Hubbry Logo
Alstom TraxxAlstom TraxxMain
Open search
Alstom Traxx
Community hub
Alstom Traxx
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Alstom Traxx
Alstom Traxx
Alstom Traxx
View on Wikipedia
from Wikipedia
Alstom Traxx family (electric)
Bombardier TRAXX Last Mile
Type and origin
Power typeElectric
BuilderBombardier Transportation, Alstom (2021–)
ModelTRAXX F140 AC
TRAXX P140 AC
TRAXX P160 AC
TRAXX P160 DE
TRAXX F140 AC2
TRAXX F140 MS
TRAXX F140 DE
Build date1996–present
Total produced1,800 as of 2015
Specifications
Configuration:
​
 • AARB'B'
 • UICBo′Bo′
Gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge,
1,668 mm (5 ft 5+21⁄32 in) (Spain and Portugal)
Length18,900 mm (62 ft 1⁄8 in)[1][2][3][4]
Width2,980 mm (9 ft 9+3⁄8 in)[1][2][3][4]
Loco weight80–85 t (79–84 long tons; 88–94 short tons)[4]
(84–88 t or 83–87 long tons or 93–97 short tons)[5][note 1]
Electric system/sAC, MS: 15 kV/16.7 Hz,
25 kV/50 Hz AC
DC, MS: 1.5 kV, 3 kV DC
DE: -
Catenary
Current pickupPantograph
Train brakesKnorr brake (Disc brake), electric brakes
Safety systemsETCS ready
Various European systems
Performance figures
Maximum speed140 km/h (87 mph) (freight versions), 160 km/h (99 mph) (passenger versions), 200 km/h (124 mph) version also available[4]
Power outputElectric: 5.6 MW (7,500 hp)
(1.5 kV: 4.0 MW (5,400 hp))[4]
Diesel: 2.2 MW (3,000 hp)[4]
Tractive effort270–300 kN (61,000–67,000 lbf)[4]
Career
LocaleEurope

Alstom Traxx (sold as Bombardier TRAXX before 2021) is a modular product platform of mainline diesel-electric and electric locomotives. It was produced originally by Bombardier Transportation and later Alstom, and was built in both freight and passenger variants. The first version was a dual-voltage AC locomotive built for German railways from the year 2000. Later types included DC versions, as well as quadruple-voltage machines, able to operate on all four electrification schemes commonly used in Europe.[6] The family was expanded in 2006 to include diesel-powered versions. Elements common to all variants include steel bodyshells, two bogies with two powered axles each, three-phase asynchronous induction motors, cooling exhausts on the roof edges, and wheel disc brakes.

The TRAXX brand name itself was introduced in 2003. The acronym stands for Transnational Railway Applications with eXtreme fleXibility.[7] With the takeover of Bombardier Transportation by Alstom in January 2021, the trademark rights were transferred to the new owner. In the summer of 2023, Alstom extended the use of the word mark to the entire range of locomotives and completely stopped using its own word mark Prima . At the same time, communication was switched to the journalistic spelling Traxx and additional word marks were registered.

Locomotives were primarily made for the railways of Germany, with orders coming from other countries including France, Israel, Switzerland, Sweden, Norway, Italy, Belgium, Luxembourg, Poland, Spain, Hungary, South Africa[8] and the Netherlands.

The TRAXX locomotives were developed at Bombardier plants in Mannheim, Zürich Oerlikon in Switzerland and Vado Ligure in Italy. The final assembly of the vehicles takes place at Bombardier's locomotive production centres at Kassel in Germany and Vado Ligure (only the DC Variant).

Development

[edit]

AEG 12X, ABB Eco2000 platform

[edit]
Main article: DBAG Class 128

In the early 1990s, West German federal railway Deutsche Bundesbahn (DB) sought to replace its ageing electric locomotive fleet with a single type. In the previous decade, DB introduced its first universal locomotives with three-phase asynchronous induction motors and two bogies with two powered axles each, the DB Class 120, which had been successful. In 1991, DB requested bids[9] for about 1000 more universal locomotives with an improved design and increased power, the planned DB Class 121. The railway industry began developing new locomotives, but in October 1992, DB cancelled the tender[10] due to the high price of the offers and the changed situation.[9] In 1994, Deutsche Bundesbahn merged with the former East German Deutsche Reichsbahn, creating Deutsche Bahn, bringing over 600 modern DR Class 243 locomotives into the joint locomotive fleet. In addition, the merger coincided with a railway reform, dividing the rolling stock of Deutsche Bahn between its regional passenger, long-distance passenger and freight business areas, making the universal locomotive plans obsolete.[10] From late 1993, the business areas of Deutsche Bahn and their predecessors called new bids for electric locomotives tailored for their specific needs.[9][11]

The competitors for the DB Class 121 included two of the forerunners of Bombardier Transportation: German locomotive manufacturer AEG Schienenfahrzeuge, a part of AEG which was controlled by Daimler-Benz at the time; and ABB Henschel, a German locomotive manufacturing branch of Swedish-Swiss company ABB. Components of both the AEG and ABB concepts were built into the prototypes of the DB Class 120 for trials from late 1991.[10][12] AEG followed up its development effort by building an experimental universal locomotive, the 12X.[13] This locomotive can be considered the predecessor of the TRAXX family. The 12X was delivered in June 1994[14] and, although owned by AEG, was designated Class 128 by DB. The 12X featured several innovations compared to the Class 120,[14] including water-cooled inverters based on GTO thyristors, a new final drive concept with pivot axle bearings on both sides,[15] and a new bogie concept with a short wheelbase of 2,600 mm (102.4 in).[16] The locomotive also had a modular design, allowing the derivation of different versions for different operational needs,[14] and thus it formed AEG's basis to compete for the new orders of Deutsche Bahn's business areas.[9][11] Meanwhile, ABB developed its own design of a modular electric locomotive platform, the Eco2000 concept.[9] ABB's concept included a version of its Flexifloat high-speed bogie family with a wheelbase of 2,650 mm (104.3 in); and biodegradable ester cooled inverters with GTO thyristors and an also ester cooled main transformer,[12] which can be considered the origin of the inverters and transformer of the first generation of TRAXX locomotives.[improper synthesis?]

The 12X was later used as testbed for new technologies, becoming the first locomotive in the world with IGBT based converters in 1997[17][18] and testing the MITRAC traction control electronics from 1998.[17] Both of these technologies would later find their commercial application in TRAXX locomotives.

DBAG Class 145 family, Adtranz Octeon platform

[edit]
Main article: DBAG Class 145 and 146

In November 1994, Deutsche Bahn chose ABB and AEG for two of its orders: ABB was to deliver 145 express locomotives for DB's long-distance business area DB Fernverkehr, the DB Class 101, while AEG was to supply DB's freight business area DB Cargo with eighty locomotives for medium-weight freight trains, the DBAG Class 145.[19]

The original Class 145 design was a cheaper derivative of the 12X, omitting components for higher speeds, including hollow-shaft drives, which were replaced by simpler axle hung drives.[20] In January 1996, ABB and Daimler-Benz merged their railway business areas into a joint venture, ADtranz.[21] The final design of the locomotive was adapted for more commonalities with the DBAG Class 101.[20] The biodegradable[19] ester cooled inverters with GTO thyristors and the also ester cooled main transformer of the DBAG Class 145 was derived from those of the DBAG Class 101, but with less components for the lower maximum power, providing for individual bogie control rather than individual axle control.[20] The bogie design was also adapted and merged into the ABB-originated Flexifloat family, with wheelbase increased to 2,650 mm (104.3 in).[20] Due to the shared features, the Class 145 was sometimes described as a member of the Eco2000 family.[20]

Adtranz rolled out the first Class 145 in July 1997.[20] In addition, 17 identical locomotives were built for lease to private railways. A further six locomotives were built for the Swiss railway MittelThurgauBahn.[22]

In March 1998, Adtranz announced its intent to consolidate its product range into seven modular product platforms.[23][24] The electric locomotive platform with the brand name "Octeon" was to be based on Adtranz's newest types for Germany (the Class 145 and Class 101).[23] Adtranz originally intended to introduce Octeon types alongside existing products,[23] and applied the name to its new products outside Germany at the end of the nineties, like the FS Class E464[25] or the heavy-haul locomotive Iore.[26] The GTO thyristor based converters of these locomotives were from the water-cooled Camilla family,[25] which was developed by ABB as successor for the oil-cooled converters in the SBB-CFF-FFS Re 460.[27] The Octeon brand name did not catch on and was abandoned when Bombardier acquired Adtranz in 2001.

Between 2000 and 2002, a version of the DBAG Class 145 for passenger trains, with hollow shaft final drive and a higher top speed of 160 km/h, was produced for DB's regional business area DB Regio.[3] The top of the front of the carbodies was modified to provide space for a flip-disc display.[28] These locomotives were given the designation DBAG Class 146.0.

Although the production of the DBAG Class 145 ended by the time Bombardier bought Adtranz in 2001, and even the production of the Class 146.0 locomotives ended by the time the TRAXX brand name was introduced in 2003, in Bombardier's own publications, the Class 145 was included in the TRAXX F140 AC,[29] the Class 146.0 in the TRAXX P160 AC type.[30] The still in-production FS Class E464 got the designation TRAXX P160 DCP,[31] while TRAXX H80 AC was applicable to the Iore class,[32] however, these then still in production types were excluded from the TRAXX family in publications after 2007.[33]

DBAG Class 185 family, Bombardier TRAXX platform

[edit]

In July 1998, Adtranz received a follow-on order for 400 more locomotives for medium-weight freight trains, the DBAG Class 185.[34] The double voltage Class 185 was meant for international operation, and was also dubbed Europalok.[34] The basic concept of the running gear, the axle hung motors, the ester cooled inverters and transformer was maintained from the Class 145.[35] In addition to the electronics for double voltage operation, modifications included the provision for the installation of the full variety of train protection systems in use in Europe, and the lowering of the roof by 105 mm to fit the vehicle in the international UIC 505-1 loading gauge.[35][36]

In 2001 Bombardier bought Adtranz, thus acquiring locomotive building technology. Under Bombardier, the Class 185 was developed into a family like that of the Class 145, with private railway and passenger (DBAG Class 146.1) versions. In May 2003, Bombardier also received an order for a quadruple system version from the Swiss Federal Railways (SBB).[37]

In September 2003, Bombardier gave the Class 185 family a brand name, TRAXX, intended to allude to the terms 'traction', 'track' and 'attraction'.[38] The acronym stands for Transnational Railway Applications with eXtreme fleXibility.[7] The first letter of TRAXX type designations provides for differentiation according to the area of application, with F for freight and P for passenger.[32] The original system also tentatively included H for heavy-haul and S for high-speed,[32] but no actual vehicles were delivered under this designation. The number following the first letter indicates the top speed of the locomotive in kilometers per hour.[32] The next two letters indicate the supply system, with AC for alternating current electric locomotives, DC for direct current electric locomotives, MS for multi-system locomotives capable of operating both under AC and DC overhead wires, and DE was foreseen from the start for an eventual Diesel-electric version.[32] An extra P letter at the end was to designate powerheads (traction heads), that is locomotives with one driving cabin for push-pull operation.[32] An also optional number at the end designates different versions,[32] later used for the designation of generations.

In the new system, the factory designation of the DBAG Class 185 and its sisters with other railways became TRAXX F140 AC, that of the DBAG Class 146.1 TRAXX P160 AC, and that of the planned quadruple voltage SBB locomotive TRAXX F140 MS.

When Bombardier introduced the first TRAXX 2 types, the original family was also designated TRAXX 1,[7] and the number 1 was added at the end of the type designation of first-generation locomotives still in delivery.

TRAXX 2 and TRAXX 2E platforms

[edit]

In 2004, the basic TRAXX design was subjected to a major overhaul, with the carbody and the front redesigned to suit current crashworthiness standards, and the replacement of GTO thyristor based inverters with IGBT based inverters.[39] The option of individual axle control in place of individual bogie control was also introduced.[28] The coolant of the inverters and the main transformer was also changed from ester to water.[28] The carbody design was completely standardised, by default providing a space for the mounting of a flip-disc display above the windshield, which is covered by a non-structural hood in freight versions.[28] The bogie frame was strengthened, to allow an increase of axle loads to 22 tons.[28] This generation of the family is also referred to as the TRAXX 2 platform,[7][40] and is sometimes also indicated with a number 2 at the end of the type designations.[41]

The TRAXX carbody design and internal configuration was modified again in 2006 when the first actual Diesel-electric version was built, to provide the same layout for Diesel and electric versions.[39] In the electric versions, the central location of the diesel engine was used for the AC transformer or the DC chokes. The weight of the component at the central location is supported on a horizontal mounting plate that fits onto the main frame using the same fixtures.[39] This generation of the family is also referred to as the TRAXX 2E platform,[7] the type designations themselves didn't change.[42] The TRAXX 2E generation also included the first actual deliveries of the DC versions of the TRAXX platform.[42] The AC version of the TRAXX 2 remained in production in parallel with the 2E versions of other types.[43]

Traxx Africa

[edit]
Traxx Africa, Transnet class 23E
See also: South African Class 23E

In March 2014 Transnet ordered 240 dual-voltage 1,067 mm (3 ft 6 in) Traxx Africa locomotives, to be built in South Africa.[8] The first locomotive was handed over to Transnet in December 2017, with revenue service planned to begin early in 2018.[44] As of December 2020, Transnet is in possession of 56 Traxx Africa locomotives.[45]

Production

[edit]

All Traxx locomotives are assembled and tested at Alstom's (originally Bombardier) plant in Kassel Germany, except the DC only versions which are assembled at Vado Ligure and some Renfe Class 253, which have been assembled by Renfe in its shop in Villaverde (Madrid).

The individual components are sourced from a variety of sites:[4]

TRAXX dual voltage AC versions

[edit]
TRAXX F140 AC / P160 AC
TRAXX F140 AC2
TRAXX F140 AC, DB Class 185
Type and origin
Power typeElectric
Build dateF140 AC / P160 AC : 1999-January 2006[47]
TRAXX F140 AC2 / P160 AC2 :
Total producedF140 AC1: 312[47]
P140 AC1: 20[47]
P160 AC1: 42[47]
Total: 377[47]
F140 AC2 : 300+
P160 AC2 : 68
Grand Total : 745+
Specifications
Loco weight84 t (83 long tons; 93 short tons)[47] (82 t or 81 long tons or 90 short tons)[4][note 1]
Electric system/s15 kV 16+2⁄3 Hz AC, 25 kV/50 Hz AC
Catenary
Current pickupPantograph
Performance figures
Maximum speedF140 AC / F 140 AC2 : 140 km/h (87 mph)
P160 AC : 160 km/h (99 mph)[47]
P140 AC (for CFL) : 140 km/h (87 mph)[48]
Tractive effort300 kN (67,000 lbf)[1][2]
Career
Power class5.6 MW (7,500 hp)

TRAXX F140 AC

[edit]

The TRAXX F140 AC operates on AC overhead lines. They can work under both the 15 kV/16.7 Hz and the 25 kV/50 Hz AC systems. As built they are configured for future ETCS / ERTMS train control and safety systems.[1]

The 200 units built between 2001 and 2003 for Deutsche Bahn were classified as DBAG Class 185, or DBAG Class 185.1 once production switched to the TRAXX F140 AC2 design.[49] A further 57 units were built for various European leasing companies, and were classified in Germany as Class 185.5.

Another 35 units were produced for the freight business area of the Swiss Federal Railways, SBB Cargo (SBB Re482), and 20 units for Swiss private railway BLS AG (BLS Re485). The Swiss locomotives differ from the German versions in details such as pantographs (2 more, with smaller contacts for running under Swiss catenary (not because of tunnels)) and Switzerland specific safety systems in addition to the German systems.[50][51]

TRAXX P140 AC

[edit]
Main article: CFL Class 4000

In Luxembourg CFL operates 20 locomotives.

TRAXX P160 AC

[edit]

The TRAXX P160 AC is the passenger version of this class, with a correspondingly higher top speed of 160 km/h. A lower unsprung mass was achieved by using hollow shaft final drives instead of the axle hung motor arrangement of the 140 km/h maximum speed versions. The bogies and drive unit are the same as used in the DBAG Class 146.0.[3]

In Germany, DB Regio acquired 32 units between 2003 and 2005, where they are designated DBAG Class 146.1.

Additionally, (Landesnahverkehrsgesellschaft Niedersachsen mbH (LVNG), (Hannover) ) has 10 units which are leased to the railway company metronom (operating as ME146).[52]

TRAXX F140 AC2

[edit]
An F140 AC2 with a goods train near Königswinter, 2013.

The first AC member of the TRAXX 2 family, which featured carbodies with improved crashworthiness and water-cooled IGBT-based inverters, was the demonstrator loco 185 561, delivered in May 2004. It was produced ahead of the main tranche of TRAXX F140 AC2 locomotives for homologation of the class in Germany.

Another demonstrator TRAXX F140 AC2, 185 568 was used for tests on the then new HSL-Zuid in 2006. Subsequently, it was used for tests of the ETCS system.

Both demonstrator locomotives were eventually sold to private operators for normal use.

The remaining 200 of the 400 Class 185 freight locomotives ordered for DB Cargo were to be of this type, and the new versions were given the subclass designation DBAG Class 185.2. Since this large order represented the main body of production at Bombardier's Kassel plant, any further private orders for the AC locomotives would be included into the F140AC2 production line - thus the original F140 AC type effectively ceased production when the production of DB Cargo's (by then renamed Railion) Class 185.2 began.

The locomotives operated by SBB Cargo are designated Re482.2.

TRAXX P160 AC2

[edit]
Train with TRAXX P160 AC3 passes Ayalon Valley, Israel

Alongside the F140 AC2 locomotives, the passenger versions received the same improvements. DB Regio received 47 units between 2005 and 2006; as with the freight version the '.2' subclass was used to distinguish these new versions - the Deutsche Bahn locomotives being classified as Class 146.2, following on from the Class 146. A number of smaller orders have been received, including more units for the metronom railway - procured via LNVG. DB Fernverkehr, the German Railways branch which operates Intercity services, ordered 27 more Class 146.2 locos on 12 January 2011. The locos will start service in December 2013.[53]

TRAXX P160 AC3

[edit]
TRAXX P160 AC3 pulling an IC2 train, operated by DB Fernverkehr AG (DB AG Class 147.5)

In 2012, Bombardier presented the third generation TRAXX. Its exterior is different from previous generations.[54] DB Fernverkehr took delivery of its first TRAXX AC3 locomotives (Class 147.5) in 2018 in a batch of 17. According to a January 2020 IRJ article, DB Fernverkehr refused to take delivery of the second batch of TRAXX AC3 locomotives in 2019 due to software-related issues. The rail-transport company uses its TRAXX AC3 locomotives for its IC2 trains (as seen in the photograph on the right).[55] Models operated by DB Regio are classed as DB Class 147. The TRAXX AC3 has an installed power of 5.6 MW, and a top speed of 160 km/h.[56]

Operators and leasing companies

[edit]

As of 2010, production of the AC2 versions is still ongoing, with the DB Schenker order expected to be completed in late 2009. Along with German companies the AC locomotives have orders from Scandinavian countries and from Hungary – where the Hungarian State railways (MÁV) (Magyar Államvasutak) has placed an order for 25 (and optional 25) P160 AC2 machines.

Type Operator Number Delivery date Class Notes
TRAXX F140 AC[47] DB Cargo (then Railion, inherited by DB Schenker) 200 2001–2003 185.1 Part of an order of 400, the second batch of 200 were produced as TRAXX F140 AC2 (DBAG Class 185.2)[57] Parts of the class are fitted for operations into Switzerland/Austria/France[58]
SBB Cargo 35 2002–2003 Re482
BLS AG 20 2002-2004
2006 		Re485 10 ordered by BLS Lötschbergbahn AG, after merger with Regionalverkehr Mittelland AG (RM) to form BLS AG; a further 10 locomotives
CB Rail 3 185.5 Leasing company, formerly Porterbrook All leased to Veolia Cargo Deutschland[59]
Alpha Trains 34 185.5 Leasing company
MRCE 11 185.5 Leasing company Some equipped to operate in France
Rail4Chem 8 185.5
ITL Eisenbahngesellschaft 1 185.5
TRAXX P140 AC CFL 20 4000 Units for passenger and freight work – top speed of 140 km/h, also fitted with the necessary equipment for passenger trains.[48]
TRAXX P160 AC DB Regio 32 2003–2005 146.1
LNVG 10 ME146 Leased to the railway company metronom[52]
TRAXX F140 AC2 Railion
since Sept. 2007
DB Schenker[60] 		199 2004- 185.2 From 185-205 onwards following locomotives were delivered with DB logistics logos, from 185-360 onwards locomotives were delivered in DB Schenker livery[60]
185-321 to 185-337 fitted for work in Sweden via Denmark for subsidiary Railion Denmark[60]
SBB Cargo[61] 15 2006 Re482.2 For operations in Germany, Switzerland, and after September 2006, Austria. Order included second-hand former Bombardier demonstrator loco 185-561[61]
MRCE 11 2005/6 185.2 For use in Germany, Austria and Switzerland
Alpha Trains[62] 25+ 2006- 185.2 Leasing company, customers include HGK. Most for work in Germany–Austria, also Switzerland, Hungary.[62]
10 2009 CE119 or El 19 Leasing customer CargoNet, locomotive go in Norway and Sweden.
CBRail 16 2007–2009 241 Leasing/finance company. Customers include HGK
HectorRail[63] 10 2007–2009 241 For operations in Sweden, Denmark and Germany. Fleet includes former ETCS test machine 185-568. Units also leased. 241-004 named R2-D2[63]
ITL Eisenbahngesellschaft[64] 1 2005 185.5 ITL 185–562, for use in Germany and Austria
Green Cargo 22 2010 Re 16 units for operation between central and northern Sweden, 6 for operation between Germany and Sweden through Denmark
Others
(Orders still ongoing as of 2009) 		17 2007- hvle 2 units, Eurocom 2 units for Hungary as Class 481, Beacon Rail 12 units for leasing.
TRAXX P160 AC2 DB Regio[65] 47 2005–2006 146.2
DB Fernverkehr 27 2013–2014 146.2
MÁV 25 2011–2012 480 001-025
LNVG[65] 17 2005–2007 ME146/2 Acquired by LVNG for metronom railway company in Germany
Connex
now Veolia[65] 		4 2006 146.5 Initially acquired for Nord-Ostsee-Bahn, since transferred to Veolia Deutschland and used by Regionalbahn Bitterfeld-Berlin and others including freight work for Veolia Cargo Deutschland
TRAXX P160 AC3 Israel Railways 62 2017 Ordered in 2015. 25 kV 50 Hz AC operation. 6 MW electric output. Initial delivery began in 2017.

TRAXX AC/DC versions

[edit]
TRAXX F140 MS
Type and origin
Power typeElectric
Build dateF140 MS : 2004-present
Total produced220+
Specifications
Loco weight85 t (84 long tons; 94 short tons)[4][66][67][note 1]
Electric system/s15 kV/16.7 Hz, 25 kV/50 Hz AC;
1.5 kV, 3 kV DC[66]
Catenary
Current pickupPantograph
Performance figures
Maximum speedF140 MS : 140 km/h (87 mph)
Tractive effort300 kN (67,000 lbf)[66]
Career
Power class5.6 MW (7,500 hp)[66]
(4.0 MW or 5,400 hp on
1.5 kV supply)[67]

TRAXX F140 MS

[edit]
NMBS/SNCB Class 28 multi-system TRAXX with InterCity Amsterdam - Brussels
NS E 186 014 in Amsterdam CS
F140 MS2 as Czech class 386 with InterCity Prague - Bratislava private operator RegioJet in final station, 2019.

The first multi-system TRAXX unit that could operate under AC and DC electrified catenaries, SBB Re484 001, was introduced at the same time 185 561 was introduced as demonstrator locomotive for the F140 AC2 type. In addition to the 15 kV/16.7 Hz and 25 kV/50 Hz AC supplies, the new model could also be operated under 3 kV DC overhead electrification.[28] Later models also supported a 1.5 kV DC supply. This locomotive for SBB was also the first TRAXX variant with individual axle control in place of individual bogie control.[28] The general type name given by Bombardier was TRAXX F140 MS.[66]

Apart from the different pantographs, electrical systems for DC operation, the F140 MS types are identical to the contemporary dual voltage versions. However, under 1.5 kV DC, the maximum available power is limited to 4.0 MW, although this does not affect the maximum tractive effort, which is limited by other factors. As a consequence of the additional equipment required, the locomotives weigh approximately 1 tonne more than their dual voltage relatives.[note 1]

The locomotives are designed for cross border operations; the addition of 1.5 kV and 3 kV DC operability potentially allows the locomotives to operate in Poland and Italy. In practice the delivered locomotives were used for work into Switzerland and Italy, and equipped with either the Italian safety system SCMT or ETCS.

Post 2006 many more of these multi-system locomotives were produced, this time with some for use in the Benelux countries, as well as France and Poland, with further units being produced for Swiss/Italian traffic. In Poland, locomotives used by PKP Cargo have been designated as the EU43 class (this designation was originally meant for what is now known as the FS Class E.412, which was initially intended for Poland but now mainly operated by Italy). Units hired from Alpha Trains cargo to SNCB (Belgium) have also received the class number SNCB Class 28

In July 2018, Bombardier introduced the third generation of TRAXX multi-system locomotives, named the MS3, which in addition to carrying over compatibility with the four electrification systems introduced an onboard engine to enable travel over short distances of non-electrified track.[68]

Type Operator Number Delivery date Class Notes
TRAXX F140 MS SBB Cargo[67][69] 18+3 2004/6 Re484 First order for the multi-system locomotives. Units fitted with Swiss and Italian safety systems only. Initial units fitted with Integra, ZUB262, and RS4 Codici safety systems, later all fitted with ETCS and SCMT safety systems.[70]
MRCE 5 2006 Re484 Leasing company locomotives. Only homologated and fitted with safety systems for Italy and Switzerland. Numbered Re484.901 onwards.
TRAXX F140 MS2
(post 2006 version) 		Alpha Trains[71] 105 2006- E 186
also EU43 (PL)
and SNCB Class 28 (BE) 		Leasing company. Locomotives delivered and certified for a variety of operations - some for (NL/DE/AT/CH/IT or DE/PL or DE/AT/NL/BE. Others certified for 160 km/h operations on HSL-Zuid.[71]
6 on long-term lease to PKP Cargo (Poland) - designated as class EU43 numbers EU43 001 to EU43 006.[71][72][73] Also as SNCB Class 28 in Belgium.
CBrail[74] 35 2007- E 186 Leasing company. Version built for either operations via Germany to the Low countries, Poland, or Italy (trans-alpine)
EuroCargoRail 20 2008- E 186 For work in France, also to Germany via Belgium
BLS Cargo 10 2008- Re484 For transalpine routes via Italy/Austria/Switzerland/Germany
Nederlandse Spoorwegen 45 2015- E 186 For work in Netherlands (Intercity Service and HSL-Zuid (160 km/h)) and Belgium
others 30+ 2008/9+ ITL Eisenbahngesellschaft 2 units, Veolia 6 units, Railpool more than 20 on order[75]
TRAXX MS3 TX Logistik 40[68] Ordered in July 2018, with options for 25 more[68]
Akiem 10[68] Ordered in July 2018[68]
ČD Cargo 10[76] Class 388[76] Ordered in August 2018, with options for 40 more[76]
RegioJet 13[77] Ordered in February 2023, when delivered, RegioJet will become the largest operator of TRAXX MS3 locomotives.[78]

TRAXX DC versions

[edit]
TRAXX F140 DC and
TRAXX F160 DC[79]
Renfe 253.053 at Castellbisbal (Spain)
Type and origin
Power typeElectric
Specifications
Gauge1,435 mm (4 ft 8+1⁄2 in)
1,668 mm (5 ft 5+21⁄32 in) (Spain)
Loco weight81 t (80 long tons; 89 short tons)[4][note 1]
Electric system/s3 kV DC Catenary
Current pickupPantograph
Performance figures
Power output5.6 MW (7,500 hp)
Tractive effort300 kN (67,000 lbf)

Once Bombardier completed the first TRAXX F140 MS, a single-voltage version for DC overhead wires could be produced cost effectively by leaving away the AC equipment of a multi-system locomotive, and Bombardier began seeking a launch customer in 2004.[28] In 2005, Angel Trains (today Alpha Trains) placed an order for 10 DC electric locomotives with Bombardier. The first machine, designated E483 001, was produced in August 2006 at Bombardier's plant in Kassel.

Later machines were built at Bombardier's plant in Vado Ligure in Italy, which has become the official site for production of DC versions of the TRAXX locomotives.[80]

The weight of the TRAXX F140 DC is slightly reduced compared to the AC machines which require a particularly heavy high-voltage transformer for use with the low 16.7 Hz frequency of the 15 kV AC system. The machines are built to the same specifications as the rest of the TRAXX family, but only have equipment for 3 kV DC - making them suitable for internal work in Italy, Spain and Poland. If necessary the machines can be rebuilt for multi-system use.[39][80]

Renfe Mercancías, the freight division of Renfe Operadora ordered 100 locomotives for freight use to be designated RENFE Class 253; these are the first TRAXX locomotives to be built to anything other than standard gauge.

Additionally Trenitalia has ordered 42 locomotives for freight use, which will be operated at up to 160 km/h.

Type Operator Number Delivery date Class Notes
TRAXX F140 DC Alpha Trains[80] 10+10 2006-7
2009 		E483 Leasing company
others 19 2008-2012 E 483 series Nordcargo (DB Schenker Rail) (5+3 units), Ferrovia Emilia Romagna (FER) (2 units), Sistemi Territoriali (2 units), GTS (3+2 units), APS Savona (2 units). All for Italian operations.[81]
TRAXX F140 DC
Iberian gauge 		Renfe Operadora[82] 100 2007–2010 Class 253 55 machines to be built at Vado Ligure, the remaining 45 to be assembled from parts at Villaverde (nr. Madrid). These machines have headlights above cab window and roof mounted air-conditioning.[82]
COMSA Rail Transport 3 2009 Class 253 In September 2009, these units were outshopped in Vado Ligure, Italy, and transported to Spain.
TRAXX F160 DC Trenitalia (Mercitalia)[79] 42[79] 2017 E 483 series Freight locomotives with top speed of 160 km/h.[79]
TRAXX P160 DC Koleje Mazowieckie 11 2011 E 583 For push&pull Bombardier Double-deck Coaches

TRAXX diesel versions

[edit]
TRAXX F140 DE, TRAXX P160 DE
metronom TRAXX P160 DE locomotive
Type and origin
Power typeDiesel
Build date2006–present
Total produced21+
Specifications
Loco weight80 t (79 long tons; 88 short tons)[4][note 1]
Fuel capacity4,000 L (880 imp gal; 1,100 US gal)[4]
Engine typeMTU 16V 4000 R41L
Performance figures
Maximum speed140 or 160 or 200 km/h (87 or 99 or 124 mph)[4] (depending on configuration)
Power output2.2 MW (3,000 hp)[4]
Tractive effort270 kN (61,000 lbf)[4]

The diesel version of the TRAXX platform was introduced with the 2E version of the TRAXX platform. In the diesel version, the fuel tank occupies the same space as the transformer in the electric versions, centrally and below the main frame members. Installed motor power is 2.2MW.[4] The diesel and electric TRAXX locomotives share the same driver cabin and control desk, body, bogies, and drive system.[83] The maximum tractive effort is slight reduced by 300 kN to 270 kN due to the lower power of the diesel engine.

The first order for the diesel passenger version (designated as Class 246, Bombardier's designation TRAXX P160 DE) came from metronom via the leasing company LNVG. The company already used TRAXX electric locomotives and required locomotives for the non-electrified Hamburg-Cuxhaven line. 11 locomotives were ordered in 2005, delivery would take place in 2007. The first three engines were built in 2006 for type certification, with one machine being presented officially at the InnoTrans 2006 railfair;[84] they were in service by late 2007.[85]

Leasing company CBrail was the first to order the freight version (as Class 285, Bombardier's designation TRAXX F140 DE) in 2006, the first locomotive was delivery in mid-2007, and had been certified for use by 2008.[86] On 5 December 2008, SNCF Fret placed an order for 45 TRAXX F140 DE locomotives, the order being valued at 160 million Euros.[87] The class are to be designated as SNCF Class BB 476000.[88] The contract includes an option for a further 35 locomotives.[89]

In April 2011 DB Regio awarded Bombardier a framework agreement for up to 200 Traxx DE Multi-Engine locomotives worth a total of €600m; an initial 20 locomotives will be delivered from mid-2013 at a cost of €62m.[90] These genset locomotives will have four 540 kW (720 hp) diesel engines in place of one large engine, with the aim of reducing fuel consumption and exhaust emissions because the engines can be shut down when not needed.[90]

Type Operator Number Delivery date Class Notes
TRAXX P160 DE LNVG[85] 11 2007 246 Acquired by LNVG for use by metronom
TRAXX F140 DE CBrail[86] 10 2008 285 Leasing company, Operators include HVLE, ITL Eisenbahngesellschaft
Akiem /SNCF[88] 45 SNCF BB 476000 Order of 80, with last 35 as an option.
TRAXX DE ME DB Regio[90] 23 2013- 245 Options for total of 200
TRAXX DE ME DB Fernverkehr 7 2016 245 As above.

TRAXX dual-mode version

[edit]

On 10 May 2011, Bombardier announced a new TRAXX electro-diesel model, dubbed the "Last Mile Diesel", that combined a standard AC propulsion system with a diesel engine to power the locomotive in light-duty applications such as operating on non-electrified sidings or yards.[91] The design was based on Bombardier's experience with building the ALP-45DP.[91] At the time the new model was introduced, a launch order for five units was announced by Railpool, which had signed the order in late 2010.[91]

See also

[edit]

A number of other locomotives built by Bombardier have been derived from or share some technical features with the TRAXX platform:

  • DBAG Class 101 - ABB-ordered, Adtranz-built express locomotive with electronics similar to that of early TRAXX locomotives except for individual axle control
  • FS Class E412 - DC locomotive built at Vado Ligure works, first-delivered member of the Eco2000 family[12]
  • FS Class E464 - single cabin Italian locomotive also built at Vado Ligure
  • Iore - twin section heavy-haul twin locomotive with three axles per bogie and a 30 t axle load
  • AVE Class 102 - Spanish manufacturer Talgo's Talgo350 high-speed trains for Spanish railways Renfe, with powerheads made by a consortium led by Adtranz/Bombardier
  • ALP-46 - built for New Jersey Transit, based on the DBAG Class 101
  • ALP-46A - also being built for NJ Transit, based on the ALP-46 and the TRAXX 2E
  • ALP-45DP electro-diesel locomotive - also being built for Montreal's AMT and New York-area commuter hauler NJ Transit, based on the ALP-46A
  • List of České dráhy locomotive classes

Notes

[edit]

References

[edit]

Sources

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Alstom Traxx

View on Grokipedia
from Grokipedia
The Alstom Traxx is a modular family of mainline electric locomotives designed for both freight and services, offering adaptability to various systems, climates, and operational demands across and other regions. Originally developed by in the late to meet the needs of 's liberalizing rail market, the platform emphasizes through its flexible design, which supports single-system, dual-voltage, and multi-system configurations. The first Traxx locomotives—dual-voltage AC models designated as Class 185—were delivered in January 2000 to Railion Deutschland (now ). This initial order of 400 units for medium-weight freight trains marked the beginning of serial production after prototype testing in , . The Traxx's success stems from its proven reliability, energy efficiency, and capacity to haul heavy loads, with variants like the Traxx Hauler capable of pulling up to 10,000 tonnes at speeds of 120 km/h. Over 3,000 units have been produced as of 2025, making it Europe's top-selling platform. In January 2021, completed its acquisition of , integrating the Traxx into its portfolio and enabling further innovations such as the Last Mile diesel/battery hybrid system for non-electrified tracks and advanced signaling including ETCS. Key variants include the Traxx Universal multi-system locomotives, optimized for cross-border freight and passenger duties with up to 6.4 MW power and speeds of 200 km/h; the Traxx Passenger series, focused on comfortable, high-speed coach hauling; and the Traxx DC for 3 kV DC networks, featuring starting tractive efforts of 320 kN. These locomotives incorporate digital technologies like IoT and condition-based maintenance for enhanced availability and reduced emissions.

History

Origins and early platforms

The origins of the Alstom TRAXX platform trace back to several key electric locomotive developments in the 1990s, which laid the groundwork for modular, high-power designs suited to European rail networks. The earliest precursor was the AEG 12X series, initiated by AEG in the early 1990s as a modern mixed-traffic three-phase locomotive intended to succeed the DB Class 120 and support German freight operations. A single prototype, designated as DB Class 128, was constructed in 1994 at LEW Hennigsdorf and tested through 1996, delivering an hourly power output of 6,400 kW under a 15 kV 16⅔ Hz AC system. This locomotive incorporated early insulated-gate bipolar transistor (IGBT) traction technology following a conversion in 1996–1997 at the ABB plant in Zurich, enabling potential multi-voltage operation while utilizing GTO thyristor converters and nose-suspended asynchronous motors for efficient power delivery. Parallel to AEG's efforts, ABB advanced multi-voltage concepts through its Eco2000 platform in the , targeting across European networks with a primary focus on 25 kV 50 Hz AC . Developed by ABB-Henschel prior to its merger into , the platform emphasized standardized components for freight and passenger services, with prototype testing conducted in 1997 to validate performance under varying voltage conditions. These trials highlighted the platform's asynchronous AC traction motors and microprocessor-based control systems, which optimized energy efficiency and traction control for cross-border operations. Adtranz built on these foundations with the Octeon platform, introduced in 1998 as a modular family designed for flexible adaptation to diverse European infrastructures. The platform debuted through the DBAG Class 145 (nicknamed Taurus), a four-axle Bo'Bo' freight that entered service in 1999 with an hourly power rating of 6,400 kW on the 15 kV 16⅔ Hz system. Adtranz secured initial orders for 80 units from , incorporating nose-suspended asynchronous motors, controls for precise operation, and early modular elements like standardized bogies and electrical interfaces to reduce and enable quick variants. These features, including integrated drive systems tested for high-speed stability up to 220 km/h, directly influenced the subsequent unification of Adtranz and ABB technologies into the Bombardier TRAXX platform.

Evolution under Adtranz and Bombardier

In 1998, secured an order from for 400 dual-voltage electric locomotives designated as Class 185, marking the formal introduction of the TRAXX platform as a modular family focused on medium-weight freight operations across European borders. These locomotives, based on the earlier single-voltage Octeon design used in Class 145, featured a power output of 5,600 kW and capability for both 15 kV 16.7 Hz AC and 25 kV 50 Hz AC systems, enabling efficient cross-border service without locos changes. Deliveries began in 2000, with the Class 185 becoming a cornerstone for freight liberalization in . Following Bombardier's acquisition of in 2001 for approximately $725 million, the company integrated the TRAXX lineup into its portfolio and rebranded it as a standardized, versatile platform for both freight and passenger applications. The initial TRAXX 1 series, encompassing variants like the F140 AC, achieved maximum speeds of 140 to 160 km/h and incorporated early compatibility with the (ETCS) for enhanced safety and interoperability. This acquisition accelerated production at facilities in , , and , solidifying TRAXX as Europe's leading locomotive family by the mid-2000s. The platform evolved further with the launch of TRAXX 2 in 2004, which introduced upgraded electronics, improved , and greater energy efficiency through advanced IGBT-based traction converters. Power output increased to 6,400 kW in select variants, such as the F140 AC tailored for heavy freight, while maintaining the modular and bodyshell design for cost-effective customization. These enhancements supported expanded use in mixed-traffic scenarios, with the first TRAXX 2 units rolling out for operators like . In 2011, Bombardier launched the TRAXX 2E series, incorporating eco-friendly features like reduced emissions via optimized cooling systems and optional last-mile diesel capability with a 240 kW auxiliary for non-electrified yard operations. This hybrid approach minimized the need for dedicated shunting locos, improving operational flexibility and lowering fuel consumption. A notable order included 60 units from leasing company in 2007, later configured as TRAXX 2E for DB Schenker and other clients, demonstrating the platform's adaptability to freight demands. In response to international markets, Bombardier developed the Traxx Africa variant in 2014, adapting the platform for South Africa's 1,067 mm Cape gauge and harsh environmental conditions, including 3,800 kW power output, dual-voltage (25 kV 50 Hz AC and 3 kV DC) operation, and specialized sand filtration systems to combat dust ingress. ordered 240 units to modernize its heavy-haul and services, with full delivery achieved by 2020 after local assembly in to meet localization requirements. Key milestones included reaching 1,800 units produced by 2015, underscoring the platform's rapid expansion under Bombardier.

Alstom era and recent platforms

In January 2021, completed its acquisition of , thereby transferring ownership of the TRAXX locomotive platform and its associated intellectual property rights to . This strategic move integrated TRAXX into 's portfolio, building on its established while aligning it with 's broader focus on sustainable and interoperable rail solutions. By summer 2023, had fully rebranded the platform, extending the TRAXX name across its locomotive range and discontinuing the Prima branding previously used for competing models. The TRAXX 3 MS (multi-system) variant, initially introduced by Bombardier in July 2018 as the third generation of the platform, saw significant expansion under Alstom's stewardship. This supports four systems—1.5 kV DC, 3 kV DC, 15 kV 16.7 Hz AC, and 25 kV 50 Hz AC—for seamless cross-border operations, delivers 6,400 kW of power, and includes an onboard diesel module for last-mile functionality on non-electrified sections. Building on the multi-system technology pioneered in the Bombardier-era TRAXX 2E, the MS3 enhances flexibility for freight and passenger services across . A notable milestone came in February 2023 when Czech operator ordered 13 additional TRAXX 3 MS locomotives from , expanding its fleet to 31 units and establishing it as the platform's largest single operator in . These locomotives are equipped for operations in the , , , and , emphasizing the platform's role in regional connectivity. Advancements accelerated in 2025, with launching the TRAXX Universal variant tailored for ČD in September, featuring updated software compatible with ETCS Baseline 3 for enhanced and Level 2 operations. In October, completed production of multiple TRAXX 3 MS units, bolstering fleet availability for various European operators. For Romania's for Railway Reform (ARF), unveiled a customized TRAXX design in July, with the first of 16 units entering testing that month; deliveries are slated to begin in 2026, incorporating ERTMS for safety and efficiency. Earlier in March, Slovenian freight operator SŽ – Tovorni promet signed a €152 million for 30 TRAXX electric locomotives, aimed at improving energy efficiency and hauling capacity across , , , Czechia, , , , and . In November 2025, released the first Traxx 3 MS locomotives to Railpool, further expanding operations. These recent platforms incorporate unique features such as modular upgrades for digital signaling via Alstom's ATLAS and Onvia systems, ensuring compliance with EU interoperability standards like TSI and reducing operational emissions through optimized electric propulsion and .

Design and technology

Modular architecture

The Alstom Traxx family employs a modular centered on a standardized Bo'Bo' with four powered axles, enabling consistent performance across diverse operational environments while supporting an of approximately 22 tonnes. This design principle promotes adaptability by allowing plug-and-play integration of key modules, such as pantographs, transformers, and bogies, which enhances and simplifies variant derivations for different power systems. The platform's ensures that core structural elements remain uniform, facilitating easier upgrades and reducing development costs for new configurations. High component commonality, particularly in high-voltage cubicles, auxiliary transformers, brake resistors, and blowers, exceeds typical industry benchmarks across , and multi-system variants, enabling operators to maintain operational continuity with shared spare parts inventories. The architecture incorporates features compliant with the EN 15227, which defines requirements for energy absorption and structural integrity in collision scenarios, alongside a projected lifecycle of up to 40 years supported by mid-life overhauls and extended maintenance intervals of at least 40,000 km. This longevity is bolstered by the design's emphasis on reliability and upgradability, allowing integration of evolving technologies without full fleet replacement. Digital integration forms a of the modular framework, with systems providing real-time of over 200 signals to predict failures and optimize . Alstom's HealthHub platform aggregates this data for remote analysis, enabling proactive interventions that minimize downtime and extend asset life. The standardized cab design prioritizes driver ergonomics and safety, fully aligning with Technical Specifications for Interoperability (TSI) requirements to ensure seamless cross-border operations throughout the . This modularity in adaptations, for instance, allows efficient power scaling without altering the core .

Propulsion and electrical systems

The Alstom Traxx locomotives utilize electric propulsion driven by three-phase asynchronous AC traction motors, with four motors—one per axle—in a to ensure efficient power delivery across diverse rail networks. These motors are supplied by water-cooled IGBT inverters, which provide a maximum traction power of 6.4 MW while maintaining high reliability and thermal management for continuous operation. In AC variants, power is stepped down via a main designed for compatibility with 15 kV 16.7 Hz and 25 kV 50 Hz systems, featuring automatic voltage switching for seamless multi-system operation. The modular architecture of the Traxx platform facilitates straightforward swaps or upgrades to these propulsion components to meet specific regional requirements. DC and multi-system variants employ similar inverter technology adapted for 1.5 kV or 3 kV supplies, ensuring consistent performance across European networks. The braking system integrates that recovers up to the full 6.4 MW traction power level, feeding it back to the when possible, with a rheostatic backup providing up to 2.6 MW dissipation for scenarios where energy cannot be reused. This combination enhances overall energy efficiency by minimizing losses during deceleration. Control of propulsion and electrical functions is managed by the Train Control and Management System (TCMS), which oversees automatic operation modes, traction effort distribution, and integration with onboard signaling. The TCMS supports ETCS Levels 1 and 2, enabling precise speed supervision and for cross-border services while optimizing energy use through real-time adjustments. Later iterations, such as the Traxx 2E, incorporate optimized cooling systems and lightweight materials—resulting in axle loads of 21–22 tonnes—to further improve energy efficiency and reduce operational costs.

Variants

AC-powered variants

The AC-powered variants of the Alstom Traxx family are dual-voltage electric locomotives optimized for 15 kV 16.7 Hz and 25 kV 50 Hz overhead electrification systems, enabling efficient high-speed freight and passenger operations on dedicated AC networks. These variants emphasize modularity, with a focus on reliability and performance for routes requiring AC power. They typically feature two pantographs for catenary contact and are tailored for markets like Israel (single-system 25 kV AC) and parts of Scandinavia where AC predominates. The inaugural freight model, the TRAXX F140 AC, entered service in 2000 with a maximum speed of 140 km/h and a power output of 6,400 kW, designed primarily for heavy on AC lines. Operators such as deployed these locomotives for cross-border freight, leveraging their robust traction system for loads up to 2,000 tonnes. Passenger-oriented siblings include the TRAXX P140 AC, capable of 140 km/h for regional services, and the TRAXX P160 AC, which reaches 160 km/h, for example, in Swedish or Hungarian applications. Subsequent upgrades refined these designs for modern rail demands. The AC2 series, introduced around 2010, enhanced reliability through advanced diagnostics and integrated (ETCS) for improved safety and interoperability. The AC3 platform, launched in 2015, further boosted efficiency with optimized for reduced and aerodynamic improvements for lower noise emissions, maintaining the 6,400 kW rating while supporting speeds up to 160 km/h. These evolutions prioritize environmental compliance and reduced maintenance, with features like energy recuperation during braking. By 2020, production of AC-powered Traxx variants exceeded 500 units, reflecting their widespread adoption for dedicated AC infrastructures. Notable deployments include over 60 P160 AC3 units for , enhancing passenger services on 25 kV lines. These locomotives operate with a single configuration in dedicated networks like the and . Dual-voltage AC designs form the foundation for multi-system variants, which extend functionality by incorporating DC for broader route flexibility.

Multi-system AC/DC variants

The multi-system variants of the Alstom Traxx locomotive platform are engineered for versatile operations across diverse electrification systems in , combining AC and DC capabilities to support cross-border freight and passenger services without the need for locomotive changes. These variants build on the of earlier single-system models but emphasize , allowing seamless travel through networks with varying voltages and frequencies. The TRAXX F140 MS, introduced in 2004 under , represents the inaugural multi-system variant, equipped to operate on 15 kV 16.7 Hz AC and 1.5/3 kV DC overhead lines, delivering a maximum power of 6,400 kW and a top speed of 140 km/h, with a primary focus on heavy freight duties. This configuration enables efficient hauling in regions like , the , and parts of , where mixed electrification is common. Subsequent development led to the MS2 variant in 2010, which extends compatibility to include 25 kV 50 Hz AC alongside the original systems, broadening its operational scope for international routes. These locomotives, rated at up to 5,600 kW, have been adopted by major operators including (DB) for freight services and for cross-border applications, enhancing network flexibility in Western and . The advanced MS3 platform, launched in 2018, offers four-system capability across 1.5/3 kV DC and 15/25 kV AC, with an integrated Last Mile diesel propulsion option for non-electrified sections and a maximum speed of 160 km/h. Featuring up to 6,000 kW (with 6,400 kW power boost) and nose-suspended traction motors, the MS3 prioritizes both freight and regional passenger roles, supporting higher tractive efforts for demanding terrains. Key features of these multi-system variants include automatic voltage and switching systems, which enable on-the-move transitions between types, and robust design elements contributing to high operational availability exceeding 99%. Notable orders underscore their market success, such as the 2023 agreement for 13 MS3 units to expand RegioJet's fleet for Central European services.

DC-powered variants

The DC-powered variants of the Alstom Traxx family are electric locomotives designed exclusively for (DC) electrification systems, primarily 1.5 kV and 3 kV overhead lines prevalent in southern European networks such as those in , , and . These variants prioritize freight operations on dedicated DC grids, offering robust performance for heavy-haul duties without compatibility for alternating current (AC) systems. The TRAXX F140 DC, introduced in 2005, represents the foundational DC model with a maximum power output of 5,600 kW and a top speed of 140 km/h, tailored for freight services under 1.5/3 kV DC catenaries. It features a and an of approximately 21.5 tonnes, enabling efficient operation on standard-gauge tracks for Italian and Spanish freight corridors. Key operators include , which ordered 50 units in 2008 as class E483 for urban and regional freight, and Renfe Mercancías, which acquired 100 locomotives (class 253) between 2008 and 2010 for services, assembled partly in using Italian kits. These locomotives incorporate IGBT-based for reliable traction in high-density freight environments. An upgrade to the platform, the passenger-oriented TRAXX P160 DC introduced around 2012, enhances the design with a top speed of 160 km/h while maintaining similar power levels, focusing on improved power electronics for better adhesion and efficiency. This variant supports heavier train loads through advanced traction control, achieving starting efforts up to 320 kN. Both models often include the optional Last Mile diesel function, powered by a 230 kW Stage IIIB-compliant engine for non-electrified sidings and terminals, reducing emissions in polluted urban areas with low-noise filters and efficient fuel use. Overall production of DC-exclusive Traxx variants exceeds 250 units as of 2022, with ongoing orders such as Mercitalia's 70-unit contract in 2024 for additional F140 DC equivalents, underscoring their role in sustainable freight on DC networks. As of 2025, deliveries under this order have commenced, with the first units received in April 2025. Multi-system extensions of the Traxx platform incorporate DC capabilities alongside AC for broader , but the pure DC variants remain optimized for specialized southern European grids.

Diesel-powered variants

The diesel-powered variants of the Alstom Traxx platform are designed for operations on non-electrified lines, providing flexible diesel-electric propulsion for freight and passenger services where overhead electrification is absent. These locomotives maintain the modular architecture of the Traxx family, allowing adaptation for specific regional needs while ensuring compatibility with European rail standards. Introduced in the mid-2000s, they feature robust diesel engines coupled with AC traction systems to deliver reliable performance in short-haul and regional applications. The TRAXX F140 DE, first delivered in , serves primarily as a with a output of 2,400 kW and a maximum speed of 160 km/h. It employs a Bo'Bo' arrangement and weighs approximately 84 tonnes, optimized for short-haul freight on secondary lines. Equipped with MTU diesel engines, this variant supports efficient operation in diverse European networks, including leasing fleets for cross-border hauling. For passenger services, the TRAXX P160 DE was developed around the same period, with an order placed in 2005 leading to deliveries starting in 2006. It offers 2,200 kW of power and a top speed of 160 km/h, featuring an AC traction alternator and three-phase asynchronous motors for smooth acceleration in regional operations. This model supports push-pull configurations and is used by operators for commuter and intercity routes, emphasizing comfort and interoperability. In the 2020s, introduced the Traxx Shunter, a low-emission hybrid diesel variant tailored for yard and shunting duties. This four-axle platform combines diesel power with battery storage, achieving up to 60% savings in through intelligent mode switching for low-speed maneuvers. It reaches speeds up to 120 km/h and delivers peak of 300 kN, with pilots demonstrated in in 2024 to showcase its hybrid efficiency in port and industrial settings. Across these variants, engines are primarily MTU models, such as the Series 1600 or 4000, compliant with EU Stage V emissions standards to minimize environmental impact while maintaining high reliability. engines have been integrated in some hybrid configurations for enhanced flexibility. Orders for diesel Traxx locomotives include early fleets for leasing companies like Akiem, with 15 units entering service in 2008 for European freight pools.

Dual-mode and hybrid variants

The Alstom Traxx platform includes dual-mode capabilities through its Last Mile functionality, which integrates a secondary or battery system into primarily electric , allowing seamless operation on short non-electrified sections without requiring a separate shunting . Introduced as part of the Traxx 3 series around 2017, this feature enables locomotives to switch between electric and diesel modes dynamically, supporting operations in mixed networks across . In the Traxx MS3 variant, the Last Mile provides approximately 230 kW of power, sufficient for shunting and covering distances of up to 20-30 km on non-electrified tracks such as terminals, ports, or sidings, while maintaining high close to electric mode levels (around 260-300 kN). The system allows automatic or manual mode switching during operation, ensuring minimal downtime and enhanced flexibility for freight and passenger services in regions with inconsistent , including cross-border routes between and . This integration has been adopted in orders for operators like Railpool and Mercitalia, where the locomotives handle mixed and non-electrified segments efficiently. Hybrid elements in the Traxx Universal platform, part of the Traxx 3 evolution, incorporate battery-assisted for improved efficiency in start-stop scenarios and short-haul non-electrified operations. The battery option delivers up to 290 kW equivalent power, providing up to 8 hours of autonomy for Last Mile duties and reducing fuel consumption by integrating . This hybrid approach enhances environmental performance, with over 150 such units in service across by 2025, focusing on in urban or port environments. Recent deployments, such as the 2025 order for ČD Cargo, include Traxx Universal locomotives designed with optional Last Mile modules for diesel or battery integration, enabling independent traction on non-electrified sections and supporting operations across nine European countries, including Czechia, , and . These units achieve a maximum of 6.4 MW, with the hybrid features ensuring compliance with evolving emission standards while optimizing through modular upgrades.

Production and operations

Manufacturing and production history

The development and production of the Alstom Traxx locomotives originated under , with serial production commencing in 2001 following the testing of three prototypes. Early production focused on the Class 185 (Traxx F140 AC) variant, with 409 units delivered to between 2001 and 2006 to support cross-border freight operations. Primary manufacturing facilities for Traxx locomotives include Alstom's sites in , , for final assembly of multi-system and AC variants, and Vado Ligure, , specializing in DC variants and locomotives for the Italian market. The Vado Ligure plant, employing over 300 staff across 28,000 square meters of production space, has a century-long tradition in locomotive construction. In , Hennigsdorf supports component manufacturing, engineering, and testing for mainline projects, complementing Kassel's assembly role. By 2015, cumulative production reached approximately 1,800 units, expanding to over 2,400 by 2022 amid growing demand for modular electric locomotives across . As of 2023, total sales exceeded 2,500 units, including exports to and , with recent orders such as those for Italian and Polish operators driving further output growth. Alstom maintains a predominantly European for Traxx production, emphasizing local sourcing to ensure quality and , with facilities certified under ISO 9001 for parts and execution. The caused delivery delays in 2020, impacting orders and sales across Alstom's portfolio, including Traxx; these were largely resolved by 2022 through adaptations and resumed full production.

Major operators and recent orders

DB Cargo in Germany operates the largest fleet of Alstom Traxx locomotives in , with over 400 units including multi-system variants such as the Traxx MS3. Transnet Freight Rail in runs a fleet of 240 Traxx Africa locomotives, with all 240 units delivered by 2025 and the fleet having accumulated 10 million kilometers in service by 2020. Recent orders highlight the continued demand for Traxx locomotives in the . In March 2025, ' freight arm SŽ-Tovorni promet awarded a €150 million for 30 Traxx Universal multi-system electric locomotives to enhance cross-border freight capacity, with the first unit delivered in November 2025. In July 2025, under a €154 million agreement, released the first of 16 Traxx Universal multi-system locomotives for Romania's ARF, with dynamic testing underway and deliveries starting in 2026. ČD Cargo in the received its 20th Traxx Universal locomotive in September 2025 as part of a 60-unit order to modernize its fleet for international operations. Leasing companies play a key role in Traxx deployment across . Akiem has secured multiple service and leasing agreements for over 100 Traxx units, supporting maintenance and operational efficiency for various operators. Railpool leased 50 Traxx Universal multi-system locomotives in a €260 million deal signed in 2023 to facilitate flexible freight services. The Traxx platform's adoption reflects a broader trend toward multi-system variants to support sustainable cross-border freight along green corridors in , with over 2,700 units sold continent-wide by 2024 and an estimated active global fleet exceeding 2,500 in 2025.

References

  1. https://www.alstom.com/solutions/rolling-stock/traxx-locomotives-superior-performance-every-environment
  2. https://rollingstockworld.com/locomotives/traxx-the-story-of-europes-top-selling-locomotive/
  3. https://www.railwaygazette.com/in-depth/traxx-locomotive-family-meets-european-needs/32588.article
  4. https://www.railway-technology.com/news/traxx-electric-locomotive-design-romanias-arf/
  5. https://www.alstom.com/press-releases-news/2021/1/transformational-step-alstom-completion-acquisition-bombardier
  6. https://www.alstom.com/sites/alstom.com/files/2021/09/17/Alstom_Product_Sheet_Traxx_EN.pdf
  7. https://www.alstom.com/solutions/rolling-stock/locomotives/traxx-universal-locomotives-superior-performance-passenger-and-freight-operations
  8. https://www.alstom.com/solutions/rolling-stock/locomotives/traxx-passenger-locomotives-comfortable-borderless-operations-passengers
  9. https://www.loco-info.com/view.aspx?id=15866
  10. https://www.elektrolokarchiv.de/index.php?nav=1406595&lang=1
  11. https://www.nic.funet.fi/index/pics/railways/Germany/electric/index.html
  12. https://www.loco-info.com/view.aspx?id=14161
  13. https://evolution.skf.com/optimised-bearings-for-locomotive-transmissions/
  14. https://www.railwaygazette.com/news/bombardier-cleared-to-buy-adtranz/27710.article
  15. https://www.railwaygazette.com/news/class-185-pioneers-use-of-etcs/30201.article
  16. https://www.railwaygazette.com/freight/bombardier-launches-traxx-electro-diesel/35918.article
  17. http://www.mainlinediesels.net/index.php?nav=1000902&lang=en
  18. https://www.progressiverailroading.com/rail_industry_trends/news/Bombardier-to-supply-60-TRAXX-freight-locomotives-to-Europes-Angel-Trains--2699
  19. https://www.railwaypro.com/wp/first-traxx-locomotive-africa-handed/
  20. https://www.railvolution.net/news/traxx-africa-fleet-completes-10-000-000-km-in-service
  21. https://mediarail.wordpress.com/the-traxx-locomotive-a-great-european-success-story/
  22. https://railcolornews.com/category/bombardier/bombardier-traxx/bombardier-traxx-ms3/
  23. https://www.alstom.com/press-releases-news/2023/2/alstom-and-regiojet-sign-agreement-supply-another-13-traxx-ms3-locomotives
  24. https://railcolornews.com/2023/02/08/cz-new-order-confirmed-regiojets-traxx-3-fleet-grows-to-31/
  25. https://www.alstom.com/press-releases-news/2025/9/cd-cargo-unveils-landmark-traxx-universal-locomotive
  26. https://www.alstom.com/press-releases-news/2025/9/era-approves-etcs-onboard-system-traxx-universal-locomotives-unlocking-cross-border-freight-operations-czech-carriers
  27. https://railcolornews.com/2025/10/20/be-prepared-alstom-has-completed-a-large-number-of-new-traxx-3-ms-locomotives/
  28. https://railmarket.com/news/rolling-stock/36787-this-is-the-first-romanian-alstom-traxx-locomotive-for-arf
  29. https://www.alstom.com/press-releases-news/2025/8/alstom-unveils-design-cutting-edge-traxx-electric-locomotive-romanias-arf-and-launches-dynamic-testing-phase
  30. https://www.alstom.com/press-releases-news/2025/3/alstom-signs-contract-deliver-30-traxx-electric-locomotives-slovenia
  31. https://tovorni.sz.si/en/v-sz-tovornem-prometu-so-podpisali-pogodbo-o-nakupu-30-novih-vecsistemskih-elektricnih-lokomotiv/
  32. https://railcolornews.com/2025/11/13/baureihe-188-alstom-releases-first-traxx-3-ms-locomotives-for-railpool/
  33. https://www.alstom.com/press-releases-news/2025/3/alstom-wins-another-contract-delivery-traxx-universal-locomotives-clip-intermodal
  34. https://www.railtarget.eu/freight/alstom-traxx-universal-european-corridors-10674.html
  35. https://www.alstom.com/press-releases-news/2024/7/obsolescence-management-alstoms-proactive-approach-keeping-trains-track
  36. https://www.alstom.com/press-releases-news/2023/2/healthhub-intelligent-way-improve-maintenance
  37. https://www.northrail.com/pdfs/db/NOR-Datenblatt-Traxx-3-MS-EN_RZ_202506.pdf
  38. https://www.alstom.com/sites/alstom.com/files/2023/01/31/2023_Brochure_Onboard_Goes_Digital_EN.pdf
  39. https://www.loco-info.com/view.aspx?id=11006
  40. https://www.globalrailwayreview.com/article/2574/bombardiers-latest-locomotives/
  41. https://www.alstom.com/press-releases-news/2021/11/israel-railways-issues-notice-proceed-supply-36-traxx-locomotives
  42. https://www.railway-technology.com/news/newsbombardiers-traxx-ac3-last-mile-locomotive-approved-for-operation-on-entire-dach-region-4800864/
  43. https://railway-news.com/bombardier-delivers-40th-traxx-ms-locomotive-metrans/
  44. https://railcolornews.com/2024/11/16/eu-traxx-ms2-from-mrce-to-beacon-rail/
  45. https://www.elektrolokarchiv.de/?nav=1405330&id=9864&action=dview
  46. https://www.elektrolokarchiv.de/index.php?nav=1405157&lang=1
  47. https://www.scribd.com/doc/316324984/Traxx-F140-Dc-3-Italy-Poland
  48. https://www.elektrolokarchiv.de/index.php?nav=1405156&lang=1
  49. https://www.renfe.com/es/en/renfe-group/renfe-group/fleet-of-trains/freight-s253
  50. https://www.scribd.com/document/33400537/Bombardier-Traxx
  51. https://www.alstom.com/press-releases-news/2022/3/more-100-traxx-dc3-locomotives-sold-alstom-85-already-delivered-and
  52. https://www.railway-technology.com/news/mercitalia-70-traxx-dc3-locomotives-alstom/
  53. https://railmarket.com/news/rolling-stock/32804-mercitalia-receives-first-2025-traxx-universal-dc-locomotives-from-alstom
  54. https://railcolornews.com/data-bombardier-traxx-dc-all-customers-and-configurations/
  55. https://www.railroadjunction.net/locomotives-detail.php?locoID=alstom-bombardier-traxx-eletric-locomotive
  56. http://www.mainlinediesels.net/index.php?nav=1000929&lang=en
  57. https://loco-info.com/view.aspx?id=14554&t=type
  58. https://www.railwaypro.com/wp/bombardier%25E2%2580%2599s-traxx-p160-ac-locomotive/
  59. https://www.static.tu.berlin/fileadmin/www/10002264/ews/2024_sose/2024-05-27_EWS_Folien_Schulze_Alstom_Alternative_Antriebe_Rangierlokomotiven.pdf
  60. https://railcolornews.com/2023/09/13/eu-the-alstom-traxx-shunter-an-introduction/
  61. https://www.mtu-solutions.com/content/dam/mtu/download/applications/rail/16120789_Rail_Flyer_EuStageV.pdf/_jcr_content/renditions/original./16120789_Rail_Flyer_EuStageV.pdf
  62. https://www.railwaygazette.com/traction-and-rolling-stock/traxx-locomotive-family-expanded-with-multi-system-and-dc-options/44478.article
  63. https://railmarket.com/news/rolling-stock/39752-cd-cargo-unveils-landmark-traxx-universal-locomotive
  64. https://www.railway-technology.com/news/railpool-traxx-locomotives/
  65. https://www.alstom.com/press-releases-news/2024/6/alstom-signs-eu323-million-contract-polo-logistica-fs-supply-70-traxx-universal-locomotives-maintenance-services
  66. https://www.alstom.com/press-releases-news/2024/5/alstom-delivers-first-traxx-universal-dc-locomotive-last-mile-polo-logistica-vado-ligure-site
  67. https://www.alstom.com/alstom-germany
  68. https://rollingstockworld.com/locomotives/traxx-the-story-of-europes-top-selling-locomotives/
  69. https://www.alstom.com/sites/alstom.com/files/2025/02/20/ISO_9001_certificate_valid_until_2027.pdf
  70. https://www.alstom.com/company/commitments/sustainable-procurement
  71. https://www.railtarget.eu/business/the-alstom-published-financial-results-after-the-covid19-pandemic-58.html
  72. https://www.railwaypro.com/wp/alstom-first-half-of-2020-21-reflects-covid-19-consequence/
  73. https://www.alstom.com/solutions/rolling-stock/locomotives/traxx-hauler-locomotives-excelling-tractive-effort-and-energy-efficiency
  74. https://www.engineeringnews.co.za/article/alstom-drives-localisation-with-reliable-electric-locomotives-2025-07-25
  75. https://railcolornews.com/2025/11/14/the-first-traxx-for-sztp-is-home/
  76. https://railcolornews.com/2025/07/25/first-traxx-3-ms-locomotive-for-romania-released-under-e154m-contract/
  77. https://www.alstom.com/press-releases-news/2025/6/alstom-and-akiem-sign-contracts-spare-parts-supply-and-maintenance-board-signalling-technology-traxx-locomotives
  78. https://www.alstom.com/press-releases-news/2023/7/alstom-and-railpool-sign-contract-50-traxx-universal-locomotives
  79. https://railmarket.com/news/rolling-stock/34249-new-leasing-agreements-of-traxx-br186-locomotives-by-akiem-alpha-trains-and-railpool
  80. https://www.alstom.com/press-releases-news/2024/6/greener-future-freight-power-cross-border-locomotives
Add your contribution
Related Hubs
User Avatar
No comments yet.