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Description

KSEB Class E58.0



The KSEB Class E58.0 was an electric locomotive used in the express train service of the KSEB. It represented a milestone in the development of electric traction vehicles and played a significant role in making long-distance travel accessible to the general population of the SRRK. Together with the derivative Class E58.1, over 500 locomotives of the E58 type were produced.



Development History

After the end of World War II, the inventory of high-speed locomotives for long-distance travel was quite limited. Besides war damages, the suspension of the production of existing express locomotive types in favor of military equipment was a reason why the KSEB faced this shortage. The procurement of steam locomotives was out of the question, and there was no electric express locomotive available that met the post-war requirements.

As a short-term solution, the E48 series was developed in record time. However, it lacked innovation and was intended to be replaced in production by a more advanced locomotive. In the 1950s, attention turned to the developing E54, which served as the basis for a family of standardized locomotives for various applications. After the E54 and E55 went into mass production, an express locomotive was developed.

The new locomotive type was intended to have a top speed of 160 km/h to take over the important express services of the D36 in the future. Additionally, it should have a power output of at least 4000 kW to effectively transport longer trains. Since its deployment was planned only on mainlines, an axle load of up to 22.5t was allowed to enable a four-axle design. Thus, the E58 was, for a long time, the locomotive with the highest axle load in the KSEB's possession.

In 1958, the first three prototypes were completed. After a brief testing phase, the prototypes entered passenger service, where they could prove themselves. Mass production commenced the following year.

A massive design flaw remained undiscovered in the prototypes: Due to the lack of expertise with such powerful electric locomotives, the main transformer was undersized. An enhanced ventilation system installed in the production vehicles could not solve the problem. Consequently, in the first operational years, the locomotives experienced frequent severe fires, leading to the loss of many locomotives, including the first prototype E58 001. The design was hastily revised, adapting it to fit the heavy transformer of the E54. This new E58.1 series replaced the E58.0 from 1961 onwards, all of which were throttled to 3500 kW due to the fires.



Design

The locomotive body is based on that of the E54, which was shortened by 2m. Many components, such as the pneumatic low-voltage cam switch and the cab, were adopted without changes. The main transformer was a new development, intended to be both highly powerful and lightweight. However, the compact transformer proved to be a design failure, unable to handle the required power output of 4050 kW, even for short periods. The traction motors were also new, slightly larger than those of the E54, each capable of delivering just over 1000 kW.

A push-pull control system was initially omitted in the early years, but as the operational focus shifted more towards regional services in later years, some locomotives were eventually equipped with analog push-pull control. In addition to the pneumatic brake system with block brakes, the locomotive was equipped with an electrodynamic brake that dissipated braking energy as heat to the surrounding air via brake grid resistors.



Deployment

With the E58.0, the KSEB was able to significantly expand the offerings of express trains in the 1960s. The extensive electrification of mainlines and upgrades to 160 km/h enabled a complex network for long-distance Intercity connections. Not only did the offering grow, but the significantly increased tractive power compared to the D36 allowed for the deployment of much longer trains in long-distance travel, resulting in more affordable ticket prices.

From the 1980s onwards, the career of the E58.0 slowly declined as new vehicles took over high-speed express connections, leading to more frequent deployment of the E58.0 on secondary long-distance trains.

A renaissance for the E58.0 occurred in regional transport, where there appeared a demand for electric locomotives capable of 160 km/h. Consequently, the E58.0 was later used to pull heavy express trains until it was phased out in the 2000s within a few years by new locomotives. Four locomotives are still operational today.



Color Variations

All E58 locomotives were delivered in chrome oxide green. In the 1960s, a special bordeaux-red beige color scheme was introduced for long-distance travel, which some E58.0 locomotives also received. From 1974 onwards, a light gray body with orange and yellow stripes became the identifying feature of express trains. With increased use in regional transport, a few locomotives were repainted into the DVR design. Until retirement, E58.0 locomotives were found in these four color schemes. The four museum locomotives each bear one of these paint schemes.

General Information

Power type: electric

Configuration: Bo'Bo'

Build date: 1958-1961

Specifications

Gauge: 1 435mm

Lenght: 17 250mm

Weight: 89t

Axle load: 22.3t

Electric systems: 15 kV 16.7 Hz overhead

Control unit: pneumatic cam switch controller with 24 power settings

Performance figures

Maximum speed: 165km/h

Power output: 4050kW (later 3500kW)

Tracive effort starting: 335kN

Carrer

Usage: heavy express trains, heavy regional services

Periode of use: 1958-2011

Used by: KSEB

Description

KSEB Class E58.0



The KSEB Class E58.0 was an electric locomotive used in the express train service of the KSEB. It represented a milestone in the development of electric traction vehicles and played a significant role in making long-distance travel accessible to the general population of the SRRK. Together with the derivative Class E58.1, over 500 locomotives of the E58 type were produced.



Development History

After the end of World War II, the inventory of high-speed locomotives for long-distance travel was quite limited. Besides war damages, the suspension of the production of existing express locomotive types in favor of military equipment was a reason why the KSEB faced this shortage. The procurement of steam locomotives was out of the question, and there was no electric express locomotive available that met the post-war requirements.

As a short-term solution, the E48 series was developed in record time. However, it lacked innovation and was intended to be replaced in production by a more advanced locomotive. In the 1950s, attention turned to the developing E54, which served as the basis for a family of standardized locomotives for various applications. After the E54 and E55 went into mass production, an express locomotive was developed.

The new locomotive type was intended to have a top speed of 160 km/h to take over the important express services of the D36 in the future. Additionally, it should have a power output of at least 4000 kW to effectively transport longer trains. Since its deployment was planned only on mainlines, an axle load of up to 22.5t was allowed to enable a four-axle design. Thus, the E58 was, for a long time, the locomotive with the highest axle load in the KSEB's possession.

In 1958, the first three prototypes were completed. After a brief testing phase, the prototypes entered passenger service, where they could prove themselves. Mass production commenced the following year.

A massive design flaw remained undiscovered in the prototypes: Due to the lack of expertise with such powerful electric locomotives, the main transformer was undersized. An enhanced ventilation system installed in the production vehicles could not solve the problem. Consequently, in the first operational years, the locomotives experienced frequent severe fires, leading to the loss of many locomotives, including the first prototype E58 001. The design was hastily revised, adapting it to fit the heavy transformer of the E54. This new E58.1 series replaced the E58.0 from 1961 onwards, all of which were throttled to 3500 kW due to the fires.



Design

The locomotive body is based on that of the E54, which was shortened by 2m. Many components, such as the pneumatic low-voltage cam switch and the cab, were adopted without changes. The main transformer was a new development, intended to be both highly powerful and lightweight. However, the compact transformer proved to be a design failure, unable to handle the required power output of 4050 kW, even for short periods. The traction motors were also new, slightly larger than those of the E54, each capable of delivering just over 1000 kW.

A push-pull control system was initially omitted in the early years, but as the operational focus shifted more towards regional services in later years, some locomotives were eventually equipped with analog push-pull control. In addition to the pneumatic brake system with block brakes, the locomotive was equipped with an electrodynamic brake that dissipated braking energy as heat to the surrounding air via brake grid resistors.



Deployment

With the E58.0, the KSEB was able to significantly expand the offerings of express trains in the 1960s. The extensive electrification of mainlines and upgrades to 160 km/h enabled a complex network for long-distance Intercity connections. Not only did the offering grow, but the significantly increased tractive power compared to the D36 allowed for the deployment of much longer trains in long-distance travel, resulting in more affordable ticket prices.

From the 1980s onwards, the career of the E58.0 slowly declined as new vehicles took over high-speed express connections, leading to more frequent deployment of the E58.0 on secondary long-distance trains.

A renaissance for the E58.0 occurred in regional transport, where there appeared a demand for electric locomotives capable of 160 km/h. Consequently, the E58.0 was later used to pull heavy express trains until it was phased out in the 2000s within a few years by new locomotives. Four locomotives are still operational today.



Color Variations

All E58 locomotives were delivered in chrome oxide green. In the 1960s, a special bordeaux-red beige color scheme was introduced for long-distance travel, which some E58.0 locomotives also received. From 1974 onwards, a light gray body with orange and yellow stripes became the identifying feature of express trains. With increased use in regional transport, a few locomotives were repainted into the DVR design. Until retirement, E58.0 locomotives were found in these four color schemes. The four museum locomotives each bear one of these paint schemes.

General Information

Power type: electric

Configuration: Bo'Bo'

Build date: 1958-1961

Specifications

Gauge: 1 435mm

Lenght: 17 250mm

Weight: 89t

Axle load: 22.3t

Electric systems: 15 kV 16.7 Hz overhead

Control unit: pneumatic cam switch controller with 24 power settings

Performance figures

Maximum speed: 165km/h

Power output: 4050kW (later 3500kW)

Tracive effort starting: 335kN

Carrer

Usage: heavy express trains, heavy regional services

Periode of use: 1958-2011

Used by: KSEB