Two Three-section Pretend Crocodiles Served in Silesia and Bavaria

Historic Elok 191 099-1 at an exhibition at AW München-Freimann in October 1977. Photo by Christian Splittgerber

Thanks to Geoff Fischer of ETE’s Sacramento Chapter, I have become interested in yet another old German electric locomotive. When Geoff sent me samples of his chapter’s newsletter “Eilzug”, I became intrigued by an article about what might charitably be described as two rather homely German electric freight locomotives. They are in the E91 family and span Eras I, II, and III. Specifically they are the E 91 and E 91⁹. At first glance they look identical but when you get inside them, there are subtle differences. Both served in Silesia and Bavaria, mountainous regions of Germany.

     In 1923 the Deutsche Reichsbahn Gesellschaft (DRG) ordered 34 heavy freight locomotives (C’C’) to serve in the mountainous regions of Silesia and Bavaria. Within the framework of a construction consortium called WASSEG, AEG delivered 14 complete locomotives. WASSEG was a consortium of AEG and SSW, both being major producers of electrical systems. The locomotives still used the old numbering system and thus were EG 581 to 594 and later as E 91 81 to 94) and they were placed into service in Silesia. For an additional order of 20 engines, SSW provided the electrical systems and Krauss (later to become Krauss – Maffei) built the mechanical systems. In 1926 and 1927, these were delivered as EG5 22 501 to 22 520 and later renumbered as E 91 01 to 20. The major abbreviations are explained at the end of the article.

   These locomotives were then used for 1,200-ton freight trains on 1% grades at 35 km/h (22 mph) and 500-ton trains on the same grades at 45 km/h (28 mph). The locomotives performed as expected in Silesia and Bavaria where maximum speed was not really an issue and thus their maximum speed of 55 km/h (34 mph) was more than adequate.

    To alleviate the acute shortage of heavy freight locomotives in Silesia, the DRG ordered an additional 12 E 91s. For improved braking performance, these 12 units incorporated resistive braking systems. This modification actually resulted in a weight reduction from 123.7 tons to 116.4 tons. AEG built the mechanical systems and the WASSEG consortium furnished the electrical systems. These new locomotives were designated E 91⁹, were delivered to RBD Breslau and numbered E 91 95 to 106.

   To achieve good running characteristics for operation on curvy mountain tracks, the designers chose a three-part frame. The two three-axle end sections were connected by a hinged bridge structure. The oil-cooled main power transformer was located on this center section. The middle axles of the end sections have some built-in sideplay. The three parts of the locomotive are connected by bellow concertinas. The Bavarian locomotives featured a gangway to enable train personnel to walk inside the engine from one end to the other. Much later, in 1957 and 1958, this passageway was closed.

   Each end section contained two continually series-connected 10-pole AC motors to drive a jackshaft that, in turn, powered the proven Winterthur rod drive system. The electrical systems closely followed those of the E 52 down to the 19-step contactor system to control motor speed. Resistive braking of the E 91⁹ comprised a six-step system. The motors of the E 91⁹ were lighter than those of the E 91.

E 91 in Service

In 1931 all Bavarian E 91s were under the direction of RBD München. In 1933 engines E 91 89 to 92 were moved from RBD Breslau to München. In the following year, RBDs Stuttgart and Regensburg also received several E 91s so that by 1938, these engines were distributed as follows:

E 91 05 was taken out of service in 1935 due to heavy damage in an accident. In the period 1943 to 1935, three more engines were moved from Breslau to Bavaria. This left engines 91 83 to 87 in Silesia which then were transferred to middle Germany in October 1945. In September 1946 these locomotives, as well as others in middle Germany, they were moved to the Soviet Union. Only six years later, in 1952, they were returned to the then established East Germany. Somewhat the worse for wear they were stationed at the Magdeburg-Buckau repair facilities. Initially, the DR was going to rebuild them and use them in the Harz region but scrapped them in 1965 by which time the newer E 251 was developed.

   The following serviceable E 91s were in Bavaria at the end of the war; E 91 01 to 03; 07, 08, 10, 13, 20, 81 and 89. Of the remaining 16 war damaged machines only six were rebuilt by 1949 at the München-Freimann shops. These were E 91 09, 16, 11, 15, 18 and 94. After 1968, these E 91s were redesignated as BR 191. The DB scrapped the following machines:

• E 91 14 in 1946

• E 91 04, 17, 19, 82, 91 and 93 in 1949

• E 91 90 and 92 in 1950

• 191 016 (ex 91 16) in 1969

This last one was the first of the remaining BR 191 (ex E 91) that would eventually all be scrapped as more modern equipment came into service.

E 91⁹ in Service

The 12 engines of the E 91⁹ series were home-based at Bw (depot) Dittersbach in Silesia until 1943. Subsequently eight were transferred to Bavaria in early 1945. At war’s end, E 91 104 was heavily damaged and had been brought to RAW Dessau. Thus, this machine as well as E 91 103, 105 and 106, all three of which had been brought to middle Germany (Saxony) were then transferred to the Soviet Union in September 1946 as war reparations. The bomb damaged E 91 104 was scrapped.

   Engines E 91 95, 101 and 102 were in Bavaria at war’s end but sidelined with war damage. E 91 96 had already been taken out of service earlier, again having been damaged in the war. E 91 95 followed in 1949. With repair of E 91 97 – 102, there were six of the type in service with the DB. They were stationed in Augsburg, München East and Pressig-Rothenkirchen. By 1970 this type was only to be found in München East and Freiburg-Breisgau. The remaining E 91⁹s were modernized with some of them being outfitted with two-way radios for communicating during switching operations. Just as its E 91 predecessor, the E 91⁹ was also renumbered as BR 191 by the DB in 1968.

   The last BR 191s, 099, 100 and 101, were taken out of service in 1975. Engines 099 and 100 were turned over to museums. Of these, 191 099 (ex E 91 99) was restored at Bw München-Freimann. This one is one proud locomotive in that it could haul a 3,000-ton train at 25 mph (40 km/h) on level ground and start a 1,400-ton train on a 1% grade.

Abbreviations

AEG – Allgemeine Elektrizitäts Gesellschaft

EG – Elektrische Güterzuglokomotive – electric freight locomotive

RAW – Reichsbahn Ausbesserungswerk – Reichsbahn overhaul facility

RBD – Reichsbahndirektion – Reichsbahn region

SSW – Siemens Schuckert Werke

Characteristics of the E 91 and E 91⁹ Electric Freight Locomotives

Sources

“Die Baureihe E 91⁹ – Das Portrait einer schweren Elektro-Güterzuglokomotive,” Wolfgang Messerschmidt, Märklin Magazin, 1/86, pp. 32 – 35.

 “Elektrische Lokomotiven,” Ernst Joachim, Alba Buchverlag, Düsseldorf, 1973.

Credits

 The author appreciates assistance given by Geoff Fischer and Thomas Nosske in Germany.