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Eurosprinter
ÖBB Class 1016 (ES 64 U) with EuroCity train
Type and origin
Power typeElectric
BuilderKrauss-Maffei, Siemens
ModelES 64 F
ES 64 F4
ES 64 U
Build dateF: 1996–2001
F4: 2003–present
U: 2000–present
Total producedF: 170
F4: 100+
U: 360+
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) (Portugal)
Length19.58 m (64 ft 2+7⁄8 in)
Loco weight86–87 tonnes
(84.6–85.6 long tons; 94.8–95.9 short tons)
Electric system/s25 kV 50 Hz AC, 15 kV AC, 3 kV DC
Current pickupPantographs
Traction motorsFour
TransmissionElectric
MU workingYes
Loco brakeAir and electric
Train brakesAir
Safety systemsSifa, PZB, ETCS, LZB, various
Performance figures
Maximum speed
  • U:
  • 230 km/h (143 mph)
  • F/F4:
  • 140 km/h (87 mph)
Power output6,400 kW (8,580 hp)
Tractive effort300 kN (67,400 lbf)

The EuroSprinter family of electric locomotives is a modular concept of locomotives for the European market built by Siemens Mobility. The internal Siemens product name is ES 64, with ES for EuroSprinter and the number 64 indicating the 6,400 kW power at rail.

Additional information is given in the name on the usage (U as universal, P as prototype and F as freight) and on the number of electric power systems supported (e. g. 2 as two types, 4 as all four systems[1] commonly used in Europe).

Development

[edit]
Locomotive of Class 127 in Ingolstadt

The first prototype ES 64 P was built in 1992, as Deutsche Bahn AG was expected to issue a large order of locomotives as a replacement for the ageing Einheits-Elektrolokomotiven. The external appearance was similar to the earlier Siemens/Krauss-Maffei made dual voltage Spanish RENFE Class 252, delivered in 1991, which in turn used three phase asynchronous drive technology introduced with the DB Class 120.[2][3] The prototype was used for extensive tests in some countries in Europe (Norway, Spain, Portugal, Germany).[citation needed] The prototype was given the DB reporting name Class 127. It is still[when?] in service with Dispolok,[citation needed] a formerly Siemens-owned locomotive pool for on-hire use.

Standard types

[edit]

ES 64 F

[edit]
DB AG Class 152

The ES 64 F is an electric freight locomotive with 6,400 kW (8,600 hp) power and a top speed of 140 km/h (87 mph). Though it is equipped for passenger services, it is exclusively used for freight trains. It was introduced to Deutsche Bahn AG as Class 152 in 1996 and today is operated by DB Schenker Rail. Its main role is to replace the older Class 150 and Class 151 locomotives on heavy freight trains. The original German order of 195 units was reduced to 170, as the ÖBB decided that the track forces generated as a result of using nose-suspended traction motors exceeded standards and refused to certify them for use in Austria. Instead, DB AG changed the remaining 25 locomotives to Siemens model ES 64 U2 which were assigned as Class 182.

With Class 152 DB AG abandoned the CoCo wheel arrangement of the class 150 and 151; with the new digitally controlled anti wheel-slip control the tractive effort should be brought to bear more reliably: nonetheless, some engine drivers argue that in autumn, due to greater power and lighter weight, especially with slippery tracks, heavy trains are hard to accelerate.

ES 64 F4

[edit]
DB AG Class 189
A PKP EU45 at Břeclav.

The ES 64 F4 is an electric freight locomotive with 6,400 kW (8,600 hp) power and a top speed of 140 km/h (87 mph), in Germany the reporting name is Class 189. It is also equipped for passenger service, but seldom used in that role. ES 64 F4 is equipped for all four electric systems commonly used in Europe (15 and 25 kV AC, 1.5 and 3 kV DC). Because limited space inhibits installation of all safety systems, Class 189 is equipped with various packages giving partial European coverage, e. g. Germany and Switzerland. The braking system includes an electrical energy recovery system.

As well as being in service with Deutsche Bahn AG as Class 189, it is also utilized by SBB as Class Re 474 and in service with PKP as class EU45. Some units are available to let from the Dispolok locomotive pool.

ES 64 U (Taurus)

[edit]
DB AG Class 182
PKP Intercity Class EU44

Based on the Eurosprinter concept the ES 64 U was developed as a universal electric locomotive with a top speed of 230 km/h (140 mph). The series ES 64 U is only capable of operating on the 15 kV 16.7 Hz AC supply. It is in service in Austria with ÖBB as Class 1016. Unlike the F series, all U series are equipped with quill drive instead, thus reducing the track forces.[4] The ÖBB assigned the protected name Taurus to Class 1016 (and later to the Classes 1116 and 1216); since then all ES 64 U+ series are widely known as 'Taurus' locos.

The ES 64 U2 can also operate on 25 kV 50 Hz AC. It is operated by ÖBB as Class 1116, by Deutsche Bahn AG as Class 182 and as well as by MÁV as Class 470 and as a hire locomotive from Dispolok. The Hungarian-Austrian company GySEV (Győr-Sopron-Ebenfurth Railway Corp) operates these units as Class 1047.

All four European electric systems can be used by the ES 64 U4. Its electric components are mostly identical to those of ES 64 F4. The four-system series (with the 1500 V capability disabled within the software) are currently used in Austria by ÖBB and the private operator Rail Traction Service as Class 1216, in Slovenia by Slovenske železnice (SŽ) as Class 541 and in Poland by PKP Intercity (PKP IC) as Class EU44 "Husarz". In Italy RFI assigns it the classification E 190.[5]

Start-up sound of the ES 64 U2 (Taurus) locomotive.

ES64 U and ES 64 U2 locomotives have become notable for the musical-sounding notes, said to resemble an alto saxophone, produced when a train is moving off. The sound comes from the traction converters (German: Stromrichter)[6] and its duration/speed is dependent on the selected acceleration. ES 64 U4 locomotives do not produce this sound.

Driver's desk controls of ES 64 U2 of the ÖBB.

A version of the ES 64 U4 was delivered to the Vogtlandbahn of Germany with the designation Class 183. Although the body is the same as any other ES 64 U4 locomotive, it is dual supply and can only operate on the German 15 kV 16.7 Hz AC and the Czech 25 kV 50 Hz AC systems. Even though these locomotives are only equipped to operate under AC power supplies like the DB Class 182, they received a new class designation because they meet the revised EU Driver Protection Standards which required significant structural changes: these include the entrance doors, from one on each side nearer to the middle of the locomotive to two on each side directly into the locomotive cab.

On 2 September 2006 the locomotive 1216 025-5 (prior to delivery to ÖBB) set a new world record for conventional electric locomotives, when, during the trials near Nürnberg, it reached a top speed of 357 km/h (222 mph).[5] The locomotive was not modified for the record. Since then, this type has become the fastest locomotive in the world.

CP 4700 at Porto-Campanhã

Derivatives

[edit]

Portuguese CP Class 4700

[edit]
Main article: CP Class 4700

Also called EuroSprinter ES46B1 are rated at 4,700 kilowatts (6,300 hp); these 25 engines use the new Siemens safety cab (later used on Vectron). They are mostly used on freight trains.

Belgian SNCB/NMBS Class 18

[edit]
Main article: NMBS/SNCB Class 18 (Siemens)
A SNCB Class 18

Also called EuroSprinter ES60U3,[7] these 120 engines, also featuring the new Siemens safety cab are rated at 6,000 kilowatts (8,000 hp) instead of 6,400 due to the heavier cab, the high-speed bogies (200 kilometres per hour (120 mph)) and the multi-system equipment.[8] They are used by NMBS/SNCB on passenger trains only. 24 of them, forming Class 19, are used in fixed consists on M6 rail cars with a GF automatic coupling in order to combine two sets together.

Danish Class EG

[edit]
Class EG in the former DSB livery

For the newly built crossing of the Danish straits (Great Belt Fixed Link) the Danske Statsbaner ordered 13 units of the Class EG which were delivered from 1999 to 2000. Based on the Eurosprinter concept, the wheel arrangement was modified to Co'Co' in order to ensure maximum tractive effort on the ramps. The tractive effort with this class is 400 kN (90,000 lbf) instead of the usual 300 kN (67,000 lbf), with an overall length of 20.95 m (68 ft 9 in). This type is closest in design to a second generation ES 64 F2, capable of operating under 15 kV and 25 kV AC. [9]

Greek Class 120

[edit]
Main article: OSE class 120
Greek HellasSprinter locomotive.

The OSE Class 120 is the first electric locomotives in service in Greece. From 1996 to 2001 a total of 30 class 120 were delivered. The concept is mostly identical the ES 64 P prototype, with changes to the power (5,000 kW or 6,700 hp) and the electric system (25 kV AC).

China Railways DJ1

[edit]
Main article: China Railways DJ1
DJ1-0003 on Datong–Qinhuangdao railway

The Chinese Ministry of Railways purchased 20 units of type DJ1 freight locomotives, in which the design is based on second generation of EuroSprinter platform, from a joint venture formed by Siemens and Zhuzhou Electric Locomotive Works in 1997. Each 8 axle 2(Bo'Bo') locomotive consists of two coupled single cab 4 axle units.

China Railways HXD1

[edit]
Main article: China Railways HXD1
HXD10151 on Datong–Qinhuangdao railway

Initially named DJ4, successor of the DJ1, with more powerful traction motors, higher traction effort and IGBT traction inverters. These locomotives were mainly used for running freight schedules of the Daqin Railway.

China Railways HXD1B

[edit]

On August 18, 2007, Siemens and Zhuzhou won a contract from the Ministry of Railways to build 500 Co'Co' EuroSprinter-based locomotives, at the time of production the locomotives are amongst the most powerful in the world in commercial production with a power of 9.6 MW (12,900 hp).[10]

Korail 8100, 8200

[edit]
Korail 8100 locomotive
Korail 8200 locomotive
Main article: Korail Class 8200

Since 2000, Korea Railroad Corporation (Korail) has continuously built ES64Fs to replace older class 8000 ELs. The Korail 8000 class electric locomotives are powerful but too slow (85 km/h or 53 mph maximum) to operate for general passenger train. Currently, 85 ES64F variants are built (2 of Class 8100 and 83 of Class 8200).

These new 8100s and 8200s are operating on major Korail lines, including Gyeongbu, Honam, and Jungang Line.

Amtrak Cities Sprinter (ACS-64)

[edit]
Amtrak ACS-64
Main article: Amtrak Cities Sprinter

The ACS-64 (Cities Sprinter) design is based on the EuroSprinter, but with substantial modifications to meet United States safety standards including crumple zones and an improved safety cage for the driver. It supports all three catenary voltages used in the northeast U.S. (Amtrak's 25 Hz Traction Power System, Amtrak's 60 Hz Traction Power System & Electrification of the New York, New Haven and Hartford Railroad), which is the only region with substantial intercity electrification.[11]

Developments

[edit]
Main article: Vectron (locomotive)

In 2010 Siemens announced a successor design, named 'Vectron' incorporating design features of both the Eurosprinter, and Eurorunner locomotives, initially available only in an electric version. The Eurosprinter design is to be continued to be offered by Siemens as well in the short term.[12]

Accidents and incidents

[edit]
Main article: 2023 Voorschoten train crash

On 4 April 2023, a DBAG Class 189 locomotive was hauling a freight train that collided with a road-rail crane obstructing the line at Voorschoten, South Holland, Netherlands. The crane landed in the path of a passenger train operated by a NS VIRM unit. The passenger train was derailed. One person was killed and 30 were injured.[13][14]

See also

[edit]
Wikimedia Commons has media related to Siemens EuroSprinter.

References

[edit]

Sources

[edit]
  • Baur, Karl Gerhard (2003). TAURUS - Lokomotiven für Europa. Freiburg: Eisenbahn-Kurier-Verlag. ISBN 978-3-88255-182-2.
  • Pedersen, Bo Oldrup; Jörgensen, Ole Aaboe; Pröll, Günther. Co'Co'-Zweifrequenzlokomotive EG 3100 für Danske Statsbaner. München: Oldenbourg.
  • Inderst, Markus (2002). "Europalok auf Rampenstrecken. Neue DB-Baureihe 189". Lok Magazin. 41 (255): 28. ISSN 0458-1822.
  • Koschinski, Konrad (January 2003). "Taurus & Hercules - DB-182, ÖBB-1016/1116, MAV-1047.0, GySEV-1047.5, Siemens-Dispolok, ÖBB-2016. Sonderausgabe". Eisenbahn Journal. ISSN 0720-051X.
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

EuroSprinter

View on Grokipedia
from Grokipedia
The EuroSprinter is a family of modular electric locomotives designed and manufactured by for the European rail market, featuring adaptable configurations for various voltage systems and operational needs in both freight and passenger services. Introduced in the as a versatile platform to meet diverse European requirements, the EuroSprinter platform emphasizes in components like bogies, traction systems, and control electronics to reduce costs and simplify maintenance across borders. In 1993, a from the family achieved a world for rotary-current locomotives at 310 kilometers per hour, highlighting its advanced engineering capabilities. Key variants include the ES64U2, a dual-voltage model (15 kV 16.7 Hz AC and 25 kV 50 Hz AC) developed for with a maximum power output of 6,400 kW and top speed of 230 km/h, and the ES64U4, tailored for Italian operations with similar power but a maximum speed of 160 km/h for freight. These locomotives have been widely adopted by operators such as , , and SNCB, with over 1,500 units ordered by 2010 and nearly 2,000 built worldwide for cross-border and national services. The platform's success led to adaptations beyond , including the ACS-64 model for in the United States, but it was eventually succeeded by ' Vectron series starting in 2010, which builds on EuroSprinter's modular principles with enhanced digital features and multi-system compatibility.

Development and History

Origins and Prototypes

In the early , Transportation Systems initiated the EuroSprinter project to address the growing need for standardized, multi-purpose electric locomotives across Europe's diverse rail networks, following the liberalization of the rail market and the push for interoperability. The modular design concept allowed for adaptable configurations to meet varying voltage systems and operational requirements while maintaining a common platform for cost efficiency and maintenance standardization. This approach built on prior developments, such as the three-phase propulsion technology proven in the Class 252 locomotives delivered starting in 1991. The project formally began in 1991, culminating in the unveiling of the first , designated ES 64 P (also known as Class 127 under reporting), in 1992. Constructed by in partnership with Krauss-Maffei, the served as a demonstrator targeted at major operators like , which was seeking replacements for aging fleets. From 1992 to 1996, the underwent extensive testing on several European networks, including those in , , , , and , to validate performance under real-world conditions such as varying gradients, speeds, and electrification standards. These trials covered load-haul simulations, , and assessments, accumulating thousands of kilometers to refine the . During these trials, the set a world for three-phase AC at 310 km/h in 1993. The ES 64 P prototype featured a 6,400 kW continuous power output, a four-axle for balanced traction and stability, and an initial single-system AC design optimized for 15 kV 16.7 Hz electrification prevalent in and neighboring countries. This configuration emphasized high for freight duties alongside passenger service capability, with demonstrated speeds up to 310 km/h during record-setting tests. To further validate the platform, leased the prototype through its Dispolok subsidiary, enabling early operational deployments with private operators and contributing to design iterations before series production. This leasing model facilitated hands-on feedback from revenue services, accelerating the transition to production variants.

Production Milestones

The production of the EuroSprinter family marked a significant shift from development to serial , beginning with the first major contract awarded in 1999 to by DB AG for 100 ES64F4 locomotives designated as class 189 for freight services across . Initial deliveries of these units commenced in , enabling multi-system operations on key international corridors. Primary assembly of EuroSprinter locomotives occurred at ' Munich-Allach facility, a dedicated production site spanning 24,500 square meters, while components were sourced from suppliers across , including electrical systems from plants in and mechanical parts from partners in and other countries. This distributed approach facilitated customization for different voltage systems and national requirements. By 2010, had produced over 1,000 EuroSprinter units in total, incorporating adaptations for multi-system compatibility such as 15/25 kV AC and 1.5/3 kV DC, which allowed seamless cross-border operations and contributed to the platform's widespread adoption by European operators. A pivotal milestone was the late 1990s introduction of the Taurus variant (ES64U2) for , with the initial order of 75 units delivered starting in 2000, designed for high-speed passenger and freight duties up to 230 km/h on Austrian and neighboring networks. The Dispolok leasing fleet, operated by , saw substantial expansion in 2005 through additional orders for ES64F4 locomotives, including 50 units that enhanced availability for private rail operators and boosted the family's in the mid-2000s.

Design and Technical Features

Electrical and Propulsion Systems

The EuroSprinter's propulsion system centers on a robust electrical delivering a continuous power output of 6,400 kW, achieved through four three-phase asynchronous AC motors—one per axle in the Bo'Bo' configuration. This setup ensures even torque distribution across the axles, supporting high starting efforts and sustained performance across diverse operational demands. The asynchronous motors operate on , offering advantages in simplicity, low maintenance, and overload capacity compared to earlier DC systems. Traction electronics are powered by -based voltage source inverters in later variants, with earlier models using gate turn-off (GTO) thyristors; these provide precise variable frequency control to the motors. These inverters convert the fixed-frequency supply into adjustable AC waveforms, enabling smooth acceleration profiles and efficient speed regulation up to 230 km/h. The IGBT technology minimizes switching losses and harmonic emissions, enhancing overall system reliability and compatibility with modern signaling infrastructures. The interfaces with the overhead via one to four arrangements, depending on the number of voltage systems supported, including 15 kV 16.7 Hz and 25 kV 50 Hz AC, as well as 1.5 kV and 3 kV DC in multi-voltage variants. These incorporate aerodynamic designs and dynamic adjustment mechanisms to maintain optimal contact pressure and reduce arcing at high speeds. This configuration supports seamless cross-border operations without reconfiguration. Regenerative braking forms a core energy efficiency feature, recovering a significant portion of during deceleration by inverting motor operation to generate electricity fed back into the . This process, managed through the traction inverters, prioritizes electrical recovery over mechanical braking and aligns with environmental standards for . The system integrates with the bogie-mounted mechanical components for hybrid braking when regenerative capacity is limited.

Mechanical Construction and Controls

The EuroSprinter platform utilizes a modular body shell constructed from welded lightweight aluminum to achieve a balance of and reduced weight, enabling efficient operation under varying load conditions. Standard variants, such as the ES64F4, measure approximately 19.58 m in over buffers, with a Bo'Bo' distributing the locomotive's weight of 87 t evenly across four s at 21.75 t per . This design supports maximum speeds up to 140 km/h for the ES64F4 freight variant, while other models like the ES64U2 reach 230 km/h, all while adhering to European requirements. The bogies employ a conventional frame with nose-suspended traction motors flexibly mounted to minimize vibration transmission to the carbody, as seen in core platform designs. Primary suspension consists of coil springs and rubber elements on axlebox guides for smooth wheelset guidance, while secondary suspension uses flexicoil springs and yaw dampers to ensure stability during high-speed travel. Anti-hunt devices, including triangular tie rods and pivot connections, prevent lateral oscillations, contributing to reliable curve negotiation and reduced wear on components. The low-mounted bogie centers, spaced about 2.8-3 m apart per bogie, enhance the overall low center of gravity for improved rollover resistance. Onboard control systems are governed by ' SIBAS 32 architecture, which provides integrated management of traction, braking, and auxiliary functions through a robust (TCN) backbone for real-time data sharing. Later production builds incorporate (ETCS) Level 1 or 2 compatibility, enabling automatic speed supervision and interoperability across borders. Driver cabs feature ergonomic layouts with multifunctional desks, large windshields for visibility, and configurable multi-language displays and voice announcements to support operators from diverse regions. Safety enhancements include compliance with EN 15227 crashworthiness requirements via deformable front-end structures for energy absorption in collisions, alongside integrated automatic train protection (ATP) interfaces for braking and prevention.

Standard Variants

ES 64 F

The ES 64 F represents the original freight-optimized variant of the EuroSprinter family, designed specifically for heavy-haul operations on single-voltage networks. Equipped solely for 15 kV 16.7 Hz AC electrification, it is tailored for the German and Austrian rail systems, where it delivers reliable performance in demanding freight corridors. With a maximum speed of 140 km/h, the locomotive prioritizes and load capacity over high-speed capabilities, making it ideal for hauling block trains of bulk goods such as , , and intermodal containers. Production of the ES 64 F occurred between 1996 and 2001, with , in collaboration with Krauss-Maffei as , delivering a total of 170 units primarily to AG for use as Class 152 under . These locomotives formed the backbone of 's heavy freight fleet, replacing older six-axle models like the Class 150, while a small number were acquired by private operators, including two units sold to ITL Eisenbahngesellschaft. The design emphasizes durability and efficiency, sharing the core EuroSprinter platform with other variants but incorporating freight-specific reinforcements. Key adaptations for freight service include a reinforced frame supporting an of 21.7 tonnes, enabling it to handle payloads up to 5,000 tonnes on suitable routes. The locomotive's power output reaches 6,400 kW at the wheelset, provided by four nose-suspended asynchronous traction motors, which optimize and starting for steep gradients and heavy formations common in block train operations. Optimized for continuous heavy-haul duties, the ES 64 F features a robust underframe-mounted and GTO-based , ensuring high availability in intensive freight networks across .

ES 64 F4

The ES 64 F4 is a multi-system designed specifically for heavy freight operations, capable of operating on four systems prevalent in : 15 kV 16.7 Hz and 25 kV 50 Hz AC, as well as 1.5 kV and 3 kV DC. This versatility allows seamless cross-border hauls without changes, addressing the fragmented standards across , , , , and neighboring networks. With a maximum speed of 140 km/h and a power output of 6,400 kW under AC conditions (reduced to 6,000 kW at 3 kV DC and 4,200 kW at 1.5 kV DC), it prioritizes for demanding freight duties over high-speed travel. Production of the ES 64 F4 began in the early following orders placed in 1999, with over 100 units built by primarily between 2003 and 2005 at their facility. AG acquired more than 100 for use as Class 189, forming the backbone of their cross-border freight fleet, while Dispolok (later MRCE) ordered 45 units for leasing to various operators. Additional batches included 18 units for as Class Re 474 and smaller lots for private firms, totaling over 140 locomotives in service by late 2005 across operators like Railion Deutschland and SBB Cargo. The design draws from the earlier ES 64 F but incorporates modular upgrades for broader compatibility, with homologation achieved in nine European countries by 2006, including , , , , , , , and . To achieve DC compatibility within the locomotive's constrained body length of 19.58 m, the ES 64 F4 employs specialized adaptations, including dedicated line-voltage transformers integrated into the 3 kV equipment rack, alongside the primary AC transformers. This setup, combined with water-cooled IGBT-based traction converters using 6.5 kV modules, enables efficient power conversion without additional step-down choppers for DC modes, while supporting up to 2,600 kW (supplemented by rheostatic braking on DC lines). The Bo'Bo' and 87-tonne adhesion weight deliver a starting of 300 kN, suitable for hauling loads up to 6,000 tonnes, such as or trains. In operational deployment, the ES 64 F4 plays a central role in the Trans-European Freight Network, facilitating efficient intermodal and transport across electrified corridors. Examples include its use by leasing firms like MRCE Dispolok for services linking ports to inland hubs, as seen in operations supporting Eurogate's terminal networks in and with ISO trains. Its multi-system capability minimizes downtime at borders, enhancing reliability for operators hauling heavy freight on routes like the or through the .

ES 64 U (Taurus)

The ES 64 U, known as the Taurus, represents the universal high-speed variant of the EuroSprinter family, designed for passenger and mixed-traffic operations with optimizations for efficiency and cross-border compatibility. Developed by , it supports multi-system electrification, accommodating up to four voltages including 15 kV 16.7 Hz AC, 25 kV 50 Hz AC, 3 kV DC, and 1.5 kV DC (with power limited to 4,200 kW on the latter), allowing uninterrupted travel across varied European networks without changes. The achieves a maximum operational speed of 230 km/h, making it suitable for services while maintaining versatility for lighter freight duties. The "Taurus" nickname originated with the (ÖBB) for their Classes 1016 (single-system 15 kV AC) and 1116 (dual-system AC), reflecting its robust, bull-like performance in demanding terrains. Production of the ES 64 U commenced in 1998 for single-system variants, with a total of 437 ES 64 U2 units built from 1999 to 2006 and 129 ES 64 U4 units from 2005 to 2011. Key fleets include the ÖBB's extensive Taurus series (382 units across Classes 1016, 1116, and 1216), alongside adaptations for other operators such as Polish PKP Intercity's 10 ES 64 U4 units branded as EU44 "Husarz" (built 2008–2009) and Hungarian MÁV's Class 470 series of ES 64 U2 locomotives (10 units introduced from 2002). These units feature a modular platform enabling quick customization for national safety systems and signaling. Adaptations for high-speed passenger service emphasize and thermal management, including a streamlined cab with contoured roof elements to minimize drag and noise at elevated velocities. Enhanced cooling systems, incorporating advanced water-cooled traction converters and individual drives, ensure sustained power delivery of 6,400 kW even under prolonged high-load conditions, supporting reliable performance on inclines and in varying climates. These features draw from the base EuroSprinter mechanical frame but prioritize passenger comfort through reduced vibration and improved energy efficiency. The variant's capabilities were demonstrated in a world set on , 2006, when an Class 1216 ES 64 U4 (prototype later numbered 1216 050) achieved 357 km/h during trials on the Nuremberg-Ingolstadt high-speed line in , surpassing previous locomotive-hauled benchmarks and validating its high-speed potential. This achievement, conducted with a test coach, highlighted the Taurus's aerodynamic and propulsion optimizations under real-world conditions.

Derivatives and Adaptations

European Derivatives

The European derivatives of the platform represent customized adaptations produced under or in collaboration with local manufacturers to meet specific national requirements across European networks, incorporating modifications such as voltage configurations, gauge adjustments, and integration of regional systems. These variants emphasize while addressing unique operational demands, such as cross-border freight and passenger services on varied schemes. Built outside ' primary production lines, they highlight the platform's for regional customization without altering core technologies. In , (CP) ordered 25 units of the Class 4700 (LE 4700), delivered between 2008 and 2009, designed as a dual-system compatible with Iberian standards including 25 kV 50 Hz AC and 3 kV DC, and adapted to the 1,668 mm Iberian gauge. Rated at 4,700 kW with a top speed of 140 km/h, these units were constructed under license, with the majority assembled locally by EMEF in collaboration with to support both passenger and freight duties on Portugal's network. The design features bogies optimized for the wider gauge and enhanced adhesion for hilly terrain, distinguishing it from standard UIC gauge variants. Belgium's Société Nationale des Chemins de fer Belges (SNCB) acquired 120 units of the Class 18 (HLE 18 or ES60U3), produced from 2009 to 2012, tailored for DC-dominant operations with compatibility for 3 kV DC and 25 kV 50 Hz AC, incorporating ETCS Level 2 for advanced train control and a maximum speed of 200 km/h. These 88-tonne locomotives, with a power output of 6,000 kW, utilize a dual-pantograph setup and optimized for 3 kV networks, enabling efficient cross-border services into and other neighbors. Local integrations included adaptations for Belgian signaling and cab ergonomics to comply with national safety regulations. For Denmark, the Danske Statsbaner (DSB) deployed 13 units of the Class EG (EG 3100 or ES64F), delivered 1999-2000, as a dual-system variant supporting 25 kV 50 Hz AC and 15 kV 16.7 Hz AC, equipped with train protection systems for , , and to facilitate operations over the . Featuring a Co-Co for heavy freight and mixed passenger duties, these 132-tonne locomotives achieve 140 km/h and provide robust on bridge gradients, with design tweaks for Nordic climate resilience and cross-strait . Greece's operates 30 units of the Class 120 (Hellas Sprinter or ES 64 P), delivered from 1996 to 2001, configured as a single-system model for 25 kV 50 Hz AC to serve Balkan interconnecting routes, with a 200 km/h capability and 5,000 kW power for versatile passenger and freight roles. Weighing 80 tonnes, these lightweight units were built by in . Key adaptations encompass Balkan-specific signaling and aerodynamic enhancements for mountainous sections. These derivatives underscore the EuroSprinter's flexibility through local manufacturing integrations, such as licensed assembly in and , and gauge adaptations like the Iberian broad gauge in the CP Class 4700, which enable seamless operation on non-standard European infrastructures while maintaining the platform's asynchronous traction fundamentals.

Asian and North American Derivatives

In , the EuroSprinter platform was licensed to CSR Zhuzhou Electric Locomotive Co., Ltd. (now part of ), resulting in significant adaptations for China's extensive rail network, including modifications for 25 kV AC and heavy-haul operations in varied climates. The initial DJ1 model, a double-section for mainline passenger services, featured a power output of approximately 5,600 kW and was produced in 20 units starting in 2002, with design elements like IGBT-based traction converters derived directly from the EuroSprinter family to meet local standards for reliability in high-altitude and humid conditions. Building on the DJ1, the HXD1 and its variant HXD1B emerged as heavy freight locomotives, with over 1,700 units ordered and delivered between 2006 and 2012 under the "" branding, incorporating upgrades such as a 9,600 kW for pulling loads up to 20,000 tonnes on steep gradients. These models included re-engineered cooling systems for extreme temperatures and local content exceeding 70% through Zhuzhou's , while retaining EuroSprinter's modular frame and asynchronous traction for enhanced in coal and transport. In , produced the Classes 8100 (2 units in 1998) and 8200 (83 units from 2003 to 2008) under a licensing agreement, delivering a total of 85 units as Bo'Bo' electric locomotives with a 5,200 kW output, adapted for operation on 25 kV 60 Hz AC lines to support integration with conventional and semi-high-speed services like the . Key modifications included reinforced bogies for seismic activity and humid subtropical climates, along with over 60% local sourcing to comply with national industrial policies, distinguishing them from European variants through optimized for 140 km/h speeds. North American adaptations culminated in the ACS-64, or Cities Sprinter, a direct evolution of the EuroSprinter concept tailored for the (NEC), with 70 units manufactured by in , from 2013 to 2016 at a cost of $466 million. Rated at 8,600 hp (6,400 kW) continuous power, these locomotives support 25 kV 60 Hz, 12.5 kV 60 Hz AC, 12 kV 25 Hz AC, and 750 V DC third-rail operations, featuring (PTC) integration and FRA crashworthiness standards with bolsterless trucks for enhanced stability at 125 mph. Adaptations emphasized U.S. content requirements (over 60% domestic), cold-weather heating systems, and increased of 72,000 lbf for urban , marking ' first full to the continent.

Operational Deployment

Usage in Europe

The EuroSprinter family of locomotives plays a central role in European rail operations, particularly for cross-border freight and passenger services. (DB) is the largest operator, deploying over 300 units classified as Classes 185 and 189, primarily for heavy freight duties across , the countries, and beyond. These multi-system locomotives enable seamless transitions between national electrification systems, supporting DB Cargo's extensive network of international hauls. The () operates approximately 380 Taurus variants, including 50 class 1016, 282 class 1116, and 50 class 1216, focused on high-speed passenger trains that achieve up to 230 km/h. Private freight companies, such as HGK Rail and ITL Holding, maintain smaller fleets of around a dozen EuroSprinter units each, often leased for regional and cross-border cargo in , the , and . EuroSprinter locomotives are integral to key infrastructure projects enhancing European connectivity. For freight, they are extensively used on the , a dedicated high-capacity line linking Rotterdam's port to the German border, where operators like and private firms haul containerized goods at speeds up to 140 km/h, optimizing logistics flows to the industrial region. In passenger applications, ÖBB's Taurus models are being adapted for the forthcoming , a 27.3 km structure set to open in 2030, which will allow services to reach 200 km/h and cut Vienna-Graz travel times by up to 30 minutes. As of 2025, roughly 800 EuroSprinter units remain active across European networks, with significant portions under long-term leasing arrangements from providers like Akiem and Alpha Trains to ensure fleet flexibility and maintenance efficiency. These leases support operators in scaling operations without capital outlays, with examples including Akiem's supply of ES64F4 models to Rail Traction Company for Italian-German routes. In 2025, received approval for ETCS Baseline 3 upgrades on EuroSprinter locomotives, enhancing their on modernized European networks. Economically, EuroSprinters bolster the 's Rail Freight Corridors by enabling efficient, low-emission transport along major axes like the Rhine-Alpine and Scandinavian-Mediterranean lines, where their reduces border delays and contributes to modal shift from , potentially saving billions in external costs such as congestion and emissions. Their role in these corridors has facilitated increased freight volumes, with EU rail performance reaching 375 billion tonne-kilometres in , underscoring their impact on sustainable .

Usage Outside Europe

In , derivatives of the EuroSprinter platform have been extensively deployed for heavy freight operations, particularly the HXD1 class produced by Electric in collaboration with . The HXD1 fleet, comprising over 270 units built between 2006 and 2012, primarily serves the Datong-Qinhuangdao () railway line, where it hauls trains weighing up to 20,000 tonnes over distances exceeding 650 km. These locomotives, each consisting of two permanently coupled sections with a combined power output of 9,600 kW, enable efficient transport of Inner Mongolia's reserves to coastal ports, supporting annual volumes that have reached over 400 million tonnes on the line. For passenger services, the DJ1 variant, also derived from the EuroSprinter design through from , has been utilized in express operations, though production was limited to prototypes and early units focused on high-power mainline duties. In , operates the Class 8100 and 8200 electric locomotives, manufactured by under license from based on the EuroSprinter ES 64 F platform, for hauling and regional passenger trains. Introduced between 1998 and 2008 with a total of approximately 100 units across both classes, these Bo'Bo' locomotives deliver 5,200 kW and achieve maximum speeds of 150 km/h, primarily pulling express services on electrified lines such as the Gyeongbu, , and Jungang routes. They integrate with the broader network, including compatibility for mixed operations alongside the high-speed KTX services on shared conventional tracks, facilitating efficient and push-pull configurations for enhanced capacity during peak periods. In the United States, 's ACS-64 (Amtrak Cities Sprinter) locomotives, a North American of the EuroSprinter family developed by , have replaced the aging AEM-7 fleet on the (NEC) and Keystone Corridor since 2014. With a fleet of 70 units, each rated at 8,600 hp (6,400 kW) and capable of 201 km/h, the ACS-64 powers , , and select long-distance trains, demonstrating high reliability with fleet availability consistently exceeding 95% through programs. Deployment of EuroSprinter derivatives outside has required significant adaptations to address regional challenges, including extreme climatic conditions such as China's arid northern deserts and freezing winters, which necessitated enhanced cooling systems and robust insulation for electrical components. In , compliance with FRA safety regulations involved structural reinforcements for crashworthiness and integration with (PTC) signaling, differing from European ETCS standards, while South Korean units were modified for seismic resilience and humid subtropical environments. These modifications have ensured operational reliability across diverse infrastructures, though initial signaling issues required software updates in all regions.

Incidents and Safety Record

Notable Accidents

The EuroSprinter family has been involved in several notable accidents, though its overall record remains strong due to built-in redundancies such as multiple braking systems and advanced train protection (ATP) features. One significant incident occurred on February 6, 2007, near Szőny, , where an Taurus (ES64U2 class 1116 017) hauling a rear-ended a slowly moving after a signaling system failure. The collision happened at approximately 101 km/h following the driver's decision to switch to shunting mode and bypass a speed restriction, resulting in the death of the passenger train driver and injuries to several passengers from sudden deceleration forces. Investigations attributed the cause to a combination of signal malfunction due to issues and human override of interlocks, prompting reviews of cross-border signaling protocols in the region. Another major derailment took place on June 16, 2010, at Braz, Austria, involving Taurus locomotive 1116 173-4 pulling a loaded with new automobiles down a steep incline on the line. A detached cable struck stacked rails, kinking the brake hose and leading to the failure of the air system on multiple wagons, causing the train to accelerate uncontrollably to over 100 km/h before derailing on a curve. The locomotive overturned, and multiple wagons derailed, spilling dozens of across the tracks, but only the driver sustained a serious injury. The accident highlighted vulnerabilities in freight maintenance on mountainous routes, leading to enhanced inspection protocols for and dynamic testing across European networks. On February 28, 2023, a occurred in the Tempi Valley, , between an passenger train hauled by Class 120 locomotive 120-023 and a pulled by two Class 120 locomotives (120-012 and 120-022), both part of the EuroSprinter family (Hellas Sprinter variant). The accident, caused by where both trains were routed onto the same track due to dispatcher mistakes and lack of adequate signaling, resulted in the of multiple carriages and a . It claimed 57 lives and injured over 80 people, marking Greece's deadliest rail disaster. Investigations revealed systemic issues including poor maintenance, inadequate training, and absence of the (ETCS), leading to widespread reforms, including ETCS rollout on the line by 2024 and criminal proceedings against rail officials. In a related event on April 4, 2023, near , , a Class 189 (ES64F4) hauling an empty collided with a road-rail positioned on the tracks during work. The impact killed the excavator operator and scattered debris, which subsequently caused an oncoming NS to strike the vehicle and derail partially, injuring 30 people including the two train drivers and 29 others (with several serious injuries requiring hospitalization). The preliminary investigation pointed to inadequate protection of the work site and failure to secure the excavator against movement, despite ATP systems functioning on the locomotive; this incident spurred updates to trackside worker guidelines under railway directives. These accidents, while tragic, represent a low incidence rate for the EuroSprinter platform, with design redundancies contributing to minimal fatalities relative to operational mileage across .

Operational Incidents

To mitigate operational incidents across the EuroSprinter family, introduced advanced remote diagnostics capabilities via its Railigent X platform, enabling real-time monitoring of key components like pantographs, inverters, and signaling interfaces. This system has reduced unplanned downtime by approximately 30% through predictive alerts and proactive interventions, as demonstrated in deployments with major operators including and .

Future Developments

Modernizations and Upgrades

Several modernization programs have been implemented on EuroSprinter locomotives to enhance safety, efficiency, and compliance with evolving European rail standards. A key initiative involves ETCS retrofits carried out between 2015 and 2025, such as 21 units for DB's Digital S-Bahn Hamburg project and initial units for , with ongoing efforts by operators like (DB) and to achieve and replace legacy signaling systems like PZB and LZB while maintaining operational compatibility across borders. In November 2025, the Agency for Railways approved EuroSprinter locomotives for ETCS Baseline 3, enhancing future-proofing for over 250 units in service. In parallel, non-European derivatives like the HXD1B in China maintain their 9,600 kW configuration without major power upgrades during 2012-2018. Digital advancements have further extended the platform's viability through IoT-enabled predictive maintenance systems. In 2017, Siemens and DB Cargo signed a telematics contract using the TechLOK system for condition-based monitoring on approximately 1,000 locomotives, enabling proactive interventions to optimize maintenance schedules. To support long-term operations, maintenance and overhaul programs coordinated by operators like DB and ÖBB focus on modular component replacements to minimize downtime while preserving the core modular design originally developed for multi-voltage operations.

Successor Designs

The Vectron locomotive platform, announced by Siemens Mobility in June 2010 ahead of its debut at the InnoTrans trade fair, serves as the direct modular evolution of the EuroSprinter family, incorporating enhanced flexibility for European rail operations. Designed with a Bo'Bo' wheel arrangement, it offers a maximum power output of 6,400 kW at the wheel rim and is engineered for multi-system capability across AC, DC, and combined electrification networks from the outset, enabling seamless cross-border service without extensive retrofitting. As of October 2025, Siemens has sold more than 2,800 Vectron units to over 100 customers worldwide, reflecting its widespread adoption in freight and passenger applications. Key advancements in the Vectron platform include the integration of last-mile diesel capability through Dual Mode variants, which combine electric traction with Cummins diesel engines for non-electrified sections and shunting, reducing reliance on separate locomotives and supporting sustainable fuels like HVO. Additionally, the design incorporates provisions for higher automation levels, such as compatibility with advanced signaling systems like ETCS Baseline 3, preparing it for future GoA4 (Grade of Automation 4) driverless operations in aligned rail networks. The platform achieves a reduced unladen weight of approximately 85 tonnes compared to earlier EuroSprinter models, optimizing energy efficiency and distribution for diverse infrastructure. Related models building on the EuroSprinter legacy include the Eurorunner series, a diesel-electric variant introduced in the early 2000s and refined through the 2010s, offering 2,000 kW power for medium-duty freight in non-electrified regions as a complementary counterpart to electric platforms. A separate high-power electric locomotive adaptation for India, with 9,000 HP (6,660 kW) output, was secured under a 1,200-unit order for Indian Railways in 2023, tailored to local gauges and loading conditions with local manufacturing. In recent EU tenders, the EuroSprinter platform is increasingly phased out in favor of Vectron for new procurements, as evidenced by operators like PKP Cargo replacing older units with multisystem Vectron models to meet modern and standards. This transition underscores the Vectron's dominance in contemporary European rail contracts, with ongoing orders from leasing firms like Akiem and RTC emphasizing its role in sustainable, flexible fleet modernization.

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