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OSE Class 120
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OSE Class 120
(Siemens Hellas Sprinter)
120 030 at Thessaloniki railway station, 22 May 2016
Type and origin
Power typeElectric
BuilderKrauss-Maffei -> Siemens Mobility
Munich-Allach
Build date1997 (001-006)
2004-2005 (007-030)
Total produced30
Specifications
Configuration:
​
 • UICBo′Bo′
Gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Wheel diameter1,250 mm (49.21 in)
Length:
​
 • Over couplers19,580 mm (64 ft 3 in)
Width3 metres (9 ft 10+1⁄8 in)
Loco weight80 t
Electric system/s25 kV 50 Hz AC Catenary
Current pickupPantograph
Train brakesElectrodynamic, Electropneumatic brake (Knorr-Bremse), Direct / Indirect Bremse
Performance figures
Maximum speed200 km/h (125 mph)
Power output5.066 MW (6,794 hp)
Tractive effort320 kN (72,000 lbf) (at startup)
225 kN (51,000 lbf) with 80 km/h (50 mph) (continuous)
Career
OperatorsHellenic Train, RailCargo Logistics Goldair (120 007)
Numbers001-030
Official nameHellas Sprinter
Delivered1998-2008

Hellenic Train Class 120, also known as Hellas Sprinter, is a class of electric locomotives operated by Hellenic Train. It is part of OSE's rolling stock. They were manufactured by Siemens and Krauss-Maffei in Germany.[1]

They are equipped with electric motors with a total power of 5000 kW and have been used in both passenger and freight trains on the Greek railways since 1999. It was the first and is currently the only class of fully electric locomotives of the Hellenic Railway Network and the main locomotives used between Athens and Thessaloniki. There are two other types of electric trains in the National Rail Network of Greece, the Siemens Desiro EMU (460 series) and the ΕΤR 470 (in service since 2022).

Origins

[edit]

The HellasSprinter, strongly resembles the first generation EuroSprinter (and therefore is considered as such by many), a series of electric locomotives that also operated on the DB AG, RENFE (Serie 252) and CP (Serie 5600) networks.[1]

In 1993, with the proclamation 2002/93, the Hellenic Railways Organization (OSE) held a tender for the supply of thermal and electrical locomotives, in the general context of the modernization of the normal amplitude network, and in the middle of a program for the renewal of engines, due to operating problems of its diverse and aging fleet. The collection included 25 diesel-electric locomotives, which constituted the series A.471 (Later 220) and 6 electric locomotives. The diesel locomotives have a continuous power of 2100 kW, while the electric ones 5000 kW. OSE's goal was low maintenance costs, low fuel / electricity consumption, line protection, heating of passenger trains, execution of commercial and passenger trains at a speed of 160 km / h for diesels and 200 for the electrics and the convertibility of diesels to electrics. The winners of the competition were Siemens and Krauss-Maffei for the electrics and ABB Henschel AG (later ADtranz, now Bombardier) for the diesels.[2]

In service

[edit]

The construction of the first unit was completed in 1997 and as soon as it completed its trials in Germany, it came to Greece, to be routed on the electrified line Thessaloniki - Eidomeni - Gevgelija. Another 5 units followed, and along with CFR 060-EA1-056, an electric locomotive leased from Romania, they began their service in 1998 on the said route, primarily hauling cross-border traffic into North Macedonia. Their locale extended between 2009 and 2018 towards Larissa, Domokos and eventually Athens and Piraeus. A follow-up order was delivered between 2004 and 2005, save for 120 008 which for unexplained reasons had stayed in Munich at the Siemens-Krauss Maffei workshops up to 2007, before entering service in 2008.

In 2019, with the completion of the new Piraeus-Platy line and the units being used on all Athens-Thessaloniki trains, some locomotives were painted with the new dark blue livery of TRAINOSE.[3] At the same time, in the same year, GAIAOSE announced the renovation of 120 001, 120 002, 120 003, 120 005, 120 006, 120 009, 120 013, 120 025 and 120 026.[4]

Accidents

[edit]
  • Sometime in 2000, unit Η564 derailed in the Paionia municipality on the Thessaloniki-Gevgelija line. Not much is known about the details of the accident but since then the unit has been placed into storage due to light accident damage.
  • On 28 February 2023, three units (120 022, 120 012, 120 023)[5] were destroyed in a head-on collision near Evangelismos, Larissa just outside the Tempe Valley, in a train accident that led to the deaths of 57 people and left over 85 people injured. 120 023 was hauling an Athens to Thessaloniki InterCity train at a speed estimated to be around 140 km/h when it collided with 120 012 and 120 022 hauling an intermodal train.

Fleet details

[edit]
Key: In service In storage Scrapped

List as per 20 July 2023, note it might contain some errors.

Original
number 		Works
number 		Builder Year built Depot allocation Livery Notes
Η561 20323 Krauss-Maffei, ABB 1997 Menemeni, Thessaloniki Original OSE
third logo variant 		Current running number 120 001.
Η562 20324 Krauss-Maffei, ABB 1997 Menemeni, Thessaloniki Original OSE
third logo variant 		Current running number 120 002.
Η563 20325 Krauss-Maffei, ABB 1997 Menemeni, Thessaloniki Original OSE
third logo variant 		Current running number 120 003.
Η564 20326 Krauss-Maffei, ABB 1997 Menemeni, Thessaloniki Original OSE
first logo variant 		Damaged in an accident at Paionia in 2000, has been in storage since.
Due to this, it has no UIC running number and is on temporary bogies.
Η565 20327 Krauss-Maffei, ABB 1997 Menemeni, Thessaloniki Original OSE
third logo variant 		Current running number 120 005.
Η566 20328 Krauss-Maffei, ABB 1997 Menemeni, Thessaloniki Original OSE
third logo variant 		Current running number 120 006.
120 007 20645 Siemens Mobility 2004 Menemeni, Thessaloniki Rail Cargo red Currently leased to Rail Cargo Austria's local division, Rail Cargo Logistics - Goldair SA
120 008 20646 Siemens Mobility 2004 Menemeni, Thessaloniki Original OSE

Hellenic Train logo

Sat in storage from 2004 to 2007 in Germany before entering service in Greece the next year.
120 009 20647 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 010 20648 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 011 20649 Siemens Mobility 2004 Menemeni, Thessaloniki Original OSE
second logo variant 		Placed on temporary bogies.
120 012 20650 Siemens Mobility 2004 Menemeni, Thessaloniki New OSE (blue)
Hellenic Train logo 		Destroyed in the Tempi train disaster on 28 February 2023.
120 013 20651 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 014 20652 Siemens Mobility 2004 Menemeni, Thessaloniki Original OSE

Hellenic Train logo

120 015 20653 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 016 20654 Siemens Mobility 2004 Menemeni, Thessaloniki New OSE (blue)
TrainOSE logo
120 017 20655 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 018 20656 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 019 20657 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 020 20658 Siemens Mobility 2004 Menemeni, Thessaloniki New OSE (blue)
TrainOSE logo 		First locomotive to wear the new TrainOSE livery since May 2019
120 021 20659 Siemens Mobility 2004 Menemeni, Thessaloniki New OSE (blue)
TrainOSE logo
120 022 20660 Siemens Mobility 2004 Menemeni, Thessaloniki Original OSE
Hellenic Train logo 		Destroyed in the Tempi train disaster on 28 February 2023.
120 023 20661 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown Destroyed in the Tempi train disaster on 28 February 2023
120 024 20662 Siemens Mobility 2004 Menemeni, Thessaloniki New OSE (blue)

Hellenic Train logo

120 025 20663 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 026 20664 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 027 20665 Siemens Mobility 2004 Menemeni, Thessaloniki Unknown
120 028 20666 Siemens Mobility 2004 Menemeni, Thessaloniki New OSE (blue)
Hellenic Train logo
120 029 20667 Siemens Mobility 2004 Menemeni, Thessaloniki New OSE (blue)
Hellenic Train logo
120 030 20668 Siemens Mobility 2005 Menemeni, Thessaloniki New OSE (blue)
Hellenic Train logo
[edit]
  • 120 001 (left) and Η565 (right) with original and UIC-compliant running numbers, Menemeni Depot, 2005
    120 001 (left) and Η565 (right) with original and UIC-compliant running numbers, Menemeni Depot, 2005
  • 120 006 (then H566) with the original OSE livery, Thessaloniki, 2002
    120 006 (then H566) with the original OSE livery, Thessaloniki, 2002
  • 120 016 with the revised OSE livery (noticing two variations of the new OSE logo) having arrived with a train from Belgrade at Thessaloniki, 2008
    120 016 with the revised OSE livery (noticing two variations of the new OSE logo) having arrived with a train from Belgrade at Thessaloniki, 2008
  • H564 placed in long term storage after the accident in Paionia, Menemeni, 2016
    H564 placed in long term storage after the accident in Paionia, Menemeni, 2016
  • 120 022 with the original livery and Hellenic Train logos at Athens station a few months prior to the accident at Tempi, 2023
    120 022 with the original livery and Hellenic Train logos at Athens station a few months prior to the accident at Tempi, 2023
  • 120 030 with the new TRAINOSE blue livery, 2020
    120 030 with the new TRAINOSE blue livery, 2020
  • View of the drivers controls
    View of the drivers controls
  • 120 030 With the Hellenic Train Blue Livery at Tithorea Station. 2024
    120 030 With the Hellenic Train Blue Livery at Tithorea Station. 2024

See also

[edit]
  • EuroSprinter
  • CP Class 5600 similar locomotives built at the same time for the Portuguese railways, operating only on 25 kV AC
  • Renfe Class 252 Similar locomotives built from 1991-1996 for the Spanish Railways

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

OSE Class 120

View on Grokipedia
from Grokipedia

The OSE Class 120, known as the Hellas Sprinter, comprises 30 Bo-Bo electric locomotives built by in collaboration with Krauss-Maffei for the (OSE), representing Greece's initial adoption of high-performance electric traction technology with deliveries commencing in 1999.
These lightweight units, constrained to a maximum of 20 tonnes and total weight of 80 tonnes to suit Greece's infrastructure, deliver 5,000 kW of continuous power and achieve a top speed of 200 km/h, enabling efficient hauling of passenger trains and freight on the 25 kV AC electrified network.
Produced in two batches—the first of six locomotives completed around 1997-1999 and the second of 24 units delivered from 2004 to 2005—the class marked a shift toward modern EuroSprinter-derived designs tailored for mixed-traffic duties, though operational challenges including underutilization and involvement in derailments have underscored limitations in maintenance and systemic rail safety.
Originally classified under OSE's H.560/H.561 series, the locomotives transitioned to operations in 2017, continuing service primarily on key routes like Athens-Thessaloniki despite fleet storage issues and accident-related withdrawals.

Development and Procurement

Design Origins

The OSE Class 120 locomotives, branded as Hellas Sprinter, trace their design origins to ' family, a modular platform conceived in 1993 through collaboration with Krauss-Maffei to enable cost-effective customization for diverse European rail systems using standardized components. This approach emphasized adaptability in power systems, traction equipment, and structural elements, drawing from prior developments in three-phase asynchronous motor technology for high-performance traction. The specific Hellas Sprinter variant derives directly from the prototype within the lineup, with mechanical construction handled by Krauss-Maffei and electrical systems by . Adaptations for Greek operations included a reduced continuous of 5,000 kW to balance performance with infrastructure limits, a total weight of 80 tonnes—the lightest in its power class—to comply with restrictions of 20 tonnes per axle on OSE bridges and tracks, and compatibility with 25 kV 50 Hz AC overhead . The Bo'Bo' and lightweight body facilitated a maximum speed of 200 km/h while prioritizing reliability in mixed passenger and freight duties. This modular foundation enabled to engineer and deliver the initial six-unit batch within approximately two years of contract award in 1996, minimizing development risks by integrating proven subsystems such as water-cooled IGBT-based traction converters and self-ventilated asynchronous motors. The design's emphasis on interchangeability supported subsequent expansions, though early units highlighted the platform's sensitivity to non-standard national adaptations, influencing later refinements in and dynamics for Hellenic networks.

Procurement and Siemens Bribery Scandal

The (OSE) initiated procurement of the Class 120 locomotives, known as Hellas Sprinters, to modernize its fleet with electric traction amid plans for network electrification. In 1996, OSE placed an initial order for six units from a led by and Krauss-Maffei, with deliveries commencing that year and completing by 2001. By late 1997, OSE awarded a follow-on contract for 24 additional units, incorporating local production elements through cooperation with Hellenic Halyvourgia, and these were delivered between 2004 and 2005, bringing the total to 30 locomotives. The acquisitions aimed to support freight and passenger services on electrified lines, though critics later highlighted mismatches with incomplete electrification coverage at the time, limiting early utilization. These procurements occurred during a period of documented involving ' Greek operations, part of the company's global bribery scheme exposed in 2006. systematically paid bribes to foreign officials, including in , to secure public contracts, budgeting €10-15 million annually for such activities there from the onward. In the Greek context, investigations revealed bribes totaling up to €100 million to influence state deals, with specific evidence of payments to OSE officials to favor in railway contracts. The scandal, uncovered amid ' €1.3 billion in suspect payments across from 1999-2006, implicated high-level executives and led to U.S. and German fines exceeding $1.6 billion against the firm in 2008 for violations. Greek probes into OSE-specific corruption tied to highlighted procurement irregularities, including overvalued or rushed contracts that strained finances, though direct indictments for the Class 120 deal remain limited in records. In 2012, settled civil claims against for €270 million, clearing the company to bid on future projects despite ongoing criminal inquiries into recipients. The episode exemplified broader institutional vulnerabilities in Greek procurement, where from parliamentary and judicial reviews points to arrangements rather than competitive merit, contributing to inefficiencies in rail infrastructure development. No senior OSE executives faced conviction specifically for the locomotive orders, but the eroded trust in the process and fueled retrospective critiques of the fleet's cost-effectiveness given persistent under-electrification.

Initial Orders and Delivery Timeline

In January 1996, the Hellenic Railways Organisation (OSE) placed an initial order with Siemens for six electric locomotives of what would become Class 120, marking the first procurement of high-performance electric units for the Greek network. These units, initially numbered H 561 to H 566, were designed and constructed by Siemens-KraussMaffei in Munich-Allach, with delivery completed within 17 months of the order in November and December 1997. By the end of 1997, OSE issued a follow-up order for 24 additional locomotives to expand the class, bringing the total fleet to 30 units. Production of this second batch, numbered 120 007 to 120 030, was originally intended to involve collaboration with Hellenic Shipyards but proceeded entirely at ' Munich-Allach facility due to partner financial and organizational constraints. Deliveries for the second batch faced multiyear delays stemming from production and contractual issues, with the first unit (120 007) outshopped in August 2004 and transported to via for weighing en route. The remaining units followed progressively, with full completion by November 2005, after which the locomotives received UIC-compliant numbering as 120 001 to 120 030.

Technical Specifications

Electrical and Mechanical Features

The OSE Class 120 locomotives operate on a 25 kV 50 Hz AC electrification system, drawing single-phase power from overhead lines standard in . This power is processed through onboard converters to supply three-phase to the traction motors. The locomotives feature four asynchronous AC traction motors, delivering a continuous power output of 5,000 kW. Mechanically, the Class 120 employs a Bo'Bo' arrangement with two two- bogies, suitable for standard-gauge tracks at 1,435 mm. The overall length measures 19.58 , with a center distance of 9.9 , and the total service is 80 tonnes. Designed for a maximum speed of 200 km/h, they achieve a starting of kN, enabling effective haulage of both passenger and freight trains. The body structure, derived from the platform, incorporates a self-supporting frame with minor adaptations for Greek operational needs, such as the absence of rear mirrors.

Performance and Capabilities

The OSE Class 120 locomotives deliver a continuous power output of 5,000 kW from four three-phase asynchronous traction motors, enabling efficient operation under Greece's 25 kV 50 Hz AC system. This power rating supports versatile deployment, with a maximum operating speed of 200 km/h designed primarily for passenger services on upgraded lines. Starting reaches 300 kN, allowing the 80-tonne Bo'Bo' locomotives to accelerate freight trains effectively on gradients typical of Greek , while the facilitates rapid attainment of line speeds for hauls. In practice, these capabilities have enabled mixed-traffic use, including towing heavy freight consists on electrified mainlines and pulling express formations, though actual performance is constrained by limitations such as signaling and track conditions rather than locomotive limits. The locomotives incorporate , which recovers energy during deceleration to improve overall efficiency, particularly beneficial for frequent stop-start operations in passenger roles. Electric train heating and advanced control systems further enhance capabilities for comfort in passenger service, with the prioritizing reliability for extended runs across Greece's varied .

Adaptations for Greek Infrastructure

The OSE Class 120 locomotives, derived from the ES 64 P platform, incorporate modifications to align with the structural and operational constraints of Greek railway infrastructure, including track strength, standards, and signaling compatibility. A primary adaptation is the reduced total weight of 80 tonnes, lower than the 86-88 tonnes typical of comparable variants, yielding an of 20 tonnes to prevent excessive stress on Greek tracks and bridges, which often feature varying load capacities due to historical construction and maintenance practices. This lighter design facilitates operations on routes with mixed freight and passenger traffic, where infrastructure upgrades have been gradual. Power output was calibrated at 5,000 kW, a de-rated figure from higher-capacity models, to match the traction demands of Greece's electrified lines while respecting speed limits and gradient profiles, such as those on the Athens-Thessaloniki corridor with its hilly sections. The locomotives are equipped for Greece's standard 25 kV 50 Hz AC overhead , with pantographs suited to the local geometry and wire heights. Signaling integration is tailored exclusively for Hellenic systems, lacking multi-national homologation features found in export variants, to interface with OSE's legacy train control and protection mechanisms predominant at delivery in the late 1990s and early 2000s. Cab adaptations include reshaped side windows for improved peripheral visibility on curvy Greek alignments, dual upper headlights for enhanced forward illumination in variable weather, and omitted rear mirrors, reflecting route-specific operational priorities. These changes support a maximum speed of 200 km/h on upgraded sections while ensuring reliability across the 1,435 mm standard gauge network.

Operational History

Early Deployment and Infrastructure Challenges

The first batch of six OSE Class 120 locomotives, delivered by Siemens-Krauss-Maffei in 1997, underwent trials in before transfer to , entering regular service in 1999 primarily on electrified segments of the Athens- main line for passenger and freight duties. Operations were initially restricted to the limited electrified network, which at the time encompassed only partial sections of key corridors, such as Athens northward to approximately Inoi or further in stages, necessitating hybrid diesel-electric workings for complete routes. Infrastructure constraints significantly hampered early deployment, including incomplete catenary installations prone to reliability issues and track geometries with tight curves and low permissible speeds that prevented exploitation of the locomotives' 200 km/h design capability, often limiting actual operations to 120-160 km/h. Signaling systems, largely manual or semi-automatic, lacked integration with the advanced onboard diagnostics of the Class 120, contributing to operational inefficiencies and concerns amid OSE's organizational challenges. A second batch of 24 units arrived between 2004 and 2005, but persistent underutilization persisted due to the slow pace of network , with the full 500 km Athens-Thessaloniki line not achieving complete electric operation until , leaving many locomotives in storage or low-intensity service. Maintenance demands for the sophisticated three-phase asynchronous drive systems strained OSE's facilities and expertise, exacerbating downtime and costs in an era of fiscal . These factors underscored a mismatch between the high-performance locomotives and Greece's underdeveloped rail infrastructure, delaying realization of their intended universal traction role.

Shift to Passenger and Freight Roles

The OSE Class 120 locomotives, upon delivery of the initial six units in November-December , commenced operations primarily on the electrified Thessaloniki-Idomeni line to the former Yugoslav border, hauling both international passenger trains and freight services amid ongoing infrastructure limitations. This early phase was constrained by incomplete and compatibility issues with Greek track gauges and signaling, restricting widespread deployment. The procurement of a second batch of 24 locomotives between September 2004 and November 2005 enabled a broader transition to mixed-traffic roles across expanding electrified corridors, including domestic routes toward and Domokos. These units, with a top speed capability of 200 km/h and 5,000 kW power output, proved suitable for passenger workings, such as Thessaloniki- expresses, while also handling heavy freight loads on lines like -Tithorea. By the mid-2000s, operational data indicated routine assignments to passenger consists requiring higher acceleration and reliability compared to legacy diesel traction. Under Hellenic Train's management following the privatization of TrainOSE, the full fleet of 30 units solidified its dual-role emphasis, with examples like locomotive 120-022 documented in both passenger hauls in early 2023 and subsequent freight duties. This adaptability addressed prior underutilization stemming from economic downturns and delayed maintenance, though fleet availability remained challenged by accidents and storage of damaged units. Freight applications focused on bulk commodities via northern corridors, while passenger services prioritized electrified mainlines for efficiency gains over older classes.

Electrification Completion and Expanded Use

The electrification of the – railway line, spanning 500 km, was fully completed in early 2019, with electric services commencing on the final Leianokladi–Domokos section by February of that year. This milestone addressed prior limitations that confined Class 120 locomotives to shorter electrified segments, such as the –Idomeni border line, where they had operated since the late 1990s primarily for freight and limited passenger duties. With the infrastructure upgrade, expanded Class 120 deployments to haul passenger trains on the upgraded main line, achieving operational speeds of up to 200 km/h. Examples include IC55 services between and , leveraging the locomotives' 5,000 kW power output for efficient long-distance operations. Freight utilization also increased on electrified corridors, reducing reliance on diesel alternatives and improving overall fleet efficiency following periods of storage and underutilization in the 2010s. Subsequent electrification efforts, such as the Kiato–Aigio section opened in , further broadened the locomotives' scope to regional passenger and mixed-traffic roles across 's expanding 25 kV AC network. By 2024, Class 120 units remained integral to Hellenic Train's operations on key routes, supporting higher service frequencies amid ongoing infrastructure modernization.

Incidents and Criticisms

Major Accidents

The most prominent accident involving OSE Class 120 locomotives was the on 28 February 2023 near Tempi in central Greece, which claimed 57 lives and injured dozens more, marking the deadliest rail disaster in the country's history. The northbound from to , consisting of locomotive 120-023 hauling passenger coaches, collided at high speed with a southbound powered by locomotives 120-022 and 120-012. Both trains were traveling on the same track for several kilometers due to a signaling error, with the passenger train unable to stop in time. The impact caused , , and structural failure of the leading locomotives and forward cars, rendering 120-023, 120-022, and 120-012 beyond repair. An earlier derailment incident occurred in 2000 at Paionia station, where H564 (later renumbered in the 120 series) left the tracks, sustaining damage that led to its indefinite storage without return to service. No fatalities were reported from this event, which involved operational factors at the station but lacked the systemic signaling failures seen in Tempi.

Operational Shortcomings and Underutilization

The OSE Class 120 fleet has experienced significant underutilization, with not all 30 procured units actively deployed due to limited operational needs and leasing arrangements by operators such as TrainOSE and later . In 2017, reports indicated that multiple locomotives were stored without assignment at depots including , reflecting reduced rail traffic volumes amid Greece's economic constraints and incomplete network electrification at the time of initial deliveries. This surplus stemmed from ambitious amid a that influenced contracts, yet subsequent infrastructure delays and fiscal austerity limited full deployment. Operational shortcomings include recurrent wheel profile issues, which have compromised reliability and prompted derating of maximum speeds to mitigate wear and risks. These mechanical problems, combined with broader challenges in the Greek rail system, have led to intermittent withdrawals for repairs, further exacerbating underuse. Certain units, such as those involved in derailments like the 2016 Paionia incident, have been relegated to long-term storage on auxiliary bogies, reducing the effective fleet availability. Systemic factors, including deferred upgrades and inconsistent progress, have historically constrained the locomotives' high-power capabilities on non-electrified or substandard sections.

Economic and Managerial Critiques

The of the OSE Class 120 locomotives, manufactured by as derivatives and delivered between 1996 and 1998, occurred amid widespread scandals involving Siemens Hellas and Greek public entities, including railway contracts. Siemens faced allegations of paying bribes totaling up to €100 million to secure state deals, contributing to an estimated €2 billion economic loss to through inflated contract values and inefficiencies. While linking bribes to the Class 120 tender is limited, the contemporaneous Siemens-OSE interactions raised concerns over procurement integrity, with parliamentary probes highlighting systemic graft that undermined competitive bidding and value for money. Economically, the 30-unit fleet represented a significant capital outlay—estimated in the hundreds of millions of euros—yet yielded suboptimal returns due to prolonged underutilization. Delivered when only about 20% of the Greek network was electrified, the locomotives, requiring 25 kV AC overhead lines, operated at reduced capacity for over a decade, with many stored idle amid incomplete upgrades. This mismatch exacerbated OSE's chronic , which reached €12 billion by 2010 (equivalent to 5% of GDP), as fixed costs for and storage accrued without proportional from traffic. Utilization rates remained low even post-2010s electrification expansions, averaging below optimal levels for high-speed electric locos, reflecting poor compared to diesel alternatives that could have bridged infrastructure gaps. Managerially, OSE's decision to prioritize advanced electric ahead of network-wide exemplified flawed sequencing and oversight, prioritizing prestige projects over pragmatic integration. Critics attribute this to entrenched and bureaucratic inertia within OSE, where decisions favored politically connected suppliers like without rigorous cost-benefit assessments tied to timelines. The resultant operational silos—evident in delayed deployment and ad-hoc shifts to freight roles—amplified inefficiencies, with fleet management hampered by understaffing and fragmented responsibilities post-privatization to [Hellenic Train](/page/Hellenic Train) in 2017. Such lapses contributed to broader railway underperformance, including route suspensions for unviable lines, underscoring a failure to align acquisitions with fiscal realities and demand forecasts.

Fleet and Maintenance

Current Fleet Details

The OSE Class 120 fleet consists of 30 electric locomotives owned by the (OSE). leases a portion for passenger services, including trains on electrified routes such as to , while freight operators like Rail Cargo Logistics Goldair utilize others for cargo haulage on lines to Idomeni and Domokos. As of December 2022, 18 of the 24 later units (numbered 120 007 to 120 030) were reported active, primarily for mixed-traffic duties. The Tempi collision on 28 February 2023 resulted in the destruction of at least one unit, 120 022, which was hauling the involved , with a second locomotive, 120 021, also likely written off due to severe damage. Earlier prototype units (originally H 561–566, later partially renumbered to 120 001–006) include operational examples like 120 006, though some, such as H 564, have been in storage since accidents dating back to 2000. Several locomotives have undergone refurbishments, including repainting in Hellenic Train's blue livery, as evidenced by unit 120 030 operating in this scheme as late as March 2024. Continued sightings in 2025 confirm the class's role in both passenger and freight operations amid Greece's ongoing rail electrification efforts. Many non-active units are stored at depots like Menemeni near , reflecting surplus capacity relative to current demand on the electrified network.

Liveries and Refurbishments


The OSE Class 120 locomotives, known as Hellas Sprinters, were delivered between 1996 and 2001 in the original OSE livery, which featured a design typical of Greek state railway electric locomotives at the time. Initially numbered as H 561 to H 590, some units retained this scheme into the early 2000s while others transitioned to UIC-compliant numbering as Class 120 001 to 120 030, often accompanied by minor livery updates including revised OSE logos. A revised OSE livery appeared on units like 120 016 by 2008, incorporating variations of the updated OSE logo. In 2009-2010, units 120 001-003 and 120 005-006 underwent overhauls that included repainting in a yellow and light grey scheme with new OSE logos and UIC numbers, marking the primary refurbishment effort for the early batch to extend and align with . These overhauls focused on rather than extensive upgrades, with no fleet-wide modernization programs documented subsequently. Under TrainOSE operations from 2017, select locomotives received a new livery starting in 2019, as seen on 120 016 hauling expresses, featuring a body with white accents for enhanced branding visibility. This scheme persisted after TrainOSE's rebranding to in 2022, with units like 120 030 operating in the Hellenic Train variant by 2024, reflecting operator transitions rather than technical refurbishments. Not all units adopted the livery, with some retaining earlier schemes until withdrawal or accident-related storage.

References

  1. https://railcolornews.com/2017/02/24/gr-thessaloniki-2017-hellasspinters-with-no-purpose/
  2. https://www.elektrolokarchiv.de/index.php?nav=1404929&lang=1
  3. https://www.trainsdepot.org/en/vehicle/3148/class-120-hellassprinter
  4. https://www.siemens.com/global/en/company/about/history/technology/transportation-technology/rail-transportation.html
  5. https://www.reddit.com/r/trains/comments/1mstlic/imagine_how_much_money_was_wasted_on_those/
  6. https://www.propublica.org/article/siemens-bribery-1220
  7. https://www.ekathimerini.com/opinion/58610/corruption-derails-state-railways/
  8. https://www.sec.gov/news/press/2008/2008-294.htm
  9. https://www.justice.gov/archive/opa/pr/2008/December/08-crm-1105.html
  10. https://www.corpwatch.org/article/forgiving-siemens-unraveling-tangled-tale-german-corruption-greece
  11. https://www.industryweek.com/the-economy/regulations/article/21952675/siemens-reaches-settlement-with-greece-over-bribery-scandal
  12. https://locomotivedata.com/trains/siemens/ose-120
  13. https://mefyxaxyhy.files.wordpress.com/2018/11/mumyz_mys_t_gag.pdf
  14. https://en-academic.com/dic.nsf/enwiki/11841590
  15. https://www.researchgate.net/publication/342040219_Investigation_into_the_electrification_of_Greek_rail_network_energy_and_CO2_considerations
  16. https://www.railwaygazette.com/in-depth/greece-rail-revival-struggles-to-gain-momentum/63220.article
  17. https://europeanfocus.eu/greek-railways-from-bad-to-worse-trains-in-europe/
  18. https://railcolornews.com/2019/05/17/gr-electrification-of-athens-thessaloniki-completed-new-design-hellassprinter-express-train/
  19. https://www.railjournal.com/regions/europe/greece-electrified-athens-thessaloniki-upgrade/
  20. https://www.nic.funet.fi/index/railways/Greece/electric/index.html
  21. https://www.npr.org/2025/02/27/g-s1-50918/greece-train-crash-tempi-protests
  22. https://www.harsia.gr/wp-content/uploads/2025/02/EODASAAM_Accident_Investigation_Tempi-1.pdf
  23. https://www.railwaygazette.com/comment-greek-train-crash-highlights-a-tragic-system-failure/63795.article
  24. https://mx-schroeder.medium.com/new-guy-old-problems-the-2023-tempi-greece-train-collision-f227ac194b57
  25. https://www.nytimes.com/2010/07/21/business/global/21rail.html
  26. https://www.railcolornews.com/2017/02/24/gr-thessaloniki-2017-hellasspinters-with-no-purpose/
  27. https://www.ekathimerini.com/news/69220/ose-to-cut-some-35-costly-routes/
  28. https://www.railfaneurope.net/list/greece_ose.html
  29. https://www.modellingcentre.gr/en/portfolio/goldair-ose-locomotive
  30. http://www.railfaneurope.net/list/greece_ose.html
  31. https://www.railroadpics.net/photo/10741/Siemens-ES-64-P_120-030
  32. https://www.youtube.com/watch?v=NZJ0JHNYiUY
  33. https://railcolornews.com/2019/05/31/gr-expert-in-the-picture-trainoses-hellasprinter-in-new-livery/
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