Prussian EV 5 (2nd cast)
| EV 5 II (Prussia) DR series E & # x 73 2 |
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| Numbering: | pr. EV 5 II from August 1926: E 73 05 |
| Number: | 1 |
| Manufacturer: |
BMAG (vehicle part) Maffei-Schwartzkopff-Werke Wildau (electric drive) |
| Year of construction (s): | 1923 |
| Retirement: | 1954 |
| Axis formula : | Bo'Bo ' |
| Genre : | pr. EV 5 / DR E 73 2 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 12,550 mm |
| Service mass: | 70.4 t |
| Friction mass: | 70.4 t |
| Top speed: | 50 km / h |
| Hourly output : | 740 kW at 30 km / h |
| Continuous output : | 515 kW at 35 km / h |
| Starting tractive effort: | 139 kN |
| Performance indicator: | 7.36 kW / t |
| Driving wheel diameter: | 1250 mm |
| Power system : | 6.3 kV, 25 Hz ~ |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Drive: | Pawbearing drive |
| Type of speed switch: | nine-stage contactor switchgear |
The Prussian EV 5 II was an electric locomotive procured by the Prussian State Railways in 1923 for use on the Altona port railway . It was intended to be a replacement for the Prussian EV 3/4, which was used on this port railway in 1913 and was retired in 1916 .
The designation EV 5 was used a second time with this locomotive; a Berlin test locomotive from 1912 had this designation. The first line of EV 5 was already taken out of service in 1923 when this locomotive was commissioned.
construction
The EV 5 II Altona had a centrally arranged bridge frame made of sectional steel with an attached sheet steel-clad engine room box. The bridge frame rested at its ends on two bogies with two wheel sets each . These bogies did not end at the outer ends with the frame and the engine room housing of the same length, but protruded below. On the protruding area of the bogies, half-height sheet metal housings for equipment parts sloping forward were built up. The impression of permanently attached porches was deceptive here, they rather moved in the curved tracks with the bogies around their pivot pins. This construction method was particularly significant because of the tight curves in the so-called " haddock tunnel " of the port railway between the quays and the Altona station 30 meters higher . On the roof, next to the main switch, there were two pantographs with two grinding bars each. The individually driven wheel sets had a pawl bearing drive .
Electric drive
The unusual overhead line voltage of 6.3 kV and a frequency of 25 Hz was used by the Altonaer Hafenbahn as a result of the takeover of vehicles and equipment from the trial operation with this power system in the years 1903 to 1905 on the Schöneweide – Spindlersfeld branch and the power supply for Hamburg -Altona light rail and suburban railway used with the same system. The EV 5 II Altona, which was specially built for the Altona port railway, therefore also had to be designed for this voltage.
Each of the four wheel sets was driven by two AC series motors in a common housing. The separately ventilated and oil-cooled main transformer supplied the reduced voltage for the motors.
The motor output was controlled by a nine-stage, electromagnetically switched contactor switchgear .
history
The EV 5 II Altona was ordered in 1919 by the Prussian administration of the Altona port railway and delivered to it in 1923. The EV 5 II Altona did not turn out to be the nominally strongest, but probably the most reliable tractor of the Altona port railway, to which the "amply dimensioned electrical equipment" contributed significantly despite the often extreme stress.
As part of the renaming of the previous Länderbahn locomotives with Reichsbahn series numbers, the locomotive was classified in the DR series E 73 2 in August 1926 and given the individual identification "E 73 05". During its entire service from 1923 to 1954, it was assigned to the Ohlsdorf depot . In 1954, the shutdown took place due to the abandonment of electrical operations in connection with the conversion of the Hamburg S-Bahn to direct current operation, with which the 6.3 kV alternating current power supply previously obtained from there was no longer available.
The E 73 05 was acquired in 1955 by a scrap dealer from Munich, but was still available in the AW Freimann in 1959. The further whereabouts are not known.
Literature and images
- EV 5 II Altona. In: Prussia Report. Volume 10. Hermann Merker Verlag, Fürstenfeldbruck, ISBN 3-89610-005-X .
Web links
- Retired E 73 05 1959 in the Munich-Freimann repair shop at the Joachim Schmidt Railway Foundation
Individual evidence
- ↑ a b EV 5 II Altona. In: Prussia Report. Volume 10. Hermann Merker Verlag, Fürstenfeldbruck, ISBN 3-89610-005-X .