Bombardier Traxx

from Wikipedia, the free encyclopedia
145-CL 012 of the HGK

Bombardier Traxx ( original spelling in capital letters: TRAXX ) is the name of a family of electric and diesel-electric locomotives manufactured by Bombardier for use in medium-duty freight and passenger train traffic .

The brand name Traxx was introduced in September 2003, but locomotives of the type were built as early as 1997. Since then, there have been several advancements called Traxx 2, Traxx 2E and Traxx 3 .

The locomotives are developed at the Bombardier locations in Mannheim , Zurich-Oerlikon in Switzerland and at the former Henschel location in Kassel . The final assembly of the AC and multi-system locomotives also takes place in Kassel, while the DC locomotives are in Vado Ligure in Italy. The bodyshell car bodies are delivered from the former Pafawag plant in Wroclaw, Poland , the bogies from Siegen .

Without the series listed under Other Traxx Locomotives at the end of the article, over 1230 locomotives of the Traxx family have been ordered or are in use today. These include 719 Traxx 2 and Traxx 2E locomotives alone . The versions Traxx , Traxx 2, Traxx 2E and Traxx 3 are available as single and multi-system locomotives, the types Traxx 2E and Traxx 3 are also available as pure DC locomotives . So far, they have been used in Italy , Spain and Poland .

According to Bombardier, more than 1,600 locomotives of this type have been sold in Europe for the transport of people and goods. They are in use in 17 countries. The German railway has the largest Traxx fleet of over 700 units.


The name Traxx represents locomotives platform for t ransnational r ailway a pplications with e x treme fle x ibility ( German  locomotive platform for nations across railway applications with extreme flexibility ) and also appeal to the word traction (or English. Traction ) for traction. The X can stand for eXtra, so that the meaning "extra large pulling force" results. In Latin, there are also matching words with the words Thrax (a type of gladiator) and traxi (perfect from trahere: pull / drag), which may have led to the name.

Designation system

The manufacturer names the different variants according to the following scheme:

  • Use: F reight (freight transport), H eavy Haul (heavy load ), P assagier (passenger transport), S peed (high-speed transport),
  • Originally speed in km / h, later modified: 140 stands for locomotives with pawl bearing drive , 160 for locomotives with hollow shaft drive .
  • Drive type: AC alternating current, DC direct current, MS multi-system, DE diesel-electric, ME multi-engine (multi-engine)
  • Generation: 1 , 2 , 3 , E volution (further development)
  • Variant: P powerhead, LM diesel auxiliary motor (last mile)

Built versions:

Railway company country model series designation
DB Fernverkehr , DB Cargo , DB Regio ,
metronom and other private railways
Germany 145
146.1 Traxx P160 AC1
146.2 / .3 Traxx P160 AC2
146.5 Traxx P160 AC2
147 Traxx P160 AC3
185.0 / .1 Traxx F140 AC1
185.2 Traxx F140 AC2
186 Traxx F140 MS (2E)
187 Traxx F140 AC3
Traxx F160 AC3
188 Traxx F160 MS3
245 Traxx P160 DE ME
246 Traxx P160 DE
285 Traxx F140 DE
metrans 386 Traxx F140 MS (2E)
SBB Cargo Switzerland Re 481
Re 482 Traxx F140 AC1
Traxx F140 AC2
Re 484 Traxx F140 MS2
BLS Cargo Re 485 Traxx F140 AC1
Re 486 Traxx F140 MS (2E)
187 Traxx F160 AC3
Swiss Rail Traffic Rem 487 Traxx F160 AC3 LM
CFL Luxembourg 4000 Traxx P140 AC1
Trenitalia Italy E 483 Traxx F140 DC
E 494 Traxx F140 DC3
Hector Rail Sweden 241 Traxx F140 AC2
Green Cargo re Traxx F140 AC2
Renfe Spain 253 Traxx F140 DC
PKP , Przewozy Regionalne Poland EU43 Traxx F140 MS (2E)
MÁV Hungary 480 Traxx P160 AC2
CargoNet Norway CE 119 (El 19) Traxx

Traxx predecessor

145 / 146.0
A 145 double traction when passing through Paulinenaue
A 145 double traction when passing through Paulinenaue
  • DB 145 001-080
    DB 146 001-031
  • 145-CL 001-031
    145-CL 201-206
  • SBB Re 481 001-006
  • MThB Re 486 651-656
Manufacturer: ADtranz , Bombardier Transportation
Year of construction (s): 1997-2002
Axis formula : Bo'Bo '
Length over buffers: 18,900 mm
Height: 04385 mm
Width: 02978 mm
Trunnion Distance: 10,400 mm
Service mass: 80.0 / 82.0 (1) t
Wheel set mass : 20.0 / 20.5 (1) t
Top speed: 140/160 (1) km / h
Hourly output : 4200 kW
Continuous output : 4200 kW
Starting tractive effort: 300 kN
Performance indicator: 52.5 / 51.2 (1) kW / t
Power system : 15 kV, 16.7 Hz ~
Number of traction motors: 4 BAZu 8871 / 4i
Drive: Pawl bearing / hollow shaft (1)
Brake: Brake computer controlled electric brake, compressed air brake
Train control : PZB, LZB
(1) Class 146 regional service

AEG 12X / series 128

At the beginning of the 1990s, the Deutsche Bundesbahn showed that the locomotives from the standard locomotive program , which until then had handled the majority of electric train transport in Germany, were nearing the end of their useful life. Since in the meantime no new buildings had been procured except for the series 103 , 151 , 111 , 181.2 and 120 , it was time for a large order to the locomotive construction industry, with which the outdated electric locomotive park of the DB was to be renewed.

The development of the planned universal locomotive of the 121 series had been discontinued, instead different locomotives were put out to tender for the long-distance and freight transport divisions. The series 101 for long-distance traffic and the series 145 and 152 for freight traffic emerged from the tenders . (At that time, the local transport sector still seemed to be well supplied with locomotives with the 243 series brought in by the Deutsche Reichsbahn and did not put out any development contracts.) Formally, the 145 was a locomotive for medium-duty freight train service, whereas the 152 was a bit more powerful and as a replacement for the Series 150 is considered.

Series 145

145-CL 011 in Angermünde
145-CL 004 in Angermünde

The 145 series goes back to the 12X prototype , which AEG Hennigsdorf presented to the public in 1994 and had it tested at DB as the 128 001 . The experience gained was incorporated into the 145 series. Shortly after the order for the 145 series, AEG Eisenbahnfahrzeugtechnik GmbH was merged with ABB-Henschel to form Adtranz . Shortly before the planned start of construction of the prototypes, the series 145 was more closely aligned with the series 101, which was being created at the same time, in order to rationalize production and subsequent maintenance. Among other things, this affected the converters, control technology and bogies, but also the external shape. The 145 001 was presented to the public on July 10, 1997. From January 15, 1998, the type approval of the Federal Railway Authority was available, so that the series delivery of 80 locomotives could begin. The first ten locomotives were built in the Adtranz plant in Hennigsdorf, the other 70 units in the Kassel plant. In terms of books, they are all based in the Seddin depot (where medium-sized maintenance and repair work takes place) and from there they are deployed throughout Germany for DB Cargo Germany . A planned follow-up order was not made in favor of the two-system variant of the 185 Traxx F140 AC series.

Six locomotives of identical construction were also procured in 2000 by the Swiss Mittelthurgau Railway (MThB) as Re 486 (651–656). After the bankruptcy of MThB, SBB acquired the locomotives in 2002 for the SBBC / HGK subsidiary “Swiss Rail Cargo Cologne” (SRCK), which they used as Re 481 (001–006) exclusively in Germany. In August 2005, the SBB sold the locomotives to MRCE , which they in turn rented to HGK , among others . Two locomotives (001, 003) were sold to the Pressnitz Valley Railway (PRESS) in 2006/2007 and renumbered. The remaining four were later incorporated into the 145 series (084, 086-088). The locomotives 087 and 088 were sold to SRI Railinvest in 2014 , the 084 and 086 in 2015 to the HGK subsidiary RheinCargo (RHC).

A further 17 identical locomotives were sold as "145-CL" to four leasing companies and their long-term lessees; the locomotives were therefore delivered to the lessee in number blocks and paintwork. Locomotives 001 and 002 went to BASF in 1999, 003 and 004 went to the successor company Rail4chem (R4C) in 2000/2001 , followed by 005. The five locomotives 011–015 went to HGK in 2000/2001. Locomotive 031 went to TX Logistik in 2001 ; Locomotives 201–204 went to RAG Bahn und Hafen GmbH ( RBH ) in 2001 ; Locomotives 205 and 206 were purchased directly from RBH without a leasing company.

designation NVR numbers
DB 145 001-080 91 80 6 145 001-080
145-CL 001-002 91 80 6 145 081-082
Re 481 001-006 91 80 6 145 083-088
145-CL 011-015 91 80 6 145 089-093
145-CL 003-005 91 80 6 145 094-096
145 CL 201-206 91 80 6 145 097-102
145-CL 031 91 80 6 145 103

Between 1997 and 2001 a total of 103 locomotives of this type were built. With the introduction of the NVR numbers, the 23 "private" locomotives were given serial numbers that follow the serial numbers of the DB locomotives.

Four leasing companies were behind 15 of the "private" 145-CLs, some of which have changed their names several times:

  • Hannover movables leasing
    Locomotives 001–002
  • Deutsche Leasing, sold to Captrain Germany (CTD)
    Locomotives 003–004
  • Locomotion Capital (LC), since 2003 Angel Trains Cargo (ATC), since 2010 Alpha Trains (ATL)
    Locomotives 005, 031, 201–204
  • Porterbrook Leasing Company, since 2004 CBRail Leasing , since 2010 Ascendos Rail Leasing, since 2016 Beacon Rail Leasing (BRLL)
    Locomotives 011-015

146.0 series

146 016 in the Cologne-Deutz train station

In the meantime, DB Regio had come to the realization that, despite all efforts to convert to railcars, modern, high- speed electric locomotives were needed for use in front of double-decker trains up to 160 km / h. The locomotives 145 018 and 019 were therefore equipped with a local transport package at the end of 1999, consisting of train destination indicators in the left front window and time-division multiplex push-pull train control , and rented to DB Regio in Ludwigshafen am Rhein . Since they have proven themselves in these services, the 145 031 to 050 were also made suitable for local traffic on the occasion of the Expo 2000 and used during the world exhibition in the Hanover area. This local 145er was allowed to drive 160 km / h with special permits. They were then used in North Rhine-Westphalia until they were replaced by the 146.0 series.

These converted 145s could still only be a temporary solution, so DB Regio commissioned the manufacturer Bombardier with a special variant of the 145 series for local transport, which was classified as the 146 series . The most important differences to the 145 are the spring-loaded hollow shaft drive , which is approved for 160 km / h, instead of the pawl bearing drive and the train destination indicator above the front window over its entire width. The procurement of the first series took place with financial support from the later deployment countries of Rhineland-Palatinate and North Rhine-Westphalia.

Between 2001 and 2002 a total of 31 locomotives were delivered to DB Regio. The first seven vehicles (146 001–007) were assigned to the Ludwigshafen (Rhein) station, the remaining 24 (146 008–031) initially to the Dortmund station. With the delivery of the 146 031 on August 26, 2002, the serial production of the 145 and 146 series in Kassel ended.

On February 16, 2004, the locomotives 146 008 up to and including 015 were relocated to the Cologne-Deutzerfeld plant. Unlike in North Rhine-Westphalia, where the class 146.0 quickly developed into the indispensable backbone in fast and heavy regional traffic, the Rhineland-Palatinate machines increasingly had to play a niche role on the more and more class 425 multiple units in the Rhine region. Neckar triangle. At the beginning of 2006, protests from rail customers in Baden-Württemberg over the use of the 425, especially on long train connections such as from Stuttgart to Singen (Hohentwiel), increased.

As a result, there was a "swap" between the Württemberg transport company , VU Rhein-Neckar and DB Regio NRW : the former sold its entire fleet of class 425.1 multiple units to Rhineland-Palatinate. In return, double-deck coaches previously stationed in Ludwigshafen am Rhein were relocated to Stuttgart. Furthermore, the 146 001 to 007 cars, which had become superfluous due to the arrival of the Plochinger 425.1 and the departure of the double-decker cars, were handed over to Dortmund. Later, the Württemberg regional traffic received a subsequent delivery of five class 146.2 locomotives (146 223-227). Since March 20, 2006, all 31 vehicles of the 146.0 series were stationed in North Rhine-Westphalia until they were handed over to Dresden , Frankfurt and Magdeburg in 2015 after brand-new 146.3 series locomotives arrived at DB Regio AG, North Rhine-Westphalia region.

In order to be able to keep the usual travel times even when the trains of some NRW regional express lines were extended by another double-decker car, the manufacturer Bombardier carried out a performance-enhancing conversion of all machines in the 146.0 series from autumn 2010. The locomotives then theoretically had a continuous output of 5.6 MW. Since this conversion requires a new approval and the Federal Railway Authority has not granted it, the vehicles are still throttled with the old performance. In contrast to the locomotives of the 185 series, the increase in performance could not be achieved by simply changing the software, but required modifications to the fan system and the traction current converter.


Bombardier Traxx
185 001-5 at the entrance to the Cologne-Gremberg marshalling yard
185 001-5 at the entrance to the Cologne-Gremberg marshalling yard
  • DB 146 101-132
    DB 185 001-200
  • SBB Re 482 000-034
  • BLS Re 485 001-020
  • CFL 4001-4020
  • ME 146-01-10
  • 185-CL 001-009
  • 185 510-557
Manufacturer: Bombardier Transportation
Year of construction (s): 1999-2005
Service mass: 84.0 t (1)
85.0 t (2)
Wheel set mass : 21 t (1)
21.3 t (2)
Top speed: 160 km / h (1)
140 km / h (2)
Continuous output : 4200 kW
5600 kW (1/3)
Performance indicator: 66.6 kW / t (1)
49.4 kW / t (2)
65.9 kW / t (3)
Power system : 15 kV, 16.7 Hz ~ (1)
15 kV, 16.7 Hz ~ and
25 kV, 50 Hz ~ (2)
Number of traction motors: four BAZu 8871/4
Drive: Pawl bearing (2)
hollow shaft (1)
Brake: Brake computer controlled electric brake, compressed air brake
For more data see above
(1) Class 146 regional traffic
(2) Class 185 two-system, goods
(3) all 185 with an increase in output to 5600 kW through software update

F140 AC1

Due to the growing international activities of DB Cargo, two-system capability for use with 25 kilovolts at 50 Hertz was required for new electric freight locomotives so that the locomotives could also travel to France, Luxembourg and Denmark. The existing option for further class 145 locomotives was therefore perceived as modified accordingly.

In January 2000, the manufacturer Bombardier presented the 185 001, the first of a multi-system variant of the 145 series. Technically, the 185s are a further development of the 145, and findings from the development of the 146 series were also incorporated into the locomotives. A total of 405 locomotives of the 185 series (200 F140 AC1 and 205 F140 AC2) were procured, making this the most common electric locomotive on the German rail network. Above all, it replaced the old class 140 locomotives. The unit price of a class 185 locomotive in 2000 was around 4.85 million DM (around 2.5 million euros).

On December 19, 2002, the hundredth class 185 locomotive was handed over to DB Cargo. In 1998 the company ordered 400 machines of this type. On January 28, 2003, the first 185 was delivered to Rail4captrain for cross-border operation to Austria and Switzerland . From the beginning of 2004, the DB machines were also used in pushing mode on the Gotthard southern ramp.

After almost six years of production, the 185 557 was the last of the 332 locomotives of the 185.0 / 185.1 series to be completed in early 2006. Of these, 200 locomotives went to Deutsche Bahn, 57 to German private railways, 35 as Re 482 to SBB Cargo , 20 as Re 485 to BLS Cargo and 20 as Series 4000 to the Luxembourg state railway CFL.

Because the locomotives cannot carry the train control systems and other equipment for all conceivable countries of use for reasons of space, mass and, above all, cost reasons, they are equipped or retrofitted with certain packages upon delivery or later if required. The Switzerland package , consisting of the Swiss train control systems Integra-Signum and ZUB 262ct , two additional pantographs with narrow pallets (1450 mm), side-mounted video cameras as a replacement for rear-view mirrors and other country-specific technical equipment, was already available from 2001 . In addition to SBB Cargo and BLS Cargo, DB procured a total of 65 machines (085–149) with a Swiss package .

In 2007, ten of the Swiss-compatible DB machines (101–110) were equipped with ETCS on-board units from Siemens ( 2.2.2+ ) at the expense of the Swiss Confederation , so that they could run in the Lötschberg base tunnel and on the new Mattstetten – Rothrist line. Later 50 locomotives were equipped with the ETCS . The ETCS equipment now commissioned by DB Cargo itself was delayed due to the German demand for full integration into the locomotive control system. The ETCS on-board unit from Siemens had to work together with Bombardier control technology via an MVB bus . The operating license from the Swiss Federal Office of Transport was issued on October 27, 2015. Test drives took place in November 2015 and the conversion was carried out successively until mid-December 2015. After the conversion was no longer carried out in time for the ETCS commissioning of the Gotthard Base Tunnel in 2015, transit traffic using ETCS-capable locomotives of the Re 4/4 II and Re 6 series / 6, initially until mid-December 2015. The 185ers took over their services in Swiss domestic traffic. After the ETCS-capable 185s returned, a number of different malfunctions occurred in mid-December 2015, which led to operational disruptions. For the time being, the locomotives ran again without ETCS in Swiss domestic traffic (with ETCS mode Isolation (IS)), the transit services were again provided by SBB locomotives. At the end of January 2016, different times were found to be the cause on two devices, which led to an emergency shutdown of the locomotives. A memory overflow was also found. On April 4, 2016, the locomotives with active ETCS returned to scheduled service on the Gotthard.

The ETCS vehicle equipment is inactive in Germany, operation on the new Erfurt – Leipzig / Halle line (also operated with SRS 2.3.0d) is therefore excluded. At the end of 2017, the European Commission granted a grant of 5.8 million euros for the ETCS equipment of 57 locomotives of the 185.1 series from DB Cargo; A maximum of half the costs are funded. The conversion should take place between January 2019 and December 2023.

Locomotives with the Switzerland package are not allowed to run in Austria because of the permanent magnet for train control Integra-Signum . That is why ten DB locomotives (085-094) were retrofitted with a switch-off electromagnet, which was developed for the SBB “ Traxx F140 AC2 ” (Re 482 035-049). These machines only have a limited approval for Austria and also require additional approval from the Italian infrastructure company Rete Ferroviaria Italiana to enter the Brenner border station . Another twenty DB locomotives (040–059) are permitted without restriction in Austria.

The version for traffic to France also has two additional pantographs with narrow pallets (1450 mm) and the French train control systems. Twenty DB locomotives (020-039) have this equipment.

A majority of 115 of the 200 DB locomotives (185 001-200) were delivered as a basic version with only two pantographs on the inner positions (1950 mm pallet width) and without additional train control devices and can only be used in this configuration in Germany and Austria.

The Luxembourg CFL uses 20 locomotives of the unofficial variant "Traxx P140 AC1" as the CFL series 4000 (4001-4020). In contrast to the "F140 AC1", this has passenger transport equipment, but relies on the low-cost peg bearing drive of the freight transport version. The locomotives have four pantographs, each with a pallet width of 1450 mm on the outer positions, and an approval for Luxembourg and Germany.

designation NVR numbers
DB 185 001-200 91 80 6 185 001-200
185-CL 001-009 91 80 6 185 501-509
185 510-557 91 8_ 6 185 510-557
Re 482,000-034 91 85 4 482 000-034
Re 485 001-020 91 85 4 485 001-020
CFL 4001-4020 91 82 0 004 001-020

A total of 57 locomotives were delivered to leasing companies and German private railways; the rental locomotives were used by a correspondingly large number of railway companies in Germany, Austria and Switzerland, some of which often changed. The tenants included Rail4captrain (R4C), Häfen und Güterverkehr Köln (HGK), Osthannoversche Eisenbahnen (OHE), TX Logistik (TXL), ITL , BLS Cargo and Captrain Deutschland (CTD). Originally referred to as "185-CL" (001–009), they received EDP numbers as class 185.5 (510–557) with the tenth rental locomotive; the NVR numbers are similarly “91 XX 6 185 501–557”.

With a few exceptions, the “private” 185-CLs went to leasing companies and their long-term lessees; the locomotives were therefore mostly delivered in the livery of the lessee and with the requested foreign package. 185 548 was the only one to go to the then up-and-coming ITL ; the 549 and 550 went to Rail4chem (R4C). The largest owners of the machines are the rental companies Alpha Trains (30 units) and MRCE (11 units), the rest was accounted for by four other leasing / financing companies, some of which have changed their names several times:

  • Porterbrook Leasing Company, since 2004 CBRail Leasing , since 2010 Ascendos Rail Leasing, since 2016 Beacon Rail Leasing (BRLL)
    Locomotives 501–503
  • Locomotion Capital (LC), since 2003 Angel Trains Cargo (ATC), since 2010 Alpha Trains (ATL)
    Locomotives 504–509, 510–516, 518–524, 525–527 (DE / AT / CH), 528–531, 534, 535–536 (DE / AT / CH)
  • Hannover Mobilien Leasing, sold to CTD
    Locomotives 517, 532, 541
  • Deutsche Leasing, sold to CTD
    Locomotives 533, 542, 543
  • Plant and property rental company (AGV), sold to TXL
    Locomotives 537-540
  • Mitsui Rail Capital Europe (MRCE), since 2008 MRCE Dispolok
    Locomotives 544 (DE / AT / CH), 545–547 (DE / AT), 551–557 (DE / FR)

Over the years Captrain Deutschland (CTD) has taken over a total of eight locomotives: 517, 532–533, 541–543, as well as 549 and 550 of the former R4C. TX Logistik Austria (TXL) has taken over five locomotives, four from AGV and the 531 from Alpha Trains.

P160 AC1

The "Traxx P160 AC1" was developed for travel by passenger trains. The locomotives received the more expensive hollow shaft drive. The machines were only supplied with single-system capability for 15 kV at 16.7 Hertz.

Between 2003 and 2005, 32 machines were delivered to DB Regio , which they classified as the 146.1 series (101-132). Another ten machines went to the Lower Saxony regional transport company (LNVG) in 2003, which sublet the locomotives to Metronom (ME). Designated as ME 146-01 to ME 146-10, the vehicles have been given the NVR numbers "91 80 6 146 501-510 ".

The 32 DB machines are at home in Bremen, Dortmund and Freiburg, the ten LNVG locomotives at Metronom in Uelzen (as of June 2016).

Traxx 2

Bombardier Traxx 2
146 240 with a regional express in Ingolstadt Hbf
146 240 with a regional express in Ingolstadt Hbf
  • DB 146 201–247
    DB 146 251–282
    DB 146 551–577
    DB 185 201–399
    DB 185 401–406
  • SBB Re 482 035-049
    SBB Re 484 001-021
  • ME 146-11-18
  • NOB 146 519-522
  • ME 146 531-539
  • LNVG 146 541-542
  • MÁV 480 001-025
  • 185 407-419
  • 185 561–717 (sketchy)
Manufacturer: Bombardier Transportation
Year of construction (s): since 2004
Service mass: 85.0 t
Wheel set mass : 21.3 t
Top speed: 140 (2) / 160 (1) km / h
Continuous output : 5600 kW
4000 kW (1.5 kV =)
Performance indicator: 65.9 kW / t
Power system : 15 kV, 16.7 Hz ~
25 kV, 50 Hz ~
MS versions:
15 kV, 16.7 Hz ~
25 kV, 50 Hz ~
3 kV =
1.5 kV =
Number of traction motors: 4th
Drive: Pawl bearing (2) / hollow shaft (1)
Brake: Brake computer controlled electric brake, compressed air brake
Train control : various
For further data see above
(1) P types
(2) F types
(3) only MS2
Comparison of the head shape of Traxx 1 and Traxx 2

The Traxx 2 is a further development of the Traxx series, compared to which it has a revised locomotive body as the most obvious change . The change was made in order to meet the new, stricter safety standards with regard to crash resistance and can be recognized by the corners on the locomotive body that are slightly pulled down and the front flaps for removing the air conditioning. The converter system was also changed . There are here two fundamentally different types of water-cooled IGBT - converters used. The traction cord developed for the F140 MS forms the basis of the traction cords used in the “Traxx 2 Evolution” (2E). What is noticeable is the scale played when starting off in the speed range between 0 and 16 km / h. With the Traxx 1, on the other hand, a constant pitch can be heard between 0 and 17 km / h.

The first machine of the 185.2 series was handed over to Deutsche Bahn on January 14, 2005. The Traxx-2 prototype (Kassel 33650) went to SBB Cargo in August 2005 as Re 482 035, as part of the re-order for 15 “Traxx F140 AC2” (035-049).

The updated second Traxx generation 2E relied on multi-system locomotives (MS), and the introduction of direct current (DC) and diesel locomotives (DE), which are always based on the identical Traxx construction; the AC2 alternating current locomotives therefore remained under construction until the appearance of the third Traxx generation AC3. A total of 573 Traxx-2 locomotives were manufactured, and series production ended in 2013; In 2015 there was a last subsequent delivery for the DB.

F140 MS2

Four-system locomotive SBB Re 484

The first series locomotives delivered with the new Traxx-2 body are the 18 Re 484 (001-018) of the Swiss SBB Cargo , which were delivered from 2004 . They are equipped for cross-border use to Italy and had to be designated as "E 484" by order of the local authorities. A second construction lot in 2006 included three more machines for SBB Cargo (019-021) and five locomotives for the leasing company MRCE , which were first leased to Crossrail (901 and 902) and SBB Cargo Italia (903-905) under the designation E 484.9 .

A total of 26 copies of the Traxx F140 MS2 were built. The locomotives from BLS Cargo and the leasing company Railpool belong to the successor generation Traxx 2E, but are often referred to as Traxx F140 MS (instead of F140 MS2E).

F140 AC2

185 286 on the Hanover freight bypass

Starting with road number 185 201, the locomotives for DB Cargo were also delivered in this improved form, referred to as the 185.2 series. In turn, 200 locomotives were planned, 199 had been delivered by October 2010, and a superstructure was used for an accident 146. The locomotives have an operating license and network approval for Austria.

In February 2007 the then DB Schenker decided to equip 17 locomotives with a Scandinavian package ; Locomotives 321–337 with approval for Denmark and Sweden were to be used in the Railion network with cooperation partner Green Cargo (GC). At the beginning of 2008 GC ordered a further six locomotives (185 401–406); When these were delivered in 2009, machines 332–334 were already registered on GC, so DB Schenker took over locomotives 401 to 403 without further ado. In October 2008 GC ordered a further 16 locomotives, which have been given the Swedish designation Re 1423 to 1438 since delivery in 2010.

The 185 561, built by Bombardier in 2004 as a Traxx-2 prototype, was accepted by SBB Cargo as Re 482 035 in January 2006 , and the other 14 ordered locomotives (036-049) were delivered by August. Like the "Traxx F140 AC1", these have the Swiss package and a total of four pantographs, again with the 1450 mm narrow pallets in the outer positions. One change concerned the Swiss train control system Signum, in which the usual permanent magnet on the vehicle was replaced by an electromagnet that can be switched off, which means that approval in Austria is possible.

The 185 568 built in 2006 served as the second test vehicle from Bombardier, which basically completed test and approval drives on the HSL Zuid in April 2006 as a prototype of the “Traxx 2 Evolution” (2E) . In the second half of 2006 it received ETCS equipment and was used by the Mannheim plant for static tests with a view to developing the 2E generation. Dynamic ETCS tests were carried out in 2007, for which the locomotive was left to the OHE until enough “Traxx F140 MS2E” were available. Most recently, it served as the approval carrier for the Scandinavian package ordered .

At the beginning of 2007, the Swedish Hector Rail ordered six locomotives with a Scandinavian package, which in Sweden are referred to as the 241 series. The 241.001 was completed in mid-2007 and was available for approval drives. The normalized 185 568 followed a short time later than 241.002, and the other four machines by mid-2008. Two additional locomotives were ordered two times during the delivery process and were delivered at the end of 2008 and mid-2009. A final order for two more machines (011 and 012) was placed at the end of 2010 and they were delivered in mid-2011.

designation NVR numbers
DB 185 201-399 91 80 6 185 201-399
185 401-419 91 __ 6 185 401-419
185 561-717 91 __ 6 185 561-717
Re 482 035-049 91 85 4 482 035-049
GC Re 1423-1438 91 74 0 001 423-438
HCTOR 241.001-012 91 74 6 241 001-012
EUCOM 481 001-002 91 55 0 481 001-002

A total of 393 “Traxx F140 AC2” were produced, with series production ending in 2012; two machines came to TXL in 2013 (417, 418), one only to Raildox in mid-2014 (419). A total of 145 locomotives went to leasing companies and other private railways. The rental locomotives continue the designation system of the 185.5 class previously introduced for the AC1 machines , with the numbers 558-560 never being used. The number ranges 561–717 and 407–419 are used; the NVR numbers are analogously “91 XX 6 185 561–717” and “91 XX 6 185 407–419”. The numbers of the Bombardier test locomotives 561 and 568 are no longer assigned; the number ranges 643–648, 651–660, 667–670, and 701–703 remained vacant due to changes in orders or cancellations.

Own locomotives of this type only have ITL (562), HVLE (583, 640, 641), MGW Service (642), Raildox (409, 419), and TXL (417, 418). A majority of 136 of the 145 private locomotives went to leasing companies and their long-term lessees; the locomotives were therefore usually delivered in the livery of the lessee and with the requested international package. The biggest owners of the machines are the rental companies Railpool (newly founded in 2008; 42 + 2 pieces), Alpha Trains (35 pieces), Macquarie European Rail (16 pieces), MRCE Dispolok (13 pieces) and Beacon Rail (12 pieces), the rest was accounted for by four other leasing / financing companies:

  • Mitsui Rail Capital Europe (MRCE), since 2008 MRCE Dispolok
    Locomotives 563-567, 569-574, 407-408
  • Angel Trains Cargo (ATC), since 2010 Alpha Trains (ATL)
    Locomotives 575-577, 603-634
  • CBRail, from 2013 Macquarie European Rail
    Locomotives 578-582, 584-589, 635-639
  • Allco Finance Group, since 2008 BTMU Capital Corporation, since 2009 Beacon Rail (BRLL)
    Locomotives 590–597, 599–602
  • Veolia Cargo, Akiem since 2012
    Locomotives 598, 649–650
  • Railpool
    Locomotives 671-700, 704-715, 716-717
  • Locomotion
    Locomotives 661–666
  • Deutsche Leasing Hungaria, sold to Railpool in 2016
    Locomotives 716–717 (formerly Eurocom 481 001–002)
  • Bure Equity, Rushrail
    Locomotives 410-416

The three Veolia locomotives were originally ordered for personal use, but were then suspended before they were accepted towards the end of 2009; At the end of 2009, Veolia sold its cargo division to SNCF, and the locomotives belonged to the VC Holding of SNCF from then on , before it was merged with SNCF rolling stock rental company Akiem. Leased to ITL, the locomotives have the Captrain design.

Deutsche Leasing Hungaria acquired two locomotives, had them prepared for Hungary for the first time, and was licensed in Hungary as the 481 series (001–002). The machines were leased and used by the Hungarian Eurocom Rail Cargo until it became insolvent in 2010. Temporarily rented from the Hungarian AWT Rail HU , the German Railpool GmbH took over the main rent in August 2011, changed it to 716 and 717, and lent the locomotives itself; in August 2016 she took over both machines.

In a freight train fire in the Simplon Tunnel on June 9, 2011, one of the two 132 kV traction power lines from the SBB Massaboden power plant to the mobile substation in Varzo, which feeds the Simplon southern ramp with 16.7 Hz single-phase alternating current, was destroyed. In order to improve the supply stability, the locomotives 704 and 705 currently under construction for Railpool were brought to Domodossola at the beginning of July 2011 and installed as stationary, regulated reactive power compensation. After the destroyed line had been replaced by mid-December 2011 and normal operations had resumed, the locomotives were completed and handed over to Railpool in January 2012.

P160 AC2

146 207 of the DB
Transdev class 146 with train running from Leipzig to Warnemünde

Analogous to the first Traxx generation, “Traxx P160 AC2” with hollow shaft drive, which took over the design changes of the Traxx-2 family, were used for passenger transport. At the DB, the locomotives were classified as the third series of the 146, as 146.2 , and were first delivered on July 22, 2005.

The first orders for a total of 68 locomotives included a first batch of 47 machines for DB Regio (201-247), eight locomotives (146-11 to 146-18) for the vehicle pool of the Lower Saxony regional transport company (LNVG), and four for the Connex Regiobahn GmbH (146 519-522), as well as another nine for LNVG (146 531-539), all of which were delivered by October 2007. The machines of the DB Regio are located in Stuttgart, Freiburg and Nuremberg.

The Württemberg transport company uses its 25 locomotives (146 201–220 and 223–227) on various Interregio-Express , Regional-Express and regional train lines from Stuttgart. It is mainly double-decker trains that are hauled , but it is not uncommon for trains with older n-cars to be used.

Only on the Stuttgart-Zuffenhausen - Vaihingen (Enz) section of the new line to Mannheim and on the IRE trains to Ulm on the section between Plochingen and Geislingen do the locomotives reach their top speed of 160 km / h as planned. Two RAB (Regionalverkehr Alb-Bodensee) locomotives (146 221 and 222) are also based in Stuttgart. However, they are used in a common schedule with the other Stuttgart locomotives.

The regional transport Südbaden relies on the Black Forest Railway since the timetable change in 2006 eleven Traxx P160 AC2 (146228-239) and trains with up to four double-deck coaches, which are stationed in Freiburg and therefore also have some rounds on the Rhine Valley Railway between Karlsruhe and Basel.

Two locomotives completed by Bombardier in 2010 went to the commissioning company Transporttechnik (IGT) before they were taken over by LNVG (146 541-542) in early 2013. Since then, the LNVG vehicle pool has comprised 19 locomotives, which are rented to the Metronom , which is mainly owned by the federal states of Bremen, Hamburg and Lower Saxony , and are located there.

designation NVR numbers
DB 146 201-247 91 80 6 146 201-247
DB 146 251-282 91 80 6 146 251-282
DB 146 551-577 91 80 6 146 551-577
ME 146-11-146-18 91 80 6 146 511-518
146 519-522 91 80 6 146 519-522
146 531-539 91 80 6 146 531-539
BR 146 541-542 91 80 6 146 541-542
MÁV 480 001-025 91 55 0 480 001-025

The four locomotives of what was then Connex Regionalbahn were delivered in the InterConnex paint scheme and were rented out to the operating subsidiaries within the Group and were then used by them. The machines came to the then Nord-Ostsee-Bahn (NOB) at the end of 2005, and then to the Regiobahn Bitterfeld Berlin (RBB) in 2006 . At the end of August 2006, the owner Connex became Veolia Verkehr Regio GmbH . Individual locomotives were also sublet to Ostseeland Verkehr (OLA), TWE Bahnbetriebs-GmbH , and Westfälische Landes-Eisenbahn (WLE). Metronom, which has identical locomotives from the LNVG pool, rented one locomotive from the end of 2010 and a second from April 2012. When the InterConnex service was discontinued in December 2014, the locomotives lost their main field of activity. Veolia Verkehr became Transdev Regio GmbH in March 2015 . At the end of February 2016, all four locomotives were sold to the leasing company Macquarie European Rail .

Bf Budapest Keleti pu, 480 025

On November 17, 2008, the Hungarian state railways MÁV announced the order of 25 locomotives for MÁV Trakció . The investment of around 80 million euros was funded by a consortium made up of the Kreditanstalt für Wiederaufbau (KfW) and the European Investment Bank (EIB) and was intended to replace the MÁV V43 series in internal intercity traffic and enable international connections.

The first two locomotives of the MÁV class 480 (001-025) were completed in October 2010 and transferred to Hungary for the approval process. At the end of June 2011, MÁV confirmed that in addition to approvals for Hungary, Germany and Austria, approval for Serbia , Slovakia and Romania is also being sought. The series delivery of the remaining locomotives took place from mid-2011 to February 2012.

146 560 in long-distance traffic painting with "IC2" at the staff training in Leipzig, November 2015

In January 2011, 27 locomotives (551-577) were ordered for DB Fernverkehr, which technically correspond to DB Regio 146.2 and could be called up from the existing framework agreement with Bombardier. Designated as 146.5 , the vehicle numbers are strictly related to the "private" vehicles of the 146.5 series. They should be used from December 2013 with the double-decker Intercity called IC2 and were delivered in the corresponding color scheme (white with traffic red vertical stripes). Problems with the delivery and approval of the IC2, however, after 20 locomotives were largely completed in 2013, led to the temporary construction freeze.

Only after the first complete IC2 sets were available for test, approval and acceptance runs towards the end of 2014, production was resumed, with a number of vehicles initially being delivered for DB Regio before the other seven temporarily suspended locomotives were completed by the end of 2015 were. The first IC2 train units were used from December 2015 on the Intercity line 56 between Leipzig main station and Cottbus via Emden to Norddeich Mole.

On August 16, 2012, Deutsche Bahn ordered another 32 class 146 (251–282) locomotives from Bombardier to rejuvenate its vehicle fleet in regional transport. These are listed internally at DB as 146.3 , the order volume was around 108 million euros. The first two locomotives were delivered in 2014, the remaining 30 by September 2015. Six locomotives are based in Frankfurt (146 251–256), the remaining 26 in Dortmund (146 257–282).

A total of 154 “Traxx P160 AC2” were manufactured, with series production being concentrated in the years 2005–2007 and 2010–2013. The last DB orders, which were delivered in 2015, came at a time when the Traxx 3 generation (AC3) was already being tested. The decreasing demand for locomotives for passenger transport caused by electric multiple units, and the cheaper spare parts management for existing large series, favored subsequent deliveries.

Traxx 2E

Bombardier Traxx 2E
246 002-0 during a test drive through Bautzen
246 002-0 during a test drive through Bautzen
Numbering: Private railways:
  • BLS Re 486 501-510
  • 186 101ff
  • HVLE 246 001 & 010 (3)
  • Start Lower Elbe 246 002–009 (3)
  • IGT 246 011 (3)
  • 285 Macquarie European Rail 001-010 (3)
Manufacturer: Bombardier Transportation
Year of construction (s): since 2006
Service mass: 85.0 t
86.0 t (3)
Wheel set mass : 21.3 t
Top speed: 160 km / h (4)
140 km / h (2)
Installed capacity: 2200 kW (3)
Continuous output : 5600 kW
4000 kW (1.5 kV =)
Starting tractive effort: 300 kN
270 kN (3)
Performance indicator: 65.9 kW / t
23.3 kW / t (3)
Power system : 15 kV, 16.7 Hz ~
MS versions:
15 kV, 16.7 Hz ~
25 kV, 50 Hz ~
3 kV =
1.5 kV =
Drive: Pawl bearing (2)
hollow shaft (1)
Brake: Brake computer controlled electric brake, compressed air brake
Train control : various
For further data see above
(1) P-types
(2) F-types
(3) Diesel-types
(4) P-types and F-types in some countries

In the meantime, the Traxx platform has been further developed by Bombardier, whereby it has been optimized in particular so that the same locomotive body can be used for electric and diesel-electric versions. In the middle of the machine room of the "Traxx 2 Evolution" (2E) there is an installation field on which either a diesel engine or the converter system developed from the Traxx F140 MS2 can be installed. The connecting passage through the engine room is no longer straight, but around this block. In the electric versions, the corridor on one side of the central block is designed as a lockable high-voltage cell.

The side wall of the locomotive body is made in three parts. The opening for the air intake of the diesel engine is screwed to a plate in the electric versions, while the small opening for the filler neck of the fuel tank in the electric locomotives is not closed.

The bogies and drives have been improved again, so that a regular top speed of 160 km / h can be achieved for the first time with the pawl bearing drive. Regardless of this, the now misleading designation F140 was retained.

F140 MS (2E)

The Traxx F140 MS , referred to in Germany as the 186 series, belongs to the updated second Traxx generation 2E . Roughly speaking, it is a further development of the Traxx F140 MS2 : a four-system locomotive for AC and DC systems with a nominal output of 5600 kilowatts (or 4000 kilowatts at 1500 volts DC), which also has all the modifications described in the previous paragraph.

BR 186 DA-PL external address 2012 01 30.jpg
External address
BR 186 DA-PL inside address Vmax 2012 01 30.jpg
Inside address

According to the manufacturer's designation "F140", the locomotives are freight locomotives with a pawl bearing drive, but in the course of development in 2007 the maximum speed permitted for Germany and on the HSL Zuid was subsequently increased to 160 km / h. In contrast, these locomotives are still only approved for 140 km / h in Austria and Poland, among others, and the "140" in the name of Traxx F140 was officially retained. In Germany, the locomotives are therefore also suitable for use in passenger transport.

The driving force behind the further development was also the finding that the Re 484 could run under all common European electricity systems, but that there were limits to the number of train control systems that could be installed in parallel and that this led to unpredictable approval procedures. In contrast to the previous "Traxx AC" and "Traxx MS" with DB and SBB as the first orderer, the second MS generation was initially only ordered by leasing companies interested in as many country packages as possible. If necessary, it should also be possible to upgrade, retrofit or retrofit at a reasonable cost.

Surveys of potential customers revealed a demand for three packages when ordering for the first time, which included the following countries:

  • Germany, Austria, Switzerland, Italy (DACHI)
  • Germany, Austria, Belgium, Netherlands (DABNL)
  • Germany, Austria, Poland (DAPL)

Based on the Traxx F140 MS , which were still being delivered to SBB Cargo, the then Angel Trains Cargo (ATC) initially ordered 26 locomotives in three configurations in March 2005; At the beginning of 2006, the order was increased by a further 9 machines for HSL Zuid . In February 2006, CBRail ordered 25 locomotives in three configurations.

186 111-1 from Alpha Trains

In 2006, Bombardier's own 185 568 (AC2) initially served as a test vehicle, while the first new locomotives for certification runs were still under construction. At the InnoTrans 2006 , the “new” Traxx F140 MS (186 111) was presented to the public as the “new Traxx generation” alongside the first Traxx P160 DE . Later the communication was corrected to the effect that it was about the generation "Traxx 2 Evolution".

By the end of 2006, seven locomotives in ATC livery had been completed for test and approval runs: two in DACHI configuration (001–002), three in DABNL configuration (111–113), and two in DAPL configuration (126–127) . In the course of 2007, most of the ATC locomotives ordered were completed, such as the DACHI machines (103–110) and the DABNL machines (114–125), which, however, had no field of activity for the time being.

The approval in Poland was obtained in October 2007; the other eight DAPL machines (128–135) were delivered by March 2008, and six of them were immediately leased long-term to PKP Cargo (as EU43 001–006). In autumn 2007 the 123–125 destined for the Belgian SNCB were brought to Antwerp; with road numbers 2801–2803, the first commercial journeys with freight trains began in 2008, before trial runs with passenger trains began for the first time in mid-2008. The twelve locomotives intended for " NS Hispeed " were only parked around unused due to a lack of available ICRm conversion wagons, then due to delayed completion of HSL Zuid until summer 2008, before the first high-speed runs and preliminary operations began in mid-2008.

The ten DACHI machines (001–010), on the other hand, largely disappeared from the scene - apart from test drives. At the time, it remained unclear whether the locomotives had obtained approval in Italy or whether potential customers had dropped out, especially since BLS Cargo had ordered ten DACHI machines itself in September 2007. In May 2009 it was finally announced that Bombardier, ATC and Railpool, founded in 2008, had agreed that Railpool would take over the locomotives that had meanwhile moved to Bellinzona; these came into commercial operation for the first time in mid-2009.

In the second half of 2007 the first locomotives for CBRail were completed; contrary to their own visualizations, they seemed undecided about the paintwork, whereupon Bombardier delivered the locomotives in a neutral shade of white. Although no locomotive had yet been accepted, ten more machines were ordered at the end of November 2007. In the course of 2008, five DAPL machines (136-140) and ten DACHI machines (151-160) were accepted; the latter had to be redrawn as "E 186 901-910" by order of the Italian Cesifer . The ten DABNL machines (141–150), however, were only partially accepted; five locomotives (142, 144, 148-150) could be rented. Four locomotives (141, 143, 145, 147) without a single commercial use were sold to Railpool in 2008, which, however, wanted to be converted to DAPL machines. Locomotive 146 was used commercially for around six weeks at the beginning of 2009, before it was also converted for Railpool. The five locomotives went into commercial service from the end of 2009.

The five re-ordered DACHI machines (911–915) were also sold to Railpool; the DABNL machines (236–240) that were re-ordered were accepted in the first half of 2010. Out of a total of 35 ordered locomotives, only 25 were ultimately included in the inventory. CBRail was renamed Macquarie European Rail in early 2013 .

In September 2007, ATC ordered a further 35 locomotives by means of a framework agreement, which could be called up at relatively short notice if required. In November 2007, an additional 35 locomotives were ordered for the Belgian-German joint venture Cobra Rail ("Corridor Operations" via Betuweroute ), behind which SNCB and DB Schenker stood; five locomotives were also called up from the framework agreement, which ultimately resulted in 40 DABNL machines (196-235) being delivered between mid-2008 and mid-2009. Ten locomotives in DAPL design (241-250) and five locomotives (346-350) with the new DBF configuration (Germany, Belgium, France) were also called up from the framework agreement.

Since DB Fernverkehr urgently needed another DAPL machine, the 241 was brought forward and delivered in December 2008; ATC therefore called up another DAPL machine (251) as a precaution. The other nine DAPL machines (242–250) were delivered in the second and third quarters of 2009, followed by the DBF machines (346–350) in November 2009. Contrary to expectations, there were no tenants for the DAPL machines, and neither the acceptance of the 251 has been suspended. In early 2010 ATC changed the name to Alpha Trains ; the locomotives were transferred to storage shortly afterwards. Tenants were only found from February 2011, after which the machines gradually came into commercial operation until August 2011. The 251 was sold to Railpool, where it was accepted as a DACHINL machine after being converted at the end of 2011. Angel Trains purchased a total of 105 locomotives, specifically only 91, and ultimately only 80 were added to the inventory.

In 2007, the then DB Schenker, together with its British subsidiary EWS, ordered twenty locomotives (161–180) for the joint venture Euro Cargo Rail (ECR). The previously not communicated procurement became apparent when the 186 161 left the BT factory in Kassel in ECR paintwork in January 2008. Two locomotives were completed for the approval process for the newly ordered country package DBF (Germany, Belgium, France). In the meantime, ATC had also ordered five machines of the same configuration (346-350) from their framework agreement with Bombardier. France finally granted approval in mid-2009, while the locomotives (163–180) were already under construction; the last five were diverted to ATC and five more were assigned to ECR. At the end of September 2009, the first eight ERC units were handed over for instruction trips, while the five that were subsequently produced could be completed by April 2010.

At the Munich Transport Logistic in May 2009 it was announced that another 45 DBF machines (301–345) had been ordered, which were then delivered between May 2010 and April 2012. Twenty of these locomotives (321–340) were not delivered to ECR but directly to DB Schenker and were painted in the DB traffic red. Used in mixed services with the ECR to Belgium and France, the 20 locomotives were finally sold to the ECR by the end of 2015. At the end of 2017, the European Commission granted a grant of 9.8 million euros for the ETCS equipment of 65 DB Cargo locomotives (including ECR). A maximum of half of the costs will be funded.

Veolia Cargo (VC) ordered six locomotives in November 2007. Originally planned for its own use, Veolia showed no further interest in the vehicles upon delivery. In the third quarter of 2008, two DABNL machines (181–182) were delivered, which Bombardier quickly rented to ITL itself; Veolia also refused to accept the three DBF machines (184-186) completed in mid-2009. Bombardier then used the 181 and 182 itself for the time being before it was sold to Railpool in December 2009. With regard to the other three locomotives, an agreement was reached in mid-2010 with the SNCF subsidiary VC Holding (the former Veolia Cargo) on a takeover as rental locomotives. At the beginning of 2012, VC Holding became SNCF-Rollmaterialverleih Akiem .

At InnoTrans 2008 , the newly founded Railpool announced its intention to purchase a total of 58 Traxx 2 / 2E locomotives from Bombardier Transportation - including 28 "Traxx MS" - worth around 192 million euros; the first of our own machines should be delivered from August 2009. Since 2008 had turned into an economic crisis year, Railpool was able to take over various existing or still under construction locomotives from the competition.

The ten DACHINL machines (101–110) intended for ATC were accepted from May 2009. The five DABNL machines intended for CBRail (141, 143, 145–147) were converted to DAPL configuration and accepted towards the end of 2009. The two DABNL machines (181–182) planned for Veolia were accepted in December 2009. Five DACHI machines (911–915) planned for CBRail were accepted in the middle of 2010 in DAI configuration under the numbers 281–285. In addition to these 22 acquired locomotives, six DAPL machines of their own (271–276) were added in the course of 2010. The 251, once intended for ATC, was delivered at the end of November 2011 as a DACHINL machine. The two newly ordered DABNL machines (283 and 287) were delivered in December 2011. The six newly ordered DAI machines (286–291) were only delivered in the first half of 2012, but found tenants with difficulty. Locomotives 289 and 291 then went back to Bombardier, for conversion to the DABNL package plus Mirel for approval in the Czech Republic and Slovakia; In this configuration, the locomotives were returned to Railpool in February 2013.

The global financial crisis had led to a decline in the volume of freight traffic from 2008 onwards, and the leasing companies financed by banks found it increasingly difficult to find long-term tenants, and the large railway companies also rented their underemployed locomotives. ATC refrained from calling up 14 locomotives each; Railpool had signed a further contract with Bombardier in 2010, but has since felt the doldrums and has refrained from calling up additional locomotives. Production of the "Traxx MS" therefore ended for the time being at the beginning of 2012 and was also completely suspended in 2013.

In March 2013 Akiem came back with an order for 15 locomotives. In addition to four newly developed "Traxx AC3 (LM)", an additional 11 MS2E were ordered in addition to the three DBF machines built for Veolia, divided into four DBF machines (188–191) and seven DAPL machines (261–267) . The locomotives were delivered between May 2014 and early 2015. In June 2016, Akiem signed a framework agreement with Bombardier for up to 52 Traxx locomotives, optionally AC3 or MS2E. At the end of 2016 / beginning of 2017 five DBF machines (192–195, 260) were delivered; From October 2017, an average of one locomotive was delivered per month, the 13 351–363 units delivered so far have the DAPL package with Mirel (CZ / SK) and are approved for Hungary and the Netherlands. At the same time, seven DABNL machines (381–387) have been delivered from March 2018.

Akiems 186 371 was completed in March 2018 and served as a test vehicle for the ETCS specification "Baseline 3" in the DACHIBNL configuration, which is required for the continuous use of freight corridor 1. After completing the test, the locomotive received the DABNL package and was returned to Akiem as the 186 385 in November 2018.

A good year after Akiem, in mid-2014, Railpool also announced the order for further locomotives; a framework agreement with Bombardier secures up to 65 Traxx locomotives of the types AC3 or MS2E. After an interruption of almost three years, the delivery of eight DABNL machines (421-428) and ten west-east machines (429-438) began in April 2015, similar to those from Akiem (DAPL, NL, CZ / SK / HU). At the end of 2015 another five DABNL machines (455–459) were delivered. As of October 2016, six DABNL machines (292–297), four DBF machines (252–255), fourteen DACHIBNL machines (256–259, 445–454) and three DABNL + CZ / SK / HU machines (298 –300) delivered. In mid-2017, the order for a further 20 DACHIBNL machines (491-510) was announced, the delivery of which began in May 2018 and should last until the end of 2019. At the beginning of 2019, eleven of the twenty machines were completed.

Rental locomotives
Railway company number designation
ordered delivered Duration
Angel Trains Cargo
Alpha Trains
35 + 70 91 80 186 101–135
186 196–235
186 241–251
186 346–350
Macquarie European Rail
25 + 10 35 25th 186 136–150
186 236–240
186 281–285
186 901–910
Euro Cargo Rail / DB Cargo 20 + 45 65 65 186 161-180
186 301-345
Veolia Transport 6th 5 0 186 181-182
186 184-186
Railpool (until 2013) 14th 14th 37 186 183
186 187
186 271-276
186 286-291
Railpool (from 2015) 23 + 47 * 61 * 98 186 252–259
186 292–300
186 421–438
186 445–459
186 491–510
Akiem 16 + 20 * 36 39 186 188–195
186 260–267
186 351–363
186 381–387 *
Locomotion 5 5 5 186 440-444
Rhenus Rail Logistics 3 3 3 186 268-269
286 940
Captrain Germany 6th 6th 6th 186 151-156
* Exact number unknown, still in delivery at the end of 2018

In September 2007, the Swiss BLS Cargo ordered ten “DACHI” locomotives, with an option for a further ten. A year later, the first machine called the Re 486 was put into operation, followed by the delivery of the ten locomotives (501-510) between December 2008 and May 2009. The locomotives are used in transalpine and cross-border traffic, but were only used without ETCS equipment taken over, and could only be used in double traction behind a Re 485 on ETCS routes such as the Lötschberg base tunnel .

186 009 of the Nederlandse Spoorwegen

After delays in commissioning and approval of the AnsaldoBreda V250 , the HighSpeedAlliance (HSA), a consortium made up of NS and KLM , decided to temporarily start operating on the HSL Zuid (high-speed route Schiphol – Rotterdam – Brussels) with conventional rolling stock. Existing ICRm wagons were converted for the passenger trains, and twelve machines from ATC (186 111-122) were leased, which were kept in the livery of NS Hispeed . With high-speed runs from mid-2008, lead-in operation began step by step, which was fully started in July 2009 under the Fyra brand .

With the timetable change in December 2012, the Fyra connections with the V250 began, which were shut down a good month later; The leased locomotives were brought back for replacement operation. After it became clear in the course of 2013 that this would become permanent, the brand name Fyra was dropped in December 2013, own rolling stock was ordered at the beginning of 2014, and NS Hispeed was dissolved in mid-2014 or converted to NS International .

The NS ordered 19 "Traxx F160 MS" locomotives for the connections now known as Intercity Direct or Intercity Brussel , which were delivered between August 2014 and January 2015 as E 186 001 to 019. Another 26 locomotives (020-045) were procured between May and December 2016.

designation NVR numbers
186 001-510 91 80 6 186 001-510
186 901-910 91 80 6 186 901-910
Re 486 501-510 91 85 4,486 501-510
NS 186 001-045 91 84 1 186 001-045
RRL 286 940 91 81 1 286 940
MT 386 001-040 91 54 7 386 001-040
RJ 386 201-208 91 54 7 386 201-208

The Czech Metrans ordered 20 locomotives for use in Germany, Austria, Poland, the Czech Republic , Slovakia and Hungary , which were delivered between September 2014 and March 2015 as 386 001–020. Another ten locomotives (021–030) were delivered between October 2016 and February 2017, of which 027–030 with additional approval for the Netherlands. Another ten locomotives (031-040) were delivered between May and October 2018.

In December 2014 and January 2015 five locomotives (DAI) were delivered to Lokomotion (186 440–444).

Three locomotives went to Rhenus Rail Logistics in April and May 2017 (186 268–269 and 286 940).

Between May and July 2018, six locomotives (DABNL) went to Captrain Deutschland (186 151–156).

The Czech Regiojet ordered eight locomotives (386 201–208) in April 2017; the first two machines were brought to the test ring in Velim for test purposes in April 2018.

F140 DC

The four-system locomotive was also developed into a pure DC locomotive for traffic in Italy under the name Traxx F140 DC . The converter system is identical to that of the Traxx F140 MS, the transformer has been replaced by a choke tank. The mass of the omitted AC equipment is offset by eight tons of ballast.

20 locomotives for Italy were ordered as the E483 series by the leasing company Alpha Trains and eight by Nordcargo . Follow-up orders were placed by Autorità Portuale di Savona (APS), Ferrovie Emilia Romagna (FER), Sistemi Territoriali (ST), GTS Rail (10 pieces), Ferrovia Adriatico Sangritana (FAS), Ferrotramviaria (FT) and leasing company Akiem (20 pieces).

The Polish Pol-Miedz Trans (PMT) ordered two E483s in 2009, took them over at the Vado Ligure plant and brought the locomotives to Poland, where they were initially used under the Italian series designation. In 2010, Koleje Mazowieckie (KM) ordered eleven locomotives that were given the Polish series designations "EU47" and "5 170"; Eight locomotives from Railpool were also included under the latter designation - the only ones that were not manufactured in Vado Ligure, but in Kassel. Another five locomotives went to Akiem .

F140 DC (Renfe 253 series)

Renfe-253 023 with grain train in Catalonia

As the Traxx F140 DC for Spain, a sub-variant was developed for Renfe Mercancias , the freight transport division of Renfe ; The machines, classified as class 253, are designed as pure freight locomotives for the Spanish broad-gauge network (1668 mm) and are structurally prepared for changing gauges to standard gauge. The locomotives are equipped with a pawl bearing drive and are the only electric Traxx locomotives that do not have a train busbar. The boxes correspond to those of the standard-gauge Traxx 2E locomotives with the only difference that the opening for the filler neck of the diesel locomotives on the Spanish locomotives, which is also in the middle above the side member of the electric locomotives, is closed. Compared to the Traxx F140 DC , the converter system has been greatly modified for operation with 3 kilovolt DC voltage , whereby the intermediate circuit of the converter is fed directly from the contact line without an actuator.

In November 2006, 100 units were ordered from Bombardier, the first of which were delivered in 2008. A total of 55 locomotives, including the first ten, were completely manufactured by Bombardier in Vado Ligure, and then transferred to Renfe Integria in Villaverde , where they were placed on the broad-gauge bogies . The remaining 45 locomotives were delivered as kits from various European plants by Bombardier to Villaverde and finally assembled in the workshops of Renfe Integria ; the latter is also responsible for the maintenance of the vehicles. Comsa ordered three more locomotives, assembled them in Vado Ligure and brought them to Spain by heavy road transport.

P160 DE

Class 246 from Cuxhaven to Hamburg in Cadenberge, no longer operated by metronom

The diesel-electric passenger transport version of the Traxx 2E was introduced under the name Traxx P160 DE . It has a hollow shaft drive and, like the electric Traxx of the first two generations, is approved for 160 km / h. The locomotives are known as the 246 series in Germany. From 2006 to 2007 a total of eleven locomotives of this type with an output of 2200 kW were manufactured; The Traxx P160 DE ME was presented as a successor version in 2012 .

The first orderer of the passenger transport version of the “Traxx DE” was the Lower Saxony regional transport company (LNVG), which ordered eleven locomotives (001-011) in September 2005. The diesel-electric Traxx were presented unofficially for the first time at InnoTrans 2006 ; The locomotives were delivered in the course of 2007. Eight machines (002–009) have since been rented for use on the Niederelbebahn between Hamburg and Cuxhaven . From 2007 to 2018 the vehicles were parked at Metronom , after the change of operator the contract was transferred to Verkehrsgesellschaft Start Unterelbe mbH .

The 246 001 was rented from 2008 to 2010 to the commissioning company Transporttechnik (IGT); the 246 010 from 2007 to 2009 to the IGT and until September 2009 to the Südostbayernbahn of the DB. Both machines were sold to the Havelländische Eisenbahn (HVLE) in the fourth quarter of 2011 . The 246 011 was also leased to IGT from 2007 and sublet it; It was acquired by IGT at the end of 2011 and sold to the Pressnitz Valley Railway (PRESS) at the end of 2015 .

F140 DE

76 110 as a work locomotive in Leipzig Hbf station, June 2015

The diesel-electric freight version of the Traxx 2E was introduced under the name Traxx F140 DE . It has a pawprint drive and, like the electric Traxx of the first two generations, is approved for 140 km / h. The locomotives are referred to as the 285 series in Germany. In addition to the original version with 2200 kW output, a version with 2400 kW was later developed. From 2007 to 2013 a total of 35 locomotives of this type were manufactured.

The first orderer of the freight version of the "Traxx DE" was the leasing company CBRail , which ordered ten locomotives in February 2006. The first, designated as 285 001, was completed at the beginning of August 2007 and, as part of the approval process, went through test drives on the Versuchsring in Velim and on the Rübelandbahn , where it was also used by the later tenant HVLE . At the beginning of 2008 the 001 was handed over to CBRail, followed by the machines 102-109 until the middle of the year, which belong to the more common substructure type 285.1, which do not have a train busbar ex works .

The 285 110 was only retained for InnoTrans 2008, but was then used for the construction of the 2400 kW prototype BB 76 101 ; As a replacement, CBRail received the 285 111 in April 2010, which, however, had an accident at the end of November 2010 after a few weeks in operation. Assembled with a new locomotive body, the 111 finally came back into operation in March 2012. At the beginning of 2013, CBRail became the leasing company Macquarie European Rail .

The Polish Lotos Kolej ordered six Traxx DEs for freight traffic in October 2009 and then another four in May 2010, which were delivered in 2011 as 285 121–130. The machines were given the Polish series designation 3 650 (016–025), the NVR numbers are accordingly 92 51 3 650 016–025.

At the end of October 2008, Fret SNCF , the freight division of French railways, ordered 30 “Traxx DE” (with an option for 50 additional locomotives) for freight transport between Germany, the Netherlands and Belgium. The contract was adjusted again at the beginning of December and increased to a firm order of 45 locomotives; Part of it would be managed by the newly established SNCF rolling stock rental company Akiem .

The SNCF requested a higher output of 2400 kW, compared to the 2200 kW at CBRail; Therefore, in 2009 four prototypes were produced for the necessary approval procedures, two each of the planned BB 76000 and BB 76100 series. For the construction of the 76 101, the already largely completed 285 110 was taken for CBRail and converted to 2400 kW; the latter received the 285 111 as a replacement in April 2010.

In 2013, Bombardier completed a total of 15 locomotives (001–004, 101–111) for SNCF / Akiem, including the prototypes, but these were never accepted by the customer.

PRESS 285 102 with Belgian NVR number and Scharfenberg auxiliary couplings

The five locomotives 76 103–107 were sold to RheinCargo in the second half of 2013 and delivered between November 2013 and January 2014 as 285 112–116. RheinCargo refers to the machines internally as "DE800" (801–805). Three other locomotives, the 76 101, 102 and 108, were sold to Captrain Germany at the beginning of 2014 as 285 117–119 , and the 76 111 to the Thuringia steelworks at the end of 2014 . During 2015, Raildox (RDX) bought the 76 109 and 110.

The remaining four locomotives 76 001–004 were sold to the Pressnitztalbahn (PRESS) in the third quarter of 2015 ; internally, this refers to the machines as 285 101-104. Some of these, like the 285 102, are used as tow locomotives for multiple units that fail on the Erfurt – Leipzig / Halle high-speed line, for which they were equipped with ETCS on- board equipment. For coupling with multiple units, they have Scharfenberg auxiliary couplings that can be attached to the towing hooks.

The 285 104 was involved in the first trip under ETCS Level 3 in the Deutsche Bahn network on the Annaberg-Buchholz-Schwarzenberg railway line on September 6, 2018 .

P160 DE ME

Bombardier Traxx P160 DE ME
Series 245 at InnoTrans 2012 in Berlin
Series 245 at InnoTrans 2012 in Berlin
Numbering: DB 245 001-037
Paribus 245 201-215
Manufacturer: Bombardier Transportation
Year of construction (s): since 2012
Gauge : 1435 mm ( standard gauge )
Length over buffers: 18,900 mm
Height: 04256 mm
Width: 02977 mm
Trunnion Distance: 10,440 mm (virtual)
Bogie axle base: 02600 mm
Service mass: 81 t (DB)
83 t (Paribus)
Wheel set mass : 21 t
Top speed: 160 km / h
Installed capacity: 4 × 563 kW (2252 kW)
Starting tractive effort: 300 kN
Braking force: 150 kN
Driving wheel diameter: 1250 mm (new)
1170 mm (worn)
Motor type: 4 × Caterpillar C18
Power transmission: electric
Tank capacity: DB: 2700 l;
Paribus: 4000 l,
DB SyltShuttle: 4230 l
Drive: Pawbearing drive
Brake: Brake computer controlled electric brake, compressed air brake
Train control : various

Features / specialty

The locomotives designated as Traxx P160 DE ME have four smaller engines ( ME = Multi Engine) instead of one large engine. According to the manufacturer, the four CAT C18 ACERT diesel engines already used in various industrial applications have a nominal output of 2252 kilowatts, which corresponds to an output of 563 kilowatts per motor. The electronically controlled switching on and off of individual engines during operation is intended to save fuel and to achieve even wear.

Compared to the vehicles of the 218 series used previously, the DB Regio Allgäu-Schwaben achieved fuel savings of almost 9%. The locomotive has a starting tractive effort of 300 kilonewtons with a mass of 83 tons. The 245 series is roughly in the range of the Siemens Vectron  DE and Vossloh G 2000 BB .

Over 70 percent of the components should come from the existing Traxx range. The locomotive body is also derived from the Traxx family. In the first series of locomotives supplied to the DB (245 001-020), manual shutdown of individual diesel engines was also provided, but since this is not required for operational purposes, the engine management of the following locomotives was changed instead.

Test drives and approval

Test drives took place in 2013 on the network of the Südostbayernbahn around Mühldorf station and in the Allgäu. On December 13, 2013, the Federal Railway Authority granted series approval for Bombardier Traxx locomotives of the 245 series.

The first three pre-series locomotives 245 001–003 showed some deviations from the series version, so the fan flaps were initially a little smaller, but they were adapted to the later copies.

Bombardier Transportation has rented a hall in Gessertshausen and extensively tests its built diesel locomotives on the Staudenbahn before they go into series production or are delivered to the buyer. In addition to the BB 76000 series of the French State Railways ( SNCF ) and prototypes , these are also the 245 series.

Orders and areas of application

In April 2011, Deutsche Bahn and Bombardier Transportation signed a framework agreement for the delivery of 200 diesel locomotives of this type with multi-engine drive. The contract is worth around 600 million euros and has a term of nine years. At the same time, DB Regio requested the first 20 locomotives for use in passenger transport, which are distributed among:

  • eight copies (245 008-015) for the Südostbayernbahn ,
  • seven copies for DB Regio Allgäu-Schwaben (245 001–007). The 245 series has been tested at DB Regio Allgäu-Schwaben since June 2014 and has been in passenger service since the timetable change on December 14, 2014.
  • five locomotives (245 016-020) for DB Regio Hessen for the Niddertalbahn / Horlofftalbahn .
  • three locomotives (245 035-037) for DB Regio Baden-Württemberg, Regio Alb-Bodensee Ulm (RAB). Use on the Südbahn, IRE Stuttgart – Ulm – Biberach – Friedrichshafen – Lindau. Delivered since the beginning of 2017.

The 245 series was initially procured from the four DB regional companies mentioned above for train services with double-decker cars on the non-electrified railway lines. In the long term, however, there are plans to retire the 218 series entirely and replace it with the more powerful 245.

On June 10, 2014, DB Fernverkehr ordered seven more locomotives of the series (245 021-027), which will replace the 218 series in use for the Sylt shuttle from the end of 2015 , with a single 245 replacing a 218 double traction. The last locomotive was delivered in July 2016.

The 245 also replaces two 218s in long-distance transport. This applies to the intercity train pair 2012/13 from Oberstdorf to Stuttgart via Ulm as well as the Eurocity line 88 from Munich via Lindau to Zurich as well as the section to Oberstdorf of the intercity line 26.2 and trains to Oberstdorf of the intercity line 55, as well individual trains of the intercity lines 32 and 55 on the non-electrified sections until the electrification work is completed.

In October 2016, DB Fernverkehr placed an order with Bombardier to call up five additional class 245 locomotives. The five new diesel locomotives will be stationed at selected junctions in the course of 2017 as tow locomotives for Intercity-Express and will replace the previous 218s here.

For the high-speed line Cologne-Rhine / Main and the route between Stuttgart and Ulm two locomotives of the series 245 are procured for the German Unity Transport Project No. 8 three.

In March 2014, the investment company Paribus-DIF Netz-West-Lokomotiven was the first private customer to order 15 locomotives, which are leased by the state-wide transport service company Schleswig-Holstein for use on the Marschbahn . The 245 201 was delivered in January 2015 and used on a trial basis on the march run from February 16 to 18. The remaining examples were manufactured by the end of 2015, replacing the previous locomotive types.

The locomotives proved extremely unreliable. Already in the first year of operation it became apparent that the transformer overheated in some cases after a short period of use; smoke and fires developed several times, for example in March 2016 at 245 202. In the summer of 2016, Bombardier instructed the operators to regularly monitor the transformer temperature and to put the vehicles out of operation at temperatures above 155 ° C until the assembly failed Has cooled down to 100 ° C. As a result of this instruction alone, there were numerous failures and delays. In addition to the overheating, other serious defects occurred in 2017 - including oil leaks, clogged soot particle filters due to software errors and cooling water losses - which in turn led to failures and delays, so that from September 2017 all locomotives used on the march were returned to Bombardier for revision.

The Südostbayernbahn also has to contend with considerable malfunctions on the locomotives, while the locomotives used from Kempten show no technical abnormalities. Sometimes the locomotives were also used for temperature monitoring on push-pull trains with staff.

In 2017/2018, the engines of the locomotives from Paribus, the Südostbayernbahn and DB Regio Allgäu-Schwaben were overhauled at Bombardier.

On July 4, 2019, the immediate shutdown of the 245 series was announced, as carcinogenic substances were found in a fire. Since then, the engine room may only be entered with respiratory protection. From this day on, the locomotives will be gradually collected and temporarily taken out of service. After a locomotive has been parked, the engine room is sealed and may no longer be entered.

Immediate shutdown was revoked on the following day, as no additional maintenance measures were required after investigations.

Traxx 3

Bombardier Traxx F160 AC3
187 013, exhibited at the steam locomotive festival Dresden (2016)
187 013, exhibited at the steam locomotive festival Dresden (2016)
Numbering: 91 80 6xxx xxx-x
  • DB 147 001–020
    DB 147 551–567
    DB 187 080–084
    DB 187 100–170
  • SRT Rem 487 001
  • Rpool 187 001-009
    Rpool 187 300-316
    Rpool 187 340-341
    Rpool 187 400-404
  • WLE 82 (187 010)
  • Akiem 187 011-014
    Akiem 187 500-510
    Akiem 187 520-524
  • HSL 187 535-538
  • RHC 187 070-079
  • EPCD 187 085-086
  • LTE 187 930-931
  • IR 3001-3062
  • 187 317-323
  • 187 333
Manufacturer: Bombardier Transportation
Year of construction (s): since 2011
Gauge : 1435 mm ( standard gauge )
Length over buffers: 18 900 mm
Height: 04283 mm
Width: 02977 mm
Service mass: 86 t
Top speed: 140 km / h / 160 km / h (1) or 60 km / h (2)
Continuous output : 5600 kW (1) or 180 kW (2)
Starting tractive effort: 300 kN
Driving wheel diameter: 1250 mm (new)
1170 mm (worn)
Rated speed: 1800-2000 min -1 (2)
Tank capacity: 400 l
Power system : 15 kV, 16.7 Hz ~ and
25 kV, 50 Hz ~
Brake: Brake computer controlled electric brake, compressed air brake
Train control : various
(1) electrical operation
(2) auxiliary diesel engine

Traxx AC3

As the first variant of the Traxx-3 family, Bombardier presented the “Traxx AC3” two-frequency alternating current locomotive at the Transport and Logistics trade fair in Munich in May 2011. Like its predecessors AC1 and AC2, the AC3 is designed for operation under 15 kilovolts at 16.7 Hertz and under 25 kilovolts at 50 Hertz alternating current, and has an unchanged continuous output of 5600 kW and a starting tractive effort of 300 kN. The engine room with a side corridor around the so-called power pack , consisting of a converter and high-voltage frame , was taken over from the Traxx 2E , which means that for the first time all variants use the same layout.

The head shape of the Traxx 3 locomotives is new, essentially a GRP module placed on the locomotive body . In addition, the locomotives were prepared for the first time ex works for the installation of the ETCS train control system. Innovations concern the available bogies: the Traxx-3 locomotives are officially available as a variant of the previous variants "F140" with pawl bearing drive and approval for a maximum of 140 km / h, and "P160" with hollow shaft drive and approval for a maximum of 160 km / h "F160" offered with a pawl bearing drive and approval for a maximum of 160 km / h. A variant "P189" with a hollow shaft drive and increased approval to a maximum of 189 km / h was promised.

Completely new are the optionally available last mile modules, which are available as last mile diesel (LMD) with an additional last mile battery (LMB). The LMD consists of an auxiliary diesel engine and a fuel tank in order to be able to drive on non-electrified sections of the route and sidings. The Deutz diesel engine has a displacement of 7150 cm³, has an output of 230 kW (180 kW on the wheel), 290 kW with battery support and meets the Stage IIIB emissions standard . In diesel mode, all four drive motors are operated, the starting tractive effort remains unchanged at 300 kN with battery support and 260 kN without battery. Without a trailer load, a maximum speed of 60 km / h is possible, with a load of 2000 tons, 40 km / h is still possible. The tank capacity of 400 liters is sufficient for up to eight hours of diesel operation, short distances can also be covered with the built-in battery only. The transition from electric to diesel operation can take place while driving. A radio remote control is also available for shunting operations .

Railpool 187 007

For the first time since the Traxx predecessors AEG 12X or the 101 series from ABB Henschel, the locomotive body was not manufactured with smooth side walls. The side walls of the AC3 have a vertically corrugated design which is significantly cheaper in terms of construction; instead, the side surfaces were given so-called flex panels , a device for clamping tarpaulins . These would cover the beads and would be more cost-effective than repainting or wrapping of rental locomotives; In addition, the holders could also put up advertising. The use of the flex panel was banned in Switzerland.

Production and approval

The Traxx F160 AC3 presented in Munich in May 2011 was a non-functional demonstration model, a so-called mock-up , in the paintwork of the first customer Railpool . Called the 187 series in Germany , the 001 was not completed until 2012 in Kassel with sister machines 002 and 003. As factory machines for the approval process, they completed their first test drives in 2013, the 003 on the test ring in Velim, among other places . In the course of 2013, the construction of the ordered five series locomotives for Railpool (004–008) began. In March 2014, the first trips were completed as part of the approval process in Germany.

In mid-2013, Deutsche Bahn requested 110 Traxx F140 AC3s for DB Schenker and 20 Traxx P160 AC3s for DB Regio for the first time from its framework agreement with Bombardier Transportation for up to 450 locomotives. At the beginning of 2014, therefore, the construction of the demonstration locomotives 009 and 010 began, both Traxx F160 AC3 with last-mile module, which were presented for the first time at InnoTrans 2014 in the traffic red DB livery. Since DB Schenker did not plan to purchase locomotives with LM modules in series, the machines remained with Bombardier for the time being. 009 completed tests in the climatic wind tunnel of Rail Tec Arsenal (RTA) in Vienna. Locomotive 187 010, on the other hand, was sold to Swiss Rail Traffic (SRT) in early 2015 and was given the Swiss designation Rem 487 001.

In 2014, the first three machines were built for DB Schenker (101-103), two for Akiem (011-012), and the first Traxx P160 AC3 for DB Regio, which is referred to in Germany as the 147 series . Production increased again in 2015, including two more machines for Akiem (013-014), seven more for DB Schenker (100, 104-109), and a new 010 for Westfälische Landes-Eisenbahn (WLE), where they are, however, under the internal number 82 has been set. Two additional 147 were produced for DB Regio and the parallel approval process in Germany. After initially being used in Baden-Württemberg , the 147 series has also been in use in Berlin and Brandenburg since December 2018 .

On February 6, 2015, Bombardier announced that the Federal Office of Transport (BAV) had approved the Traxx F160 AC3 LM as the Rem 487 series for unrestricted commercial operation in Switzerland. The maximum permissible speed is in any case 140 km / h due to the pawl bearing drive. On December 17, 2015, the Federal Railway Authority (EBA) granted approval for Germany. In February 2016 it was approved in Austria. The Traxx AC3 LM were also approved in Bulgaria and Croatia as of March 2016.

By the end of 2016, Railpool also took over the four demonstration locomotives (001–003, 009), which had meanwhile been aligned with the series locomotives. Another test locomotive was the 187 316 in 2015, which was used for approvals in Hungary and Romania (approval grid D / A / H / RO) before it went to Railpool. The same applies to the 187 400 built in 2016, which has approvals for Sweden and Norway (approval grid S / N), and which also went to Railpool.

While only alternating current locomotives (AC3) were initially delivered as Traxx 3, the first direct current locomotives (DC3) and in 2018 the first multi-system locomotives (MS3) were completed as Traxx 3 demonstration locomotives at the end of 2017.

SRT Rem 487 001

Orderer and operator

The first orderer for the Traxx AC3 LM at the end of 2010 was the vehicle rental company Railpool , which called on five locomotives from its framework agreement with Bombardier. The first interested party was the Swiss company BLS Cargo , which often had to buy shunting services for non-electrified tracks or bring thermal vehicles with them itself, and which leased three locomotives from Railpool on a long-term basis. The initial registration was therefore sought in Germany, Austria and Switzerland. The machines (187 004–008) were delivered to Railpool in mid-2014.

Akiem had ordered four locomotives (DACH approval) with last-mile diesel in May 2013 (187 011-014); these were delivered at the end of 2015 due to the long approval process.

In mid-2013, Deutsche Bahn requested 110 Traxx F140 AC3s for DB Schenker and 20 Traxx P160 AC3s for DB Regio for the first time. The first locomotives were completed at the end of 2014 and have been delivered to DB Schenker and now DB Cargo since the end of 2015. At the end of 2018, 76 locomotives (080-084, 100-170) were completed. The 20 machines from DB Regio (147 001–020) were delivered to Stuttgart in December 2016 after a two-year test run and were first deployed in January 2017.

In September 2014 Swiss Rail Traffic (SRT) ordered a locomotive (DACH approval, with LM module); The previous demonstration locomotive 187 010 was delivered at the beginning of 2015 as Rem 487 001. At the end of 2018, SRT sold the locomotive to Salzburger Eisenbahn Transportlogistik (SETG) because the capacity utilization was too low. In mid-2015, the Westfälische Landes-Eisenbahn (WLE) put out a tender for a multi-system locomotive, but in November 2015 decided on a Traxx AC3 LM. The 187 010 (DACH approval), newly built in mid-2015, was delivered to the WLE at the beginning of 2016 and was discontinued under the number 82.

In March 2015, the DB called up another 17 Traxx P160 AC3, this time for DB Fernverkehr; these are to be used with the double-decker Intercity (IC2) ordered at the same time, so they have a WTB control system . The aim is to obtain approvals for Germany and Switzerland, including ETCS level 2 equipment, additional pantographs with narrow pallets (1450 mm), and side-mounted video cameras as a replacement for rear-view mirrors. In contrast to the traffic red machines from DB Regio, the locomotives (551–567) designated as class 147.5 from DB Fernverkehr are painted in IC color (white with traffic red vertical stripes); they were delivered by the end of 2018.

The Israeli State Railways (IR) initially ordered 62 Traxx P160 AC3s in August 2015 with an option for up to 32 additional locomotives. The locomotives with an output of six megawatts under 25 kilovolts will be used on Israel's newly electrified network. These locomotives have an output of 6.4 MW, have additional fans in the engine room and additional air conditioning. They also have braking resistors so as not to overload the electrical lines on downhill gradients. The driver's cabs are set up for left-hand traffic and the side walls do not have a flex panel.

After Railpool was initially busy - the company was bought by Oaktree Capital in May 2014 - there were potential tenants for locomotives that, in addition to the approvals for Germany and Austria (D / A), also those for Hungary and Romania (H / RO) would like to have. 14 Traxx AC3 LM with approval D / A / H / RO were called up from a framework agreement, 300–313 were delivered between mid-2016 and early 2017; two more machines (315-316) were taken over by Bombardier, as were the four former DACH demonstration locomotives (001-003, 009). Another two machines (340–341) were delivered at the end of 2018 from a repeat order that was not numbered.

In December 2015, the Austrian LTE Logistik- und Transport ordered a Traxx AC3 LM (930) with approval D / A / H / RO, which was delivered in mid-2016. A second, identically equipped locomotive (931) was delivered in mid-2018.

From the Rhine Cargo ten Traxx AC3 without LM module were ordered (070-079); this was delivered at the end of 2016 and the beginning of 2017.

In 2016 Raildox (RDX) ordered an initially unclear number of Traxx AC3 LM with approval D / A / H / RO; the locomotive 317 was delivered in April 2017, two more (318-319) in January and March 2018.

Wiener Lokalbahnen Cargo (WLC) also ordered three locomotives of the same type in 2016 ; The three machines (321–323) were delivered from December 2017 to April 2018.

In mid-2016, Akiem signed a new framework agreement for up to 52 Traxx locomotives. Eight Traxx AC3 LM (500–506, 520) were delivered in November and December 2017. Three of the locomotives are used by HSL Logistik . Eight more locomotives were delivered in 2018 (507-510, 521-524); the 520–524 have D / A / H / RO approval.

Four Traxx AC3s without LM module (535-538) ordered by HSL Logistik were delivered from November 2017.

At the beginning of 2018, EP Cargo ordered two Traxx AC3s without an LM module from Bombardier; Locomotive 085 was delivered in March, the 086 in December 2018.

A single Traxx AC3 LM (320) with approval D / A / H / RO was ordered by Holzlogistik und Güterbahn (HLG) and delivered in April 2018.

A Traxx AC3 LM (333) ordered by Stern & Hafferl was delivered in September 2018 and also has D / A / H / RO approval.

In the course of 2017, Railpool was able to take over five Traxx AC3 LM with approval S / N by December; all five machines were initially leased to Green Cargo .

At the end of March 2017, the DB called 25 more Traxx P160 AC3 for DB long-distance traffic. These are to be delivered from 2019. They will also receive ETCS equipment, but not a Switzerland package.

Traxx MS3

Traxx F160 MS3 188 001

Since the end of 2017, six locomotives of a further developed multi-system variant have been built, which are to be approved and used in up to 14 countries. In contrast to the AC3, the locomotives again have smooth sheet metal outer walls. The last mile module is also available as an option . One of the six demonstration locomotives has already been equipped with it. The first two locomotives have been on the Velim railway test ring in the Czech Republic since the beginning of April 2018 for test purposes and at the start of the approval process.

TX Logistik has ordered 40 locomotives of this type, after approval they should be delivered from summer 2019, in January 2020 180 train drivers from TX visited the production of their vehicles. The series designation in Germany is 188.

Traxx DC3

Traxx F140 DC3 494 554

Since the end of 2017, two locomotives of the further developed Traxx-3 direct current variant have been built at the Vado Ligure plant. The locomotives designed for use in Italy, Poland and Slovenia, like the MS3 variant, have smooth outer walls again. The last mile module, consisting of a diesel engine, traction battery and fuel tank, is also available as an option. Known as the E494 series in Italy , Bombardier's 494 505 factory locomotive is equipped with the LM module.

From Mercitalia Rail , a subsidiary of the Italian State Railways (FS) an order is more than 40 locomotives, which are serviced by the manufacturer during the first 16 years.

DB framework agreement

In May 2013, Deutsche Bahn announced that it had signed a framework agreement with Bombardier, which provides for the delivery of up to 450 additional electric Traxx locomotives of various types.

Due to the tender conditions, Bombardier had to make extensive changes to the Traxx 3. In particular, the bogies of the new P189AC version (top speed 160 km / h, optionally 189 km / h) differ significantly from those of the 185 series.

According to current plans, no installation of the last-mile diesel engines is planned for the large framework agreement for up to 450 locomotives .

Traxx P160 AC3 as class 147 of the DB Regio

From the framework agreement, Deutsche Bahn called 110 vehicles for DB Cargo (as series 187.1) and 20 Traxx P160AC3 for DB Regio (as series 147). The class 147 locomotives were delivered to Stuttgart in December 2016 and have been in service for the first time since January 2017.

In March 2015, 17 locomotives were ordered for DB Fernverkehr and delivered as the 147.5 series with WTB controls . They are approved for Germany and Switzerland. In addition, they receive ETCS level 2 equipment, additional pantographs and a rear view device. The long-distance locomotives are painted in IC colors.

At the end of March 2017, another 25 locomotives were ordered for DB Fernverkehr and are to be delivered from 2019. They also receive ETCS equipment, but not a Switzerland package.

More Traxx locomotives

Bombardier also markets some locomotives under the name Traxx that differ significantly from this locomotive family:


Front of the Re 482 series

Bogies and traction motors

Two monobloc wheel sets run in each of the two box -type bogies . They support the frame with Flexicoil springs and transmit tensile and braking forces via a push / pull rod. Each axis is driven by an integrated Gealaif motor-gear unit. Gea is AEG spelled backwards to make it sound better and laif represents L okomotiv a rive with i ntegriertem F ahrmotor. The three-phase asynchronous motor and its gearbox form an encapsulated unit that can only be exchanged as a whole.

In the 145 series and the Traxx F140 , this drive is designed as a deadbearing drive, i. H. the engine block is supported on the axle that it drives. Since large unsprung masses can lead to increased wear, this design has been used less and less in recent decades. Recently, however, the three-phase motors that have been used in the meantime have significantly reduced the mass, so that Bombardier has equipped the 145 and Traxx F140 series - similar to Siemens the 152 series - with the inexpensive and easy-to-maintain pawl bearing drive.

In the faster 146 and Traxx P160 series with a top speed of 160 km / h, a modern hollow shaft drive was installed, which is suspended from the bogie with springs. Here the motor transmits its power to a hollow shaft that is connected to the wheelset via cardan joints. The bogies of the individual Traxx generations differ slightly, but can be interchanged with one another.

Locomotive body

The continuously smooth side walls are mounted on the main frame, which is made up of two long members and six cross members. These form a self-supporting unit with the frame. The roof can be removed in three parts for the exchange of assemblies in the engine room. As is usual with three-phase locomotives, the transformer is hung low under the box floor, so that there is space in the engine room for a continuous central aisle. The box with the driver's cabs is made of steel. From Traxx 2 onwards, the front sections of the driver's cabs were specially reinforced in order to better protect the driver in the event of a collision . The locomotive body thus meets the new European requirements for crash safety . The front face of these locomotives is no longer drawn in in the lower area. The Traxx3 does not have smooth, but rather ribbed side walls, usually with a flex panel. The separate driver's cabs made of steel profiles have an outer skin made of fiberglass-reinforced plastic and rear walls made of aluminum. The roof consists of three removable parts, the two outer parts carry the pantographs.

While the first versions had a continuous central aisle, from version 2E the power converter, the high-voltage frame and the cooling tower were housed in the middle, the aisle runs past here on the side.

The roof equipment includes (depending on the series and equipment variant) two or four high-performance single-arm pantographs with contact strip monitoring and the associated surge arresters and the high-voltage line to which the vacuum main switch is connected. This could be relocated within the locomotive body in the series 145 and 146.0. In the case of the Traxx locomotives, due to the planned 25 kilovolt operation, the roof over the engine room had to be lowered and the high-voltage line had to be routed outside the box as a high-voltage roof line on the roof.

With the four-system versions, the system separator for the DC equipment also had to be placed on the roof. With the DC voltage versions, the roof line had to be designed as a wide aluminum rail due to the high currents.

Electrical equipment

Engine room of a 185.1 of the DB AG

The power supply from the main switch leads upstream of the main transformer to a high-voltage converter for measuring the contact line voltage and an energy meter, which enables an exact billing of the amount of energy consumed and fed back by the traction vehicle (for older electric locomotives, the consumption must be estimated according to the mileage).

In AC locomotives, the four traction windings of the main transformer are connected to the two traction converters, where the catenary current is converted into three-phase alternating current . These converters integrate a four-quadrant controller (4QS), a DC link and a pulse-controlled inverter as a compact unit . By switching on the secondary windings of the transformer, the supply voltage of the converter is constant both below 15 kilovolt and in 25 kilovolt networks.

In direct current locomotives, the four-quadrant controllers (4QS) are operated as a step-down controller below 3000 volts and as a step-up controller below 1500 volts. The four-quadrant controller is not required for the DC2 locomotives.

In all variants, a three-phase current of adjustable voltage and frequency is applied to the output of the pulse-controlled inverter, with which the traction motors are operated. This also makes electrical braking possible in a simple way: Since a pulse-controlled inverter and a 4QS are basically structured in a similar way, the regenerative energy generated by the motors when braking can take the opposite path through the inverter and is then fed back into the grid. The vehicle's energy meter takes this into account accordingly.

All DC locomotives have a braking resistor that is housed in the engine room. The resistor is cooled with a fan, which sucks in cold air from under the locomotive, pushes it through the resistor register and blows it out of the roof again. The multi-system locomotives also have a braking resistor of 2.4 megawatts of conversion power. The braking energy is fed back when the contact wire voltage is below 3.6 kilovolts DC voltage, but the resistors are switched on when the voltage is higher.


The braking computer of the locomotives is programmed in such a way that it always tries to achieve a requested braking delay with the electric brake first, and only when this is insufficient does it use the compressed air brake . The electric brake of the Traxx 3 can, for example, apply a braking force of 240 kilonewtons. With appropriately equipped trains, braking requests can be transmitted to the wagons via the ep line , so that all brakes in the train respond at the same time and there is no compression or expansion in the train set. The wheel sets have integrated disc brakes. The non-service brakes on the locomotives include the direct-acting additional brake for maneuvering the locomotive and the spring-loaded brake for securing the parked vehicle. All compressed air consumers in the train are supplied by an air compressor with an intake volume of 2400 l / min via an 800 liter main air tank.

Driver's cabs

Standard driver's cab on the 185 093 of the DB
Driver's cab on the 186

The driver's cabs of the locomotives are pressure-tight to avoid disruptive effects when trains meet. The driver's desks in the Traxx and Traxx 2 correspond to the DB standard operator's cab standard, in the Traxx 2E the European Driver's Desk .

Because Traxx locomotives of all generations are also used outside of Germany, the analog MFA had to be replaced by a screen showing the speedometer, tractive effort display, indicator lights, display elements of the automatic driving / brake control and the linear train control . The switch labels have been replaced by pictograms. As a further adaptation, an internationally applicable train radio device was installed.


The two most important competitors on the market are Siemens with the Vectron family and Alstom with the Prima family. Both have similar modular concepts in which a single structure is used for all variants, both for freight and passenger locomotives, with diesel or electric drive.


  • From the 185 series to the multi-system and diesel locomotive . In: Eisenbahn-Revue International . Volume 6, 2003, pp. 274-275 .
  • Karl Gerhard Baur: The series 145, 146 and 185 . In: Railway courier . EK-Verlag, Freiburg 2002, ISBN 3-88255-145-3 .
  • Jürgen Hörstel: Blockbuster . The successful model from Kassel: The TRAXX family from Bombardier. In: Modellisenbahner . Vol. 64, Issue 9, 2015, pp. 12-21 .
  • TRAXX locomotives - on the move on Europe's rails . In: Hans-Werner Leder (Ed.): Eisenbahn-Kurier . EK-Verlag, Freiburg 2010, ISBN 978-3-88255-132-7 .
  • Rolf Schreiber, Mathias Papritz: Series 185 - further development of a proven platform . In: Eisenbahn-Revue International . Issue 8–9, 2004, pp. 358-363 .
  • Martin Stampf, Tobias Hoppe: The registration of the class 185 of the DB AG abroad . In: Eisenbahn-Revue International . Volume 3, 2005, pp. 113-117 .
  • Christian Tietze: DB AG class 245. TRAXX with four diesel engines . In: Eisenbahn Magazin . No. 1/2013 , January 2013, p. 39-41 .
  • Georg Wagner: The TRAXX family of locomotives - modern Bombardier electric locomotives from Kassel . In: Railway picture archive . EK-Verlag, Freiburg 2005, ISBN 3-88255-352-9 .
  • Ulrich Winkler, Janis Viltins: New Re 482 locomotives for SBB Cargo . In: Eisenbahn-Revue International . Issue 12, 2001, pp. 551-554 .

Web links

Commons : Bombardier Traxx  - collection of images, videos and audio files

Individual evidence

  1. Bombardier strengthens the location. Mannheim focuses on the development of locomotives. In: March 29, 2018, accessed March 30, 2018 .
  2. a b Railpool Traxx AC3 LM. In: Retrieved February 7, 2018 .
  3. ^ Electric locomotives from Swiss Rail Traffic ( Memento from April 2, 2015 in the Internet Archive )
  4. Teknisk Ukeblad CE 119
  5. Simon Wijnakker: 145 concept based locomotives. In: Retrieved September 20, 2009 .
  6. ^ A b Karl Gerhard Baur: The series 145, 146 and 185 . EK-Verlag, Freiburg (Breisgau) 2002, ISBN 978-3-88255-145-7 , p. 39 .
  7. End of delivery series 145/146 . In: Eisenbahn-Revue International . Issue 1, January 2003, p.  7 .
  8. Status report Z / VIII / 2010/0078. Verkehrsverbund Rhein-Ruhr, September 7, 2010, accessed on June 1, 2018 .
  9. Simon Wijnakker: Traxx AC1: overview. In: Retrieved September 20, 2009 .
  10. Hundredth 185 for DB Cargo . In: Eisenbahn-Revue International . Volume 2, 2003, pp.  57 .
  11. “rail4chem” soon also in Switzerland? In: Eisenbahn-Revue International . Issue 3, March 2003, p.  125 .
  12. ^ DB AG on the Gotthard . In: Eisenbahn-Revue International . Issue 3, March 2004, p.  109 .
  13. First Re 3485 delivered for BLS Cargo . In: Eisenbahn-Revue International . Issue 1, January 2003, p.  22-23 .
  14. Production of the 185.1 ended . In: Eisenbahn-Revue International . Issue 4, April 2006, p.  190 .
  15. a b Failure to restart the 185 series on the Gotthard . In: Eisenbahn-Revue International . Issue 2, February 2016, p.  80-81 .
  16. a b Also Germany with ETCS Level 2 . In: Eisenbahn-Revue International . Issue 2, February 2016, p.  76-78 .
  17. Infrastructure and vehicle problems on the Gotthard . In: Eisenbahn-Revue International . Issue 4, April 2016, p.  222-224 .
  18. a b Freight railways receive EU money for ETCS equipment . In: Eisenbahn-Revue International . Issue 2, February 2018, p.  96 .
  19. Simon Wijnakker: Traxx 2 platform. In: Retrieved September 20, 2009 .
  20. First class 185.2 locomotive handed over to DB AG . In: Eisenbahn-Revue International . Issue 3, March 2005, p.  133 .
  21. Green Cargo Re., accessed February 10, 2017 (Swedish).
  22. First locomotive 146.2 handed over . In: Eisenbahn-Revue International . Issue 10, October 2005, p.  489 .
  23. DB TRAXX P160AC2 (146.2 / 146.3). In: Retrieved June 1, 2018 .
  24. DB and Bombardier sign a contract for vehicles worth 108 million euros. (No longer available online.) Deutsche Bahn AG, August 16, 2012, archived from the original on August 19, 2012 ; Retrieved August 16, 2012 .
  25. Simon Wijnakker: Traxx 2E platform. In: Retrieved September 20, 2009 .
  26. BR 186 TRAXX MS. (PDF) Akiem SAS, Franck Besnard - Managing Director, July 2018, accessed on November 11, 2018 .
  27. Bombardier hands over the first of 65 Traxx locomotives to DB Schenker Rail. VBR-Verlag, May 13, 2009, accessed on November 11, 2018 .
  28. Class 186 - provisional end of service at DB Cargo . In: Railway courier . Issue 2, February 2017, p.  16 .
  29. Series 186 - configurations. In: Railcolor. Retrieved November 7, 2018 .
  30. New BLS Cargo Re 486 put into operation., October 19, 2009, accessed on October 19, 2018 .
  31. PRESS puts four new diesel TRAXX into operation . In: Eisenbahn Magazin . Issue 10, 2015, p.  28 .
  32. Demonstration of ETCS Level 3 technology in the DB Netz Living Lab. In: Deutsche Bahn, September 6, 2018, accessed on September 30, 2018 .
  33. InnoTrans premiere: TRAXX DE ME for DB AG. In: August 22, 2012. Retrieved August 22, 2012 .
  34. ↑ A good climate for the Allgäu - new locomotives are economical. (No longer available online.) In: Deutsche Bahn, November 26, 2015, archived from the original on August 21, 2016 ; accessed on June 1, 2018 (press release).
  35. a b Test of the Traxx DE ME. In: DB Regio, April 24, 2013, accessed December 6, 2013 .
  36. ^ First approval of diesel locomotives according to the MoU procedure. (No longer available online.) Federal Railway Office, December 13, 2013, archived from the original on December 13, 2013 ; Retrieved December 13, 2013 .
  37. Bombardier receives approval for the 245 series in Germany. In: December 17, 2013, accessed December 17, 2013 .
  38. DVD Video: The Staudenbahn - An exciting chapter in Bavarian railway history. Author Association Elmar Kretz, Klaus Böhme and Stefan Mühler and Photo Optik Mayer, 2013/2014
  39. Bombardier Transportation signs a framework agreement with DB Regio for the delivery of 200 innovative Traxx multi-engine diesel locomotives. Bombardier, April 18, 2011, accessed April 18, 2011 (press release).
  40. Marcel Sumayah: Around the BR 245 / 246. (PDF; 777 kB) (No longer available online.) In: Central specialist group for train drivers in the EVG, September 5, 2013, archived from the original on December 11, 2013 ; Retrieved December 6, 2013 .
  41. Class 218 - the living Federal Railroad legend. (No longer available online.) In: September 26, 2013, archived from the original on December 12, 2013 ; Retrieved December 6, 2013 .
  42. ^ A b Gernot Zielonka: More modern trains and satisfied customers. (No longer available online.) In: zi communications germany Verwaltungs GmbH, February 18, 2013, archived from the original on December 6, 2013 ; Retrieved December 6, 2013 .
  43. Dennis Pfeiffer-Goldmann: Here comes the new Lieschen. (No longer available online.) In: July 27, 2012, archived from the original on December 11, 2013 ; Retrieved December 6, 2013 .
  44. We move the country and its people. (No longer available online.) In: Deutsche Bahn, archived from the original on June 10, 2014 ; accessed on June 1, 2018 .
  45. Traxx ME ordered for Sylt Shuttle. In: Deutsche Bahn, June 10, 2014, accessed on June 10, 2014 .
  46. Deutsche Bahn orders seven TRAXX multi-engine diesel locomotives for the Sylt Shuttle. (No longer available online.) In: Deutsche Bahn, June 6, 2014, archived from the original on July 14, 2014 ; accessed on June 1, 2018 (press release).
  47. Current information from the vehicle sector (Part 1) . In: Union of German Locomotive Drivers (Ed.): Advance . No.  7 , July 2017, ISSN  1438-0099 , p. 24-26 .
  48. no title given . In: Eisenbahn Magazin . Issue 5, 2014, pp.  17 .
  49. no title given . In: Eisenbahn Magazin . Volume 3, 2015, p.  20 .
  50. Burning locomotive stops train traffic from Hamburg to Westerland. Zeitungsgruppe Hamburg GmbH, November 11, 2015, accessed on June 5, 2017 .
  51. ↑ Minutes of the meeting . (PDF; 1.07 MB) In: Transport Policy Advisory Board of NAH.SH, June 20, 2016, accessed on August 7, 2016 (see Item 3).
  52. Jörg Jacobsen: Heat slows the locomotives of the Nord-Ostsee-Bahn. (No longer available online.) In: Norddeutscher Rundfunk, June 3, 2016, archived from the original on March 26, 2017 ; accessed on June 1, 2018 .
  53. Alexander Belyamna: Accumulation of train cancellations: That's what the railway says. In: February 11, 2015, accessed June 5, 2016 .
  54. ^ Roll cure for march train locomotives . In: Eisenbahn Magazin . No. 8 , 2018.
  55. Marschbahn: New problems, but not a complete failure. NDR, accessed on July 5, 2019 .
  56. a b c Seamless transition - the last mile locomotive . In: Railway technical review . Issue 9, September 2014, p.  174-176 .
  57. no title given . In: Eisenbahn Magazin . Issue 4, 2014, pp.  20 .
  58. Please cover your mouth and nose. (PDF; 6.0 MB) MORE RAILS FOR BERLIN AND BRANDENBURG: Generational change in the vehicle fleet., April 29, 2019, accessed on May 4, 2019 .
  59. TRAXX AC3 Last Mile Locomotive officially approved for Bulgaria and Croatia. In: March 21, 2016, accessed February 7, 2018 .
  60. Third generation complete. In: Eisenbahn Magazin . Issue 7, 2017, pp.  40 .
  61. Bombardier Transportation presents Traxx AC locomotives with last mile diesel on the Transport Logistic. ( Memento from July 23, 2012 in the web archive )
  62. a b Class 147 in front of passenger trains . In: Eisenbahn Magazin . Volume 3, 2017, p.  23 .
  63. ^ Matthias Rellstab: Rem 487 001 is sold . In: Swiss Railway Review . No. 1 . Minirex, Lucerne 2019, p. 12 .
  64. Jürgen Hörstel: TRAXX 3 for DB passenger traffic . In: Eisenbahn Magazin . No. 1 , 2019, p. 36 .
  65. ^ Bombardier wins Israel electric loco order. DVV Media UK Limited, August 7, 2015, accessed on February 7, 2018 (English).
  66. Jürgen Hörstel: TRAXX 3 for DB passenger transport . In: Eisenbahn Magazin . No. 1 , 2019, p. 38 .
  67. TRAXX AC3 ordered . In: Eisenbahn Magazin . Issue 1, 2017, p.  31 .
  68. a b New TRAXX AC3 for HSL and CTL . In: Eisenbahn Magazin . Issue 3, 2018, p.  29 .
  69. a b Bombardier delivers 25 TWINDEXX Vario-Intercity double-decker trains to Deutsche Bahn. Bombardier Transportation, March 30, 2017, accessed April 4, 2017 .
  70. New TRAXX MS3 and DC3 in Velim . In: Lok-Vogel . No.  144 . xyania internet publisher, April 2018.
  71. no title given . In: Eisenbahn Magazin . No.  5 , May 2018, p. 31 .
  73. 40 TRAXX DC3 locomotives for Mercitalia Rail. In: Railway courier. Retrieved April 29, 2018 .
  74. DB and Bombardier sign a framework agreement for the delivery of up to 450 electric locomotives. (No longer available online.) Deutsche Bahn AG, May 2, 2013, archived from the original on October 22, 2013 ; Retrieved June 22, 2014 .
  75. ^ Keith Fender: DB places order for up to 450 electric locomotives. In: International Railway Journal. May 2, 2013, accessed June 1, 2018 .
  76. Jürgen Hörstel: TRAXX 3 for DB passenger transport . In: Eisenbahn Magazin . No. 1 , 2019, p. 36 .
  77. ^ TRAXX Africa - built in South Africa for South Africa. BombardierRail, June 19, 2017, accessed April 29, 2018 .