DB class E 10

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DB series E 10
DB series 110, 112, 113, 114, 115
110 451 in Hannover Hbf
110 451 in Hannover Hbf
Numbering:
  • E 10 001–005 (pre-series)
  • E 10 101–287
    (from 1968: 110 101–287)
  • E 10 288-510 *
    (from 1968: 110 288-510 *)
  • 110 511 (1985, conversion from 139 134 )

Deviating from this:

  • E 10 1239–1244
    (conversion from E 10 239–244, later dismantling)
  • E 10 1265–1270 * and
    E 10 1308–1312 *
    (from 1968: 112 265–270
    0000and 112 308–312,
    (from 1991: 113 265–270
    0000and 113 308–312)
  • 112 485–504 *
    (from 1988: 114 485–504,
    (from 1993: 110 485–504)
  • 115 (from 2006: 30 redrawn 110 for DB AutoZug )

(* = Crease front)

Number: 005 (E 10.0, pilot series)
379 (E 10.1–3)
0 31 (E 10.12)
00 1 (conversion from 139)
Manufacturer:
Year of construction (s):
  • E 10.0: 1952
  • E 10.1-3: 1956-1969
  • E 10.12: 1962/5/8
Retirement: since 2000 (initially 110.1, 110.3 not capable of push- pull trains)
110 and 113: until 2014
Axis formula : Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 16,490 mm (E 10.1)
16,440 mm (E 10.3, E 10.12)
Trunnion Distance: 7,900 mm
Bogie axle base: 3,400 mm
Service mass: 85.0 t
Wheel set mass : 21.0 t
Top speed: 110: 150, later 140 km / h
113: 160, at times 120 km / h
114: 160, later 120 km / h
Hourly output : 3,700 kW (temporarily up to 6,000 kW)
Continuous output : 3,620 kW
Starting tractive effort: 275 kN
Driving wheel diameter: 1,250 mm
Power system : 15 kV 16 ⅔ Hz ~
Number of traction motors: 4th
Drive: Rubber ring spring
Type of speed switch: N28h from BBC with flat track selector, transition resistor and 2 load switches (mechanical load switches)
or
W29T from SSW with flat track selector and 2 load switches (thyristor load switch)
Brake:
  • multi-release Knorr standard air brake
  • Additional brake
  • separately excited electrical resistance brake (max. braking power 2,000 kW, continuous power 1,200 kW)
Train control : Sifa / PZB partially LZB

The class E 10 is a standard electric locomotive for express train traffic that was first built for the Deutsche Bundesbahn in 1952 . It has been run as the 110 series since 1968 and its sub- series as the 112 to 115 series . For many years, the E 10 was the most important locomotive series in German express train traffic. After the rail reform , the locomotives were mainly used in local traffic. Here they have meanwhile been taken out of service, individual class 115 locomotives still run before "passenger trains for special purposes" for transferring wagons.

Development specifications

Cab of the 110 243

In 1950, the responsible technical committee of the Federal Railroad decided to procure two basic types of electric locomotives with largely standardized components. These were to be a six-axle freight locomotive similar to the E 94 series and a four-axle universal locomotive based on the E 44 series and the Swiss BLS Ae 4/4 .

The driver's cabs should be built in such a way that the locomotive drivers could do their work while sitting. On all previous electric locomotives (with the exception of the E 18 and E 19 series ) they had to drive standing up, as it was assumed that this would increase the driver's attention.

The universal locomotive initially received the working title E 46 and took up a project of the same name from 1940, but was renamed the E 10 series after it was formally an express train locomotive by increasing the required top speed from 125 to 130 km / h.

110 002 in the outdoor area of ​​the DB Museum Nuremberg (2016)

In 1952, well-known German locomotive manufacturers and electrical engineering groups initially supplied four test locomotives with the series designation E 10.0, in which both the requirements of the Federal Railroad Central Office and the company-specific ideas of drive technology , electrical equipment, chassis and other details were implemented.

The test program showed that a universal locomotive series would not be sufficient to meet all performance requirements. The revised model range now contained the long-distance slokomotive E 10, from the other by a translation of the transmission , the light freight locomotive series E 40 could be modified in the light transport slokomotive series E 41 and the heavy, six-axle freight locomotive class E 50 .

An E 01 express locomotive was also planned, but was discarded because the route network did not allow high speeds at that time and the E 10 was considered sufficient for express trains.

Pre-production locomotives

The pre-production locomotives were largely developed by industry, with various components being tried out:

  • The mechanical part of the E 10 001 comes from Krauss-Maffei and the electrical part from AEG . It had an Alsthom articulated lever drive.
  • The E 10 002 came mechanically from Krupp and electrically from BBC and had a BBC disc drive.
  • The E 10 003 came from Henschel and SSW and had an SSW rubber ring spring drive .
  • The E 10 004 was supplied by Henschel and AEG and it was driven by a Sécheron lamella drive. The E 10 005, which was subsequently delivered in 1953, was identical in construction to it so that the locomotives could also be tested in daily operation.

The locomotives were initially located in the Munich Hbf depot , and from 1955 in the Nürnberg Hbf depot .

The five pre-series locomotives of the E 10.0 series were retired between 1975 and 1979. The museum locomotives E 10 002 and E 10 005 have been preserved.

Series production

The first series locomotives of the E 10 series were given serial numbers from 101 upwards and are accordingly also referred to as the E 10.1 series. In contrast to the E 40, the E 10 was equipped with an electrical resistance brake. Therefore, both series differ minimally in the roof area. From December 1956 a total of 379 vehicles were delivered in several series by the manufacturers Krauss-Maffei , Krupp , Henschel (all mechanical part) as well as SSW ( Siemens-Schuckertwerke ), AEG and BBC (electrical part). The series machines can be divided into three visually different versions:

  • The E 10.1 was delivered in the standard box shape with large individual lights.
  • In the course of production (from E 10 216), the large individual lights were later replaced by two smaller lights (one as a top light , one as a tail light ); this version is referred to as E 10.2 according to the serial numbers.
  • From E 10 288 onwards, a new, aerodynamically more favorable locomotive body (so-called " crease front"), which had previously been introduced on the E 10.12, was also used on the normal E 10. These locomotives are therefore also referred to as E 10.3.

One example (designated as 751 001) served the BZA in Minden from 1989 to 1997 as a rail service locomotive .

The range of uses of the locomotives, which were run as class 110 from 1968 onwards, shifted towards local transport from the 1990s, and accordingly they were added to the DB Regio local transport division as part of the third stage of the rail reform , which practically meant the end of long-distance use . In order to be able to use the machines more economically in regional traffic , many units of the 110.3 series were equipped with control units for the conventional DB push-pull train control (KWS) from 1997 onwards . At least in part, the installation kits of decommissioned 140s and 141s were used.

Color variations

Originally the E 10 were delivered in a steel blue long-distance paint (RAL 5011). Only 110 477 has already been delivered in the new color scheme in lightfast cobalt blue (RAL 5013). During revisions, numerous older locomotives were also given a new cobalt blue paint job. This primarily concerned locomotives that were maintained in the Munich-Freimann repair shop , so that the term "Freimann blue" has established itself in everyday language for the somewhat lighter cobalt blue.

With the ocean blue / ivory color scheme from 1974 onwards, numerous 110s were repainted with this paint variant on the occasion of revisions. From 1987 the orient red color scheme with a white bib came into use, which was replaced in 1997 by the traffic red concept, which all locomotives of this series still in service today wear.

In 1996, the 110 487-6, covered with mouse stickers, drove across Germany as a "mouse train" on the occasion of the 25th birthday of the show with the mouse . The class 110 locomotives used by Railcharter are covered with foils for advertising purposes in order to get a coherent image with the advertising reference. The last one was the 110 321, which made a tour of Germany for the KI.KA LIVE -Express; the film was removed in the first week of May 2008.

In 2009 the locomotives 110 325-8 and 110 329-0 were prepared for the touring exhibition Science Express in the design of the exhibition. From April to November 2009 this train traveled to more than 60 cities in Germany. The 110 325-8 was scrapped in April 2010, the 110 329-0 in mid-January 2011 and the 110 487-6 in December 2012.

Design features

110 166 in Frankfurt Hbf
Traffic red 110.3 is pushing a regional train

Like all locomotives in the standard electric locomotive program , the E 10 series and today's 110 had bogies and welded box bodies with fan grilles as welded box structures with pivot pins. The 110.3 series uses the structure of the E 10.12 with a more protruding face, also known as a "crease" box. The frame is supported by coil springs and rubber elements on the bogies. At the beginning, it was particularly noticeable in the upper speed ranges, which required a lot of reworking on the bogies. Flexicoil suspension was also tested in two locomotives (110 475 and 476) .

All locomotives have an indirectly-acting Knorr- type compressed air brake with high braking (at high speeds the brakes are automatically stronger) and a direct-acting additional brake for maneuvering. The locomotives also have an externally excited electrical resistance brake coupled to the compressed air brake. The heat generated during electrical braking is dissipated via roof ventilators. For the first time in German locomotives, a high-voltage transformer was used as standard.

The traction motors are 14-pole motors of the type WB 372, as they were later also used in the 111 and 151 series . As with all variants of the standard locomotive program, the rubber ring spring drive from Siemens-Schuckert-Werke / SSW was used, which had proven itself above average in the first E 10.0.

The original version of the pantograph type DBS 54a was located on the roof, followed by the obligatory roof isolator, the compressed air main switch and the high-voltage converter for monitoring the contact wire voltage. The transformers are three-legged transformers with oil cooling, to which the switching mechanism with 28 speed steps is connected. The control is designed as a follow-up control in which the locomotive driver preselects the speed step and the switchgear automatically moves to the selected position. Manual control using a crank is possible in emergency mode. From 110 399 this series has thyristor load switches as standard (switching mechanism W29t). Many of the lower construction numbers with N28h were subsequently exchanged for the W29t after damage or in the course of modernization work, including the museum locomotives E10 121 and 113 311, which means that their "original condition" is disputed.

The safety devices in the driver's cab include mechanical or electronic safety control , punctual train control (now in accordance with the new regulations with the PZB 90 software version) and train radio devices (equipped with GSM-R radio). The computers for the electronic book timetable EBuLa and the door blocking from 0 km / h (TB0), which is now also mandatory for locomotives in passenger traffic, are new . Some locomotives were equipped with computers from the CIR-ELKE control system on a trial basis .

Retirement and further use

After more than fifty successful years of operation, the class 110 locomotives are due for retirement. While the loss of power could initially be compensated for by new areas of application, the 110 series faced strong competition from 1990, especially from the 143 series , which, unlike many 110s, has push-pull train control, but its top speed is only 120 km / h. In order to improve the flexibility of the 110 series, push-pull train controls from decommissioned class 141 locomotives were partially installed in the third series (E 10.3) .

Gradually, from 2001 onwards, the first 110.1 series was increasingly withdrawn because the necessary push-pull train control was missing. The new class 425 electric multiple units as well as the regional express electric locomotives of the class 146 , but also tenders lost by the DB Regio in favor of private companies had a negative effect on the class 110. The 110 series began to be used in the Stuttgart area , the Rhine-Ruhr region. area , the space Munich and northern Germany , as well as to the space Frankfurt (Main) to focus.

At the end of 2011, the last electric locomotives from DB Regio Bavaria , the 110.1 series, stationed in Munich were retired and scrapped.

In January 2013 there were still 25 machines of the 110.3 series (stationed in Dortmund and Stuttgart), three of the 113 sub-series and eleven of the 115 series in the active inventory of Deutsche Bahn AG and its subsidiaries. By eliminating the performance on the Kleine Murr railway in June 2012, the operations of the Stuttgart machine limited to the services on the Neckar-Alb Railway (Stuttgart-Tübingen) and the Gäubahn (Stuttgart-Hattingen) , until May 2013, the 111 series this Services took over. The last refuge of the only remaining Stuttgart 110 446 was the Radexpress Enztäler , which only runs on Sundays and public holidays. Since the deadline of the last Stuttgart 110 series, this performance was taken over by the 143 series (later again by the 425 series ). The series 113 and 115 are initially still in use for DB long-distance traffic .

On July 13, 2013 the farewell drive of the 110 series took place in local transport in the Stuttgart area. 110 446 pulled a special train from Tübingen to Backnang, and from Backnang via Marbach back to Stuttgart.

Due to the expiry of the revision deadlines for the 110 series, operations at DB Regio have generally been terminated since February 2014, as none of the machines can be used without a prior general inspection. A renewed general inspection of vehicles of the 110 series is no longer planned at DB Regio.

The last 110 of the DB Regio 110 469 was last used in local transport on February 12, 2014, it drove from Münster to Rheine and back again.

In 2014, Deutsche Bahn had only four locomotives of this series with the designation 110. These were 110 169, 428, 469 and 491. 110 169 is operational. 110 428, 469 and 491 were z-posed . As of 2015, the z-provided 110 491 had disappeared from the DB inventory list. It was sold to Bahnouristikexpress in Nuremberg. On February 26, 2016 the 110 210 of the DB Museum Koblenz, originally intended as a museum locomotive, was scrapped. On April 14, 2016, the 110 103, which was last stored in Lichtenfels, was also scrapped.

The 113 309 was sold by the DB to TRI Train Rental, received an overhaul in Dessau and has been used by AKE-Eisenbahntouristik since 2016 in front of their historic Rheingold tourist train. 110 469 and 110 428 were also sold to TRI Train Rental, 115 278 and 115 383 to Centralbahn and 110 169 to Euro Express.

Remaining from 2013

110 469 painted by National Express Rail GmbH, the current owner has been TRI Train Rental GmbH since April 2016
110 383 of Centralbahn AG with a special train on the Dill route near Dillbrecht (February 2017).
110 383 of Centralbahn AG with a special train at Dillenburg station on the Dill line (February 2017).
locomotive General inspection operator status
115 509 January 16, 2013 DB long-distance transport operational
115 459 March 5, 2013
115 350 May 30, 2013
115 448 5th August 2013
115 293 23rd January 2014
115 114 January 28, 2014
115 198 January 29, 2014
115 261 5th March 2014
110 169 December 10, 2012 Euro Express
110 491 2nd April 2015 Railway tourism express
110 511 December 23, 2013 Pressnitz Valley Railway
115 278 August 6, 2010 Centralbahn AG
115 383 July 16, 2009
113 309 February 12, 2016 Train Rental
110 428 2nd February 2017
110 469 April 1, 2016
113 268 15th October 2019

Further use as the 139 series

The converted 139 in this table were created from the 110 series:

Company number owner Status
built as then today
E 10 ... 110 ... 139 177 Locomotion operational
E 10 ... 110 ... 139 213 Locomotion operational
E 10 ... 110 ... 139 260 Locomotion operational
E 10 ... 110 ... 139 262 BYB BayernBahn operational
E 10 ... 110 ... 139 285 Railway company Potsdam operational
E 10 ... 110 ... 139 287 BYB BayernBahn operational

Museum locomotives

110 348 at a vehicle parade of the DB Museum in Koblenz - Lützel , a branch of the Transport Museum in Nuremberg

Despite the advanced decommissioning and the scrapping of numerous examples, several locomotives are still preserved as museums , many of them in the DB Museum Koblenz:

  • 110 002 DB Museum Nuremberg (Vehicle Hall II)
  • E 10 005 museum locomotive of the DB Museum Nuremberg, in Koblenz-Lützel
  • 115 114 DB Museum Koblenz (oldest DB long-distance electric locomotive)
  • E 10 121 DB Museum Koblenz (bogie deadline expired in 2010), ready to drive
  • 110 152 Museum locomotive of the class E 10 e. V. in Cologne , (first series E-10), DB Museum Koblenz since 2015, ready to drive
  • 110 223 Branch of the DB Museum in Lichtenfels
  • 110 226 Branch of the DB Museum in Lichtenfels
  • E 10 228 property of the DB Museum, looked after by IG Einheitslokomotiven e. V. in Stuttgart, ready to drive
  • E 10 1239 Museum locomotive of the Lokomotivclub-103 e. V. , behind is in Bw victories. ( Rheingold paint ) Deadline expired on October 29, 2019
  • E 10 1268 TRI Train Rental GmbH, operational
  • 110 281 SVG railway adventure world in Horb am Neckar
  • 110 292 DB Museum Koblenz
  • 110 300 museum locomotive of the class E 10 e. V. in Cologne , (former express locomotive 200 km / h), since 2015 DB Museum Koblenz, ready to drive
  • E 10 1309 TRI Train Rental GmbH, operational
  • 113 311 DB Museum Koblenz, ready to drive
  • 110 428 TRI Train Rental GmbH, operational, blue
  • E 10 348 DB Museum Koblenz, ready to drive
  • 110 468 DB Museum (last Braunschweiger 110), in Rottweil
  • 110 469 TRI Train Rental GmbH, operational, blue
  • 110 488 DB Museum, in Rottweil

variants

Series E 10.12 / Series 112

Museum locomotive E 10 1239 that has been restored to its delivery condition
E10 1268 as 112 468-8 in AW Dessau (2019)

In 1962, six E 10 under construction were given modified or newly developed bogies that enabled them to reach a top speed of 160 km / h for use in front of the Rheingold . They were given an additional “1” in front of the serial number to distinguish them from the “normal” E 10. This is how the E 10 1239 to 1244 came about and thus the namesake for the series designation E 10.12. All six locomotives had the normal, angular structure and were painted in cobalt blue / beige.

Just six months later, the E 10 1265 to 1270, delivered in cobalt blue and beige, received newly developed Henschel bogies and transmissions for up to 160 km / h ex works and pulled long-distance trains as the E 10.12 series from the early 1960s. The first six copies (E 10 1239 to 1244) were then converted to rule E-10 and lost the "1" presented.

The newly built E 10.12 was given a more streamlined structure (with the so-called “creases”), which was also used from E 10 288 on all of the E 10 series models that followed. The E 10 1308 to 1312 were built like the E 10 1265 to 1270 with Henschel high-speed bogies for up to 160 km / h.

In 1968, the E 10.12 that had already been delivered were renamed as the 112 series. These kept their order number, the "1" in front of them was omitted.

In the same year, 20 more copies were delivered directly as 112 485 to 504. For these, the expensive Henschel high-speed bogies were no longer used. Modified standard bogies were used in their place, although they did not prove to be as durable. As a result, these 112s were renamed the 114 series in 1988 .

In 1991 the remaining locomotives of the 112 series, equipped with the Henschel high-speed bogies, were re-designated as the 113 series.

As a result of the renaming, the series designation became free in the new all-German numbering scheme for the 212 series of the Deutsche Reichsbahn, which was redesignated as the 112 series from 1992, see DB series 112 .

Test locomotives

To test components for the DB series E 03 , the locomotives E 10 299 and E 10 300 were converted for the Federal Railroad Central Office in Munich in 1962. The locomotives reached the top speed of 200 km / h on the measuring section from Forchheim to Bamberg in 1963.

113 series

113 311 in the DB Museum Koblenz
113 309 from DB AutoZug 2009 in Munich Hbf

(1991 until today)

After the third series of the 112 series with modified series bogies had already been re-designated as the 114 series in 1988 (at this time the S-Bahn units of the 111 series were still managed internally as the 113 series), the first two series were converted to the the 113 series redesigned to make way for the DR series 212 in the new all-German numbering scheme .

At the same time, it became increasingly clear that the eleven locomotives of the first two series with high-speed bogies were also worn out by the heavy and fast operations. The large gears broke several times during the journey and caused severe damage to the respective engine and its transmission. As an emergency measure, the maximum speed was limited to 120 km / h, and the locomotives were henceforth used in express train service around Munich.

After the Henschel high-speed bogies had been reconditioned in the mid-1990s, some using newly manufactured parts, these machines were allowed to run at 160 km / h again, but were viewed as a splinter design that should be given priority.

In 2013 only the three locomotives 113 267, 268 and 309 were left in DB Long Distance. In 2008/09 all three machines received new revisions. On June 12, 2014 the last two copies (113 268 and 309) were retired.

Both locomotives changed hands in the following years and are now owned by TRI Train Rental GmbH. Locomotive 113 309-9 was completely refurbished at the end of 2015 and most of it was restored to its original condition. For example, it got a continuous fan band (replacement of the fan grilles with 110 491-8), a wine-red-beige paintwork and handle bars on the driver's cabs. Since February 2016, the locomotive has been used as the E10 1309 for special train assignments for example in front of AKE Rheingold trains. In 2018, the previous 113 268 was also refurbished, this was also painted burgundy-beige and again got a sheet metal rain gutter and locomotive signs as E10 1268.

114 series

110 499, formerly 114 499 in Würzburg Central Station (October 28, 1995)

(1988 to 1995)

The 114 series were the twenty redrawn vehicles of the third series of the 112 series, which were allowed to run at speeds of up to 160 km / h on series 110 series bogies. Due to heavy wear and tear, the top speed of 112 485 to 504 had to be limited to 140 km / h from 1985. To distinguish them from the other locomotives of the 112 series, which were still allowed to travel 160 km / h, they were referred to as the 114 series from 1988 (the series number 113 was omitted because at that time the models of the series were still painted in S-Bahn colors 111 were accounted for as class 113).

Since irregularities in the area of ​​the bogies continued to occur even after the speed reduction, the locomotives were initially limited to 120 km / h and shortly thereafter shut down completely. Using bogies from serial locomotives with serial numbers less than 288, all twenty 114s from 1993 onwards were converted to normal 110.3s and added to the inventory as 110 485 to 504. Eighteen of the "box 110s" that had been robbed of their bogies received the running gear of decommissioned 140s and went back into operation as part of the 139 series , with which they were now almost identical due to their electric brakes. The concept of the standard locomotive fully paid off with this ring swap.

Deutsche Bahn

In 2000, Deutsche Bahn changed the class 112 locomotives to class 114 for a second time. Class 112.0 locomotives were assigned to class 114.0 due to their switch to DB Regio . In the meantime, the reason for the change of name no longer applies, since all 112 are located at DB Regio.

115 series

115 114 (formerly 110.1) in the main station Frankfurt / Main
115 448-3 of DB Fernverkehr (formerly 110.3) in August 2015 in Münster (Westphalia) main station

(since 2006)

Since 2005, over thirty 110 and 113 have been handed over by DB Regio to what was then DB AutoZug (today merged with the parent company DB Fernverkehr). In order to be able to separate these machines better for accounting purposes, the 110 affected gradually received the new series designation 115 from 2006 and were relocated to Berlin-Rummelsburg , so that machines of this type are located in East Germany for the first time.

The locomotives are used in car trains; they also perform various handover services and were sometimes used before long-distance trains, for example on the Berlin - Warsaw line .

The 115 series also included 115 154 (in service since February 20, 1957), the oldest Deutsche Bahn locomotive until it was shut down in December 2010. Currently (2018) 115 114, which has been in service since November 21, 1957, is the oldest still active E 10.

115 114 retired from the active portfolio in September 2013 and was “z” placed. It was reactivated on October 20, 2013 and was extended for one year. She completed her HU in Dessau on January 28, 2014 and is now back in active service. The same applies to 115 293, which also received a new general inspection at the end of January.

Locomotives 115 293 and 115 114 are to be parked at the 2018/19 timetable change. The end of use of the 115 is approaching, this type of locomotive is only to be found in front of PbZ trains, special services and provision services to Munich Central Station.

In February 2020, 115 198 and 115 261 were the last locomotives of this series to be parked; they were last used as heating locomotives in Berlin-Rummelsburg .

Differences to the series 139/140

The 110 series (and its variations) are largely identical to the 139 and 140 series. The 139/140 also had the same standard structure as was used on the 110 up to road number 287. The engines have a slightly shorter translation, so that a modified approach table could be created for the 139/140, which u. a. the use of the maximum permissible tensile force is permitted for five minutes instead of just two. The speed, however, is designed for 100 km / h, but could be increased to 110 km / h.

Numerous 140, especially recent, year of construction are suitable for push-pull train operation and double traction, while the 110 was only retrofitted with push-pull train capability on many machines.

The electric brake of the 110 can also be found on the 139, but with 90 or 120 kilonewtons it offers a significantly higher braking force, but the 140 has no electric brake. The 139/140 also have only one single control valve for the compressed air brake with brake type positions G and P.

From 140 757 the drive control is a bit more modern, instead of the mechanical shaft, an electronic level comparison was installed in these machines, in the event of which the locomotive can still be controlled with an auxiliary drive switch. The maximum permissible upper current has been reduced from 420 to 350 amperes compared to the 110.

The 139/140 series was also involved in the major ring swap from 1993. Lost 140 donated their bogies, which were then used to convert box 110s to 139. These were locomotives 110, 122, 139, 145, 157, 172, 177, 213, 214, 222, 246, 250, 255, 260, 262, 264, 283, 285, 287, which were converted in this way while being retained their serial numbers were included in the class 139. The concept of the standard locomotive with mostly the same components and maintenance processes has thus fully proven itself at the latest.

literature

  • Anton Joachimsthaler : The electrical standard locomotives of the Deutsche Bundesbahn . 3. Edition. GDL, Frankfurt / Main 1969.
  • Roland Hertwig: The E 10 series. Development, technology and operational history . EK-Verlag, Freiburg 2006, ISBN 3-88255-171-2 .
  • F. Moritz: Class 110. In the driver's cab . In: Lok Magazin . No. 252 . GeraNova Zeitschriftenverlag, Munich 2002, p. 49-51 .
  • Roland Hertwig: The standard locomotives of the DB E 10, E 40, E 41, E 50. Volume 1 : Technique and whereabouts . EK-Verlag, Freiburg 1995, ISBN 3-88255-446-0 .
  • Roland Hertwig: The standard locomotives of the DB E 10, E 40, E 41, E 50 . tape 2 : Mission history . EK-Verlag, Freiburg 1995, ISBN 3-88255-447-9 .
  • Heinrich Petersen: The crease . TransPress Verlag, Stuttgart 2012, ISBN 978-3-613-71430-4 .

Web links

Commons : Series 110  - collection of pictures, videos and audio files

Individual evidence

  1. ↑ Traction diagram of the E 10. (No longer available online.) Formerly in the original ; accessed on May 23, 2017 .  ( Page no longer available , search in web archives )@1@ 2Template: dead link / img210.imageshack.us
  2. Elektrolok.de - inventory ( Memento of the original from December 25, 2014 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , As of 2014, accessed on May 7, 2015 @1@ 2Template: Webachiv / IABot / www.elektrolok.de
  3. Series E10 e. V. Locomotive archive
  4. 113-309
  5. 115-459
  6. 115-350
  7. 115-448
  8. 115-293
  9. 115-114
  10. 115-198
  11. 115-261
  12. 110-169
  13. 110-491
  14. 110-511
  15. 115-278
  16. 115-383
  17. 113-309
  18. 110-428
  19. 110-469
  20. [1]
  21. Freshly ironed on the Rhine and Ruhr . In: railway magazine . No. 3 , 2019, ISSN  0342-1902 , p. 42-47 .
  22. ^ Eisenbahn-magazin, issue 8, 2014, p. 21
  23. Presentation of the processing of the previous 113 268 , forum post on Drehscheibe-online.de
  24. ↑ End of use 115. In: LOK Report. Retrieved December 10, 2018 .
  25. Last 115 parked . In: railway magazine . No. 4 , 2020, p. 27 .
  26. DB guideline: Vehicle description BR 110/140 . June 28, 1999.
  27. Discussion at Drehscheibe-online.de. Retrieved August 11, 2010 .