DB Class E 410

DB Class E 410 / Class 184

Company type	Electric locomotive
Industry	Rail transport
Predecessor	DB Class E10 (BR 110)
Founded	1966–1967
Headquarters	Munich , Germany
Area served	Germany, France, Belgium, Luxembourg, Netherlands, Italy, Switzerland, Austria
Key people	Deutsche Bundesbahn (DB), Krupp, Allgemeine Elektricitäts-Gesellschaft (AEG), Brown Boveri & Cie (BBC)
Products	Multi-system electric locomotives
Number of employees	5 units produced

Overview of the DB Class E 410

The DB Class E 410, also referred to as DB Class 184, was among the pioneering four-system electric locomotives operated by the German Federal Railways (DB). These locomotives were specifically developed to facilitate international rail services connecting Germany with neighboring countries such as France, Belgium, Luxembourg, and the Netherlands.

Given that these foreign rail networks employed diverse electrification standards differing from those used domestically in Germany, the DB headquarters located in Munich collaborated with German manufacturers to produce five prototype locomotives capable of operating under four distinct electrical systems. All units incorporated mechanical components supplied by Krupp.

Among these prototypes, three featured electronically controlled traction systems developed by Allgemeine Elektricitäts-Gesellschaft (AEG), while the remaining two utilized conventional traction circuits designed by Brown Boveri & Cie (BBC).

Notably, the AEG-built locomotives were the first in history designed to traverse multiple electrical zones that employed thyristor-based electronic converter technology.

Delivered between 1966 and 1967, these locomotives initially carried the E 410 designation before being reclassified as Class 184 following DB’s adoption of a standardized numbering system in 1968. Commonly known as "Europa-Lok," they underwent comprehensive testing both within Germany and across other European rail networks, including Italy. Subsequently, they served on numerous national and international routes—some involving Trans Europ Express services—up until the close of the twentieth century.

Multi-System Locomotive Classification

Rolling stock capable of operating under multiple electrification systems is categorized based on their compatibility with different current types and voltages:

• Dual voltage vehicles operate on currents of the same type (either direct or alternating) but at two distinct voltages—for example, dual voltage locomotives functioning at 1.5 and 3 kV DC or at 16 and 25 kV AC (50 Hz).
• Bifrequency units function with alternating current supplied at two separate frequencies, such as 15 kV at 16+2⁄3 Hz and 25 kV at 50 Hz.
• Bi-current locomotives can run either on direct current at a specific voltage or alternating current at a defined voltage and frequency—for instance, bi-current models operating at 1.5 kV DC and 25 kV AC (50 Hz).
• Polycurrent vehicles are capable of running on multiple direct current voltages as well as various alternating current voltages and frequencies. This category includes:
  • Three-current locomotives, which operate at 1.5 kV DC, 3 kV DC, and 25 kV AC (50 Hz).
  • Four-current locomotives that support operation at 1.5 kV DC, 3 kV DC, 15 kV AC 16+2⁄3 Hz, and 25 kV AC (50 Hz).

These classifications reflect the complexity and versatility required for cross-border rail operations in Europe.

Background

During the early 1960s, advancements in power electronics, particularly the development of thyristors—also referred to as "silicon controlled diodes" or SCRs—highlighted the potential to resolve the size and weight challenges that had previously hindered the deployment of multi-system traction vehicles. Early generations of multi-system rolling stock utilized ignitrons or excitrons as rectifiers.

Among the notable multi-system locomotives preceding the power electronics era were those operated by the French National Railways, which featured units capable of running on two, three, or four different electrical systems. Additionally, the four-current TEE electric train RAe 1050 of the Swiss Federal Railways (SBB) regularly serviced routes connecting Paris and Milan.

Design and construction

Locomotive 184 002 at Trier Hbf station on June 10, 1991, hauling an SNCF passenger train bound for Wittlich. This service was frequently used by French military personnel stationed in West Germany for weekend travel home.

The E 410 electric locomotives (later designated Group 184) were developed by the German Federal Railroad (DB) with the objective of eliminating delays caused by changing traction units at borders with neighboring countries such as the Netherlands, Belgium, Luxembourg, and France. These countries operated rail networks using electrification systems differing from those employed in Germany.

Building on experience with three prototype dual-frequency locomotives equipped with silicon rectifiers—classified as E 320 01, 11, and 21—which had been in service since 1960 on the route from Homburg through Saarbrücken, Forbach, to Metz, a line electrified at 15 kV 16+2⁄3 Hz in Germany and at 25 kV 50 Hz in France, DB’s central offices in Munich collaborated with German industry to design a new series of multi-system electric locomotives. This family included:

• The dual-frequency E 310 locomotives (later Group 181), intended to operate under both DB’s 15 kV 16+2⁄3 Hz alternating current system and the 25 kV 50 Hz networks of French (SNCF) and Luxembourgish (CFL) railways;
• The four-current E 410 locomotives, designed to additionally run on the direct current systems of the Dutch (NS) at 1.5 kV and Belgian (SNCB) at 3 kV networks.

These locomotives were also capable of functioning under overhead catenaries not specifically assigned for their operation, such as the Swiss (SBB) and Austrian (ÖBB) railways’ 15 kV 16+2⁄3 Hz AC systems. In the case of E 410 units, they could also run on France’s SNCF 1.5 kV DC lines and Italy’s (FS) 3 kV DC electrification.

Known colloquially as "Europa-Lok," the E 410 series was essentially a multi-current adaptation of DB’s successful E10 class (later BR 110). These locomotives were commissioned in 1963 and constructed between 1966 and 1967, with mechanical components produced by Krupp and electrical systems supplied by Allgemeine Elektrizitäts-Gesellschaft (AEG) alongside Brown, Boveri & Cie (BBC). The DB accepted these five units between 1967 and 1968, subsequently reclassifying them into Group 184 in 1968.

A further objective was to ensure these locomotives matched the performance capabilities of DB’s Group 110 machines.

Alongside the three four-current E 410 locomotives numbered 001 to 003, Krupp and AEG also produced four prototype dual-frequency E 310 units (001–004) in 1966. These were accepted by DB in 1967 and reclassified into subgroups 181.0 and 181.1 during the reorganization of locomotive classes in 1968.

Mechanical section

The mechanical design presented significant challenges due to the specific goals and limitations outlined in the specifications:

• maximum operational weight capped at 84 tons;
• adherence to the international loading gauge restrictions;
• compatibility with electrical components from both AEG and BBC without distinction.

To meet the weight restriction, an exceptionally lightweight chassis was engineered alongside a meticulously optimized electrical design, resulting in a mass deviation below 3% (86,000 kg for units equipped with AEG systems and 85,400 kg for those fitted with BBC components).

The international gauge limit imposed a height constraint 300 mm lower than the German standard, while the requirement for interchangeable electrical parts necessitated a specialized coupling mechanism between the body and bogies. This design allowed the driving cab floor to be positioned as low as possible and enabled the main transformer to be deeply recessed into the floor structure.

Moreover, to simplify maintenance procedures, the central section of the crate housing the electrical equipment was divided into three separate modules that could be individually removed within the workshop environment.

Paint scheme

All locomotives in the "Europa-Loks" series were initially delivered in DB's standard "steel blue" livery for high-speed passenger electric locomotives, with this color extended up to the roof for the first time. The chassis and bogies were coated in a newly introduced gray tone.

During their first major overhaul, several units were repainted into the updated "ocean blue-beige" scheme, including locomotive 184 002 in June 1986 and 184 003 in July of that year.

Electrical section

The E 410 001-003 locomotives (later renumbered as 184 001-003) featured electrical systems developed by AEG incorporating power electronics technology for the first time. In contrast, units E 410 011-012 (later 184 111-112) were equipped by BBC using conventional electromechanical components.

Shared equipment

The electrical elements common to both series were primarily installed on the locomotive roof, including pantographs and their feeder lines, along with the main disconnector and main switch for alternating current. Due to its considerable size, the high-speed direct current switch—capable of handling currents up to 2000 A—was located inside the engine compartment rather than on the roof.

Additionally, electric braking resistors were housed within a turret positioned on the roof.

Pantographs

Because these locomotives operated across electrified networks managed by various railway authorities—each featuring overhead contact lines with differing geometrical and mechanical properties such as installation height, catenary polygonation and material composition, bracket placement relative to contact wire, and maximum allowable pantograph pressure,—a compromise was reached by employing four single-arm pantographs, two of which were identical.

Example of a single-arm double-slide pantograph.

The specific roles of pantographs numbered from 1 through 4 (starting from cab 1) are outlined below:

	Pantographs 1 and 4			Pantograph 2		Pantograph 3
Railway system	NS	SNCF	SNCB	DB	ŐBB	FS	FFS	SNCF
Electrification type	1.5 kV DC		3 kV DC	15 kV AC		3 kV DC	15 kV AC	25 kV AC
Contact strip configuration	quadruple			double		double
Contact strip width	1,950 mm			1,900 mm		1,460 mm
Contact strip material	hard coal			coal		steel

All pantographs were connected in parallel via a line insulated for operation at up to 25 kV.

To select the appropriate power source, drivers pressed a button corresponding to the current railway network beneath which they were operating. The control system then verified that voltage at the pantograph matched this selection before automatically adjusting the traction circuitry.

Besides buttons for countries where regular service was scheduled, controls also included selectors for Swiss Federal Railways (SBB) and Austrian Federal Railways (ŐBB) networks—although no commercial operations occurred on these lines.

Signal repetition within the locomotive

Contact brush similar to the one installed on DB 184 locomotives.

The "crocodile" device for signal repetition at the locomotive.

Operating across rail networks featuring diverse signaling protocols, these locomotives were outfitted with onboard signal repetition systems corresponding to the respective railway authorities. Notably, the German Federal Railways (DB) utilized the INDUSI discontinuous signal repetition system, while the French BRS system was employed by France’s SNCF, Luxembourg’s CFL, and Belgium’s SNCB.

Initially, the INDUSI system was installed in the I 60 version, subsequently upgraded to I 60R, and eventually limited to the 184 003 locomotive—the sole unit still active in the 1990s—where it was further updated to the PZB 90 variant.

The French BRS arrangement necessitated fitting a metallic contact brush onto the front bogie of the locomotive. This brush was designed to glide over a track-mounted skid known as a "crocodile" due to its distinctive shape. This device transmitted signal information directly to the train's onboard systems regarding upcoming signal aspects. In addition to this brush and its associated onboard components, the BRS system required installation of a tachograph (Hasler type) within the driver’s cab. This tachograph recorded both the encountered signal indications and the train’s speed as it passed over each "crocodile".

Multiple unit control

These locomotives were equipped with multiple unit control capabilities for dual traction operations. The connection between units was facilitated by a low-voltage electrical conduit featuring 36-pin electrical connectors positioned on the front walls.

AEG traction system

Simplified schematic of the traction circuit for four-current electric locomotives 184 001-003 equipped with AEG electrical components.

The electrical systems of locomotives E 410 001-003 (later redesignated as 184 001-003) were developed by AEG, marking one of the earliest applications of power electronics for controlling traction motors.

AEG engineers introduced two key technological advancements in these models: continuous speed regulation of traction motors via a semi-controlled thyristor rectifier bridge, and implementation of a thyristor inverter that supplied the main transformer by converting direct current from either 1.5 or 3 kV overhead lines into alternating current at 112 Hz.

The traction equipment included:

• two thyristor inverters;
• one primary transformer;
• two thyristor rectifier bridges;
• four traction motors.

Thyristor inverters

For operation under a direct current catenary, the locomotive's main transformer received power through a pair of modular thyristor inverters—then a unique railway traction application worldwide—that converted DC into AC.

These two inverter units, each rated at 1,600 kVA, were configured either in parallel or series arrangements depending on whether the pantograph voltage was 1.5 kV or 3 kV, respectively.

Initially, the inverter's switching frequency—and consequently the main transformer's power frequency—was set at 100 Hz. However, it was later raised to 112 Hz to mitigate electromagnetic interference affecting the Belgian railway signaling system (SNCB).

During the design phase, it was intended to operate the two inverter modules with a 90° phase difference to reduce disturbances caused by switching on DC power lines. Nevertheless, this approach proved to be far less effective in practice than anticipated.

Main transformer

When functioning under an AC catenary, the main transformer was energized directly from the pantograph via a dedicated 25 kV primary winding featuring a 15 kV intermediate tap, which was connected appropriately based on the voltage present on the overhead line.

The BLT 121e-type main transformer, developed specifically during that period, was capable of operating at frequencies of 16+2⁄3 Hz, 50 Hz, and 112 Hz.

Although it was the heaviest component of the traction system, its total weight—including accessories and 2,150 kg of insulating oil—was kept to 9,300 kg by utilizing a novel aluminum alloy for the cooling oil tank and by eliminating intermediate sockets and electromechanical selector switches typically used in graduators for speed control of single-phase collector motors on AC locomotives.

Additionally, the main transformer featured two extra secondary windings: one to supply power for auxiliary systems such as traction motor fans and motor-compressor units for compressed air, and another dedicated to the electric heating circuit for passenger coaches. In DC mode, this heating circuit received power directly from the catenary.

Thyristor rectifiers

The traction motors received continuous power through two thyristor rectifier units configured as a "semi-controlled bridge," replacing the bulky electromechanical controllers that relied on multiple intermediate transformer taps and switching mechanisms typical in traditional AC locomotives.

Each rectifier unit was linked to a dedicated secondary winding of the main transformer and supplied power to two traction motors on each bogie, which were permanently connected in parallel.

These rectifier units were installed within two cabinets located in the engine compartment, each housing 80 thyristors alongside 40 air-cooled silicon diodes. The combined weight of both cabinets was 1,500 kilograms, representing a reduction of approximately 300 kilograms compared to the earlier E 320 01 locomotive (later 182 001), which utilized an older generation of silicon diodes manufactured by AEG. This upgrade also delivered a performance enhancement of around 30 percent.

After reaching the motors’ maximum voltage, additional speed increments were enabled through four levels of shunt control, implemented via an auxiliary regulation system.

Traction motors

The UZ 116 64H traction motors evolved from ripple-current motor designs previously utilized by AEG on the dual-frequency locomotive E 320 01 (later 182.001). These motors were further refined with a three-point mounting system and featured the "Gummiring-Kardan-Antrieb" rubber ring gimbal drive.

The locomotive was equipped with four such motors, each rated for a maximum supply voltage of 1,050 V and capable of delivering an hourly power output of 800 kW. Each motor independently powered one wheelset on the locomotive’s Bo'Bo' running gear configuration, resulting in an overall power-to-weight ratio of 38.2 kW/t.

Electric braking

The E 410 001-003 series (later reclassified as 184 001-003) featured electric resistance braking, which was implemented by modulating the separate excitation circuit of the traction motors. This system could function independently to control speed on downhill gradients or work alongside continuous air brakes to enhance braking performance.

BBC traction circuit

In contrast to the AEG design, the electrical system in the E 410 011-012 locomotives (subsequently 184 111-112) did not introduce novel technology. BBC utilized a conventional approach prevalent at the time for four-current traction units, employing DC motors powered directly from 1.5 kV and 3 kV catenary lines with rheostatic control, and from 15 kV 16+2⁄3 Hz and 25 kV 50 Hz catenaries through a transformer and rectifier bridge.

Motor speed control was managed by gradually bypassing the starting rheostat resistors via contactors, offering a total of 72 discrete acceleration stages. After reaching the motors' maximum supply voltage, further speed increments were facilitated through an additional shunt control circuit.

The adoption of an electromechanical drive system meant that the 184 111 and 112 locomotives, fitted with ABB electrical components, did not generate the electromagnetic interference issues associated with the AEG electronic drives found in the 184 001-003 units, which had affected signaling systems on Belgian railways.

The ripple-current MBg 810 traction motors were developed by BBC based on their experience with 3 kV isolation in other single-voltage locomotive motors and drawing design inspiration from those used in the bifrequency locomotive E 320 11 (later 182 011). These motors were compatible with both rectified alternating current—delivering an hourly power output of 810 kW—and direct current operation—providing an hourly output of 850 kW. Designed for a nominal voltage of 1.5 kV, it necessitated connecting each bogie's motors in series when running under a 3 kV overhead line.

Due to the larger diameter but shorter length of the BBC MBg 810 motor compared to the AEG ZU 116 64H, Krupp engineers developed a bogie frame capable of accommodating both motor types. This design choice allowed for flexible and rapid motor replacement during maintenance.

For auxiliary equipment such as traction motor cooling fans and air compressors, BBC utilized DC motors powered by a 220 V supply derived from stepped-down and rectified line voltage when operating under AC catenaries, or supplied via a 400 Hz static converter when functioning under DC catenaries.

Despite these distinctions, BBC locomotives shared many characteristics with their AEG counterparts.

Tests Conducted in Germany

The control panel of locomotive 184 003 in 2007.

The E410 001 commenced its trial operations around Munich in December 1966. Early on, it encountered an issue where a fuse within the rectifier cabinet repeatedly blew after executing a specific maneuver. After several attempts, the root cause was identified and the malfunction was successfully addressed.

Another challenge arose with the transformers of the AEG locomotives. Due to excessive optimization, these transformers tended to overheat during test runs hauling a 650-ton train on the steep "Geislinger Steige" incline along the Stuttgart-Ulm route. Consequently, it became necessary to rewind the transformers using Nomex insulation—a recently developed high-temperature resistant material—thereby prolonging the locomotives’ adjustment period.

Following comprehensive trials, E 410 001 was provisionally handed over to DB on October 25, 1966, with the subsequent units delivered by March 1967.

The fine-tuning process proved intricate; ultimately, the five E 410 locomotives were authorized for operation on the DB network between late September 1967 and August 1968. By this time, their classification had been updated to Group 184.

Trials in Belgium, France, and the Netherlands

The series 184 locomotives underwent testing across various European rail systems where they were intended to operate. They received certification for SNCB’s Belgian 3 kV DC network in September 1968, SNCF’s French 25 kV 50 Hz AC network in February 1969, and NS’s Dutch 1.5 kV DC system in July 1969; however, they ultimately did not run on the Dutch lines.

In October 1968, acceptance trials on SNCB’s 3 kV network took place between Aachen and Liège. During these tests, locomotives 184 001-003 from AEG demonstrated superior performance compared to SNCB’s conventional DC engines by hauling 600-ton passenger trains at approximately 60 km/h up the steep Aachen Hauptbahnhof-Aachen Süd section without requiring additional booster locomotives.

Approval on the SNCB network faced complications initially because the AEG locomotives (184 001-003) were equipped with an inverter operating at a switching frequency of 100 Hz. The harmonics generated by this frequency interfered with Belgian signaling systems. To address this issue, the inverter frequency was increased to 112 Hz. Subsequent tests conducted with locomotive 184 002 on the Aachen Hauptbahnhof-Welkenraedt segment of the Aachen-Liège line confirmed that no further signaling disturbances occurred.

Acceptance testing on SNCF’s French 25 kV 50 Hz system was carried out between Saarbrücken and Metz on February 5, 1969.

Trials Conducted in Italy

Beginning in the 1950s, influenced by international experiments, Italian technical experts began exploring the development of multi-system traction units intended for cross-border operations.

This technological discourse was extensively covered in professional publications such as Ingegneria ferroviaria, La tecnica professionale and L'elettrotecnica.

The FS, possessing significant experience with Le 840.200 electric train coaches and having considered adapting four ETR.200 electric trains for operation under three-phase AC, around 1965 examined the option of enabling international services by either equipping certain Le 601 trailers with converters to supply power to ALe 601 units or by designing four-current locomotives based on the mechanical framework of the D.443.

In April 1972, locomotive 184 003 was dispatched to Italy through a collaboration between FS and DB to undertake a series of evaluations within a program organized by the Office de Recherches et d'Essais (ORE), the research and testing division of the Union Internationale des Chemins de fer (UIC).

These trials aimed not only to assess the locomotive’s operational capabilities but also to analyze how traction current harmonics produced by its power electronic switching affected FS signaling systems and telecommunications infrastructure.

The experiments were conducted from April 13 to 20 on the Camerlata-Seregno segments of the Milan-Chiasso route and on the Brescia-Chiari stretch of the Milan-Venice corridor. During this period, specialized ground measurement devices were installed on track circuits, telephone lines, and traction line power substations.

The testing consist comprised DB 184 003 locomotive, Vdlz 801.001 dynamometer car, Vosz oscillogram car numbered 60 83 99-89 000-3, a second-class UIC-X coach (51 83 22-86 134-2), and an E.444.003 serving as a backup locomotive.

In subsequent days, this train formation was extended with sixteen additional coaches, increasing its total weight to 862 tons. It underwent traction assessments on the Bologna-Prato section of the Bologna-Florence Direttissima, where locomotive 184 showcased remarkable power and acceleration by hauling the fully loaded train—starting from rest—at speeds exceeding 95 km/h on steep gradients while exerting a measured tractive effort at the coupling hook of 220 kN.

Throughout these tests, inadequate output filtering frequently caused interference with telecommunication and signaling systems; notably, station teletypewriters experienced shutdowns.

According to Giovanni Cornolò, FS had previously declined DB’s offer to acquire a "limited batch" of class 184 locomotives intended for international operations (likely for TEE services). This reluctance mirrored an earlier refusal to SBB concerning a "limited number" of RAe 1050 electric trains. The hesitation was probably linked to delays in converting sections of the Ligurian-Piedmontese network—originally electrified with three-phase AC—to the national standard of 3 kV direct current, which these vehicles would have served.

Service Deployment

Locomotive E 410 011 displaying original markings during a halt at Gauting station in the winter of 1967-1968.

Beginning in the summer of 1967, the E 410 locomotives were allocated to the Cologne Deutzerfeld depot. Initially, their operation was restricted to exclude commuter and express trains; however, this limitation was lifted on February 1, 1968.

In 1968, the E 410 series was redesignated as Class 184, maintaining the sequential numbers 001-003 and 011-012, with the latter two being renumbered to 111-112 in the following year.

Following extensive trials on various routes, the Class 184 units based at Cologne Deutzerfeld were introduced in 1969 on the TEE Paris-Ruhr and in 1970 on the TEE Parsifal. This introduction established a daily rotation covering Dortmund-Liège-Aachen-Liège-Dortmund, where the Class 184 handled Dortmund-Liège segments leading the Paris-Ruhr TEE, Liège-Aachen-Liège with the Parsifal TEE pair, and Liège-Dortmund again at the front of the Paris-Ruhr TEE. This operational pattern remained largely consistent even after the TEE Paris-Ruhr was curtailed to Düsseldorf in September 1971 and subsequently replaced by the TEE Molière—restricted to Cologne since June 1975—which had operated on a nearly identical route since June 1973.

In 1974, a serious malfunction occurred during a maneuver involving locomotive 184 002 that severely damaged its DC equipment section. Due to the extent of damage, all apparatus for operation under both 1.5 kV and 3 kV DC systems—including pantographs numbered 1 and 4—were removed. This modification reclassified locomotive 184 002 as a bifrequency unit, aligning it with Class 181 locomotives. Following repairs, it was relocated to the Saarbrücken depot where it operated alongside Class 181 units on cross-border services with France.

Classes 184 001 and 003 also experienced reliability issues during DC operation due to repeated failures caused by voltage surges on Belgium's 3 kV overhead contact system. These surges were generated by SNCB locomotives feeding energy back into the line during regenerative braking, which under specific conditions, resulted in average voltages reaching up to 4 kV with peaks as high as 7 kV. While these voltages did not affect SNCB’s electromechanically controlled locomotives, they damaged the inverter-equipped Class 184 AEG units due to lack of proper protective devices. Consequently, Deutsche Bahn withdrew these locomotives from international operations involving Belgium.

The electromechanical Class 184 BBC units (numbers 111 and 112) were unaffected by these voltage surges but proved insufficient in quantity following withdrawal of units 001 and 003. As a result, they too were removed from international service and reassigned.

Subsequently, locomotives numbered 184 001, 003, 111, and 112 underwent conversion to bifrequency status through removal of their DC traction components and pantographs numbered 1 and 4. They were then transferred to Saarbrücken depot where from the summer timetable of 1979 they served routes including the Trier-Ehrang branch.

Decommissioning and Preservation in Museums

During a locomotive parade at the DB Museum's outdoor exhibition area in Koblenz-Lützel on May 6, 2006, the 184 003 was pushed by the 181 211.

The 184 003 locomotive exhibited at Fürth station on September 15, 2007.

Locomotives 184 001-003

Following an accident on October 6, 1993, on the SNCF 25-kV network near Apach, locomotive 184 001 was withdrawn from service on October 12 of the same year and subsequently dismantled and scrapped.

Locomotive 184 002 was taken out of operation on October 1, 1994, and officially discarded by November 30. It remained stored at the DB workshops in Opladen until June 6, 2000, after which it was scrapped later that month by an external firm located in the same city.

The final active unit of this series, 184 003, experienced battery charger damage in early January 2002. After unsuccessful repairs attempted at the Saarbrücken depot, it was decommissioned on January 24 and scrapped on February 27, having accumulated a total of 3,297,346 km. On March 1, 2002, this locomotive was transferred to the DB Museum in Koblenz-Lützel.

Locomotive 184 112 without pantographs 1 and 4 at the DB workshops in Kassel on April 27, 1984.

Locomotive 184 112 exhibited at the Berlin Museum of Science and Technology on November 16, 2003.

Locomotives 184 111-112

The locomotives numbered 184 111 and 184 112 had relatively brief operational periods. As the sole DB machines fitted with Swiss BBC technology, they were generally regarded unfavorably due to difficulties sourcing spare components and the resulting elevated maintenance expenses.

Locomotive 184 111 was withdrawn from service on October 3, 1980. It entered the DB repair shed at Opladen on September 24, 1981, remaining there for two years to provide spare parts before being dismantled and scrapped onsite in 1984.

Locomotive 184 112 was admitted to Opladen workshops on December 17, 1982, due to a faulty surge protector. Lacking replacement parts, it was taken out of service on June 30, 1983, and slated for exhibition at the Museum of Science and Technology in Berlin. In July of the following year, it was moved to the DB workshops in Kassel where pantographs numbered one and four were reinstalled before being sent to Berlin. It has been displayed outdoors at the museum since May 19, 1987.

Summary Table

Original classification	Builder	Year construction began	Certification date	Post-1968 classification	Post-1969 classification	Withdrawal date	Current status
E 410 001	Krupp/AEG	1966	October 1, 1967	184 001		October 12, 1993	Scrapped
E 410 002	Krupp/AEG	1966	September 29, 1967	184 002		October 1, 1994	Scrapped
E 410 003	Krupp/AEG	1967	July 26, 1968	184 003		January 24, 2002	Exhibited at DB Museum Koblenz-Lützel
E 410 011	Krupp/BBC	1967	July 26, 1968	184 011	184 111	October 3, 1980	Scrapped
E 410 012	Krupp/BBC	1967	August 29, 1968	184 012	184 112	June 30, 1983	Displayed at Berlin Museum of Science and Technology

Model railway replicas

Trix scale model of the 184 003-2 in its original paint scheme.

The widespread appeal of the DB 184 locomotives is reflected in the extensive range of model railway versions available in both H0 and N gauges. These are produced by various specialist manufacturers such as Jouef, Märklin, Trix, and notably Lima, which offered timely releases in both H0 and N scales.

Märklin introduced their model at the 49th Nuremberg International Toy Fair, held from February 5 to 11, 1998.

Most recently, LS Models launched an H0-scale replica of the prototype E 410 001.

See also

• Deutsche Bundesbahn
• Trans Europ Express

Bibliography

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