Slezak, Vienna 1970, ISBN 3-85416-075-5 .
  • Brian Rampp: The class E 18. Legendary express locomotives in Germany and Austria . EK-Verlag, Freiburg 2003, ISBN 3-88255-218-2 .
  • Dieter Bäzold, Horst J. Obermayer: The E 18 and E 19 . In: Eisenbahn-Journal special edition IV / 92 . Hermann Merker Verlag, Munich 1992, ISBN 3-922404-38-3 .
  • Andreas Braun, Florian Hofmeister: E 18. Portrait of a German express train locomotive . Verlag Mayer, Munich 1979, ISBN 3-88563-015-X .
  • Brian Rampp: The E 18 through the ages . In: Railway picture archive . EK-Verlag, Freiburg 2004, ISBN 978-3-88255-346-8 .
  • Markus Inderst : Picture atlas of the ÖBB locomotives. All traction vehicles of the Austrian Federal Railways. GeraMond, Munich 2010, ISBN 978-3-7654-7084-4 .
  • Wolfgang Kaiser: The golden years of ÖBB. Austria's railways 1950-1990. GeraMond, Munich 2014, ISBN 978-3-86245-160-9 .
  • Markus Inderst : 1018/1118 of the ÖBB: Ten locomotives, two loners . In: Lok-Magazin . No. 3 , 2015, ISSN  0458-1822 , p. 62 .

Web links

Commons : DRG series E 18  - collection of images, videos and audio files

Individual evidence

  1. ↑ Archived copy ( memento of the original from April 2, 2016 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. @1@ 2Template: Webachiv / IABot / www.elektrolok.de
  2. ^ The DR 25 years ago - 1969 . EK-Verlag , 1994.