2
Da der Bedarf jedoch dringend war, werden erste Loks ohne elektri-
sche Bremse eingesetzt, lediglich die Führerstände und die Sicher-
heitsfahrschaltung wurden den Schweizer Verhältnissen angepasst.
Ein Stromabnehmer entfiel, an dessen Stelle sollen später die Brems-
widerstände treten. Inzwischen bewirbt sich die MThB um die durchge-
hende Bespannung der Ölzüge KarlsruheBettwiesen und der Trailerzüge
MünchenBrenner.Diese Dienste sollen mit der Serie 476,wie die ehema-
ligen E 11 in der Schweiz jetzt heißen, bespannt werden. Somit kommen
die E42, die zu Zeiten der DDR die Gleise der DR nie verlassen haben, zu
verspäteten internationalen Ehren.
Operating Instructions
Locomotive E 42
After a ten years interruption due to the war the Deutsche Reichsbahn
in GDR resumed electric operation in 1955. Mainly prewar designs of
product lines E 04, E 44 and E 94 were being used. But the constantly
enlarged electrical network, however, soon required the procurement of
new, modern locomotives.As a licensed construction of the West German
lines E 10, E 40 was not possible for political reasons, construction of a
new locomotive started at LEW Hennigsdorf. It should be procured in two
versions – as an express train locomotive and a goods train locomotive
differing only by a modified gear transmission. In 1961 first the prototy-
pes of the express train version E 11 had been supplied, the goods train
locomotive series E 42 followed in 1963. The demand of express train
locomotives had been far higher, therefore from 1963 to 1976 in total 292
locomotives of product line E 42 were built. Of the express train version E
11 only 96 pieces were required.After elimination of the teething troubles
usual for a new construction, the locomotives proved successfully.The 100
km/h maximum speed of the E 42 were sufficient at German Reichsbahn
for almost all types of train.At an hourly performance of 2920 kW they had
a starting tractive power of considerable 245 kN.One could not do without
the locomotives named series 242 as from 1968 in train operation until
the turning point occurred and they determined the picture of trains on all
electrified railway lines.After the turning point,however,transport services
on rail were considerably reduced so that the locomotives of product line
142 – as they are called now at German Bundesbahn – became more
and more superfluous.
But the only 30 years old oldtimers were granted the privilege of a
second spring, at least some of them. Some Swiss private railways
urgently needed an extension of their train pool. As new locomotives,
however, cost approx. 8 million DM, they tried to buy used locomotives.
The German Bundesbahn offered surplus locomotives of product line 242
at only about 200,000 DM each.
Two Swiss private railways, the Mittel Thurgau Bahn (MThB) and the Süd-
ostbahn (SOB), founded in 1994 the Lokoop AG for common procurement
and operation of the vehicles, after the EmmenthalBurgdorfThun Bahn
(EBT) had withdrawn from the project again. From German Bundesbahn
until now 21 locomotives of line 242 had been sold. In the main factory of
SOB at Samstagern 19 of them are supposed to be adapted to the severe
Swiss regulations. In particular the locomotives must be equipped with
an electric brake on the SOB network. As the demand had been urgent,
however, the first locomotives will be used without electric brake, only
driver’s cabs and dead man’s handle have been adapted to Swiss condi-
tions. A pantograph was omitted, which shall be replaced later by brake
resistances. In the meantime MThB applies for continuous coupling of
the oil trains KarlsruheBettwiesen and the trailer trains MunichBrenner.
These trains shall be coupled with series 476 as the former E 11 are
called now in Switzerland. Hence the E 42 which at the times of GDR
have never left the tracks of German Reichsbahn are honoured belatedly
on an international level.
Betriebsanleitung
ELok Baureihe E 42
