Prussian EV 1/2

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EV 1/2 (Prussia)
DR E 73 1
EV 1/2
EV 1/2
Numbering: pr. EV 1/2 Altona
Number: 1
Manufacturer: Vulcan, Stettin (vehicle part)
AEG, Berlin (electric drive)
Year of construction (s): 1908 / reconstruction 1912
Retirement: 1932
Axis formula : A1 + Bo
after conversion Bo + Bo
Genre : pr. EV 1/2 Altona / DR E 73 1
Gauge : 1435 mm ( standard gauge )
Length over buffers: 14,140 mm
Service mass: 59.5 t
after conversion 68.3 t
Top speed: 50 km / h
Hourly output : 775 kW at 28 km / h
after conversion 1080 kW at 30 km / h
Continuous output : 550 kW at 31 km / h
after conversion 735 kW
Starting tractive effort: 132 kN
after conversion 170 kN
Driving wheel diameter: 1,400 mm
after conversion 1,370 mm
Power system : 6.3 kV 25 Hz AC
Power transmission: Overhead line ,
4 or, after conversion, 2 pantographs
Number of traction motors: 3
after modification 4
Drive: Pawbearing drive
Type of speed switch: 8-stage or, after conversion, 4-stage contactor switchgear

The Prussian EV 1/2 was an electric locomotive ordered in 1906 by the Royal Prussian Railway Central Office and delivered in 1908 for test operation with electric traction. It was initially classified as a WGL for "AC freight locomotive " and designated 10201/10202 . From 1912 it received the new name according to the new Prussian classification system for electric locomotives EV 1/2 .

mechanical construction

The EV 1/2 Altona was designed as a double locomotive with two closely coupled , two-axle and largely structurally identical parts. The locomotive was primarily intended for trial runs on a track circuit with a comparatively small curve radius of 200 meters - the minimum radius according to the requirements of the railway building and operating regulations is 150 meters. This may have led to the design as an articulated double locomotive.

In the delivery condition, the coupled machines were delivered with drive motors on the first, third and fourth wheel sets, which resulted in the peculiar axle sequence A1 + Bo. Nevertheless, there was still space for another motor on the free second axis, which was also supplied separately.

The main switch and pantographs were located on the roof of the box superstructures . The individually driven wheel sets had a pawl bearing drive .

Each of the two halves of the vehicle had a driver's cab on the smooth front of the box structure with a forward-facing access door, which was accessible from a platform in front of it with steps and protective railings on both sides. This access design, which cannot be observed anywhere else on the main lanes, was probably due to the primarily intended, remote-controlled continuous operation, since with this version, at least when driving slowly, it was possible to get on or off the vehicle without having to open the door at the same time.

Electrical equipment

The unusual overhead line supply voltage of 6.3 kV and a frequency of 25 Hz was taken over by the trial operation from 1903 to 1906 on the Schöneweide – Spindlersfeld branch line .

Each driven wheel set was driven by a Winter-Eichberg electric motor via the pawl bearing drive. The separately ventilated dry-type transformer supplied the reduced voltage for the motors.

In its original state, the WGL 10201/10202 had two low-profile pantographs on the roof of the front half . After the transfer to the Altonaer Hafenbahn , the renovation that was necessary because of the tunnel route there was initially replaced by two different types of pantographs, each with two grinding bars. Since the power transmission in the damp tunnel was not satisfactory, the rear half of the vehicle was also equipped with a pair of pantographs, i.e. a total of four impressive pantographs in a row. In addition, as part of this conversion, the freely supplied fourth drive motor was also installed on the free second axle and two new transformers were installed for the higher power requirement.

The motor output was controlled by an initially eight-stage, later four-stage, electromagnetically operated contactor switchgear .

commitment

Prussian EV 1/2 in its original condition

The main use took place on the circuit of the track test track near Oranienburg, which was also equipped with an overhead line . Remote-controlled continuous operation of 20 hours a day was provided for wear tests.

This operation lasted until 1911, after which the locomotive was transferred to the Altona port railway for further use, which also played a role in the fact that at this time the neighboring route of the Hamburg-Altona city and suburban railway was also electrified with the same power system and from there the necessary electrical energy could be obtained. The WGL 10201/10202 was during the test operation, the depot Oranienburg , after taking over the port rail as EV 1/2 the depot Hamburg-Ohlsdorf electric train (later train Hamburg ) is assigned.

Although the EV 1/2 could be considered the "most powerful single-phase AC electric locomotive" in the world at this point in time, its use proved unsatisfactory, as it tended to skid in the steep, damp tunnel route and its own poor weight distribution , which is why it was from one Employees still had to spread sand with a funnel in front of the wheels.

As part of the renaming of the previous Länderbahn locomotives with Reichsbahn series numbers, the locomotive was classified in the DR series E 73 1 in August 1926 and given the individual designation "E 73 03". With the use of the EV 6 and E 73 06 specially built for the port railway from 1924, the E 73 03 was increasingly kept in reserve only and was retired in 1932. It came to the Nuremberg Transport Museum and was destroyed there during the war.

Individual evidence

  1. ↑ a b c d e f g h i EV 1/2 Altona. In: Prussia Report. Volume 10. Hermann Merker Verlag, Fürstenfeldbruck, ISBN 3-89610-005-X .
  2. ↑ a b test tracks. In: Röll: Encyclopedia of the Railway System. Volume 10. Berlin / Vienna 1923, pp. 153–155. ( online at: zeno.org )
  3. ^ Horst J. Obermayer, paperback German electric locomotives, Franckh'sche Verlagshandlung, Stuttgart

Literature and images