On July 17, 1934 the DRG issued orders for the electrification of the increasingly important North-South route – Berlin-Leipzig/Halle-Munich. The route was supposed to be capable of supporting speeds up to 112 mph (180 km/h) on level stretches and 93 mph (150 km/h) on mountainous ones. Based on the excellent results obtained with the E 04 and E 18, the DRG proceeded with development of a new locomotive based on the E 18. These new locomotives were to use a more powerful and higher rpm version of the AEG (Allgemeine Elektrizitäts Werke) quill drive system. Based on successful 112 mph (180 km/h) tests, the DRG seriously considered a 140 mph (225 km/h) engine that would use the proven E 18 as its basis.

    The heavy electrical equipment of the E 18s demanded a lighter structure in order to retain a favorable power-to-weight ratio. The approach was feasible through the use of lighter alloys and improved high-strength steels. The result was a frame that was 2,200 lb (1,000 kg) lighter than that of the E 18. The SSW (Siemens Schuckert Werke) locomotives were almost 5,100 lb (2,300 kg) lighter than the AEG locomotives.

    On December 15, 1938, the AEG rolled out E 19 01 to an audience of government officials. Originally, the new engine was to have been painted blue-gray but some zealous bureaucrat must have overruled that because the DRG’s newest showpiece was a brilliant red with silver trim. Completing this one-off showpiece were no fewer than four rather large emblems of the regime than in power. These emblems eventually became known as "Pleitegeier" but using this term of derision in public could have dire consequences. A "Pleitegeier", in this case the eagle and swastika emblem, is a symbol of bankruptcy and was used by daring people to describe the Nazi government."

    Further, the availability of more powerful (1,000 hp; 750 kW) motors, enabled the DRG to anticipate a top speed of 140 mph (225 km/h) for the new engine, which was then designated as E 19. Four engines were built, as noted in the accompanying table.

Mechanical Systems

Running gear, main frame and the superstructure of the E 19 and E 19¹ are, for all practical purposes, the same as the E 18. Notable differences include more ventilation louvers on the side of the engine and these openings also differ from the E 19 to the E 19¹. The front and rear air dams, while based on those of the E 18, had two large openings to admit more needed cooling air but these were still smaller than on the E 18. The volume air reaching the wheel bearings was adequate in both cold and warm weather since the overall demands placed on the locomotive were very reasonable. Engines E 19 01 and 12 retained their front and rear air dams until about 1958 but the other two (E 19 02 and 11) had theirs removed.

    Special attention was given to the brake systems of the E 19s. They were fitted with the most powerful braking systems of any German locomotive. Brake rigging on the E 19 is on the inside of the frame and on the outside of frame of the E 19¹. Subsequently these braking systems were also installed on E 18s. Despite the very strong braking forces, braking from 112 mph (180 km/h) within the 3,280 ft (1,000 m) distance from the advance signal to the main signal was difficult, if not impossible. An auxiliary electric brake, which was activated at speeds over 60 mph (100 km/h), was installed to solve this problem.

    Tests using E 19 01 that had an on-board 4,600 kW DC electric brake, operating independent of the catenary systems and using separate excitation, was insufficient despite its retardation of 9,600 kp and required 3,500 ft (1,060 m) to bring the engine to a halt. Increasing this system to 6,400 kW brought about the required results, i.e., braking within the 3,280 ft (1,000 m) distance between the advance and home signals.

    On the other hand, E 19¹ using a similar system but with only 2,900 kW and 5,000 kp braking force was able to meet the 3,280 ft (1,000 m) braking requirement. However, the war intervened and the system could not be furnished.

    By the mid-1950s, the DB no longer depended on the electric brake since the 87 mph (140 km/h) top speed of these engines did not require this additional braking system. For a short time during the 1960s there was some talk about resurrecting the electric brake for the fast run between Munich and Frankfurt/Main but the emergence of the newer E 03 made this a moot point. Take a careful look at the  accompanying drawings to note the subtle differences between the E 19 and E 19¹. (Click on the image to enlarge it.)

Top is E 19 and bottom is E 19¹.

Electrical Systems

The electrical systems of the E 19 were largely derived from those of the E 18. Much work went on to find just the right pantographs. E 19 01 used HISE pantographs with double carbon wear bars (sliders) but these were replace with the universal HISE 7 pantograph using conventional aluminum sliders. E 19 02 was also fitted with these. E 19 11. E 19 11 came with SBS 37 pantographs that features horizontally mounted insulators, double sliders and a special pantograph lowering device for use at high speed. In 1939/40 E 19 11 was fitted with SBS 39 pantographs featuring aluminum sliders and "Kolbenfeder" actuators. E 19 12 used the SBS 37s.

    After World War Two all four E 19s received SBS 10 pantographs and from 1954 to 1958 the DB evaluated E 19 11 using the newly developed DBS 54 pantos. This pantograph uses graphite wipers. The new unit was finally approved in 1965. That same year E 19 11 and 12 were fitted with SBS 10s using the Dolzer double "Wippe". In 1973/74 these two engine reverted to using the DBS 54.

    To meet the demands imposed by the new high performance program, AEG developed an upgraded version of the EKB 860 motor used on the E 18. Appropriately called the EKB 1000, the new motor developed 1,340 hp (1,000 kW) at 112 mph (180 km/h). The power-to-weight ratio of the new motor came to 16.4 lb/hp (5.56 kg/kW), an improvement over the 19 lb/hp (6.45 kg/kW)

    The SSW/Henschel E 19s (19¹) received different motors. Called double-motors, these were two eight-pole AC motors connected in series in a common housing. Connecting the motors in series enabled the use of higher operating voltages. The point being that current consumption was lower, which considerably eased switching, i.e., changing motor speed.

    The 3,500 kW main transformer used a secondary winding made from aluminum wire and featured 16 taps ranging from 90 to 1,350 volts for speed regulation. There were other taps for train heating systems and other electrical functions. However, the main transformer was rather prone to trouble and the aluminum secondary winding were eventually replaced by copper windings.

Difficult start for the sprinters

On January 19, 1939 E 19 01 made its debut at the DRG’s München- Freimann facility. The Elektrotechnischen Versuchsamt (ElVersA) – electrotechnical test facility – conducted pantograph tests but these damaged the catenary system as well as the pantographs of the locomotive. A change to the proven pantographs followed as did performance and high speed tests. During tests of E 19 01 on the München – Stuttgart line, this engine easily handled a 750-ton train at 75 mph (120 km/h) on a 1 in 74 grade between Ulm and Jungingen. The train was started in Ulm accelerated to 75 mph (120 km/h) in 270 seconds. In this test the engine developed 7,080 hp (5,280 kW). Three high-speed runs exceeding 125 mph (200 km/h) were scheduled. During the test on April 17, 1939, between München and Augsburg, the tire on the third driven axle broke during high speed braking. In light of wartime supply shortages, E 19 01 was not ready for further testing until May 29, 1940. It was tested on the München – Salzburg line. After this test, the engine was cleared to operate at speeds up to 75 mph (120 km/h). The war prevented further clearance. Additional tests on E 19 01 were conducted in 1943. Between May 16 and July 13 adhesion tests were done on the Bamberg – Forchheim line. For the tests, the engine was readied at Raw München-Freimann from April 9 to May 15, 1943. During this period the axle loading of the second set of drivers was set to 15 tons.

On February 28, 1939, it was E 19 02’s turn with its arrival in München. The ElVersA conducted tests during which small defects surfaced. With opening of electric service between Nürnberg and Saalfeld, E 19 02 was transferred to Nürnberg and was allowed to make the premier run on May 13, 1939 since E 19 01 was undergoing maintenance. Predictions of a future five and half hour schedule between Saalfeld and Nürnberg were interrupted by the war. E 19 02 remained in Nürnberg for some time doing load tests on the grades to Saalfeld as well as being used in regular passenger service. This machine also served as a training Lok for future engine drivers. Its acceptance run took place on March 30, 1940 and was done on the München – Stuttgart line. E 19 02 was cleared for 112 mph (180 km/h) operation.

AEG  - Allgemeine Elektrizitäts Gesellschaft

SSW - Siemens Schuckert Werke

At that time 1 Reichsmark was about $0.24.

Specifications for the E 19 and E 19¹

¹ - Sometimes reduced to 75 mph (120 km/h) and sometimes as high as 112 mph (180 km/h).

"Die E 18 und E 19," Dieter Bäzold, Horst J. Obermayer, Eisenbahn Journal Sonderausgabe, IV/92.