Call it E 94, BR 194 or just the German Alligator, this electric freight locomotive was a real success story. It was powerful, reliable and rugged machine. The BR 194, originally designated E 94 until 1968, freight locomotive was developed by AEG (Allgemeine Elektrizitäts Gesellschaft) to be a more powerful version of the proven E 93 (BR 193). Major builders of the E 94 and later BR 194 also included Krauss-Maffei (mechanical systems), Siemens Schuckert Werke (SSW) and Brown Boveri & Co. (BBC) (electrical systems). In addition to freight service, the BR 194 was also designed to perform pusher service on steep grades, such as a the Geislinger Steige.

    A total of 200 locomotives were constructed for the Deutsche Reichsbahn Gesellschaft (DRG), including some 140 built during the early years of World War 2 in Germany and Austria. After the war most went to the Deutsche Bundesbahn (DB), the Austrian Federal Railways (ÖBB) received 44 of these and redesignated them as Class 1020 to which three more were added in 1954. These were newly built at Floridsdorf near Vienna. A further 24 units passed to the Deutsche Reichsbahn (DR) in the Eastern Zone. They were redesignated as BR 254.

In light of the increased freight traffic in the 1930s, came 1937 there was a requirement for a new, more powerful and faster freight locomotive. Further development or upgrading of the E 93 was not in the books. The new engine had to be faster than 44 mph (70 km/h) and more powerful. It would also have to be able to surmount steep grades without resorting to a helper engine. Following were the requirements for the new machine, designated E 94.

• 600 ton train, 1 in 40 gradient – 31 mph (50 km/h)

• 1,000 ton train, 1 in 60 gradient – 31 mph (50 km/h)

• 1,600 ton train, 1 in 100 gradient – 25 mph (40 km/h)

• 2,000 ton train, 0% grade (level) – 53 mph (85 km/h)

    Further, there was a demand for rheostatic braking, a wish emphasized by the ÖstB (Austrian National Railways). Their Arlberg, Brenner and Tauern routes had 3.1% downgrades. The railroad expressed great concern about the mechanical wear resulting from the increasingly heavy freight trains on such grades.

    In designing the E 94, engineers did draw heavily on the successful albeit now outdated E 93 but the new engine’s mechanical systems were taken almost entirely from the E 93. The new electrical systems were considerably different with the incorporation of rheostatic braking.

    Even though ordered in 1937, the first E 94 was not delivered until the summer of 1940. Then, 143 of the new engines were finished during the war. Additional E 94s were built after the war from parts still available. Thus the DB acquired 23 more E 94s between 1954 and 1956. The BBÖ (Austrian Federal Railways) also acquired three more this way. Thus, total production reached 200 units.

Continued production of the E 94 after the start of the war was granted on the basis that the design was proven and parts were already in the pipeline. In addition to the obviously urgent need for this locomotive, it was determined that electric locomotives were far less visible to low flying fighter/bombers since there is no smoke plume. The E 94 was also knows as the KEL 2, Kriegs ElektroLokomotive 2 (wartime electric locomotive 2).

    Until war’s end orders were placed through engine E 94 285. Contracts given to AEG (mechanical and electrical systems), Krauss-Maffei (mechanical) and SSW (electrical). That’s not entirely how it worked out. E 94 085 – 090 were contracted to Henschel, Krauss-Maffei and SSW were given an equal number of E 44s to build.

    In 1940, the DRG also contracted the Wiener Lokomotivfabrik at Floridsdorf to build E 94 mechanical systems and Elin-Schorch for electrical work. This contract covered three engines. Both companies contested the small order and were able to secure an additional order for five more. These were E 94 146 - 150. By the end of 1943 and early 1944, the mechanical components were ready for installation of the electrical systems but Elin-Schorch had other commitments and thus was not able to build the electrical parts immediately. Subsequently, the mechanical parts were shipped to a DRG facility in Munich in late 1944, but this was not to be without incident. An air raid totally destroyed the parts for E 94 143 and 144. The damaged components for E 94 145 were salvaged and reworked after the war. Then things went from bad to worse. Krauss-Maffei was, for all practical purposes, bombed out of action. Attempts were made to find other sources to manufacture the parts but this did not work out to anyone’s satisfaction. So, the war ended with 145 E 94s having been produced.

    As of January 1, 1946, the disposition of E 94s was as follows:

• DR West – 67

• DR East – 29

• ÖstB – 24

Of these, four (E 94 010, 015, 074 and 083) were completely destroyed. One Austrian machine (E 94 032) was in repair at SSW in West Berlin at the time of the capitulation. Thus, after 1945, 141 of the 145 E 94s were available.

To alleviate the locomotive shortage after May 1945, nine new E 94s were ordered. From 1946 to 1953, Krauss-Maffei and SSW completed engines E 94 137 – 142. Electrical systems were also furnished by BBC. BBC also designed and built the high voltage tap changer and special main transformer for E 94 141 and 142. Two engines (E 94 160 and 161) at Berlin-Hennigsdorf in the Russian sector were bought back by AEG in West Berlin. Eventually, these engines joined the DB. (How they managed to do this is a mystery; KHM).

The DB started electrification of new routes in the late 1940s and needed more new locomotives but these would have to be additional production of E 18, E 44 and E 94. No fewer than 43 E 94s were contracted as follows:

    The 24 engines E 94 162 – 185 were renumbered E 94 262 – 285 because they incorporated high performance electrical systems and the renumbering was to differentiate them from earlier machines. The 43 engines thus produced entered service in 1954 and 1955.

To the uninitiated, the E 94 and its E 93 predecessor look almost identical but there are significant differences. The wheelbase of the E 94’s trucks was 15.1 ft (4,600 mm) vs. 14.4 ft (4,400 mm) for the E 93. Length over the buffers (LüP) for the E 94 is 2.95 ft (900 mm) greater than the E 93. The E 94 is also 11.8 in. (300 mm) higher because of the enclosure for the braking resistors.

    As with the E93, the housing forward of each cab is mounted on the truck (bogie) which is pivoted beneath the cab to form an articulated body. The truck frames were welded from 0.94 in. (24 mm) steel plate. They had four cross members. The frames were also used to mount the buffers and couplers and in some cases a snowplow. Each truck had three traction motors which were located parallel to the wheel axles. The motors are attached to the crossmembers by means of a sprung (spring) suspension mount. This is a traditional, well-proven system also used on streetcars. The drive ratio is 20:79 (3.95:1). The motor has a 20 tooth pinion and the axle a 79 tooth gear. Helical cut gears were used.

The drive mechanism is more readily understood when referring to this drawing. The German terms are translated as follows:

    The wheels are the standard 47.2 in. (1,200 mm) wheels specified for freight locomotives. The axles have no sideplay except for the middle axle of each truck which have slightly thinner wheel flanges by 0.4 in. (10 mm) for better performance and less wear on tight radius curves.

    Basically, the center section of the E 94 is supported on the truck frames on large pivots. It is this articulation that has also given both of these locomotives the nickname "German Alligator." There are other links and components that serve to stabilize the locomotive under all operating conditions, such as helper (pusher) service, negotiating complex turnout, etc. The center section contains the main transformer, its cooling system and other major electrical components. A passageway enables train crews to walk from one end of the locomotive to the other. The short roof overhang of the E 93 has been extended on the E 94 to provide more shade and eliminate glare.

Theoretically and practically, an electric locomotive takes its catenary power (15 kV, 16.67 Hz in Germany and Austria) and transforms this to a lower more usable voltage and applies this to the traction motors. Sounds simple enough, right? While that may be the case, there is a lot more to it than that.

    The E 94’s original main transformer was a 3,060 kVA oil-cooled unit that weighs 22,600 lb (10,250 kg), including its cooling equipment. It has 18 secondary taps furnishing from 58 to 551 volts in 29 volt increments for traction motor control, taps at 800 and 1,000 volts for train heating. (Note that this implies the E 94 (194) could also be used as a passenger locomotive and there are numerous photographs bearing this out.) There is an additional transformer between the main transformer and the tap changer. It prevents interruption of power flowing from the main trafo to the tap changer when the latter moves from one tap to the next. The control unit consists of a vernier adjustment that enables the engine driver to exert more precise control over the engine.

    During 1951 to 1953 period, E 94 141 and 142 were equipped with BBC high voltage tap changers in conjunction with a newly designed main transformer. This was a 25-step tap changer. There was no rheostatic braking. In 1954/55, E 94 270 and 271 were equipped with the SSW version of a 28-step high voltage tap changer together with an updated main transformer.

    The 10-pole series wound motors traction motors used forced air cooling. The motors used roller bearings. These also had exciter, compensating and polarity changing windings. At 536 volts, the 723 hp (540 kW) motor ran at 1,562 rpm which translated into 56 mph (90 km/h). When a traction motor became incapacitated, it could be taken "off line" both electrically and mechanically.. Brush changes were readily made on installed motors. Cooling air was forced in at the commutator end.

    AEG and SSW did a great deal of work to improve the traction motors, seemingly in a race to see who could produce the most powerful motor. Here are some of the many motor developments.

• In 1942, SSW developed the WBM 405. It had an hourly rating of 965 hp (720 kW).

• At the same time, SSW/Vienna developed the WBM 485 motor which was rated at 1,045 hp (780 kW).

• In 1943 the DRG asked for six special motors for the E 94. These motors were derived from the original SSW motors but used considerable amounts of aluminum in their construction as well as wiring. Designated WBM 406 and 486. The 406 units were installed in E 94 088, which then delivered 5,900 hp (4,400 kW). WBM 486 went into E 94 089 which then delivered 6,300 hp (4,700 kW).

• AEG tried to improve the EKB 725a motor by providing more cooling air but this was deferred in favor of desssigning an improved motor. It became the EKB 685, rated at 1,072 hp (800 kW). Six were built and installed in E 94 043. Total power went up to 6,500 hp (4,850 kW).

• Motor development continued through the war and culminated in SSW’s WBM 487 rated at 1,125 hp (830 kW). Installed in E 94 141 and 142, 262 to 285 or 26 engines in all. The DB allowed operation of these engines at up to 62 mph (100 km/h).

Why have a separate paragraph about pantographs? Well, the pantographs are the most vital link between the engine and its power source, the 15 kV, 16.67 Hz catenary system. Reliable contact with the overhead wire is paramount.

    The original AEG engines came with HISE 7 pantographs and the Krauss-Maffei/SSW engines came with SBS 38.

    Starting in 1955 both AEG and SSW started using the SBS 39 with the SBS 39 contact slider.

    Then E 94s were updated with the SBS 39 and those with HISE 7 had the slider replaced with the SBS 39 slider.

    In the early 1950s, E 94 071 and 194 063 in the mid-1970s had two different pantographs. SBS 10 up front and SBS 39 in the rear. Other BR 194s might have been similarly fitted.

    Various 194s, e.g., 194 026, 062, 192, were fitted with SBS 39 fitted with the DBS 54 slider. These BR 194s could operate on one pantograph and thus were used mainly for tank car unit trains carrying oil or gasoline.

Engine 194 566 was a real mix. In the fall of 1975, the rear pantograph was a standard SBS 39 and the front was a SBS 39/DSB 54.

Before World War 2, the E 93 was painted steel-gray (RAL 7031) with black trim and edging. The first E 94s were blue-gray (RAL 7018) when delivered and also featured the black trim and edges. The last one to be trimmed in this way was E 94 012. (RAL stands for ReichsAusschuss für Lieferbedingungen. This is a standards organization similar to DIN.)

    The roof of the E 93 was painted with an aluminum colored paint. On the other hand, the E 94 roof was gray-green. As the war progressed, roofs were painted black for camouflage purposes. Roof electrical lines, however, were fire engine red for safety reasons. Pantographs of the E 94 were fire engine red, a color scheme both the DB and DR kept after the war. The buffer plates (discs) received a white outer circle to increase visibility during blackout conditions.

    In May 1950 when green was specified for the overall paint scheme for DB electric locomotives, the E 93 and E 94 followed suit. The East German DR also adopted this color.

    The DR chose red for the trucks in the late 1950s and early 1960s. Reportedly, one reason was for the easier detection of possible cracks in frames. The center section continued to be black.

    In January 1976 engine 194 178 was repainted in turquoise/beige. It was found that these colors showed dirt and grime much more so than the other schemes. It was not adopted.

The first machine E 94 001 was delivered by Allgemeine Elektrizitäts Gesellschaft (AEG) in April 1940 and the first SSW locomotive was E 94 007 delivered in March 1941. Until the end of the war, the DRG took delivery only of those leading up to and including E 94 136, as well as E 94 151 to 159. These locomotives served primarily in southern and middle Germany, Silesia and Austria.

    Of the new E 94s in 1940, the DRG stationed E 94 017 to 019 primarily in Silesia and E 94 020, 021 and 023 to 026 in Erfurt. The Silesian engines were used for heavy freight traffic on the Dittersbach and Görlitz-Schlauroth. Further use was in pusher service in Saalfeld and Preussig-Rothenkirchen, as well as in Nuremberg.

    Needless to say, the end of the war found the E 94s scattered through much of Germany. By war’s end, 66 of the locomotives were in southern Germany and 48 were in service in Austria. All of the engines, with exception of E 94 015, were placed into service with the DB. In the fall of 1945, 94 073 and 108 were returned by the ÖBB to Bavaria. By 1956, the DB added seven more E 94s, specifically 94 178 to 196 as well as an addition four from the DR. All E 94s were then stationed in southern Germany. As of 1986 they were only stationed in Ingolstadt and Nuremberg. They were relieved by the introduction of the BR 120.1. Mustering out took place from 1984 until June 1988.

    In 1945, 12 engines were in Erfurt and 13 in Breslau. In the fall of that year E 94 017 was relocated to Dessau. The whereabouts of E 94 074 from Silesia remain unknown. The remaining 11 of these Breslau engines were taken to the Soviet Union. A similar fate befell an additional 13 engines in 1946. The Dessau maintenance facilities retained damaged E 94 007 and 096. The AEG works in Hennigsdorf (near Berlin) oversaw E 94 082 and 089.

    The E 94s in the Soviet Union were used for heavy switching service but returned to the DR in the summer of 1952. While in Russia, the engines’ gauge had to be changed. This was done by the simple expedient of pressing the wheels outward the necessary 3.50 in. (89 mm) to accommodate the wider 5 ft 0 in. (1,524 mm) gauge. Four of these were transferred to the DB and the DR took 23 including E 94 082, 089 and 096. Most of the DR machines, designated BR 254, were stationed in Halle, Leipzig-Wahren, Magdeburg, and Zwickau. Their last major service in the DR consisted of hauling heavy coal trains in the Dresden – Magdeburg – Erfurt triangle. The last three DR machine were mustered out in 1992.