DB Class E 10
| Company type | Electric locomotive |
|---|---|
| Industry | Rail transport |
| Founded | 1952 |
| Headquarters | Germany |
| Products | Electric locomotives (Class E 10, later reclassified as Class 110, 112, 113, 114, and 115) |
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The E 10 class represents an electric locomotive introduced by the Deutsche Bundesbahn in 1952. It was developed under the Einheits-Elektrolokomotiven program, designed specifically for high-speed passenger service. In 1968, this series was reclassified as class 110 (formerly E10) and class 112 (formerly E10.12). By 1988, the last batch of class 112 units were redesignated as class 114, while in 1991, the remaining class 112 locomotives were reclassified as class 113. As of 2006, a total of 38 units had been assigned the class number 115.
Up until 2020, some locomotives from the class 115 were still deployed for "special passenger train" duties. Although all locomotives within this series have been withdrawn from routine operations by Deutsche Bahn, several continue to serve under private railway firms.
Development history
In 1950, the Deutsche Bundesbahn initiated plans to create two fundamental types of electric locomotives sharing largely standardized parts: a twelve-wheel (UIC classification Co'Co') freight locomotive intended to replace the DRG Class E 94, and an eight-wheel (UIC classification Bo'Bo') versatile electric locomotive to succeed the DRG Class E 44. A new ergonomic feature introduced was seating for the engineers, replacing the previous requirement for them to stand to maintain alertness.
Initially dubbed E 46 during development, this multi-purpose locomotive was renamed to Class E 10 after its maximum speed requirement was raised from 125[convert: needs unit name] to 130[convert: needs unit name], thereby officially designating it as an express train locomotive. The initial trial phase involved producing five prototype units classified as E10.0. This testing revealed that a single standardized electric locomotive model could not fulfill all operational demands. Consequently, the development program expanded to include a local passenger train locomotive (DB Class E 41), an express train locomotive (class E 10) convertible into a freight locomotive (Class E 40) by altering its gear ratio, and a heavy six-axle freight locomotive (DB Class E 50). Additionally, plans for a high-speed electric locomotive (DB Class 103, initially designated Class E 01) were formulated but soon abandoned since existing mainline speed limits rendered the class E 10 adequate for express services.
Production of class E 10
The five prototype units of the class E 10.0 were withdrawn from operation between 1975 and 1978. Among these, E 10 003 and E 10 005 have been preserved as museum pieces.
The initial production series commenced service in 1956, beginning with locomotive number E 10 101 (classified as E 10.1). Unlike the class E 40, these locomotives featured a rheostatic/regenerative braking system, which also influenced the distinct roof design compared to the E 40 class. From December 1956 onward, manufacturers delivered a total of 379 units across multiple series. The mechanical components were supplied by Krupp, Henschel, and Krauss-Maffei, while the electrical equipment came from Siemens, AEG, and BBC. Beginning with unit E 10 288, the updated body style developed for the E 10.12 variant—known as the "crease" (Bügelfalte) design—was also applied to newly produced E 10 locomotives. Following this change, these units were occasionally referred to as class E 10.3. One locomotive, numbered 751 001 (formerly 110 385), was utilized as a service engine for the German Federal Railways’ Central Office in Minden (BZA Minden or Bahnzentralamt) between 1989 and 1996. Earlier models up to E10 287 were reclassified as E10.1 and later renamed class 110.1 in 1968; these were colloquially known as "Kasten" due to their boxy shape.
By the 1990s, the operational role of locomotives designated class 110 (post-1968) shifted increasingly toward local and regional services. This transition was reinforced during the third phase of the Bahn reform program, when these locomotives were allocated to DB Regio—the division responsible for regional transport—effectively ending their use on express routes. To enhance efficiency in regional operations, many units were retrofitted starting in 1997 with push-pull train controls, often incorporating components salvaged from retired class 140 and class 141 locomotives.
Initially, class E 10 locomotives sported a cobalt blue livery signifying authorization for speeds of 140 km/h (87 mph) or higher. In 1974, during routine maintenance cycles, they received a new ocean blue/beige paint scheme. From 1987 onward, the then-current orient-red color was adopted, which was later replaced by traffic red (verkehrsrot) starting in 1997—a shade that remains standard for all active members of this class today, except for a few exceptions.
Construction
Consistent with all locomotives produced under the Einheitslokomotiven program, the class E 10 / class 110 featured two-axle bogies with pivot pins constructed as welded box frames, along with a welded superstructure equipped with fan grills. The class 110.3 variants utilized the body design developed for the E 10.12 model, characterized by an extended front section known as the “crease” (Bügelfalte). The locomotive frame rested on coil springs and rubber elements positioned over the bogies. Early models exhibited noticeable ride roughness at higher speeds, prompting multiple bogie redesigns. Additionally, flexicoil suspension systems were trialed on two units (110 475 and 476).
Each locomotive incorporated an indirect air brake system manufactured by Knorr that automatically intensified braking force at elevated speeds; a supplementary direct brake was installed for shunting operations. All units also included separately excited rheostatic/regenerative brakes integrated with the air brake system. Heat generated from electric braking was expelled via exhaust vents located on the roof. Notably, these locomotives marked the first serial production use of high-voltage transformer regulation in German railway engines.
The traction motors installed were WB 372 type with fourteen poles; these motors were subsequently employed in classes 111 and 151 as well. As standard across all Einheitslokomotiven, Siemens-Schuckert-Werke/SSW’s rubber ring transmission system was utilized—a technology that had surpassed expectations during testing on prototype E 10.0 units.
On top of each locomotive are scissor-type (double-arm) pantographs model DBS 54a, standardized for all Einheits classes and mounted on mandatory roof insulators. Also present are compressed air main switches and current-to-voltage converters for overhead line voltage monitoring. The three-phase transformers are oil-cooled and connected to a control unit featuring twenty-eight running steps. Acceleration control operates in delayed mode: engineers select a running step, and the control unit executes it automatically. Manual operation via hand crank is available for emergency scenarios. Many locomotives are fitted with thyristor load diverters.
Safety features within the driver’s cab include either mechanical or electronic deadman’s devices, point-based automatic train control systems (updated to comply with PZB 90 software standards), and GSM-R train radio communication equipment. More recently, onboard computers have been added to support electronic timetables (EBuLa) and automatic door locking at zero speed (TB0), now mandatory for all passenger service locomotives. A limited number of units have also been upgraded with computers controlling CIR-ELKE systems.
Class E 10.12 / Class 112 (1962–1991)
During the production phase, certain E 10 models were equipped with newly engineered bogies and transmissions from Henschel, designed to support speeds reaching 160 km/h. Beginning in 1962-63, these units were assigned to haul long-distance express services such as the Rheingold, and were categorized as class E 10.12 (renamed class 112 from 1968). These locomotives also introduced a more streamlined body design known as the "crease" or Bügelfalte, which became standard for all subsequent E 10 units starting with E 10 288. To distinguish these high-speed variants from the standard E 10 series, a "1" prefix was added before their running numbers, resulting in designations like E 10 1265–1270, which lent their name to the E 10.12 subclass. Between 1963 and 1964, the series E 10 1308–1312 was produced, again featuring Henschel high-speed bogies primarily for use on the Rheinpfeil service.
Neither batch of E10.12 locomotives was completed in time for the commencement of their intended train services. In the interim, two distinct groups of E10.1 units (numbers 239–244 during 1962–63 and 250–254 in 1963–64) underwent temporary modifications to enable operation at 160 km/h. Of these, only E10 244 and units 250–254 received Henschel bogies. All modified units adopted the "1" prefix on their running numbers, upgraded gear ratios suitable for higher speeds, and corresponding paint schemes. Eventually, these locomotives were reverted to standard E10.1 specifications.
In 1968, locomotive number 112 485 was introduced under the class 112 designation; this model did not incorporate the costly Henschel bogies but instead utilized modified bogies from serial production.
Class 113 (1991–present)
By the year 1991, it became evident that operating the initial eleven locomotives from the first two series of class 112 under demanding high-speed conditions had caused significant wear. Multiple gear wheel failures during service inflicted severe damage to both motors and transmissions of these units. As an emergency response, their maximum speed was lowered to 120 km/h (75 mph), restricting their use to express services around Munich. At this stage, they had already been reclassified as class 113 to release the class number 112 for allocation to the newer and more numerous class 212 locomotives inherited from the former Deutsche Reichsbahn (East Germany). Following repairs and upgrades—including some units fitted with refurbished Henschel high-speed bogies during the mid-1990s—these locomotives were able to resume operation at speeds up to 160 km/h. Nevertheless, they were regarded as only marginally superior to typical class 110 engines and were soon slated for retirement.
Class 114 (1988–1995)
Class 114 comprised twenty reclassified locomotives originating from the third series of class 112, capable of reaching speeds up to 160 km/h and equipped with modified bogies originally developed for class 110 production models. Due to considerable wear observed by 1985 on units numbered from 112 485 to 504, their top permissible speed was reduced to 140 km/h (87 mph). To clearly distinguish these from other class 112 units still authorized for 160 km/h (99 mph) operation, they were redesignated as class 114 beginning in 1988. Persistent issues related to bogie condition led to further speed restrictions down to 120 km/h (75 mph), followed shortly by their complete withdrawal from service.
Starting in 1993, all twenty class 114 locomotives were reconstructed into standard class 110.3 units by installing bogies sourced from class 110 engines numbered at or below 110 287; these rebuilt machines entered service as numbers ranging from 110 485 to 504. Meanwhile, eighteen original class 110 locomotives that had relinquished their bogies for this conversion received bogies taken from decommissioned class 140 locomotives and were reclassified as class 139—a classification they closely resembled due to sharing an electric brake system. The remaining two former class 114 units obtained bogies from two other retired class 110.3 engines. This extensive interchange demonstrated the financial efficiency of the Einheitslokomotive concept in practice.
Class 115 - from 2005 onwards
Beginning in 2005, several former class 110 and class 113 locomotives were reassigned from DB Regio to DB Autozug, the Deutsche Bahn division specializing in express passenger trains with vehicle transport services. To distinguish these units, they have gradually been renumbered as class 115 and relocated to the Berlin-Rummelsburg depot. This move marks the first time locomotives of this class have been based in the territory of the former East Germany.
Among the Class 115 series is one of Germany’s oldest locomotives still actively serving passenger routes. Locomotive 115 114-1 (shown in the 2006 photo on the left) was originally introduced on 21 November 1957 and continues to operate on various InterCity lines throughout Germany.
Literature
- Roland Hertwig: Die Baureihe E 10. Entstehung, Technik und Einsatzgeschichte. Ek-Verlag, Freiburg 2006, ISBN 3-88255-171-2
- F. Moritz: Baureihe 110. Im Führerstand. In: LOK MAGAZIN. Nr. 252/Jahrgang 41/2002. GeraNova Zeitschriftenverlag GmbH München, Template:ISSN, S. 49-51.
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