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DB Class E 10
View on Wikipedia | This article includes a list of references, related reading, or external links, but its sources remain unclear because it lacks inline citations. (December 2014) |
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The class E 10 is an electric locomotive of the Deutsche Bundesbahn, introduced in 1952. It belongs to the Einheits-Elektrolokomotiven (standardised electric locomotives) program and was built for express passenger service. In 1968 the series was redesignated as class 110 (E10) and class 112 (E10.12). In 1988 the last series of class 112 locomotives were designated as class 114, and in 1991 the remaining locomotives of class 112 were designated as class 113. In 2006 38 locomotives were designated as class 115.
Until 2020, individual locomotives of the 115 series were used for "special passenger trains". All locomotives of this series have now been retired from regular service by DB, but some are still in active use by private railway companies.
Development history
[edit]In 1950, the Deutsche Bundesbahn decided to develop two base types of electric locomotives with largely standardised components: A twelve-wheel (UIC: Co'Co') freight train locomotive as successor for the Class E 94, and an eight-wheel (UIC: Bo'Bo') general purpose electric locomotive as successor for the Class E 44. As a new feature the engineers should be able to be seated, whereas formerly they had to stand in order to boost their attentiveness.
This multi-purpose locomotive received the working title E 46, but was then renamed to Class E 10, once the required maximum speed was increased from 125 to 130 km/h (78 to 81 mph), which formally made this model an express train locomotive. The trial program, which consisted of 5 prototypes of class E 10.0, resulted in the realization that a single uniform type of electric locomotive was not sufficient to cover all needs. The modified program then included a local passenger train locomotive (class E 41); an express train locomotive (class E 10), which could be changed into a freight train locomotive (Class E 40) with a gear ratio change, and a heavy six-axle freight train locomotive (class E 50). In addition plans for a high speed electric locomotive Class E 01 were made, but quickly cancelled, as, due to low maximum speeds on the main lines at that time, the class E 10 was seen as sufficient for express trains.
Production of class E 10
[edit]The five prototypes of class E 10.0 were taken out of service between 1975 and 1978. Of these E 10 003 and E 10 005 were preserved as museum locomotives.
The first serial units went into service in 1956 and started with number E 10 101 (class E 10.1). As opposed to class E 40 these units were equipped with a rheostatic/regenerative brake, which also accounted for the difference in the roof design between the two classes. Starting in December 1956 a total of 379 locomotives in several series were delivered by the manufacturers (Krupp, Henschel, Krauss-Maffei (mechanical parts); Siemens, AEG, BBC (electrical parts). Starting with E 10 288 the new body created for E 10.12 (see below), the so-called "crease" (Bügelfalte) type, was also applied to new-production E 10 machines. Thereafter these locomotives were sometimes designated as class E 10.3. One locomotive (designated 751 001, former 110 385) served as a service locomotive for the Central Office of the German Federal Railways in Minden (BZA Minden, or Bahnzentralamt) from 1989 to 1996. The earlier units up to E10 287 became E10.1, then 110.1 in 1968; they were nicknamed "Kasten", for box.
The service spectrum of the (since 1968 as class 110 designated) locomotives was shifted more and more to local/regional service by the 1990s. As part of this shift, during the third stage of the Bahn reform program the locomotives were assigned to the local service branch DB Regio, which practically meant the end of their service in the express area. In order to use the machines more efficiently in regional service, from 1997 many of the units were equipped with push-pull train controls, partly using components of class 140 and class 141 units that were retired.
Originally the class E 10 units were delivered in cobalt blue express train livery, the blue indicating that they were cleared for a maximum speed of 140 km/h (87 mph) or more. Starting in 1974, as part of other maintenance, the new ocean blue/beige colour scheme was applied to the locomotives. From 1987 the (then-current) orient-red was used, which was then substituted, starting in 1997, with the traffic red (verkehrsrot) concept, which is the current colour of all active locomotives of this class, barring a few exceptions.
Construction
[edit]As all other types of the Einheitslokomotiven program, the class E 10 / class 110 had 2-axle pivoted bogies/trucks as welded box construction with pivot pins, and welded superstructure with fan grills. The class 110.3 used the body of the E 10.12 with the pulled-forward frontal area, also called the “crease” (Bügelfalte). The frame is propped up over the bogies by coil springs and rubber elements. Originally a bumpy ride at higher speeds was noticeable, which required repeated rework of the bogies. In two locomotives (110 475 and 476) a flexicoil suspension was tested.
All locomotives feature an indirect air brake manufactured by Knorr, with automatically stronger braking action at high speeds; for shunting/switching service an additional direct brake is present. All units also feature a separately excited rheostatic/regenerative brake, which is coupled to the air brake. The heat generated by the electric brakes is dissipated via roof exhausts. For the first time in German locomotives high voltage regulation of the transformer was used in serial production.
The traction motors are 14-pole motors of type WB 372, which were later again used in class 111 and 151. As was the case in all locomotives in the Einheitslokomotiven program, the rubber ring transmission system made by the Siemens-Schuckert-Werke/SSW was utilized, which had proven themselves above all expectations in the prototype E 10.0 units.
On the roof are found scissor (double-arm) pantographs of the type DBS 54a, standardized for all Einheits classes, mounted on the obligatory roof insulators, as well as the compressed air main switch and the current-to-voltage converter for the monitoring of the overhead wire voltage. The 3-core transformers are oil-cooled, to which the control unit with its 28 running steps is connected. The acceleration is designed to function in delayed mode, where the engineer chooses the running step, and the control unit will initiate the chosen setting independently. For emergency operation manual control by hand crank is possible. Many locomotives feature thyristor load diverters.
The safety equipment in the driver's cab features either a mechanical or electronic deadman's device, punctiform automatic train controls (now compliant with the new regulations with software version PZB 90), and train radio equipment with GSM-R communication. Relatively recently computers were added for the electronic timetable EBuLa, as well as the automatic door locking at 0 km/h (TB0), which has become a compulsory requirement for all locomotives in passenger service. A few units have also been equipped with computers for the control system CIR-ELKE.
Variants
[edit]Class E 10.12 / class 112 (1962-1991)
[edit]
During production some E 10 units were equipped with newly developed Henschel-made bogies and transmissions fit for speeds up to 160 km/h, and starting in 1962-63 they pulled long-distance express trains such as the Rheingold, and were classified as class E 10.12 (and from 1968 designated as class 112). In addition these locomotives introduced the more aerodynamic superstructure (the "crease", or Bügelfalte), which was used for all new units of the class E 10, starting with E 10 288. In order to differentiate these units from the "normal" E 10s, a "1" (indicating a sub-class) was placed in front of the running number. In this way the E 10 1265-1270 were established, which became the eponym for the class description of E 10.12. In 1963-64 came E 10 1308-1312, again with Henschel-made high-speed bogies, primarily for the Rheinpfeil.
Neither group of E10.12 locomotives was ready in time for the launch of the trains for which they were ordered. Pending their delivery, 2 separate groups of E10.1 locomotives (E10 239-244 in 1962-63, and E10 250-254 in 1963-64) were temporarily modified for 160 km/h service, with only E10 244 and E10 250-254 receiving the Henschel bogies. However, all would gain the prefix 1 to their running numbers, the modified 160 km/h gear ratios, and the appropriate paint scheme. All were later restored to normal E10.1 standards.
Finally, in 1968, came 112 485, already designated as class 112, which did not have the expensive Henschel bogies, but featured modified serial-production bogies.
Class 113 (1991-today)
[edit]
By 1991 it had become clear that the deployment of the 11 locomotives of the first two series of class 112 in heavy and fast service had taken its toll. Several gear wheel malfunctions during service caused heavy damage to motor and transmission of the affected units. The maximum speed was reduced to 120 km/h (75 mph) as an emergency measure, and the locomotives were only utilized as express trains in the Munich area. At the time they were already re-designated as class 113, in order to free up the designation of class 112 in the new German number scheme (for the more numerous and modern class 212 locomotives of the former Deutsche Reichsbahn (East Germany)). In the meantime these locomotives, after some units had been fitted with refurbished Henschel high-speed bogies in the mid-1990s, were able to again work at the speed of 160 km/h, but were considered not to be much better than the normal class 110 units, and were soon listed for impending retirement.
Class 114 (1988-1995)
[edit]Class 114 is made up of 20 re-designated units from the third series of class 112, which were capable of speeds up to 160 km/h, and ran on modified bogies made for class 110 in serial production. Because of significant wear, starting in 1985 the top speed of locomotives with numbers 112 485-504 was reduced to 140 km/h (87 mph). To differentiate these units from the other class 112 machines, which were still allowed to travel at 160 km/h (99 mph), they were designated as class 114 from 1988 on. Further conspicuous issues on and around the bogies continued to be noticed even after the speed reduction, and the locomotives were first further slowed down to 120 km/h (75 mph), and retired altogether soon thereafter.
Starting in 1993, using bogies from class 110 units with numbers 110 287 and lower, all 20 of the class 114 locomotives were rebuilt as normal class 110.3 units and were inserted into inventory as 110 485-504. 18 of the class 110, which lost their bogies to these "new" 110s, were rebuilt with bogies from retired class 140 locomotives, and were re-designated as members of class 139, with which class they were nearly identical in the first place, due to their electric brake system. (The 2 remaining former class 114s received bogies from 2 other retired class 110.3 units). The concept of the Einheitslokomotive completely paid for itself in this swap exercise.
Class 115 - since 2005
[edit]
Starting in 2005 a few former class 110 and class 113 units were transferred from DB Regio to DB Autozug, the DB subsidiary for express passenger service with car transportation. In order to differentiate these units, they are slowly being renumbered to class 115, and are being relocated to Berlin-Rummelsburg. These locomotives are thereby the first units of this class to be domiciled in the former East Germany.
The Class 115 hosts one of the oldest locomotives still in regular passenger service in Germany. 115 114-1 (pictured in 2006 on the left) was introduced on 21 November 1957, and is used on various InterCity services across Germany.
Literature
[edit]- Roland Hertwig: Die Baureihe E 10. Entstehung, Technik und Einsatzgeschichte. Ek-Verlag, Freiburg 2006, ISBN 3-88255-171-2
- F. Moritz: Baureihe 110. Im Führerstand. In: LOK MAGAZIN. Nr. 252/Jahrgang 41/2002. GeraNova Zeitschriftenverlag GmbH München, ISSN 0458-1822, S. 49-51.
External links
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Classes of German electric locomotives | ||
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DB Class E 10
View on GrokipediaOverview and Background
General Description
The DB Class E 10 is a standardized electric locomotive developed as part of the Deutsche Bundesbahn's Einheits-Elektrolokomotiven program, designed primarily for hauling express passenger trains on electrified main lines in post-World War II West Germany.[5] Introduced with prototypes in 1952, it featured a Bo’Bo’ wheel arrangement, a length of 16.49 m over buffers, a service weight of 85 tonnes, and operation on a 15 kV 16.7 Hz AC overhead supply, delivering a one-hour power output of 3,700 kW (continuous: 3,080 kW at 105 km/h).[6][7] The base model had a maximum speed of 150 km/h, making it suitable for high-speed services.[8] A total of 416 units were produced across variants, including 5 pre-production, 379 series, 31 high-speed E 10.12, and 1 conversion. Series production commenced in 1956 and continuing until the late 1960s.[5] These locomotives were initially deployed from 1952 onward for express passenger duties, rapidly becoming a backbone of the DB's electrified network and sharing design principles with other Einheitslok classes such as the E 40 for freight.[6] In 1968, under the new DB classification scheme, the standard E 10 units were redesignated as Class 110, while a high-speed subgroup (E 10.12) became Class 112.[8]Historical Context
Following the end of World War II in 1945, Germany was divided into four occupation zones, leading to the separation of its railway systems and the eventual formation of two distinct national operators. In West Germany, the Deutsche Bundesbahn (DB) was established on September 7, 1949, as part of the newly founded Federal Republic of Germany, inheriting a fragmented and war-damaged fleet of rolling stock from the pre-war Deutsche Reichsbahn (DRG). This division necessitated a comprehensive standardization effort to unify disparate locomotive types, repair infrastructure, and ensure interoperability across the western network, which had suffered extensive destruction and reparations demands.[9][10] The DB's electrification program gained momentum in the 1950s amid broader post-war reconstruction, though initial progress was slow due to economic constraints, reliance on cheap coal for steam traction, and competition from expanding road transport. By the early 1960s, the program intensified, with the adoption of the 15 kV 16.7 Hz AC system—originally developed in Germany before the war—as the national standard to support efficient, high-capacity rail operations. This system enabled the electrification of approximately 2,000 km of lines in the 1950s, expanding to 9,000 km by 1970 and handling about 75% of DB's transport volume, driven by the need for greater energy efficiency (up to 24% for electric vs. 5-8% for steam) and reduced operating costs despite high initial infrastructure investments.[11][12] Building on pre-war electric designs such as the E 46 class, which had been engineered for heavy freight on early electrified routes, the DB sought to address emerging demands for faster passenger services on upgraded main lines. The E 46's six-axle configuration and high tractive effort influenced subsequent developments, but its age and the war's toll highlighted the need for modernized, versatile locomotives capable of higher speeds and reliability. This evolution culminated in the Einheits-Elektrolokomotiven (standard electric locomotives) initiative, a strategic program to create unified designs sharing common components, thereby lowering production and maintenance costs while enhancing network-wide interoperability and operational flexibility.[12][11] The Class E 10 emerged as a key component of this standardization effort, tailored for express passenger duties within the broader electrification push.Development and Design
Origins and Prototypes
The development of the DB Class E 10 electric locomotive was initiated in 1950 as part of the Deutsche Bundesbahn's Einheits-Elektrolokomotiven standardization program, which aimed to create unified designs for postwar electrification needs. Under this program, four main classes were planned: the Bo'Bo' E 10 for express passenger services, the 1'Co-Co'1 E 40 for freight, the 1'Bo-Bo'2 E 41 for branch lines, and the 2'Co-Co'2 E 50 for heavy freight. The E 10 concept evolved from the earlier E 46 project, a proposed upgrade of the pre-war E 44 class, but was reclassified to accommodate a higher top speed of 130 km/h suitable for fast express trains, rather than the E 46's intended 100 km/h limit for mixed freight and slower passenger duties.[13][14] In December 1950, the DB ordered five prototypes designated as the E 10.0 series (numbered E 10 001 to 005) to test various drive systems and components for the standardized fleet. These were constructed by different builders to evaluate competing technologies: E 10 001 by Krauss-Maffei with AEG electrical equipment, Alsthom "tanzender Ring" drive, and single-arm pantograph; E 10 002 by Krupp with BBC disc armature motors; E 10 003 by Henschel with SSW electrical equipment and Siemens rubber-ring spring suspension; and E 10 004 and 005 by Henschel with AEG/Sécheron drives and BBC high-voltage control. The prototypes entered testing in December 1952, with the first, E 10 001, handed over on November 1, 1952, following initial trials between Munich and Freilassing. They underwent extensive evaluations on main lines, including routes from Nuremberg to Frankfurt, Regensburg, Coburg, and Probstzella, focusing on performance in express service conditions. Key design choices included gearing for the 130 km/h speed to support high-value passenger trains and integration of rheostatic and regenerative braking systems to enhance energy efficiency and control during descent on electrified networks.[13][15][14] The prototype testing phase lasted over two decades, providing critical data that informed the series production starting in 1956, with the first production unit E 10 101 delivered on December 4, 1956. The locomotives accumulated significant mileage—E 10 001 alone logged 2,896,000 km—while based primarily at Nuremberg shed. All five prototypes were retired between 1975 and 1978 due to wear from prolonged testing and the advent of newer classes: E 10 001 scrapped in June 1975; E 10 004 in 1976–1977; E 10 002, E 10 003, and E 10 005 preserved (as of 2025: 002 and 003 at the DB Museum in Nürnberg since 1977 and 1984 respectively; 005 at the DB Museum in Koblenz since 1979, relocated from Nördlingen).[13][15]Key Technical Features
The DB Class E 10 electric locomotive featured a robust electrical system designed for efficient operation under the German 15 kV, 16⅔ Hz AC catenary system. At its core was a high-voltage transformer equipped with a tap changer for voltage regulation, enabling precise control across 28 running notches. Power was delivered to four single-phase series-wound traction motors, each rated at 925 kW, providing a total continuous output of 3,700 kW and utilizing a rubber ring spring drive on all axles for smooth torque transmission.[16] Mechanically, the E 10 employed a streamlined welded steel frame that formed a self-supporting structure, enhancing durability and aerodynamic efficiency. It was supported by two bogies fitted with coil springs for primary suspension and hydraulic dampers to mitigate vibrations, ensuring stability at high speeds. Current collection was handled by two scissor-type pantographs (DBS 54 model) with double sliding contacts, optimized for reliable overhead line interaction.[16] The braking system integrated rheostatic, regenerative, and compressed air mechanisms, allowing for versatile deceleration suited to both passenger and freight duties; regenerative braking recovered energy during deceleration, feeding it back to the catenary. Starting tractive effort reached 275 kN, with continuous tractive effort at 156 kN, supporting effective haulage of heavy trains. Dimensionally, the locomotive measured 2.8 m in width and 4.05 m in height, with an axle load of 21.25 tonnes, contributing to its 85-tonne service weight. These features enabled a top speed capability of up to 150 km/h.[16] Production units, such as E 10 299 and 300 (later 110 299–300), underwent extensive testing that validated the design's high-speed potential, reaching up to 200 km/h in trials with modified bogies.[16]Production
Manufacturing Process
The manufacturing process for the DB Class E 10 locomotives adhered to the principles of the Einheits-Elektrolokomotiven program, which prioritized standardization to promote parts interchangeability across classes such as the E 10, E 40, E 50, and E 41, thereby enhancing production efficiency and long-term maintenance.[8] This approach incorporated rigorous quality controls, including consistent specifications for components like traction motors, to minimize variations and ensure reliability in high-speed express service.[1] Construction commenced with the assembly of core mechanical elements, beginning with the fabrication and welding of the locomotive frames and the installation of bogies to establish the structural foundation.[8] These steps were followed by the integration of electrical systems, such as the mounting of four traction motors and the wiring of control and power distribution components within the unified body structure.[8] Quality inspections occurred at each stage to verify alignment, load-bearing integrity, and compliance with Einheits standards, culminating in comprehensive static and dynamic testing of the assembled unit prior to delivery.[1] Prototypes preceded series production, with five units (E 10 001–005) constructed and tested between 1952 and 1956 to evaluate design feasibility under operational conditions.[8] Series production then ran from 1956 to 1969, incorporating lessons from prototype trials.[1] The initial production series (E 10.1) differed from the prototypes primarily through standardization of the drive system and motor control mechanisms, eliminating experimental variations to achieve uniform performance at up to 150 km/h.[1]Builders and Output
The mechanical components of the DB Class E 10 locomotives were primarily constructed by three major German firms: Krupp as the main builder, alongside Henschel and Krauss-Maffei.[17] The electrical equipment, including transformers, traction motors, and control systems, was supplied by Siemens, AEG, and BBC, reflecting a collaborative effort among leading post-war German electrical engineering companies.[17][18] Production began with five prototypes classified as E 10.0, delivered between 1952 and 1953 to test the unified electric locomotive design for the Deutsche Bundesbahn.[13] Series production followed from 1956 to 1969, yielding 379 standard E 10 units optimized for 150 km/h passenger service.[17] An additional 31 E 10.12 variants, featuring modified gearing for higher speeds, were built in batches during 1962, 1965, and 1968, while one unit was converted for special testing purposes.[17] This resulted in a total output of 416 locomotives, with peak annual production exceeding 50 units in the late 1950s to meet growing electrification demands.[14] The Deutsche Bundesbahn's procurement contracts for the E 10 series prioritized domestic manufacturers to bolster the German engineering sector during post-war economic recovery, enabling independent development of key components free from foreign dependencies.[19]| Series/Type | Units Produced | Production Years |
|---|---|---|
| E 10.0 (prototypes) | 5 | 1952–1953 |
| E 10 (standard series) | 379 | 1956–1969 |
| E 10.12 (high-speed variants) | 31 | 1962–1968 |
| Conversion unit | 1 | N/A |
| Total | 416 | 1952–1968 |
Variants
Class 110
The Class 110 represents the standard production variant of the DB Class E 10 electric locomotives, serving as the primary model for express passenger services on the Deutsche Bundesbahn (DB) network. A total of 379 units were constructed between 1956 and 1969, evolving directly from the five prototypes (E 10.0) delivered in 1952–1953, which tested key components like the Bo'Bo' wheel arrangement, 3,700 kW one-hour power output, and single-phase AC traction motors.[1] These locomotives featured a standardized flat-front cab design for improved aerodynamics and driver visibility, with the body constructed from welded steel plates to achieve a service weight of 84.6 tonnes.[1] The design prioritized reliability and low maintenance, incorporating features such as resiliently mounted traction motors and a Buchholz relay for oil circuit breaker protection, making it suitable for high-mileage operations.[1] Equipped with a maximum speed of 150 km/h, the Class 110 was optimized for hauling express trains weighing up to 500 tonnes at sustained speeds on routes with gradients up to 5‰.[20] In 1986, due to wear on components like the bogie frames and gear units, the top speed was reduced to 140 km/h across the fleet to extend service life.[1] Operational flexibility was enhanced through multiple-unit control (ZMS) compatibility, allowing the Class 110 to operate in push-pull mode with classes such as the E 41, E 69, and E 89, as well as in double- or triple-header formations for heavier consists.[1] Builders including Krauss-Maffei, Krupp, and Henschel produced the locomotives in batches, with early units (E 10 101–131) entering service in 1956 for testing on electrified main lines like the Stuttgart–Ulm route.[1] Throughout their career, Class 110 locomotives dominated DB's express passenger duties, from F-Zug (Fernzug) services to international workings, accumulating over 10 million kilometers per unit on average before major overhauls.[1] By the late 1990s, increasing competition from newer classes like the 101 and 146 led to progressive withdrawals; most were retired from DB mainline service by 2000, with the final units phased out around 2014 after speed limits were further cut to 120 km/h in 1992 for remaining active examples. Today, a handful survive in preservation or with private operators, underscoring the class's enduring legacy in post-war German rail electrification.[1]Class 112
The DB Class 112 locomotives originated as the E 10.12 subclass of the E 10 series, inheriting the core four-axle electric design but optimized for higher speeds. A total of 31 units were produced between 1962 and 1968, with the initial batch of six locomotives (E 10 1265–1270) delivered in autumn 1962 by Krauss-Maffei, followed by five more (E 10 1308–1312) in 1963–1964, and the final 20 units (later numbered 112 485–504) in 1968 for Trans-Europ-Express (TEE) services.[21][22][23] These locomotives featured an aerodynamic front end with a distinctive "Bügelfalte" (staple fold) design and full skirting to reduce air resistance, enabling a top speed of 160 km/h through strengthened gearing with a modified translation ratio of 1:1.915 compared to the standard E 10's 1:2.11. Enhanced cooling was provided by continuous side ventilation grilles to support sustained high-speed operation, while the traction motors retained the series' single-armature design but were adapted for the increased demands of express services.[21][22] Initially deployed on premium intercity routes such as the Rheingold and Rheinpfeil trains starting in 1962, the E 10.12 units hauled international expresses and later TEE services, demonstrating reliability in fast passenger operations across Germany's electrified network. In 1968, with the DB's unified numbering scheme, the subclass was redesignated as Class 112, with the early units becoming 112 265–270 and 112 308–312. Some units underwent later conversions to Classes 113 and 114, incorporating speed reductions to 140 km/h or 130 km/h for broader freight and regional duties.[21][22]Class 113
The Class 113 locomotives originated from the conversion of 10 units of the preceding Class 112 series, specifically numbers 112 265–270 and 112 308–312, effective January 1, 1991.[24] This reclassification was undertaken to vacate the 112 designation for incoming East German locomotives formerly of the DR Baureihe 212 series following German reunification. The original Class 112 units had been designed for 160 km/h operations in express passenger service.[25] Due to recurring issues with the gear systems, the maximum speed of these locomotives was temporarily reduced to 120 km/h in 1991, repurposing them for regional freight and passenger duties where lower velocities were sufficient.[24] Modifications included adjustments to the gear ratios and the implementation of software-based speed limits to ensure safe operation under the revised constraints. These changes allowed the units to continue serving in less demanding roles without immediate retirement. By 1996, all 10 Class 113 locomotives had been restored to their original 160 km/h capability through comprehensive overhauls, utilizing spare parts and renewed gear assemblies.[24] They subsequently saw use in secondary capacities, including light passenger and shunting tasks, primarily by private operators rather than DB's mainline networks. As of 2024, units like 113 268-7 remain in limited private service with operators such as TRI Train Rental; the status of 113 309-9 is uncertain following its 2024 expiry, with no confirmed revision.[26]Class 114
The Class 114 variant comprised 20 locomotives originally built as part of the Class 112 series (E 10.12), which shared the same foundational design for high-speed passenger services but were downgraded for more robust operational roles. These units, numbered 112 485–504, underwent reclassification to Class 114 effective January 1, 1988, following initial speed restrictions imposed in 1985 due to excessive wear on the standard bogies and drive systems. Further modifications continued through 1995, including a reduction of the maximum speed to 120 km/h by 1992 to address persistent gear fatigue and reliability issues, alongside simplifications such as the removal of buffer cladding, front skirts, and elaborate handrails in favor of basic handles for easier maintenance.[27][28][29] These adaptations prioritized enhanced durability for demanding mixed freight and regional passenger duties, allowing the locomotives to handle heavier loads and varied routes without the high-speed demands of their predecessors. Stationed primarily at depots in Frankfurt, Dortmund, Hamburg, and Stuttgart, the Class 114 units were employed in secondary express services, regional trains, and occasional freight assignments, leveraging their proven 3,700 kW power output while operating under the lowered speed limits to extend service life amid ongoing mechanical challenges.[27][30] Due to unresolved drive and bogie problems, the entire Class 114 fleet was fully retired from Deutsche Bahn service on March 12, 1993, marking an early end to their operational career compared to other E 10 derivatives. While some units were subsequently reclassified into Classes 110 or 113 for limited continued use, no examples were transferred to private operators, and all had been completely withdrawn from any rail service by the early 2000s. As of 2025, no preserved or restored Class 114 locomotives are documented, with surviving E 10.12 examples attributed to other subclasses.[27][31][32]Class 115
The Class 115 locomotives represent a specialized subclass derived from conversions of earlier DB Class E 10 variants, specifically from Classes 110 and 113, to support push-pull operations primarily for tourist and special event trains. Beginning in 2005, a total of 37 units were transferred and reclassified from these donor classes, initially from DB Regio stocks to DB AutoZug (later integrated into DB Fernverkehr AG), with the renumbering serving both accounting and operational distinction purposes. These conversions focused on enhancing suitability for niche passenger services, including the installation of modern control systems such as Wendezugsteuerung for efficient push-pull functionality.[33][4][28] Key modifications included upgrades to braking systems for improved safety and performance in varied service conditions, alongside retention and optimization of the locomotives' top speed capability of 140 km/h to accommodate special train requirements. These adaptations enabled the Class 115 units to handle formations involving control cars, making them ideal for event and transfer duties without the need for frequent locomotive repositioning. The conversions were carried out progressively through 2009, emphasizing reliability for non-standard passenger operations rather than heavy freight or mainline express services.[33][34] Following their introduction, Class 115 locomotives were employed by DB AutoZug and its successors for auto-transport trains and special passenger services, with some later allocated to DB Regio for regional event trains and to private operators for charter operations. By 2020, they had been fully retired from regular DB mainline service, shifting focus to heritage and auxiliary roles. As of 2024, approximately 15 units remain operational, primarily in non-mainline duties such as tourist excursions, private event charters, and museum operations, with examples in possession of organizations like the DB Museum, Teuto Lok, and Train Rental TRI.[26][34][33]Class 139
The Class 139 locomotives were created by converting 25 E 10.12 (Class 112) units between 1992 and 1998 for push-pull operations with ET 403 and ET 415 electric multiple units on InterRegio services. These conversions involved modifications to multiple-unit control systems, speed reduction to 140 km/h via gear changes, and other adaptations for compatibility with the trainsets. Primarily used in regional express services across Germany, the Class 139 units facilitated efficient double-traction formations until their progressive withdrawal starting in the early 2000s. The subclass was fully retired by 2014 as more modern rolling stock replaced them. Several examples survive in preservation, highlighting their role in transitional push-pull technology.Operations
Early Service
The DB Class E 10 locomotives entered service in 1956, marking a significant advancement in the Deutsche Bundesbahn's electrification efforts, with initial deployments on key electrified main lines such as the Stuttgart–München route for hauling express passenger trains.[35] These locomotives were designed primarily for high-speed Schnellzugdienst, leveraging their 150 km/h maximum speed to pull long-distance services that formed the backbone of intercity travel before the formal InterCity network.[2] Early operations focused on routes with growing electrification, where the E 10's single-phase AC power and robust design allowed for efficient performance on upgraded 15 kV lines.[2] During the 1960s and 1970s, the class reached its peak usage, with around 379 units in operation, routinely hauling precursors to the InterCity services—such as F-Züge and D-Züge—at speeds of 130–150 km/h to meet rising demand for faster, more comfortable long-distance travel.[35] The locomotives integrated seamlessly with other Einheits-Elektrolokomotiven classes, like the E 18 and E 40, enabling mixed consists for combined passenger and lighter freight workings on shared routes, which optimized fleet utilization across the DB network.[2] Initial reliability challenges, including poor high-speed stability and bogie vibrations reported in the late 1950s, were addressed through modifications such as improved dampers and rubber spring suspensions by 1960, enhancing overall dependability and driver confidence.[2] By the late 1970s, as electrification expanded and passenger demands evolved, the E 10 began transitioning to freight duties on upgraded secondary lines, where their 3,700 kW power output proved versatile for heavier loads while maintaining the class's reputation for straightforward maintenance.[35] This shift supplemented their core passenger role, ensuring broad operational flexibility amid the DB's growing network.[2]Later Deployments and Modifications
In the 1990s, as Deutsche Bahn introduced newer locomotive classes like the 101 for long-distance services and expanded InterCity (IC) and InterCity-Express (ICE) operations, many Class 110 locomotives were displaced from their primary express roles and reassigned to regional passenger trains and lighter freight duties.[36] This transition reflected broader fleet modernization efforts, with the versatile but aging Class 110 proving suitable for less demanding secondary assignments across Germany's electrified network.[1] To enhance operational flexibility in regional services, Deutsche Bahn initiated upgrades for push-pull (Wendezug) control on select units starting in 1997. Approximately 30 locomotives, primarily from the later production batches (such as 110 399–420, 423–432, 434–460, 462–476, 478–510), were retrofitted during major overhauls, mainly at the Dessau works, using components salvaged from retired classes like 141, 215, and 216.[37] The first converted unit, 110 446 from Cologne, entered service in early 1997, with the program concluding by September 2001 with 110 469; these modifications eliminated the need for locomotive runarounds at terminals, improving efficiency and reducing spare unit requirements in short-haul operations.[37] Earlier plans for up to 131 conversions were scaled back due to rising costs and the impending introduction of successor classes like the 145 for regional traffic.[2] Post-2000, as maintenance demands increased and newer multi-purpose locomotives proliferated, Deutsche Bahn transferred over 30 Class 110 units to its AutoZug subsidiary, reclassifying them as Class 115 for specialized car-train services; examples include 110 459, which operated as 115 459 until around 2020.[38] Further reductions saw the active DB fleet shrink below 100 units by the early 2010s, with DB Regio ceasing general operations in February 2014 due to expired revision intervals and lack of planned overhauls.[2] By 2020, mainline passenger and freight duties for DB-owned units had largely ended, though a handful remained in shunting and heating roles at depots until their withdrawals.[39] Several units found new life with private operators after 2010, including transfers to TRI Train Rental (three locomotives, e.g., 110 469 for National Express regional diagrams in North Rhine-Westphalia as late as 2018), Centralbahn AG (two units), and others like BahnTouristikExpress and Euro Express for charter operations.[36] At least seven Class 110s entered private service overall, supporting occasional passenger workings and heritage events, while the total surviving fleet stood at 42 units by the late 2010s, with active numbers continuing to decline as of 2025; preservation efforts persist, including events organized by the Baureihe E10 e.V. in September 2025.[36][40]Current Status and Preservation
Retirement Timeline
The prototypes of the DB Class E 10, designated as E 10 001 to 005 and built in 1952, were retired between 1975 and 1978 due to their experimental nature and the need to focus on production series locomotives.[38] Withdrawals of the base Class 110 (formerly E 10.1) began in 2000 as these locomotives approached 40 years of service, with systematic phasing out accelerating in the 2000s; by 2014, most had been retired from primary DB operations, driven by rising maintenance costs after 50 years of age and replacement by modern universal electrics such as the Class 101. As of 2025, a number of locomotives continue in private commercial service, including examples with TRI Train Rental (e.g., E 10 1268, E 10 1309) and TeutoLok GmbH (e.g., E 10 350).[17][41][42] For the high-speed variants, Class 112 and 114 locomotives saw initial withdrawals starting in 1988, with 20 units from the 1960s production reclassified as Class 114 between 1988 and 1993 due to excessive wear on high-speed bogies, limiting their top speed to 120 km/h and hastening their obsolescence; full retirements for Class 114 concluded by 1993 as they were supplanted by more efficient regional units like the Class 146.[38][43] Class 113 units, derived from overhauled Class 112 locomotives and restored to 160 km/h capability, experienced staggered withdrawals through the 2000s and 2010s, but some remained in limited DB service until 2014, with ongoing operations by private operators extending into 2025 amid efforts to manage maintenance expenses.[38][44] The Class 115 subgroup, reclassified from Class 110 and 113 units for specialized auto-train duties at DB AutoZug, was fully retired from DB service by 2020, though several examples received life extensions for private railway operations starting in 2021, primarily due to the class's overall age exceeding 50 years and the shift to newer, lower-maintenance fleets.[45][46][38]Preserved Locomotives
Several prototype locomotives from the early production series have been preserved in major German railway museums. E 10 003, built by Henschel in 1952, is on static display at the DB Museum in Nürnberg, where it has been part of the collection since December 1984.[14] Similarly, E 10 005, another 1953 prototype manufactured by AEG, is preserved as a static exhibit at the DB Museum in Koblenz-Lützel, having been retired from service in 1978 and added to the museum's inventory thereafter.[47] These units represent the initial experimental phase of the class and are occasionally used for educational displays rather than operational heritage runs. Beyond the prototypes, approximately 20 locomotives from the E 10 series (primarily Classes 110 and variants) are designated for long-term museal preservation as of 2025, with a mix of static displays and operational capability for special events.[48] Key examples include E 10 121 and E 10 223, both in good static condition at various regional museums, and E 10 468, currently under restoration. Operational preserved units suitable for heritage operations number around three, such as 115 114 at the DB Museum and E 10 228 owned by DBK e.V. No major accidents have affected the preservation efforts for these locomotives in recent years. Private and heritage railway organizations maintain an additional 10-15 units, mostly from Classes 110 and 115, for excursion services and demonstrations. The Verein Baureihe E10 e.V., based in Rösrath, operates two such locomotives: 110 152-6 (formerly E 10 152), approved for service since 2010 and based at Koblenz-Lützel for special runs, and 110 300-1, restored to ocean blue/beige livery in 2015 and used for heritage events like the annual Einheitsloktage.[49][50] These groups, including DBK e.V. and others affiliated with regional museums, ensure the locomotives participate in public excursions without commercial duties. In the 2020s, preservation societies have undertaken targeted maintenance and restoration projects, particularly for Class 113 variants, to keep select units event-ready, such as upgrades to electrical systems and bodywork for occasional heritage deployments.[48] Overall, the preserved E 10 locomotives stand as enduring symbols of post-war German railway modernization, embodying the shift to standardized electric traction that powered the economic recovery era's rapid passenger services.[51]| Locomotive Number | Class Variant | Status | Location/Owner | Notes |
|---|---|---|---|---|
| E 10 003 | 110 (prototype) | Static | DB Museum Nürnberg | On display since 1984; educational exhibit.[14] |
| E 10 005 | 110 (prototype) | Static | DB Museum Koblenz-Lützel | Retired 1978; part of permanent collection.[47] |
| 110 152-6 | 110 | Operational | Baureihe E10 e.V. (Koblenz-Lützel) | Used for excursions; approved 2010.[49] |
| 110 300-1 | 110 | Operational | Baureihe E10 e.V. (Koblenz-Lützel) | Restored 2015; heritage events.[49] |
| 115 114 | 115 | Operational | DB Museum | Suitable for special runs.[48] |
| E 10 228 | 110 | Operational | DBK e.V. | Heritage operations.[48] |
| E 10 468 | 110 | Under restoration | Private preservation group | Aiming for operational status.[48] |