DB Class E 10

• E 10001-005 ( pre-production )
• E 10101-287 (from 1968: 110101-287 )
• E 10288-510 * (from 1968: 110288-510 *)
• 110 511 (1985, reconstruction on 139 134)

By way of derogation:

• E 10 1239-1244 (Conversion from E 10239-244, later dismantling )
• E 10 1265-1270 * and E 10 1308-1312 * (from 1968: 112265-270 0000 112308-312, (from 1991: 113265-270 0000 and 113308-312 )
• 112485-504 * (from 1988: 114485-504, (from 1993: 110485-504 )
• 115 ( as of 2006: 30 vice drew 110 for DB AutoZug )

(* = Creases front )

• Krupp, Henschel works, Krauss -Maffei ( mechanical part)
• SSW, BBC, AEG ( electrical part )

• I 10.0: 1952
• E 10.1-3: 1956-1969
• E 10.12 08/05/1962

• Mehrlösige Knorr- unit air brake
• Auxiliary brake
• Separately excited electric resistance brake ( max. braking power 2,000 kW continuous power 1200 kW)

The E 10 is a series first built for the German Federal Railroad in 1952 unit electric locomotive for express trains. It operates since 1968 as a 110 series as well as their sub- series as series 112 to 115. The E 10 was for many years the most important locomotive series in the West German express train service. Today it is located in the outlet operation, a feed end is in sight around 2020.

• 5.1 Museumsloks

• 6.1 Series E 10.12/Baureihe 112
• 6.2 experimental locomotives
• 6.3 113 series
• 6.4 Series 114
• 6.5 115 series
• 6.6 Differences to the series 139/140

Development specifications

1950 decided by the responsible technical committee of the Federal Railroad procurement of two basic types of electric locomotives with largely standardized components. This should be a six-axle freight locomotive based on the Series E 94 and a four-axis to the E 44 series and the Swiss BLS Ae 4/4 ajar universal locomotive. The cabs should be built so that the drivers could do their work sitting. On all previous electric locomotives ( with the exception of E 18 and E 19 series ) they had to travel standing, because it was assumed this would increase the attention of the engineer.

The Universallok first received the working title E 46 and took up a project with the same in 1940, but was renamed in Series E 10 after it formally by increasing the required top speed of 125 to 130 km / h express locomotive was. 1952 yielded well-known German locomotive builders and corporations in the electrical engineering first four experimental locomotives with the series designation E 10.0, where both the requirements of the Federal Railroad Central Office, as well as each company-specific notions of power transmission, electrical equipment, chassis, and other details were realized. The test program showed that a Universallok series would not be sufficient to meet all performance requirements. The revised model range now contained the express train locomotive E 10 from which the freight locomotive series E 40 could be modified by a different ratio of the transmission, the light Nahverkehrslok Series E 41 and the heavy six-axle freight locomotive series E was 50 Additionally, even a Schnellverkehrslok E 01 provided, however, was rejected because the route network at that time did not allow high speeds and the e 10 has been regarded as express train sufficient.

Vorserienloks

The pilot series locomotives were largely developed by the industry, with different components were tried. The E 10 001 originates in the mechanical part of Krauss- Maffei and in the electrical part of AEG. She had a Alstom joint lever drive. The E 10 002 came from Krupp mechanically and electrically from the BBC and had a BBC disc drive. The E 10 003 came from Henschel and SSW and had a SSW- rubber ring spring drive. The E 10 004 delivered Henschel and AEG and it was powered by a Sécheron - slat actuator. Identical to her was the E 10 05, which was replenished in 1953 to test the locomotives in daily operation can. Native to the locomotives were initially Bw München Hbf, 1955 at Bw Nürnberg Hbf

The five pre-series locomotives of E 10.0 series were retired between 1975 and 1979. Receive the museum locomotives E 10 002 and E 10 005

Series production

The first regular production of the E 10 series were given serial numbers from 101 upwards and will be named as a class E 10.1. In contrast to the E 40 E 10 was equipped with a dynamic brake. Therefore, the two series differ minimally in the roof area. As of December 1956 a total of 379 vehicles by the manufacturers Krauss -Maffei, Krupp, Henschel (all mechanical part) and SSW ( Siemens - Schuckert ), AEG and BBC were ( electrical part ) delivered in several series. The series machines can be divided into three optically different versions divide: The E 10.1 was delivered in the unit box shape with large single lights. In the course of production ( from E 10 216) the large single lights were later by two smaller lamps ( one as a top light, bringing up the rear ) replaced; this version is called according to the order numbers as E 10.2. From E 10 288, a new, aerodynamically favorable locomotive body (called the "Trouser Crease Front" ), which had been previously introduced in the E 10:12, also used in the normal E 10. These locomotives are therefore also referred to as E 10.3. A locomotive (designated as 751 001 ) served the BZA in Minden from 1989 to 1997 as a web service engine.

The range of uses from 1968 performed as the class 110 locomotives has shifted in the direction of transport from the 1990s, they were also added to the terminal area DB Regio during the third stage of the railway reform accordingly, which practically meant the end of the inserts in the long-distance transport. In order to use the locomotives in regional transport economic, many locomotives of the series 110.3 have been equipped since 1997 with control devices for conventional DB shuttle train ( KWS ). At least partly one hand this back to the installation kits decommissioned 140s and 141er.

Color variations

Originally, the E 10 in steel blue Fernzuglackierung (RAL 5011 ) were delivered. Only 110 477 was delivered in cobalt blue (RAL 5013 ). When revisions also many older locomotives were given a cobalt blue respray. This concerned mainly locomotives that were entertained in the repair plant in Munich -Freimann, so that in the parlance, the term " Freimann Blue " has been established for the slightly lighter cobalt blue. With the ocean blue and beige color scheme from 1974 onwards many 110s were repainted on the occasion of any revisions to these paint variant. Starting in 1987, then the orient red color scheme came with white bib on the application, which was replaced in 1997 by the present current traffic red concept which today bear all locomotives still in operation in this series.

1996 drove the stuck on them with mouse stickers, 110487-6 as " Mauszug " on the occasion of the 25th anniversary of the program with the mouse across Germany. Lately, locomotives of the 110 series, which are used by Rail Charter, covered with foil for advertising purposes, to get the advertising train a coherent picture. The last one was 110 321, which made a tour of Germany for the KI.KA LIVE Express; the locomotive was not stuck in the first week of May 2008. 2009, the locomotives were 110325-8 and 110329-0 prepared for the traveling exhibition Science Express in the design of the exhibition. From April to November 2009 this train traveled more than 60 cities in Germany. The 110325-8 was scrapped in April 2010, the 110329-0 mid-January 2011 and the 110487-6 in December 2012.

110 321 with KI.KA pasting

110 329 as the motive power of the Science Express

110 325 before the Science Express of the BMBF

Design Features

Like all locomotives of the unit electric locomotive program had the E 10 series or the current 110 as welded box constructions performed with pivot trucks and welded box structures with fan grills. The series 110.3 uses the locomotive body of the e 10:12 with more prominent drawn face, also known as " creases " box designated. The framework is based on helical springs and rubber elements from the bogies. At the beginning, a rough running was noticeable especially in the upper speed ranges, which required some rework on the bogies. In two locomotives (110 475 and 476) also Flexicoil suspension was tested.

All locomotives have an indirectly acting pneumatic brake type Knorr Hochabbremsung ( at high speeds is automatically decelerated more ) and for shunting a direct-acting auxiliary brake. The locomotives have an additional coupled with the air brake separately excited electric resistance brake. The heat generated during electric brakes heat is dissipated through roof vents. For the first time in German locomotives a high voltage control of the transformer was used as standard.

The traction motors are 14 -pole motors of type WB 372, as they were later on used in the series 111 and 151. As with all engines of Einheitslokprogramms the rubber ring Pen Drive Siemens-Schuckert-Werke/SSW was used, which had proved above average in the first E 10.0.

On the roof were in the original version, the scissors - type pantograph DBS 54a, it is followed by the obligatory roof separators, compressed air main switch and high voltage transformer to the monitoring of the contact wire voltage. The transformers are three-limb transformers with oil cooling, where the switching mechanism is connected with 28 steps. The controller is designed as a follow-up control, in which the train driver the gear selecting and switching mechanism starts the selected position independently. In emergency manual control via a crank is possible. From 110 399 this series thyristor circuit breaker comes standard with ( derailleur W29t ). Many lower yard numbers with N28h got but later after a loss or in the course of modernization works a complete exchange for the W29t, so among other things, the museum locomotives E10 121 and 113 311, so that their " original state " is debatable.

Safety equipment in the cab of the mechanical or electronic safety control, Point-like train control are (now according to the new requirements with software version of the PZB 90 ) available ( equipped with GSM - R radio ) and train radio equipment. New are still the computer for e- book schedule EBuLa and locomotives in passenger traffic also now mandatory door locking from 0 km / hr ( TB0 ). Some locomotives were tentatively fitted with computers in the control system CIR - ELKE.

Decommissioning

After more than fifty successful years of operation the locomotives of the series 110 are due for retirement. During the performance disappearance initially was offset by new fields of application, got the 110 series from 1990 strong competition, particularly from the series 143, which has a push-pull train, unlike many 110ern whose top speed but only 120 km / h. To improve the flexibility of the 110 series, (E 10.3) partly installed Wendezugsteuerungen from scrapped locomotives of the class 141 in the third series. Gradually, you began from 2001, the first batch, 110.1, phase out enhanced because the necessary push-pull train was missing. The new electric railcars of Class 425 and the Regional Express - electric locomotives of class 146, but also on the part of Deutsche Bahn AG lost tenders in favor of private companies worked to the detriment of the 110 series, the applications of the 110s began in the Stuttgart area, the Rhine- Ruhr area to concentrate the Munich area and northern Germany, and on the Frankfurt area.

In January 2013 there were still 25 units of the class 110.3 ( stationed in Dortmund and Stuttgart ), three of the 113 series and eleven of the 115 series with Deutsche Bahn AG or its subsidiaries in the active inventory. By eliminating the performance on the small Murr Railway in June 2012, the operations of the Stuttgart machines limited to the performance on the Neckar -Alb Railway (Stuttgart -Tübingen ) and the Gäubahn (Stuttgart - Hattingen ) until in May 2013, the 111 series this services took over. The last refuge of the only remaining Stuttgart 110 (110 446) was the Radexpress Enztäler, which runs only on Sundays and holidays. Since the expiration of the last Stuttgart 110s this power was taken over by the class 143. The Series 113 and 115 are for the time being still in use for DB long-distance transport. However, with increasing release of the 111 series in connection with the delivery of Talent 2 the final detachment of the 110 series with DB Regio in sight. Due to expiring revision deadlines on the 110 series, the use is terminated with DB Regio, as none of the machines may be used without prior general inspection in February 2014. A re- examination of the main vehicles of the 110 series, however, is no longer provided with DB Regio. The 110 469 had its last mission on 12 February 2014. She was the last of the 110 DB Regio. However, DB long-distance traffic will reactivate one of their 113 and donate the other standing in the service 113 and selected 115ern main studies. We have the following " 110s " in the service and have a valid general inspection: 110 169 ( DB Systemtechnik ), 110 459 (DB long-distance transport ), 110 491 (used only as a heating engine ), 110 511 ( Press), 113 267, 113 268, 113 309, 115 114, 115 198 115 205, 115 278, 115 261, 115 293, 115 346, 115 350, 115 383, 115 448, 115 509 ( all '113 '115 DB long-distance transport ).

On 13 July 2013, the farewell tour of the 110 series took place in transport in the Stuttgart area. The 110 446 drew this a special train from Tübingen to Backnang, and of Backnang Marbach back to Stuttgart.

On 12 February 2014, the farewell tour of the 110 series took place in transport in the Münster ( Westphalia ) instead. The 110 469 went from Munster to Rheine and back again.

New main studies (HU) Since 2013

A major study in 2013 have received the following 110/115er 115 509 ( 16 January), 115 459 (March 5 ), 115 350 (30 May ), 115 448 ( August 5 ) and 110 511 (23 December ). 2014 were further these locomotives a HU: 115 293 (January 23 ), 115 114 ( 28 January) and 115 198 ( 29 January), 115 261 ( March 5 ).

Br 110/139 on private railways

110 511 was sold on October 2, 2013, the railway construction and operating company Pressnitztalbahn mbH ( Press). It was redrawn in 110 043.

( The Converted 139 in this table are created from the 110 series, the 140 series converted locomotives see in series 139: DB Class E 40 )

Museumsloks

Despite the advanced stage of decommissioning and scrapping of the already made numerous copies still several locomotives remain preserved in museums, many of them in the DB Museum Koblenz:

Variants

Series E 10.12/Baureihe 112

1962 six under construction E received 10 modified or newly developed bogies, which allowed them to use before the Rheingold a top speed of 160 km / hr. They were given to distinguish it from the "normal " E 10, an additional one in front of the serial number. Thus, the E 10 from 1239 to 1244 and thus the namesake of the series designation E 10:12 arisen. All six locomotives carried the normal, square locomotive body and were painted in cobalt blue / beige.

Only half a year later in cobalt blue and beige delivered e 10 1265 to 1270 were newly developed factory Henschel bogies and gear up to 160 km / h and went off in the early 1960s as the Series E 10:12 Long-distance trains. The first six locomotives ( E10 1239-1244 ) were then restored to its rule - E 10 and lost the presented one again.

The newly built E 10:12 received a windschnittigeren locomotive body ( the " creases " - locomotive body ), which was also used on E10 288 with all new locomotives of the series E 10. Built by E 10 from 1308 to 1312 as previously the E 10 1265-1270 with Henschel high-speed bogies for up to 160 km / h

The already delivered E 1968, 10:12 redrawn as the 112 series. These have thereby retain their order number, which now fell to distinguish preceding one away.

In the same year 20 additional copies were delivered directly as 112485-504. These has not been resorted to the expensive high-speed Henschel bogies. In their place, modified standard bogies were used which, however, have proved to be not as durable. Consequently, these 112er 1988, redrawn in the series 114.

In 1991, the remaining, equipped with the Henschel high-speed bogies locomotives of the series 112 were then redrawn in the 113 series.

By renumbering the series designation was in the new all-German numbering scheme free for the 212 series of the Deutsche Reichsbahn, which was redrawn from 1992 in the 112 series, see DB Class 112

Experimental locomotives

For the testing of components for the E 03 DB Class locomotives E 10 299 and E 10 300 were rebuilt for the Federal Railroad Central Office in Munich in 1962. The locomotives arrived on the measured distance from Bamberg to Forchheim 1963, the top speed of 200 km / h

113 series

(1991 to present)

After 1988, the third series of the series had been 112 already redrawn with modified serial bogies in the series 114 (at this time the S-Bahn examples of the class 111 were handled internally or as 113 series ), the first two series in 1991 were in the 113 series redrawn to make the DR- 212 series in the new all-German numbering scheme place.

At the same time, increasingly showed that the eleven locomotives of the first two series were run down with high-speed bogies by the heavy and fast operations. Multiple broke while driving the large gears and established strong damage to the individual motor and its gearbox. As an emergency measure the top speed was limited to 120 km / h and the locomotives were henceforth used in Eilzugdienst around Munich.

Meanwhile, may the locomotives - after the mid- 1990s, the Henschel high-speed bogies were reprocessed using some newly -built parts - though again 160 km / h running, but were considered splitter type that should be parked priority.

In 2013, only the three locomotives 113 267, 268 and 309 in the stock of DB long-distance transport. 2008/ 09, all three machines were equipped with new revisions. Currently, none of the locomotives is in operation.

Series 114

(1988 to 1995)

In series 114 it was the twenty re-drawn vehicles of the third series of the 112 series, which were allowed on Train bogies of the 110 series up to 160 km / h run. Due to heavy wear, the top speed of the 112485-504 from 1985 to 140 km / h had to be limited. To distinguish them from the other locomotives of the series 112, were still allowed to 160 km / h drive, they were from 1988 called series 114 ( the series number 113 was omitted because at this time painted in the S -Bahn -color examples of the class were 111 for accounting purposes as the class 113).

Because even after the speed reduction still occurred abnormalities in the area of ​​the trucks, the locos were initially limited to 120 km / h and turned off completely shortly after. Using bogies of production locomotives with atomic numbers less than 288 every twenty 114er were converted to normal 110.3 in 1993 and as 110485-504 queued in the stock. Eighteen of their bogies robbed " turn box -110 " received the drives of discarded 140 and went as series 139 back in operation, with which they were nearly identical due to their e- brake. The concept of unit locomotive has paid fully in this exchange of rings.

German railway

In 2000, the German railway has a second time umgezeichnet locomotives of the series 112 to the series number 114. Series locomotives were assigned to 112.0 due to their switching to DB Regio Series 114.0. Meanwhile, the reason for the renumbering is omitted, since all are located at 112 DB Regio.

115 series

(from 2006)

Since 2005, more than thirty 110 and 113 of DB Regio to the former DB AutoZug (now merged with the parent company DB long-distance transport ) cast. To bookkeeping better separate these machines since 2006 were affected little by the new 110 series designation 115 and were restationed at Berlin- Rummelsburg, so first machines of this type are located in eastern Germany. The classical field of the locomotives are car trains, they also perform various transfer services and are partly before long-distance trains, such as on the line Berlin -Warsaw in use.

In the ranks of the 115 series was with 115 154 ( in service since February 20, 1957 ) also up to their secondment in December 2010 oldest locomotive of Deutsche Bahn. At present ( 2014) is 115 114 oldest ( in service since November 21, 1957 ) is still active e 10

115 114 retired in September 2013 from active inventory and was "z " position. On 20 October 2013, it was reactivated again and got an extension for 1 year. She has her HU completed in Dessau on January 28, 2014 and is now back in active service. The same applies for 115 293, which is also the end of January a new HU received.

Differences to the series 139/140

The 110 series ( and its variations) is largely identical with the series 139 and 140 In the 139/140 also came the unit locomotive body to use as it was used in the 110 to 287 on the establishment number. The motors are slightly shorter translated, so that for the 139/140 is a modified Anfahrtabelle could be created, which allows, among other things, the application of the maximum allowable tensile force for five instead of two minutes. The speed is, however, designed for 100 km / h but could be raised to 110 km / h. Numerous 140 especially younger model year are suitable for reversible and double traction, while the 110 only subsequently in many machines the Wendezugfähigkeit was retrofitted. The electric brake of the 110 is also in the find 139 offers there but with 90 or 120 kN a much higher braking force; However, the 140 has no electric brake. The 139/140 have only one einlösiges control valve of the pneumatic brake with the Bremsartstellungen G and P. The drive control is executed a bit more modern from 140 757; instead of mechanical wave came an electronic levels compared to the installation, if it fails the locomotive can be controlled with an auxiliary drive switch in these machines. The maximum upper current was reduced compared to the 110 from 420 to 350 A.

Also, the 139/140 series was involved in the big ring exchange from 1993. So lacking in 140 donated their bogies, which are then used Case 110 were converted to 139. It was the locomotives 110,122, 139, 145, 157, 172, 177, 213, 214, 222, 246, 250, 255, 260, 262, 264, 283, 285, 287, the converted in this way while maintaining their order numbers were classified into the BR series 139. The concept of unit locomotive with mostly the same components and maintenance processes has the latest proven so fully.