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DBAG Class 128

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AEG LEW Hennigsdorf
Company typeSubsidiary
IndustryRailway locomotive manufacturing
PredecessorLEW Hennigsdorf
Founded1992
FounderAEG
Headquarters
Hennigsdorf
,
Germany
ProductsElectric locomotives, including experimental 12X (128 001)
ParentAEG Bahnsysteme (at time of development)

Template:Infobox locomotive

The locomotive known as 128 001 within the Deutsche Bahn registry, or 12X as designated by its original manufacturer AEG LEW Hennigsdorf, along with its subsequent owners ADtranz and Bombardier Transportation, represents a singular experimental electric locomotive developed in 1994. It served primarily as a test platform and trial locomotive until its retirement in 2010. Its design incorporated numerous advanced technologies such as innovative power electronics utilizing novel semiconductor devices combined with water cooling, an original final drive mechanism, a newly engineered bogie system, and aerodynamic windflaps extending from the body, giving it a distinctive visual profile.

Initially conceived to compete in a comprehensive tender for multipurpose locomotives by the German railways, the project evolved into a modular concept after the railways shifted their procurement strategy to favor specialized locomotives tailored to specific operational roles. The technological foundation of the 12X directly influenced the development of a medium-weight freight locomotive series, the DBAG Class 145 and 146, which subsequently became the basis for Bombardier’s successful modular locomotive family known as TRAXX.

Development of DB Class 121

The DB Class 120 marked a significant milestone as the inaugural locomotive series of the West German federal railway, Deutsche Bundesbahn (DB), to feature three-phase asynchronous AC induction motors. It also pioneered the concept of a universal locomotive, designed to efficiently handle freight, passenger, and express services.[1] The initial five prototypes were delivered starting in 1979, with all locomotive manufacturers based in Germany contributing to the production of the 60 units introduced from 1987 onward.[1] By 1991,[2] DB issued a tender for an initial batch of 500 universal locomotives featuring an enhanced design and a continuous power output increased from 5.6 to 6.4 MW (7,500 to 8,600 hp),[3] which would become the DB Class 121.[4] Meanwhile, the former East German state railway, Deutsche Reichsbahn, also contemplated acquiring 200 units.[4]

The contenders vying for the DB Class 121 contract developed various components, which were tested from December 1991 onwards on prototypes of the DB Class 120 that had been reclassified as experimental Class 752.[1] AEG Westinghouse, then part of Daimler-Benz, specialized in electrical systems for rail vehicles and initiated development of a novel final drive design. This included a water-cooled converter utilizing GTO thyristors, an auxiliary converter, and a microprocessor-driven traction control system.[5] In 1992, AEG acquired the former East German locomotive manufacturer LEW Hennigsdorf, integrating it as AEG Schienenfahrzeuge GmbH (AEG Rail Vehicles Ltd) within its AEG Bahnsysteme division. LEW had been working on innovations such as lightweight vehicle bodies, improved aerodynamic profiles, and high-speed running gear.[5] AEG consolidated these efforts to develop a comprehensive locomotive solution.[5] The newly designed GTO thyristor-based converter was installed in DBAG 752 002 towards the end of 1992,[6] with testing commencing in January of the following year.[3] Additionally, the prototype of AEG’s new final drive was incorporated into series locomotive DB 120 118 and underwent trials in 1993.[7]

Project 12x

In October 1992, Deutsche Bahn (DB) withdrew the Class 121 procurement process due to the excessive costs of the submitted bids, which significantly reduced the likelihood of obtaining government approval for the investment. Additionally, shifts in the organisational and operational landscape contributed to this decision. The planned merger of Deutsche Bundesbahn and Deutsche Reichsbahn into Deutsche Bahn in 1994 coincided with a comprehensive railway reform. This reform segmented DB’s rolling stock across its regional passenger, long-distance passenger, and freight divisions, rendering the concept of a universal locomotive obsolete. Of particular concern to DB’s freight division was the potential prioritisation of express trains when allocating shared universal locomotives. From late 1993 onwards, Deutsche Bahn’s business units and their predecessors initiated new tenders for electric locomotives specifically designed to meet their individual operational requirements.

Locomotive manufacturers adapted to these developments by emphasizing modular design principles, enabling the creation of various locomotive variants through the removal or rearrangement of components originally intended for a universal model. Following the cancellation of DB’s Class 121 order, AEG persisted with its development under the informal project title "12x," opting to independently build a prototype. This decision was further influenced by aspects of the 1994 railway reform, which shifted procurement towards complete vehicle tenders rather than component-level competition among manufacturers and established an autonomous vehicle approval authority. The 12x development initiative required an investment of 40 million Deutsche Mark (DM), with an additional 8 million DM allocated to constructing the locomotive itself. AEG presented the experimental universal locomotive—painted in its signature red and white livery and named 12X (with a capital X)—at a rollout event held on 30 June 1994. Although AEG retained ownership, Deutsche Bahn assigned it the designation 128 001.

Commissioning, refurbishment, testing, and leased operation

During September and October 1995, the 12X underwent testing on Deutsche Bahn's rolling rig in Munich, reaching simulated velocities up to 330 km/h (205 mph).[8] After completing trials both while stationary and being hauled, the locomotive achieved its inaugural self-powered run at 140 km/h (87 mph) on 10 April 1995.[8] Around this period, AEG secured a contract for a commercial variant with reduced speed capabilities, known as the DBAG Class 145.[8] To evaluate components intended for service in the Class 145, the 12X first carried out preliminary commissioning tests at speeds up to 160 km/h (99 mph),[8] subsequently hauling its initial regular InterCity train under lease to Deutsche Bahn on 22 August 1995.[8][9]

In January 1996, ABB and Daimler-Benz combined their railway divisions into the joint venture ADtranz.[10] On 31 January 1996, ADtranz unveiled unit 128 001 in a redesigned livery at the Nuremberg Toy Fair, featuring a UNICEF advertisement alongside logos of ADtranz and model train producer Märklin, which sponsored the campaign for one year.[11] The locomotive proceeded with commissioning trials reaching speeds up to 280 km/h (174 mph) in February,[11] eventually attaining a maximum of 283 km/h (176 mph), and was officially authorized for operation up to 220 km/h (137 mph) by summer 1996.[12]

ADtranz further utilized the 12X as a platform to test cutting-edge power electronics. Towards the end of 1997, the locomotive was equipped with new converters based on IGBT technology, marking the first use of this innovation in locomotives worldwide.[13][14] Early in 1998, the traction control electronics were also updated.[13] Additionally, the locomotive received its final paint scheme featuring rainbow-colored wave motifs along its side panels.[15] After undergoing extensive testing and trial operations with BLS on the Lötschberg Line in Switzerland, it returned to Hennigsdorf.[15] In subsequent years, the locomotive alternated between system testing runs,Cite error: The opening <ref> tag is malformed or has a bad name serving as a test unit during commissioning of new ADtranz models,Cite error: The opening <ref> tag is malformed or has a bad name and performing regular freight duties leased to Deutsche Bahn's freight divisionCite error: The opening <ref> tag is malformed or has a bad name and BASF.Cite error: The opening <ref> tag is malformed or has a bad name

In May 2001, Bombardier Transportation completed its acquisition of ADtranz.Cite error: The opening <ref> tag is malformed or has a bad name Bombardier maintained use of the 12X as a test locomotive based at its facility in Oerlikon (Zürich), Switzerland.[16] The locomotive was relocated back to the Hennigsdorf plant in July 2010.[16]

Technical specifications

The 12X retained the fundamental layout of the Class 120, featuring two bogies with two axles each, where every axle is driven by three-phase asynchronous motors. The motors are cooled by forced air, with exhaust vents positioned along the sloped edges of the roof. Additionally, the machine room is sealed with enclosed walls and contains a central corridor.[17]

Electrical system

Positioned beneath the floor between the bogies is the main transformer.[17] It includes six secondary windings dedicated to traction circuits,[18] one winding for powering auxiliary onboard equipment and battery charging, and another for the electric train supply system.[5] The auxiliary windings feed into two auxiliary converters rated at 120 kVA each.[5]

The traction converters are installed directly above the transformer, flanking the central aisle—one converter per bogie—to minimize cable length and maintain balanced weight distribution.[5] Initially, these converters were constructed from modules containing two water-cooled GTO thyristors each, which are controllable and enable simpler control circuitry compared to conventional thyristors.[17] Within each converter, three modules operated as four-quadrant converters linking individual transformer windings to a direct current (DC) intermediate circuit,[17][18] while two additional modules functioned as inverters providing three-phase variable voltage and frequency power to the bogie's two motors, allowing independent axle management.[17] A module variant designed as a DC chopper for use under DC catenary systems was also planned.[17] For traction and power regulation, the locomotive employed the GEATRAC II system based on 32-bit microprocessors, facilitating software that is independent of hardware and can be updated.[5] Subsequent modernization by Adtranz replaced the GTO thyristor converters with IGBT-based units compatible with multi-voltage operation and introduced Adtranz’s MITRAC control technology.[13]

Mechanical components

The 12X featured newly developed GEALAIF final drives,[18] where GEA denotes AEG, and LAIF stands for Lokomotiv-Antrieb mit integriertem Fahrmotor (locomotive drive with integrated traction motor).[7] The motor shaft connects to the final drive’s pinion shaft through a diaphragm coupling that is rigid in rotation and radial directions but flexible in bending.[17][7] A key advancement in the GEALAIF design is that the pinion shaft is supported by bearings on both ends instead of only on the motor side.[7] This arrangement reduces bending moments on both shafts, enabling reductions in their size and weight.[7] Integration of the motor and final drive also reversed the forced-air cooling flow so that cool air passes along the final drive side to cool the pinion gear as well.[7] Power is transmitted from the final drive to the wheelset via a Cardan shaft, forming a hollow shaft (Quill) drive.[7]

The bogie wheelbase measures 2,600 mm (102.4 in), shorter than comparable locomotives to lower forces and wear when negotiating curves.[5] Initially, Deutsche Bahn engineers expressed doubts about this design due to previous issues with another short wheelbase bogie,[19] specifically an ABB Flexifloat prototype with a 2,650 mm (104.3 in) wheelbase installed on unit 752 004.[20] Nevertheless, both rolling rig tests[8] and operational line trials confirmed stable running characteristics.[11] The primary suspension employs metal coil springs, while Flexicoil suspension is used for secondary suspension.[5] Traction forces between bogie and vehicle body are transmitted via inclined drawbars.[5]

Constructed as a lightweight structure, the locomotive aimed to be the lightest in its power category at approximately 84 t (93 short tons).[17] The completed locomotive's actual service weight was 85.9 t (94.7 short tons).[8] The load-bearing elements of the body comprise a steel underframe and machine room sidewalls.[5] Components such as roofs, driver cabs, and shrouds beneath the underframe covering the transformer are made from plastics and composite materials bonded to the steel framework.[5] The sloped roof edges transition into inclined sidewall ends that extend beyond the front ends of the locomotive, creating wind deflectors designed to enhance stability during tunnel passages, train encounters, and station transit.[5]

Additional general features

One of the core principles guiding the 12X development was environmental sustainability.[17] The cooling system for the power electronics, provided by Voith,[18] utilizes tap water mixed with glycol as an antifreeze agent instead of conventional oil or oil-based alternatives.[17] For the locomotive's exterior coating, water-based paints were selected, replacing traditional two-component paints that contain a high level of organic solvents.[5] In a departure from previous designs, the air conditioning system employs a chlorine-free refrigerant.[5]

The 12X components were engineered as modular units that can be detached, swapped, or reassembled for different series models.[17][18] AEG planned four fundamental vehicle variants based on the 12X modules: a high-speed locomotive in the original 12X form for express services; a power unit fitted with a single driver's cab for high-speed electric multiple unit (EMU) applications; a lightweight locomotive designed for regional routes; and a powerful twin locomotive with driver's cabs positioned at the outer ends of both sections.[5][18] Additionally, AEG explored integrating 12X components into an EMU configuration with power electronics installed beneath the floor and considered upgrading converters to support multiple voltage systems.[17] The modular approach was also intended to facilitate component upgrades throughout the vehicle's operational life as newer technologies emerge.[5]

Derived models

Main articles: DBAG Class 145 and 146 and TRAXX
File:Baureihe 145 067-5.JPG
145 067 displaying the emblem of Railion, predecessor to DB Schenker Rail, in 2007

In November 1994, Deutsche Bahn selected AEG to deliver eighty locomotives to its freight division DB Cargo (now DB Schenker Rail) for medium-duty freight operations, resulting in the DBAG Class 145.[8] The Class 145 was developed as a cost-effective variant of the 12X, omitting features intended for higher speeds such as hollow-shaft drives, which were replaced by simpler nose-suspended drive systems.[21] Following the merger of AEG Bahnsysteme with ABB Transportation into Adtranz, the final locomotive design was adjusted to increase compatibility with the DBAG Class 101, an express locomotive originally commissioned from ABB around the same period.[21] Specifically, the ester-cooled inverters using GTO thyristors and the ester-cooled main transformer in the Class 145 were derived from those employed in the Class 101. Furthermore, the bogie design was revised to conform with ABB's Flexicoil family standards, extending the wheelbase to 2,650 mm (104.3 in).[21]

The Class 145 subsequently served as a foundational model for Adtranz's planned modular electric locomotive platform unveiled in March 1998.[22][23] Derived locomotive variants based on the DBAG Class 145 included a dual-voltage model intended for cross-border operations, designated as DBAG Class 185 and ordered in July 1998.[24] After Bombardier Transportation acquired Adtranz in 2001, it fully embraced the modular platform concept based on the DBAG Class 185,[25] branding it as TRAXX in 2003.[26]

See also

  • EuroSprinter: competing locomotive series by Siemens, with the prototype DBAG 127 001 constructed in 1992
  • Prima: Alstom's competing locomotive range, produced since 2001

References

  1. ↑ 1.0 1.1 1.2 Cite error: Invalid <ref> tag; no text was provided for refs named ek-120-0
  2. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named br101
  3. ↑ 3.0 3.1 Cite error: Invalid <ref> tag; no text was provided for refs named ei-wgto
  4. ↑ 4.0 4.1 Cite error: Invalid <ref> tag; no text was provided for refs named ei-121
  5. ↑ 5.00 5.01 5.02 5.03 5.04 5.05 5.06 5.07 5.08 5.09 5.10 5.11 5.12 5.13 5.14 5.15 5.16 Cite error: Invalid <ref> tag; no text was provided for refs named ei-12x2
  6. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named ei-752002
  7. ↑ 7.0 7.1 7.2 7.3 7.4 7.5 7.6 Cite error: Invalid <ref> tag; no text was provided for refs named ei-gealaif
  8. ↑ 8.0 8.1 8.2 8.3 8.4 8.5 8.6 8.7 Cite error: Invalid <ref> tag; no text was provided for refs named ei-128-comm160
  9. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  10. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  11. ↑ 11.0 11.1 11.2 Cite error: Invalid <ref> tag; no text was provided for refs named ei-128-unicef
  12. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named ei-128-comm220
  13. ↑ 13.0 13.1 13.2 Cite error: Invalid <ref> tag; no text was provided for refs named rgi-recon
  14. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  15. ↑ 15.0 15.1 Cite error: Invalid <ref> tag; no text was provided for refs named ek-128-v2
  16. ↑ 16.0 16.1 Cite error: Invalid <ref> tag; no text was provided for refs named rc-12x
  17. ↑ 17.00 17.01 17.02 17.03 17.04 17.05 17.06 17.07 17.08 17.09 17.10 17.11 Cite error: Invalid <ref> tag; no text was provided for refs named ei-12x
  18. ↑ 18.0 18.1 18.2 18.3 18.4 18.5 Cite error: Invalid <ref> tag; no text was provided for refs named gb12x
  19. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  20. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named br101d
  21. ↑ 21.0 21.1 21.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  22. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  23. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  26. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Further reading

  • Karl Gerhard Baur: Die Baureihen 145, 146 und 185. EK-Verlag, Freiburg 2002, ISBN 3-88255-145-3

External links

Template:Commonscat

Template:German electric locomotives

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