Prussian ES 1 to ES 3

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Prussian ES 1 hall, in the delivery condition as 10 501 hall

The ES 1 to ES 3 locomotives of the Prussian State Railway were the railway company's first attempts at electric traction and were successfully tested on the Dessau – Bitterfeld section between 1911 and the start of the war in 1914 .

leader

In 1909 the Prussian-Hessian State Railways ordered three express locomotives and five freight locomotives for their test route in what is now Saxony-Anhalt. Locomotives were required that could reach a maximum speed of 100 km / h with 700 kW continuous power and 50 t service weight. As a result, there was close cooperation between the railroad directorates and industry, from which, due to the success of trams, the desire for partial full-line electrification had long emerged.

Under the direction of Gustav Wittfeld , three drafts for express locomotives were drawn up based on the experience of the Baden State Railways. Because the planned test route was very flat, the machines were designed with only two relatively large sets of driving wheels. Originally the 2'B wheel arrangement was intended, but in the course of development it turned out that the higher mass required an additional axis. It was installed in the form of an Adam's axle at the end that was previously without a running axle.

Initially, the abbreviation WSL (alternating current express train locomotive) was intended to denote the machines. When machines were also reordered for the passenger and shunting service, the scheme was changed and electric express locomotives were now classified under the designation ES .

Single vehicles

IT 1 ES 2 IT 3
Numbering 1911: WSL 10 501 WSL 10 502 WSL 10 503
Numbering 1912: IT 1 ES 2 IT 3
Numbering 1926:   DR E 00 02  
Manufacturer : Hanomag (vehicle part)
SSW (electrical part)		 Hanomag (vehicle part)
AEG (electrical part)		 Hanomag (vehicle part)
BEW (electrical part)
Year of construction (s): 1911
Retirement: 1923 1927 1923
Axis formula : 2'B1 '
Genre : ES 25.74 ES 25.73 ES 25.71
Gauge : 1435 mm
Length over buffers: 12,500 mm
Total wheelbase: 9000 mm
Service mass: 73.5 t 72.5 t 71.0 t
Friction mass: 32.8 t 32.3 t 32.0 t
Top speed: 110 km / h
135 km / h in test operation		 110 km / h 120 km / h
Hourly output : 735 kW
73 km / h		 662 kW
79 km / h		 1100 kW
80 km / h
Continuous output : 533 kW
100 km / h		 460 kW
78 km / h		 770 kW
85 km / h
Starting tractive effort: 79 kN 93 kN 142 kN
Performance
indicator:		 10.0 kW / t 9.1 kW / t 15.5 kW / t
Driving wheel diameter: 1600 mm
Power system : 15 kV 16 Hz ~
Power transmission: Overhead line
Number of traction motors: 1
Drive: Rod drive with jackshaft

IT 1

In 1911 the machine was transferred to the BW Bitterfeld. The electric locomotive was able to meet the requirements set in it that it could transport a 240 t express train at 100 km / h on the route. When driving with the bogie ahead, the machine could even reach 135 km / h. With the running axle in front, no such speeds could be driven due to the poor guidance properties; this affected all three locomotives. The beginning of the war put an abrupt end to their operations. When it was put back into operation, the machine, with its few speed steps, was already out of date and was thus brought to the Deutsches Museum in Munich as an exhibit , where it was badly damaged in the Second World War and then dismantled.

ES 2

ES 2 1911 in the delivery condition as 10502 hall
Wreck of the E 00 02 in the German Museum of Technology Berlin, 2018

Before it was put into operation, the locomotive was brought to the International Industry and Trade Exhibition in Turin to present it to a wide audience. In operation, the ES 2 was able to achieve a performance similar to that of its sister machine; with 90 kN starting tractive effort, it was well above the projected value. However, this was only possible after exchanging the hoop pantographs for double-arm pantographs .

After the First World War , the ES 2 came to the Wiesen- und Wehratalbahn in Basel , where it was in service for four years before being shut down. In order to preserve it, it was handed over to the then Berlin Transport and Construction Museum in the Hamburger Bahnhof in 1927 . It was badly damaged there during the Second World War .

After the war, until 1984 it stood in front of the Transport and Construction Museum, which was only accessible to GDR railroaders, and continued to deteriorate due to the weather and the theft of components. In the course of the S-Bahn contract , which in 1984 led to the takeover of the West Berlin S-Bahn sub -network by the BVG , the objects of the Transport and Construction Museum were divided between the Transport Museum Dresden and the newly founded German Museum of Technology Berlin . The now only fragmentary ES 2 was added to the latter and has been in the Monumentenhalle museum depot since 2015, where it can be viewed on every Sunday in September.

IT 3

ES 3 1911 in the delivery condition as 10503 hall

The ES 3 was significantly more powerful than the other two machines. The wooden box was also made of wood. The machine was only fully operational after the engine had been boosted, but several self-excitements caused the machine to remain problematic. It was not put back into operation and in 1923 the machine was taken out of stock.

literature

  • Andreas Wagner, Dieter Bäzold, Rainer Zschech: Locomotive Archive Prussia Volume 4. Bechtermünz, Augsburg 1997. ISBN 3-86047-573-8
  • Brian Rampp: Prussia Report. Volume 10. Electric locomotives and electric multiple units. Hermann Merker Verlag, Fürstenfeldbruck, ISBN 3-89610-005-X , page 36

Individual evidence

  1. ↑ Remnants of ES 2 in September 2005 ( Memento from April 25, 2016 in the Internet Archive )

See also

Web links