878:). The driver controls the pantograph via a push button on the driver's desk (Up, Down, and Down + Sanding for emergency cases are the settings). The choice of which pantograph to use can be left up to the locomotive by the driver, which would automatically use the back pantograph in the direction of travel, or, in double heading, where two locomotives are coupled, it would be the front pantograph on the front locomotive, and the back pantograph on the back locomotive. Otherwise the driver, using a switch located on the battery control table in driver's cab 1, may raise one or the other, or both together. This is primarily an advantage during shunting/switching operation, where otherwise the change from one driver's cab to the other would mean the automatic switching from one pantograph to the other. In cases where the pantograph is being switched, the unit that was in the down position is lifted first, and once it is successfully pushed up against the contact wire, the pantograph that was in service is lowered.
939:("super slip control"), which controls the maximum number of rotations of the wheels per minute, and can automatically limit the rotations in order to avoid damage to the wheel surface or switch on the sand. This enables the maximization of the functional grip between wheel and rail. This system requires very precise information on the current speed, which resulted in the installation of a radar system into the floor of the locomotive, which sends the required speed data to the computer system. It turned out that the radar was unnecessary, and that this control system functions well without the data provided by the radar.
795:
pressure control device and automatically turns on at 8.5 bar (850 kPa; 123 psi), then shuts off at 10 bar (1,000 kPa; 150 psi). The compressed air is then conducted through an air conditioning unit and is stored in two 400-litre (88 imp gal; 110 US gal) main air reservoirs. The entire system is protected against excess pressure by two safety valves, which kick in at 10.5 and 12 bar (1.05 and 1.20 MPa; 152 and 174 psi) pressure. The compressor is also individually monitored, and shuts off at oil temperatures above 110 °C (230 °F).
624:
25:
733:
bogies for the class 101 locomotives needed to be designed for both high speed stability and good performance in tight curves. This necessitated the use of a shorter wheelbase and large wheels. The bogies in the ICE trains did not need to take into account some of the tight curves that the class 101 trains need to handle. Specifically, the wheelbase was reduced from 3,000 mm (118.1 in) for the ICE to 2,650 mm (104.3 in) for the class 101 units.
515:
1542:
921:
584:
636:
101:
979:
1064:
468:. Designs for an all-purpose three-phase locomotive with an output in excess of 6 megawatts (8,000 horsepower) and top speeds of 200 km/h (120 mph) were offered, which turned out to be much too expensive for the DB. In addition, due to the separation of services into different areas of operation, suddenly an all-purpose locomotive was no longer required.
427:
449:, were wearing out. Their annual mileage of up to 350,000 km (217,000 mi), and the faster and heavier trains, for which these units had not been designed, meant increasing wear damage to the control units, traction motors, and bogie frames. In addition, as part of the Program DB 90, and to cut costs, the theory of "Drive to Deterioration" (
778:", and is exhausted via openings in the gear box. A maximum of 2.1 m/s (74 cu ft/s) of air are conveyed by each blower, of which 0.5 m (18 cu ft) is conveyed into the engine room. Each traction motor weighs 2,186 kg (4,819 lb), and the entire bogie weighs in at about 17 t (17 long tons; 19 short tons).
1050:
774:
kilojoules (3,110 ft⋅lbf). The traction motor blowers are controlled by built-in sensors, and are powered by an electrical auxiliary inverter. The cooling air is transported in a closed air duct, which keeps the engine room clean. This cooling air flows into the traction motor via flexible bellows, moves through the "
870:
outfitted with a monitoring system in case of contact shoe breakage. Inside of the contact shoe, which is made of graphite, runs an air channel, which is overpressurised. In case of breakage, the air escapes, causing the pantograph to automatically retract, preventing possible damage to the overhead contact wire.
827:
To increase the transfer of train and brake power from the wheels to the rails, the locomotive can disperse sand onto the rails. The sand is stored in eight containers, one per wheel, on the undercarriage. When activated by the driver, compressed air is sent through the sand metering system, and sand
794:
The compressed air system in the class 101 is similar to the system found in other locomotives. Via air intake in the engine room, air is sucked through a filter, and is compressed by a screw-type compressor to a maximum of 10 bar (1,000 kPa; 150 psi). The compressor is controlled by a
740:
The bogies consist of the two lateral main beams, and the two cross beams at each end; there is no middle welded cross beam. The transfer of pulling and braking power from bogie to locomotive takes place via two rods, which connect the locomotive via pivot pin to the bogie. The pivot pins are mounted
666:
The front of the driver's cabs are made from 4 mm (0.157 in) thick steel plate. The front window panes can be utilised on either side of the locomotive, and are simply glued into the body without window frame. The roof of the driver's cab is part of the body, not the roof. The four doors on
1005:
Basing the class 101 locomotives in
Hamburg still seemed more cost-efficient to the DB than the construction of a new depot somewhere else, even though it meant the hiring of new drivers in Hamburg for the sometimes complicated, but necessary shunting/switching work. The base at a relative "outpost"
460:
three-phase locomotive, had also reached a stage where both their age and their design meant ever increasing technical problems. Finally, there were 89 locomotives of the former East German Class 112, capable of speeds up to 160 km/h (99 mph), but these units were no longer up to date, and
798:
In cases where there is not enough air available at locomotive start-up, even though the system features an automatically operated shut-off valve at locomotive shut-down, it is possible to supply air to the pantographs and main switch with a battery-powered auxiliary compressor, up to a pressure of
744:
The hollow axles, made from a chrome-molybdenum alloy, carry the massive wheels and the wheel set bearings at each end. The wheels are the typical German size, 1,250 mm (49.21 in), with a minimum of 1,170 mm (46.06 in) after wear. The axles are mounted via hollow shafts into the
781:
The entire traction drive is mounted on an assisting beam in the center of the bogie, and attached to the outer sides via two pendulums. It is possible to mount in the center, since the bogies do not have pivot pins; the bogie is propped up above the frame by eight flexicoil springs. The resulting
594:
To the surprise of many observers, in
December 1994 DB signed a letter of intent with ABB Henschel which resulted in the order of 145 locomotives on 28 July 1995. The first class 101 locomotive was ceremonially presented on 1 July 1996. This unit, as was the case for the first three locomotives of
957:
The ZSG consists of 4 processors, which monitor the train controls and safety systems, including the dead man's system. The safety system also includes the PZB 90, which enforces the adherence to signals and other regulations (i.e. approach to a stop signal at high speed, violations of prescribed
685:
The roof is made of aluminum and is made up of three separate sections. The fan grills and roof slope area belong to the roof sections, and can be removed as part of the roof, making the entire width of the body available for work on the machinery inside. The roof sections are resting on the side
873:
The pantographs are raised using compressed air, which is provided at 5 bar (500 kPa or 73 psi) to the lifting cylinder. Raising the pantograph takes 5 seconds, while retraction takes 4 seconds. The contact shoe pushes against the contact wire with adjustable pressure of between 70 and
761:
On the hollow shafts there are two ventilated disc brakes, for which there is enough room due to the missing cross beam and pivot pin, as mentioned above. The disc brakes are separate and are ventilated from the inside. They can be serviced or replaced from below, without needing to take out the
697:
Since everything on the roof is mounted just a little under the top edge of the roof of the driver's cab, almost nothing catches any wind—even a lowered pantograph is difficult to detect. In comparison to other German locomotives, the pantographs are mounted "the wrong way around"—the hinges are
911:
The transformer is cooled by a cooling agent made of a polyol-ester mix, which is recirculated by two independent canned motor pumps; these pumps make the occurrence of leaks almost impossible. Each pump can be sealed off separately, and can therefore be easily replaced. In cases where one pump
890:
In contrast to locomotives of other classes, the transformer in class 101 is hung underneath the floor of the engine room on the frame, which enabled a very clean and uncluttered configuration of the engine room. This also caused the design of the transformer to be quite different from previous
869:
The pantographs are screw-mounted to the roof at three points. Pantograph 1 is connected directly through the roof to the main control switch in the engine room; pantograph 2 is connected via a cable splice running along the side wall of the engine room to the main switch. The contact shoes are
773:
The traction motors, which are designed to be without housing, can reach top speeds of 220 km/h (140 mph) at a maximum of 3,810 revolutions per minute; the gear ratio of 3.95 prevents revolutions over 4,000/min. Maximum output is 1,683 kW (2,257 hp); the torque moves at 4.22
732:
Notwithstanding that the class 101 bogies are redeveloped from bogies on ICE trains, there are significant differences in their operation. The bogies of class 101 units make a compact impression, while the bogies on the ICE trains do not seem quite as compressed. The reason for this is that the
720:
aimed to develop bogies for the class 101 that would allow for the maximum possible latitude for future evolution. Therefore, the bogies were designed for top speeds of 250 km/h (160 mph) and are derived directly from the ICE design, even though the locomotives of class 101 were only
681:
The body side panels are 3 mm thick, and are carried by columnar sections, in between which parts of the cabling channels are laid. The side panels encompass the area from the back end of the driver's cabs up to the beginning of the sloped roof section, which is part of the removable roof
1033:
After the already withdrawn 101 144, 101 112 became the second locomotive to be withdrawn in
December 2020. The delivery of more new ICE units has resulted in a surplus of locomotives. The first two locomotives, 101 112 and 101 119 were scrapped at Opladen in September 2021, after having been
969:
The diagnostic system DAVID was also further developed from the ICE version in class 101. This system enables the monitoring and diagnosis of failures, and delivers possible solutions in real time to the driver and the maintenance depot. In addition, maintenance times are shortened, since the
643:
The class 101 locomotives initially stand out due to an unusually large slope at the front and back. The body had to be both as aerodynamic as possible, and at the same time be as cost-effective as possible. For these reasons the designers passed on a front with multiple curved areas. Further
644:
tapering of the front was also rejected, as this would have meant increasing the distance between locomotive and coaches, in cases where the two were separate. This would have negated the advantage of a more pointed front, due to the air turbulence created in the space between the vehicles.
993:
It then turned out that, due to the ever-increasing number of ICE trains with control cars arriving in
Frankfurt, the DB decision to only run push-pull-type trains into Frankfurt station, and the necessary high investment to create a new high-tech train depot at the station, this plan was
736:
Using these compact bogies resulted in such a significant decrease in the relative movement between body and bogies, and it became possible to run the connecting cables to the motor outside of the ventilation ducts. This simplified the construction and resulted in a longer life cycle.
958:
speed) and may stop the train via emergency braking if necessary. Yet another safety system is the LZB 80, which keeps the train in constant contact with a central control point, where all trains on a line are monitored for location and speed. In the locomotives 101 140 to 144 the
461:
were going to require expenditures in terms of cost of upkeep similar to the existing other classes in this service. In addition, this class was something of a political step child, and the DB wished for a truly new design along the lines of the three-phase Class 120 locomotives.
845:
On the roof of the each driver's cab are two whistles, which produce warning sounds of 370 and 660 Hz. These whistles are activated via a pressure valve located on the floor of the cab near the driver's feet, or via pneumatic pushbuttons located around the driver's cab.
471:
In
December 1991 a second, Europe-wide bidding process was initiated, allowing the bidding companies more room for their own ideas. Over 30 designs were offered, from below 5 MW (6,700 hp) to over 6 MW (8,000 hp) output, including powered head units
953:
The central control unit (ZSG), which is at the core of the system, is present twice for redundancy. All data that is collected by the various on-board systems is sent to the ZSG for processing, and all commands that affect the vehicle are originated by the ZSG.
563:
To develop the components for the Eco2001, ABB Henschel used two Class 120 prototype locomotives, 120 004 and 005, which had been converted by ABB in 1992, in order to test new technologies in service. 120 005 received new electric power converters based on
752:
The power transmission to the axle and shaft takes place via a universal joint (also known as a Hooke's joint or Cardan joint) with rubber elements. The two wheels of each bogie are attached with six very large bolts, which are visible from the platform.
721:
capable of maximum speeds of 220 kilometres per hour (140 miles per hour). In addition, the bogies were designed to be able to support the wheel set of other gauges. It is also possible to install a radially adjustable axle, such as is in service in
965:
Also included in the control systems is the electronic time table EBuLa, which assists in the tracking of scheduled times, speeds, temporary speed restrictions, and other irregularities on the line which is installed on every train of the DB AG.
749:", or IGA. Both the manufacturer and the DB were thereby hoping for greatly reduced maintenance costs, with its outstanding (and in 120 004 proven) oil leak tightness, which is also to the benefit of greater environmental protection.
881:
The compressed air for the lifting and lowering of the pantograph, as well as for the contact shoe monitoring system, are supplied via two teflon-coated hoses on the roof, which have to withstand the 15,000 volts of contact wire voltage.
946:-developed computerized 16-bit control system MICAS S. The control, monitoring, and diagnosis of the vehicle is done by a bus system. This type of system meant a large reduction in the amount of wiring, especially as compared to the
741:
with a slight slant to enable the formation of a right angle to the also slightly slanted rods. The rods are spring mounted at about 40 mm (1.57 in) to the pivot pin, so that the movement of the bogie could be balanced.
1001:
During the first years in this depot, the manufacturer
Adtranz, in order to fulfill their warranty obligations, housed a team of 15 employees in Hamburg-Eidelstedt. In 2002 there were still two Adtranz representatives present.
1037:
As
Deutsche Bahn is also planning to replace the IC1 over the coming years, class 101 locomotives are expected to be withdrawn from 2023 onwards; a use could be found with DB Cargo, but currently no locomotives are required.
769:
Each wheel has its own brake cylinder, and each wheel set also features an additional brake cylinder for the spring brake, which operates as the hand brake/parking brake and can secure locomotive at up to 4 percent incline.
828:
is blown through downspouts to the front of the forward wheels in the direction of travel. At temperatures lower than 5 °C (41 °F), this system is heated, and the sand is regularly mixed inside the containers.
932:(AFB, or Automatische Fahr- und Bremssteuerung), which assists the driver and enables the best possible acceleration and braking under all possible conditions. The AFB can also keep the locomotive at a constant speed.
698:
pointing inwards. This is also for aerodynamic reasons—since the pantograph rocker needs to be located above the center of the bogies, the pantographs would have protruded into the raised roof of the driver's cab.
998:-Eidelstedt, since the depot there was built to hold 14-center-carriage ICE trains, and only 12 center carriages were being used. This spare capacity would now be used for the maintenance of the class 101 units.
836:
In order to conserve the wheel flange, a biodegradable fat/oil is automatically sprayed via compressed air into the channel between wheel flange and wheel surface of the front wheel, based on the current speed.
686:
panels, their connecting belts, and the fixed roofs of the driver's cabs, and a floating seal is built into the sections. The roof sections are completely flat for aerodynamic reasons, with the exception of the
891:
locomotives. The tank is constructed of light weight steel, but needed to be rugged enough to withstand a minor derailment or other accident; hence, some areas were reinforced with stronger welded sections.
970:
maintenance area can prepare for issues already identified by querying the system at any time, as opposed to just at certain points in the network, as is the case for the ICE version of this system.
901:
2 coils for the supply of the trainlines (which supplies power to all carriages for heating and cooling and other power needs) and disturbance current filters with 1,000 volts and 600 kVA
499:
were eliminated from the contest at an early stage, as the local construction methods and achievements of existing units did not find favour with the DB. On the other hand, German firms
1924:
682:
sections. They end toward the top in a hollow section, which then takes on the roof sections. The side panels are connected together by two welded wicket/belt made up of steel plate.
1013:), where minor technical issues are addressed. This depot also features an underfloor lathe for the reprofiling of the tyres. The locomotives were sent to the main railway workshop (
670:
The side windows in the driver's cab in the class 101 featured swiveled windows, in order to avoid a window well, which often proved to be susceptible to corrosion (the windows in
1207:
511:
were able to shine with their modular locomotive designs which were customisable to the requirements of different customers and shared many common elements amongst each module.
990:. The locomotive changes made necessary there by its terminus-type station would allow for the ideal alignment of running schedules and maintenance work of these locomotives.
195:
766:
is used, and the traction motor serves as the generator. The cooperation between disc brakes and regenerative brakes is controlled by a dedicated brake control computer.
54:
595:
this class, carried the orient red color scheme. ABB Henschel had by this time merged with AEG to become
Adtranz, and some of the bodies were now being built at the
1972:
1977:
912:
fails, the cooling agent remains in the transformer tank; the transformer is capable of providing power at 65% of full capacity with just one pump in operation.
854:
The two pantographs of type DSA 350 SEK (recognizable as half-pantographs, as opposed to the diamond-shaped full pantographs) were originally developed by
858:, and built in Berlin-Hennigsdorf. Today, the firm Stemman-Technik GmbH in Schüttdorf are manufacturing and distributing these units. They weigh 270
1200:
1947:
1920:
1217:
580:
cooling agent for its main transformer. Both of these reconfigured locomotives covered large distances in regular IC service without disruption.
484:). The latter idea was not pursued by DB since it proved too inflexible in service trials, and the price difference turned out to be minimal.
441:
Around 1990, it became apparent that the current electric locomotives serving the heavy and fast (speeds over 160 km/h or 99 mph)
1967:
1193:
907:
1 coil for the supply of the battery charger, driver's cab heater and air conditioner, and pressure protection, with 203 volts and 20 kVA
435:
1957:
1928:
1771:
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for major maintenance during the first years; because of capacity issues at this AW, they sometimes were sent to the manufacturer in
1129:
76:
464:
In the beginning of 1991, the DB first called for designs for new high-performance all-purpose locomotives, using the program name
1982:
678:
were continued to be counter-sunk). All windows and doors are completely pressurized by means of a special sealant section.
615:
in Poland, and assembly was finalized. On 19 February 1997, the first class 101 locomotive was officially put into service.
1952:
959:
962:(ETCS) is being tested, which serves similar functions are just described, but is meant to do so on a Europe-wide basis.
1962:
37:
47:
41:
33:
986:
The original plan called for the class 101 to be based in one of the main intercity traffic hubs in
Germany, namely
651:
were welded together with steel plate of various strength in
Hennigsdorf and in the Adtranz plant in Wrocław. The
1541:
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442:
404:
623:
58:
588:
782:
freedom of movement in all directions is limited by hydraulic buffers and rubber elements. By utilising this
652:
259:
1009:
Every 100,000 km, the class 101 locomotives are sent to Hamburg for their periodic maintenance check (
1376:
1371:
726:
671:
855:
184:
1800:
1451:
1025:
instead. Currently, the AW in Dessau is responsible for the major maintenance work on class 101 units.
1716:
1671:
659:), while the front part under the top windows can handle forces up to 7,000 kN (1,600,000 lb
1521:
783:
675:
568:, as well as new on-board electronics. 120 004 additionally received flexi-float bogies adapted from
532:
504:
492:
1901:
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in Germany. 145 locomotives were built between 1996 and 1999 to replace the 30-year-old and aging
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722:
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at either side of the front are designed to withstand forces up to 1,000 kN (220,000 lb
302:
1151:
1109:
786:, many components, which either wore out or had to be expensively maintained, were eliminated.
1147:
1125:
1105:
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687:
572:
units with driving rods instead of pivot pins, disc brakes, and utilising a new biodegradable
569:
549:
411:
279:
274:
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1391:
1386:
1381:
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in the far north of Germany also created problems with the service scheduling of the units.
994:
reevaluated. At the same time, spare capacity was created at the well-regarded ICE depot in
920:
648:
583:
500:
415:
407:
services. This class encompasses the latest generation of locomotives of the Deutsche Bahn.
264:
514:
596:
431:
360:
200:
1185:
1906:
1896:
1891:
1871:
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1825:
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235:
705:. They are mounted alongside the frame and cover the area down to the wheel bearings.
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was able to very quickly present a working demonstration prototype of their concept
1830:
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100:
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1 coil for the supply of the three auxiliary inverters with 315 volts and 180 kVA
978:
604:
207:
1045:
691:
612:
745:
gearbox casing, which, together with the traction motor, are designated the "
1018:
987:
943:
667:
the sides lead directly into the driver's cabs and are made of light alloy.
628:
565:
527:
898:
4 coils for the supply of the power converters with 1,514 volts and 1.6 MVA
556:, and a technology demonstration based on two already 15-year-old rebuilt
859:
608:
426:
1104:. Nr. 244/Jahrgang 41/2002. GeraNova Zeitschriftenverlag GmbH München,
995:
713:
508:
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128:
1022:
600:
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950:; much of the wiring is accommodated in the side walls of the body.
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In order to build support structures for the undercarriage, massive
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18:
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The compressed air system supplies the following components:
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611:
to Kassel, where they were attached to the bogies built in
1175:
1118:
Baureihe 101: Die Intercity-Lokomotive der Deutschen Bahn
453:) was employed, which increased the strain even further.
1122:
Class 101: The InterCity Locomotive of the Deutsche Bahn
1925:
Category:Deutsche Reichsbahn (East Germany) locomotives
1166:
Homepage über die Baureihe 101, Technik Fotos Werbeloks
1165:
476:) and units with only one driver's cab (similar to the
456:
Another class in similar service, the 60 units of the
1844:
1770:
1549:
1224:
1176:
fernbahn.de Beschreibung und Fotos der Baureihe 101
762:entire axle. During regular braking, primarily the
552:had no modern prototypes, but only a concept named
359:
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982:A Class 101 hauling an InterCity train at speed.
729:, but the DB elected to go without this option.
46:but its sources remain unclear because it lacks
894:The transformer features seven electric coils:
1201:
701:A special feature in class 101 units are the
8:
607:were transported by flat bed trucks via the
1140:Die Hochleistungs-Universal-Loks der BR 101
694:, and the antenna for radio communication.
1208:
1194:
1186:
335:
165:
108:
1034:stripped of their reusable spare parts.
799:7 bar (700 kPa; 100 psi).
436:Nuremberg-Ingolstadt high-speed rail line
77:Learn how and when to remove this message
1921:Category:Deutsche Bundesbahn locomotives
1146:. Sonderausgabe 1/2001 EisenbahnJournal
1080:, a US locomotive based on the Class 101
930:automatic drive and brake control system
924:Driver's cab on a DB class 101
603:. The bodies that were manufactured in
254:83 t (82 long tons; 91 short tons)
1973:Railway locomotives introduced in 1996
1124:] (in German). München: GeraMond.
935:Class 101 also was outfitted with the
414:is derived from the DB Class 101. The
90:
1978:Standard gauge locomotives of Germany
246:19,100 mm (62 ft 8 in)
7:
1144:Die Baureihen 101, 145, 152 und 182
1929:Category:Deutsche Bahn locomotives
916:Software and other control systems
14:
942:The locomotives also feature the
536:, class 127, in service, and AEG
1540:
1181:European Railway Picture Gallery
1062:
1048:
928:The class 101 units feature the
757:Brake system and traction motors
99:
23:
16:German Bo-Bo electric locomotive
1948:Electric locomotives of Germany
1171:Homepage über die Baureihe 101
639:A Class 101 coupled to a coach
347:220 km/h (136.7 mph)
1:
960:European Train Control System
874:120 N (16 and 27 lb
776:integrated common drive train
747:integrated common drive train
599:, while others were built in
355:6,400 kW (8,583 hp)
1098:Im Führerstand. Baureihe 101
1218:German electric locomotives
1116:Baur, Karl Gerhard (2013).
365:300 kN (67,443 lb
1999:
418:shares a common heritage.
410:In the United States, the
383:is a class of three-phase
1958:Deutsche Bahn locomotives
1915:
1538:
815:wind screen washer system
334:
164:
107:
98:
1550:Pre-1968 class numbering
823:Sand distribution system
32:This article includes a
1225:Current class numbering
703:bogie side frame covers
538:Schienenfahrzeugtechnik
399:as the flagship of the
61:more precise citations.
983:
925:
727:Swiss Federal Railways
640:
632:
591:
519:
480:, in service today in
438:
430:101 029 in front of a
1983:Passenger locomotives
981:
923:
790:Compressed air system
638:
626:
589:Nürnberg Hauptbahnhof
586:
517:
487:The non-German firms
451:Fahren auf Verschleiß
429:
1953:15 kV AC locomotives
937:Superschlupfregelung
784:flexicoil suspension
403:, primarily hauling
385:electric locomotives
1963:Adtranz locomotives
1096:Baur, Karl Gerhard
597:Hennigsdorf factory
339:Performance figures
1968:Bo′Bo′ locomotives
984:
926:
764:regenerative brake
641:
633:
592:
520:
439:
34:list of references
1935:
1934:
1078:Bombardier ALP-46
1015:Ausbesserungswerk
412:Bombardier ALP-46
377:
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373:
372:
330:
329:
275:Current pickup(s)
260:Electric system/s
160:
159:
87:
86:
79:
1990:
1845:Older DR classes
1544:
1210:
1203:
1196:
1187:
1138:Klee, Wolfgang.
1135:
1072:
1067:
1066:
1065:
1058:
1053:
1052:
809:sand distributor
631:, 20 August 2005
627:101 116 in
416:Bombardier Traxx
391:and operated by
336:
265:15 kV 16.7 Hz AC
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57:this article by
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1056:Trains portal
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812:flange oilers
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560:locomotives.
559:
555:
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547:
544:, the future
543:
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535:
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524:Krauss-Maffei
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401:Deutsche Bahn
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67:December 2014
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21:
20:
1917:
1231:
1154:, S. 22 -39.
1143:
1139:
1121:
1117:
1101:
1097:
1090:Bibliography
1036:
1032:
1017:, or AW) in
1014:
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692:signal horns
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593:
562:
553:
550:ABB Henschel
541:
537:
533:EuroSprinter
531:
522:Siemens and
521:
518:DB 101 017-2
486:
473:
470:
465:
463:
455:
450:
440:
409:
381:DB Class 101
380:
378:
352:Power output
297:Train brakes
94:DB Class 101
88:
73:
64:
53:Please help
45:
1216:Classes of
1112:, S. 60–62.
1102:LOK MAGAZIN
886:Transformer
850:Pantographs
688:pantographs
619:Body Design
605:Hennigsdorf
587:101 043 in
497:GEC-Alsthom
251:Loco weight
59:introducing
1942:Categories
1029:Withdrawal
974:Deployment
862:(600
649:C-sections
566:Thyristors
422:Background
280:Pantograph
143:Build date
117:Power type
1527:193 (old)
1477:183 (old)
1467:182 (old)
1292:114 (old)
1277:112 (old)
1152:0720-051X
1110:0458-1822
1084:Headstock
1019:Nuremberg
988:Frankfurt
948:class 120
723:class 460
672:class 145
629:Nuremberg
558:Class 120
528:prototype
474:Triebkopf
466:Class 121
458:Class 120
447:Class 103
443:Intercity
405:Intercity
397:Class 103
387:built by
291:4FIA 7067
1918:see also
1412:152 (DB)
1042:See also
718:Henschel
609:Autobahn
301:KE-GPR,
268:Catenary
231: in
178:
120:Electric
1774:classes
1577:E 10.12
996:Hamburg
856:Dornier
725:of the
714:Adtranz
653:buffers
613:Wrocław
554:Eco2000
530:of the
509:Adtranz
501:Siemens
493:Ansaldo
434:on the
389:Adtranz
226:⁄
146:1996–99
129:Adtranz
125:Builder
55:improve
1717:E 91.3
1672:E 70.2
1150:
1142:. In:
1128:
1108:
1100:. In:
1023:Kassel
806:brakes
690:, the
601:Kassel
574:polyol
546:128001
243:Length
201:Bo′Bo′
1907:E 251
1762:E 410
1757:E 344
1752:E 320
1747:E 310
1742:E 244
1387:146.2
1382:146.1
1120:[
1011:Frist
578:ester
489:Škoda
482:Italy
208:Gauge
135:Model
40:, or
1902:E 95
1897:E 94
1892:E 77
1887:E 44
1882:E 42
1877:E 21
1872:E 18
1867:E 17
1862:E 11
1857:E 05
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1597:E 18
1592:E 17
1587:E 16
1582:E 15
1572:E 10
1567:E 05
1562:E 04
1557:E 03
1148:ISSN
1126:ISBN
1106:ISSN
716:and
674:and
564:GTO-
507:and
495:and
478:E464
379:The
325:ETCS
313:Sifa
1836:254
1831:252
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1267:111
1262:110
1257:109
1252:105
1247:104
1242:103
1237:102
1232:101
944:ABB
866:).
676:152
663:).
570:ICE
542:12X
505:AEG
321:LZB
317:PZB
196:UIC
189:B-B
185:AAR
156:145
138:101
1944::
1927:,
1923:,
1772:DR
864:lb
860:kg
548:.
503:,
491:,
323:,
319:,
315:,
233:)
44:,
36:,
1209:e
1202:t
1195:v
1134:.
876:f
661:f
657:f
576:-
472:(
369:)
367:f
228:2
224:1
221:+
219:8
215:(
80:)
74:(
69:)
65:(
51:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
