| BR110.0 |
| BR110.0 (001-005 : 5 locomotives) |
| In the early 1950`s, Bundesbahn decided to electrify many lines. Until
1950 about 800 electric locomotives were built, but Bundesbahn needed newly
over 2000 electric locomotives for the electrification. To keep the cost
low for bulting and operating electric locomotives, Bundesbahn wanted to
use common parts for the all locomotives, and decided to develop the standard
design parts. In 1952, five locomotives of E10 were built. They were used
for many experiments to decide what parts Bundesbahn should use as standard
ones. Bundesbahn wanted E10 to have better performance than E18 and E44. When hauling a passenger train with the weight of 700t, the new locomotive must run at 90km/h in a gradient of 10 permil. When a 400t passenger train, it must run at 70km/h in a gradient of 25 permil. When a 1300t goods train, it must run at 70km/h in a gradient of 5 permil. When a 900t goods train, it must run at 90km/h in a gradient of 10 permil. And when a 400t goods train, at 70km/h in a gradient of 25 permil. The maxium speed Bundesbahn required was 150km/h. E10 was affected by SBB`s new electric locomotive of Re4/4 I. E10 didn`t have the front wheels, and each motor was hung on the truck instead of on the body of the loco. Those changes improve the power of traction and the running peformance. Some different parts were produced and were compared by Bundesbahn to judge what parts Bundesbahn should adopt for its locomotives. The next figure shows the compared parts.
E10 001 was built by Krauss-Maffei, and AEG, 002 by Krupp and BBC, 003 by Henschel and SSW, 004/005 by Henschel, AEG and BBC.
E10 001/002/003/004 were completed between August 1952 and November 1952, and used for experiments to confirm their performance. Only E10 005 was completed in May 1953 and entered in service. E10 002 was used for the experiment in Geislinger Pass to find which E10 could run at high speed in a steep gradient when hauling a heavy train or not. And E10 003 was used in Aalberg Pass to find which E10 could start in a steep gradient or not. In this experiment, E10 003 with 383t train passed a curve with the radius of 180m easily. At first E10 had many troubles. Especially E10 002 did. This motors of this locomotive were exchanged to new ones in 1955. But after that many troubles occured, and in 1960 E10 002 was retired from service. Locomotives of E10 based in BW Nürnberg (003) and BW München (001/002/004/005). When the electrification between Nürnberg and Würzburg was completed in 1954, E10 003 hauled a special train. From 1954 to 1955, E10 001/002/004 were moved to BW Nürnberg, and operated for special trains bound for Regensburg, Würzburg and so on, in summer. From 1958, they went to Frankfurt and Passau, too. When they were built, E10 had many troubles. To use E10 for normal service, DB worked out them. But it is to hard to work out the troubles of E10 002. Although he motors of this locomotive were exchanged to new ones in 1955. many troubles occured after that, and at last E10 002 was retired from service in 1960. In the 1960s, E10 was operated for shot-distance E-zug bound for Bamberg, Coburg, Treuhtlingen and so on. In 1968, it was renamed to class 110.0. In the 1970s, locomotives of class 110.0 often waited in the base as a reserve and were rarely used. In 1975, 110 001 was retired from service, all locomotives of class 110.0 were retired until 1979. 110 001 and 004 had been run three milion kilometers long. 110 002 and 005 were preserved since the retire. The length of 110 001 was 16,100mm, 002 16,650mm, and 003-005 15,900mm. The weight of class 110.0 was 83.4t, wheel arrangement Bo-Bo, power output 3,700kW, traction power 275kN and maxium speed 150km/h. |
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