Siemens ES64F4

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Siemens ES64F4
189 067 in front of a freight train at Unkel
189 067 in front of a freight train at Unkel
Numbering: u. a.
DB 189 001-089, 189 100
MRCE 189 090-099
SBB Re 474 001-018
Manufacturer: Siemens
Year of construction (s): 2003-2005
Axis formula : Bo'Bo '
Gauge : 1435 mm ( standard gauge )
Length over buffers: 19,580 mm
Bogie axle base: 2900 mm
Service mass: 87 t
Wheel set mass : 21.75 t
Top speed: 140 km / h
Hourly output : 3000–4200 kW (1.5 kV =)
6000 kW (3 kV =)
6400 kW (15 kV / 25 kV ~)
Starting tractive effort: 300 kN
Performance indicator: 73.6 kW / t
Power system : 15 kV, 16.7 Hz ~
25 kV, 50 Hz ~
1.5 kV =
3 kV =
Number of traction motors: 4th
Drive: Paw camp

The ES64F4 electric locomotive is a variant of the EuroSprinter family of locomotives from Siemens Mobility (formerly Siemens Transportation Systems) with four-system equipment. In Germany it is mainly used as the 189 series of Deutsche Bahn . It can be used in all four traction current systems commonly used in Europe . On the British Isles , because of the narrower vehicle gauge there, it is not possible to use the High Speed ​​One . Bogies for the broad gauge in Spain , Portugal , Finland and several countries in Eastern Europe would be technically possible, but broad gauge versions were not ordered. Four-system locomotives are not necessary in the broad gauge networks. The train control system components required in each case can be installed as a "package" for the various railway companies .

technology

In addition to the ability to run under all four power systems common in continental Europe, the locomotive has adjustable, LED-based lighting with which almost every signal light for the respective country can be displayed. The train control components required in each case can be installed as a "package" for the various railway companies. These packages are recorded in variants:

variant VA VD VE VF VI VJ VK VL VM VO VP
Germany X X X X X X X X
Austria X X X X
Switzerland X
Italy X X X X X X
Slovenia X X X X
Croatia X X X X
Netherlands X X X X X
Belgium X
Poland X X X
Czech Republic X
Romania X
Hungary X
  1. ↑ April 2006 - December 2011 only Bad Schandau (Gr.) - Děčín; Since then all of the Czech Republic
ES64F4 E 189 929 in Hersbruck

The locomotives have an electric brake and disc brakes. Because of the comparatively low maximum speed of 140 km / h and for cost reasons, these are designed as wheel disc brakes; the high-performance drive with spring-loaded brake shafts (HAB) of the ES 64 U2 locomotives was not used. The construction of the locomotive is designed in such a way that a version with a top speed of 230 km / h is also possible.

The oil-cooled power transformer is located below the floor, while in the conventional design it was housed in the locomotive body. This enabled a continuous central aisle between the driver's cabs in the locomotive body . The converter racks are located on both sides of the central aisle . One set of converters each supplies the traction motors of a bogie. It consists of rectifiers that convert the transformer's secondary voltage into direct current, as well as three sets of motor converters each. To smooth the intermediate circuit -Gleichspannung are supporting condensers and absorption circuit chokes available. The offset in time clocking motor converter forms the direct current into three-phase current to power the traction motors and individually. This means that they can also be regulated individually and the wheel-rail coefficient of friction can be optimally used.

When operating in direct current networks, the contact line voltage is fed directly into the intermediate circuits, whereby the secondary windings of the transformer are used as line filter chokes.

Together with the electric brake, the converters also enable braking current to be regenerated with a braking power of theoretically 6.4  MW . The braking force is limited to 150 kN for reasons of safety against derailment  .

Other main assemblies in the machine room are the fan towers for the traction motors and the converters. The traction motors are located directly on the two wheelsets in the two bogies . For reasons of mass, the side walls of the locomotive bodies had to be provided with beads to stiffen them. Although the machines are primarily intended for freight traffic, they can be used in passenger train service by being equipped with connections for feeding the train busbar and the UIC line . The time-division multiplex push-pull train and multiple control enables use in multiple traction across all series and manufacturers.

Use at the DB

189 055 of DB Cargo near Eschweiler
ETCS antenna under a class 189 locomotive

In August 1999, DB Cargo ordered 100 class 189 locomotives as part of an option. In July and August 2003, the ES 64 F4 001 and ES 64 F4 002 were the first two machines at Siemens Transportation Systems. At the beginning of August 2003, the first class 189 locomotives were seen in scheduled service.

Due to their top speed of 140 km / h (optionally upgradeable to 230 km / h), the locomotives are used almost exclusively in front of freight trains. They are owned by DB Cargo Deutschland .

From November 19 to 21, 2002, several technical measurement runs were carried out in Hungary with the 189 001. Because of the lack of MAV train control, the vehicle was towed. From October 2003 a test program of several months with the 189 004 and 007 ran in the Netherlands. From 189 061 onwards, the machines were delivered with only two instead of four pantographs, as these locomotives were initially only to be used in Germany. On December 14, 2005, the 189 100, the last locomotive of the 189 series, was handed over to Railion. At this point in time, approval and presentation drives had taken place in 16 countries.

In April 2006, the first locomotives received their approval for the cross-border route Bad Schandau - Děčín ( Elbe Valley Railway ). This was the first time that the locomotives were used with a contact line voltage of 3 kV direct current. However, there were still restrictions with regard to the maximum speed (100 km / h), the number of operational traction motors (at least three) and the ban on operating the electric brake.

Also in 2006, DB placed an order with a consortium of Siemens and Alstom to equip 26 class 189 locomotives with the European ETCS train control system . Together with the retrofitting of 22 locomotives of the NS series 6400 , the order was worth around 30 million euros. In 2007, DB Cargo (then Railion) began converting 26 class 189 multi-system locomotives with ETCS. At the timetable change in December 2009, DB Cargo (then DB Schenker Rail) put a further 32 ETCS-equipped locomotives of the 189 series into operation, which can be used in Germany and the Netherlands. In addition, ten locomotives were equipped with ETCS for Swiss traffic.

So that the locomotives can or may also run in the Netherlands, they have also received the Dutch ATB train control system . In addition, the locomotives need a completely white front - in line with Dutch regulations. The Betuwe route , on which the 189 also operate, is part of the Rotterdam (NL) –Genoa (I) train connection.

In the meantime, DB Cargo has sold ten class 189 locomotives to MRCE , which were initially rented again themselves, but are now in use for operators other than Dispoloks. Among other things, these machines were used to haul trains on the City Night Line, which was discontinued in December 2016 (partly also in double traction). Stickers with the CityNightLine logo were also applied to the locomotives used there. All locomotives of the 189 series already have the new UIC numbers such as B. 91 80 6 189 092-0 D-DISPO.

Two locomotives of this series, 189 065 and 074, were involved in a level crossing accident in Düsseldorf-Eller in December 2012.

Since the class 189 is a relatively powerful electric locomotive, it will in future replace the class 151 even before the 6000-tonne ore trains that a class 185 would not be able to manage.

Other railway companies

SBB Re 474 013 in Brig
An ES64F4 from the Dispolok pool
ES 64 F4-990 of the MRCE near Herrath

Locomotives of this type are also used by other railway companies in Switzerland, Italy, the Netherlands and Sweden.

The locomotives of this type are used by the SBB as Re 474 (delivery since May 2005). 18 machines were initially ordered here, but only 12 were accepted due to delays in approval in Italy and other problems. Siemens has since sold the other six to Hector Rail (Sweden, two locomotives), Impresa Ferroviaria Italiana (Italy, three locomotives) and NordCargo (Italy, one locomotive).

The leasing company MRCE (originally Siemens Dispolok) rents locomotives of this type to various railway companies. At times, it was mainly DB AutoZug that made a name for itself, which rented the ES64F4-020 locomotive from Dispolok in order to be able to tie a pair of trains from Hamburg-Altona to Rijeka in Croatia without changing locomotives. One had to fall back on a machine from Dispolok equipped with the appropriate country packages , since the then DB Schenker Rail (now DB Cargo ) did not have a 189er equipped accordingly. On this occasion, the ES64F4-020 was also given a special paint job on the long sides of the box. MRCE has 45 locomotives of this type. Of these, five locomotives each were sold to the Italian railroad company Rail Traction Company and five to Lokomotion . The other 35 are in use for various providers throughout Europe, including Veolia for operations to France, the Polish CTL or City Night Line for long-distance connections in the Netherlands.

An extraordinary area of ​​application for the locomotives arose before the Eurocitys on the Brenner Railway. Since the timetable change in 2009, the trains have also been operated on the Italian section by DB and ÖBB and are continuously covered with ES64F4 (referred to as E.189 in Italy). The machines are rented from Nordcargo and MRCE Dispolok and were gradually replaced by ÖBB 1216 (in Italy E.190) from June 2010 . For the 2013/2014 timetable change, ÖBB 1016/1116 were used for a short time as the ÖBB 1216 in Linz were waiting for the ETCS to be installed.

At the end of 2003, Siemens Dispolok obtained approval for locomotives in Switzerland. After corresponding test drives in Switzerland, the ES64F4-001 locomotive was used for test drives in Italy from June 24, 2003 to the end of January 2004. After approval, operation on the Brenner began on May 6, 2004 with the ES64F4 002 and 004 locomotives. On January 10, 2005, the ES64F4-001 was the first ES64F4 to run continuously from Germany to Italy (Verona).

While Deutsche Bahn initially only used its 189 series locomotives in Germany, machines from Dispolok were used in European traffic from the beginning of 2004.

Individual evidence

  1. ↑ ES 64 F4 in the Czech Republic . In: Eisenbahn Revue International , issue 6/2012, p. 302.
  2. ↑ a b c The four-system locomotives of the DB class 189 . In: Eisenbahn-Revue International , issue 11/2002, p. 501.
  3. ^ Announcement First four-system locomotive ES 64 F4 transferred to Italy . In: Eisenbahn-Revue International , issue 10/2003, pp. 442–443.
  4. ^ Announcement New class 189 in scheduled service . In: Eisenbahn-Revue International , issue 10/2003, p. 427.
  5. ↑ Report DB class 189 in Hungary . In: Eisenbahn-Revue International , issue 1/2003, p. 33.
  6. ^ Message BR 189 from Railion on a test drive in the Netherlands . In: Eisenbahn-Revue International , issue 4/2004, p. 174.
  7. ↑ Announcement Hundredth 189 delivered . In: Eisenbahn-Revue International . Issue 2/2006, p. 63.
  8. ↑ BR 189 with ETCS for the Netherlands . In: signal + wire . tape 98 , no. 12 , 2006, ISSN  0037-4997 , p. 48 .
  9. ↑ Deutsche Bahn AG (ed.): Betuwe route goes into operation . Press release from June 14, 2007.
  10. ^ Deutsche Bahn AG (Ed.): Railion starts freight traffic on the Betuwe route . Press release from December 6, 2007.
  11. ↑ DB Mobility Logistics AG (Ed.): DB Schenker puts another 32 multi-system locomotives into operation on the Betuweroute . Press release from November 20, 2009.
  12. ^ Deutsche Bahn AG (ed.): European locomotive approved for Austrian traffic . Press release from May 7, 2009.
  13. ↑ Message Two ES64 F4s for Hector Rail . In: Eisenbahn-Revue International . Issue 1/2006, pp. 30-31.
  14. ↑ Swiss approval for four-stream locomotives ES 64 F4 . In: Eisenbahn-Revue International , issue 1/2004, p. 35.
  15. ^ Message ES64F4 back from Florence . In: Eisenbahn-Revue International , issue 4/2004, p. 174.
  16. ↑ Message ES64F4 on the burner . In: Eisenbahn-Revue International , issue 6/2004, p. 270.
  17. ↑ Message ES 64 F4 in interoperable use . In: Eisenbahn-Revue International , issue 3/2005, p. 138.
  18. ↑ Before the first modern four-current locomotives went into operation in international traffic . In: Eisenbahn-Revue International , issue 2/2004, pp. 64–65.

literature

See also

Web links

Commons : Siemens ES 64 F 4  - Collection of pictures, videos and audio files