Prussian EG 511 to EG 537
| EG 511 to EG 537 DR series E 71.1 |
|
|---|---|
 The restored E 71 19 in the Augsburg railway park
|
|
| Numbering: | upon delivery: pr. EG 511 - EG 537 E 71 11 - E 71 37 (DR / DB) |
| Number: | 27 built as EG 511 - EG 537 |
| Manufacturer: | AEG |
| Year of construction (s): | 1914 to 1921 |
| Retirement: | 1930 to 1959 |
| Axis formula : | B'B ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 11,600 mm |
| Service mass: | 64.9 t |
| Top speed: | 50 km / h
65 km / h (after renovation 1931/1932) |
| Hourly output : | 780 kW |
| Continuous output : | 590 kW |
| Driving wheel diameter: | 1,350 mm |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 2 |
| Drive: | Connecting rods |
The twin-engine electric locomotives EG 511 to EG 537 of the Prussian State Railways were designed for freight train service with loads of up to 1,000 t on the electrified networks in Central Germany . They were among the first series-produced and used electric locomotives in Germany , and they continued to serve until 1958. In Baden or in the Alemannic dialect, it was also called "Glettiise" (iron). The locomotives were taken over by the Deutsche Reichsbahn in 1920 and were given the series designation E 71.1 in 1926 .
construction
Due to their simple and robust construction, the locomotives have proven themselves over decades and are among the most successful electric locomotives from the early days of electrification. The locomotives basically consisted of two drive bogies with half-height mounted traction motors with eleven speed levels and a jackshaft. Both motor bogies were movably connected to one another by means of a coupling. The main frame was designed as a bridge frame and was supported on the bogies by sliding sockets and pivot pins. The locomotive body sitting on it had two end driver's cabs and comprised the main transformer placed in the middle , the auxiliary transformer for the auxiliary operations and the rifle chamber . The power transmission from the traction motors to the axles took place through a gearbox , the jackshafts and the coupling rods . The transformer was cooled in a closed circuit using transformer oil . Both of the oil coolers required for this were installed uncovered on both sides of the engine room. In terms of appearance, these are strongly reminiscent of lamellar radiators in central heating.
history
When electrification began in 1913 , the Prussian State Railroad initially ordered 18 locomotives for the Magdeburg - Dessau - Leipzig - Halle route . The first locomotive (EG 511) was delivered in 1914. It followed in the same year EG 512. Because of the First World War , the electric train operation at the K.ED Halle was stopped. Together with the other locomotives, the two locomotives that had been delivered up to then arrived in wsl. 1915 to Silesia to the Nieder Salzbrunn depot . The EG 513 was delivered there in 1915 and the EG 514 to EG 516 in 1920 and were used on the routes from Nieder Salzbrunn to Gottesberg , Halbstadt and Königszelt . In 1920 the six locomotives were proven there. The remaining locomotives were delivered in 1921 and 22 and put into service at the Reich Railway Directorate in Halle . It was only stationed in the Leipzig-Wahren depot and, with ongoing electrification, was extended to the Leipzig West, Bitterfeld and Roßlau depots. The Reichsbahndirektion Magdeburg received one of these machines for the first time in 1924 with the commissioning of the Roßlau-Rothensee freight train operation, vml. EG 525. The number increased to three electric locomotives by the end of 1924 and reached six in 1925. On the already electrified routes in central Germany, the machines initially pulled freight trains as well as passenger trains and shaped the image of the routes in the 1920s.
The EG 512 damaged in an accident had to be retired. The Deutsche Reichsbahn later took over the remaining locomotives and changed the designation to E 71 11 to E 71 37. The number E 71 12 was taken into account, but not assigned because of the decommissioned EG 512 . The E 71 series faced competition with the introduction of the more powerful and faster E 75 and E 77 freight locomotives and had to be more and more subordinate to them. From July 1928 were transferred to and from multiple trains to Bw Basel to there on the meadows and wehra valley railway the freight handle. The remaining locomotives remained in central Germany and were parked as spare parts donors. The first locomotives were retired in 1932 (E 71 15, 21, 27 and 37). From October 1934 parked locomotives were reactivated due to the lack of electric locomotives caused by the opening of electric train operations between Halle and Magdeburg . Five locomotives came after the annexation of Austria into Bw Schwarzach - St. Veit . E 71 17 and 36 (1936), E 71 20 (1937), E 71 16 (1938), E 71 24, which was converted into a car preheating system, E 71 25 (1939) and E 71 35 ( 1940).
post war period
The number of locomotives had already been reduced considerably after the Second World War . Of the remaining operational locomotives, two remained in Austria , six were taken over by the Deutsche Bundesbahn and one by the Deutsche Reichsbahn . In 1947 the two Austrian locomotives were exchanged for two of the E 33 series and they came to Basel . The E 71 30 of the Deutsche Reichsbahn was transferred to the USSR in 1946 and returned in 1952. The Deutsche Bundesbahn continued to use its locomotives on the Wiesen- and Wehratalbahn . They did their job there until the end of the 1950s, when they were finally ousted by the E 32 series . The main reasons for the previous retirement were the low speed of 65 km / h and the mediocre performance, which hindered their use on main lines. The last known schedule of the locomotives dates back to 1957, it named four locomotives that carried freight trains and transfer trips mostly on the Wiesen- and Wehratalbahn. The last locomotive was the E 71 28, which was retired on August 4, 1958. The era of the E 71 was finally over. All but three of the decommissioned locomotives were scrapped.
Whereabouts
Of the 27 locomotives that were once built, three have been preserved for posterity:
- The E 71 19, which was retired in 1958, served as a demonstration object for training locomotive drivers in Munich until 1968 . There it fell into oblivion, the weather and vandalism hit it hard until it was finally threatened with scrapping. The DB Museum Nuremberg restored it from 1998 to 2000. It survived the major fire in the locomotive shed on October 17, 2005, undamaged. In the spring of 2007 it came on loan to the Bahnpark Augsburg and was presented to the public as part of the Luxembourg Country Week, “Crocodiles in the Bahnpark” . Until 2011, the locomotive could be viewed there together with a historic rail mail car. Then the E 71 19 came into the outdoor area of the Koblenz branch of the DB Museum.
- The E 71 28 came to the AW München-Freimann for museum refurbishment . In 1985, for the 150th anniversary of the railway, it was represented at the large vehicle show in Bochum 's Dahlhausen district. Today it is in the German Museum of Technology in Berlin .
- The E 71 30, which returned from the USSR in 1952 , was restored in the 1960s and came to the Dresden Transport Museum .
Only one motor frame of the E 71 13 remained in the Neustadt Railway Museum.
The locomotive driving school in Troisdorf received the E 71 22 for demonstration purposes. The locomotive came to the AW Schwerte in 1967 and was dismantled there.
Pictures of the E 71 19
Driver's cab
Traction motor
Traction motor cooling
compressor
drive
See also
- List of locomotive and multiple unit series of the Deutsche Bundesbahn
- Overview of the Prussian electric locomotives
literature
- Hans-Jürgen Wenzel The E 71 E-Locomotive Success from Prussia in the Modellisenbahn-Kurier 7/2013
Web links
- Eisenbahnfreunde Wehratal e. V.
- Historic photo of the E71 28
- Historic photo of the E 71 30
- E 71 32 1957 at the Joachim Schmidt Railway Foundation
- Photo of the refurbished E 71 28 on loks.startbilder.de
Individual evidence
- ↑ http://www.lokodex.de/or/o_tdaus.php?tdnr=405
- ↑ http://www.lokodex.de/or/o_tdaus.php?tdnr=406
- ↑ a b Hans-Jürgen Wenzel The E 71 E-Locomotive Success from Prussia in Modelleisenbahn-Kurier 7/2013, page 47
- ↑ BARch R5 / 21661, vehicle statistics 1935 to 1941
- ↑ Hans-Jürgen Wenzel The E 71 E-Locomotive Success from Prussia in Modelleisenbahn-Kurier 7/2013, page 49
- ↑ a b Hans-Jürgen Wenzel The E 71 E-Locomotive Success from Prussia in Modelleisenbahn-Kurier 7/2013, page 50