Siemens ES64 EuroSprinter

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ES64P, the prototype of the EuroSprinter family

Siemens ES64 EuroSprinter is the name of a family of types of electric locomotives that are produced by Siemens Transportation Systems and Krauss-Maffei and used in numerous European railway companies.


The manufacturer's designation "ES64" is the abbreviation for "EuroSprinter" together with the first two digits of the nominal output (6400  kilowatts ). The designation U stands for universal locomotive, P stands for prototype locomotive and F for freight. The number 2 below stands for the two-frequency version (15 kilovolts 16.7 Hertz and 25 kilovolts 50 Hertz), the number 4 for the four-system version (additional 1.5 kilovolts and 3 kilovolts DC).

History of origin

In 1997 Siemens won a tender for 50 locomotives (+ option for another 350) of the Austrian Federal Railways (ÖBB) . The ES64U2 on offer was developed as a universal locomotive together with the Bogie Competence Center Simmering-Graz-Pauker (SGP Graz). The starting point for the development was the class 152 and class 120 of Deutsche Bahn AG . These developments have been used since 2001 as the 1016 series (in a pure 15-kilovolt traction current version) and as the 1116 series (in a dual-current system version with 15 kilovolt and 25 kilovolt for cross-border traffic to Hungary , the Czech Republic and Slovakia).

Differentiation of types

Common features

Picture of a driver's cab of the ES64U2

The drive of the locomotives via -phase induction motors , which as a 4-pole squirrel cage motors are running.

The locomotive body is supported by the spherical pivot bearing (sliding chair) and the pivot pin on the bogies. The pivot serves as the axis of rotation of the bogie deflection and transmits all tractive and braking forces.

The type family has an electric brake and disc brakes. However, the brake disks are not attached directly to the wheelset axles; rather, they sit on their own brake shafts that are coupled to the movement of the wheelset via the drive gear of the traction motor. There are two brake discs on each brake shaft. These are called shaft brake disks.

The oil-cooled 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 in the four-quadrant converters (4QS) as well as three motor converter sets each. To smooth the intermediate circuit DC voltage, there are back -up capacitors and suction circuit chokes that dampen the 33 Hertz resonance frequency.

With the 4QS, the transformer's secondary voltage is first converted into DC voltage and adjusted to the required voltage level. 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.

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

Other main assemblies in the machine room are the traction motor and converter fan towers. The traction motors are located directly on the two wheelsets in each of the two bogies .

The main differences are with regard to the speed design and the associated alternative between the drive in the center bearing (up to 140 km / h) and the hollow shaft drive (over 140 km / h). There are also differences in the design for multiple traction current systems.


Class 127 in Ingolstadt Hbf

The ES64P is a locomotive for heavy goods train traffic as well as for fast passenger traffic. It is the prototype of the EuroSprinter family and was used as a test vehicle for new components and environmentally friendly materials at Deutsche Bahn as the 127 series. From a technical point of view, the class 127 is the “original mother” of all modern three-phase AC locomotives from Siemens.

With a speed of 310 km / h, the 127 001-6 set a new world record for three-phase vehicles on August 6, 1993 on the high-speed line Hanover – Würzburg between Würzburg and Fulda .


Class 152 near Gaimersheim

The ES64F (DB class 152) is a high-performance locomotive for heavy freight train traffic as well as for passenger traffic. With its high performance and pulling power, it can also be used for heavy double-decker trains in push-pull operation. It is equipped with a train busbar for supplying passenger trains with electrical energy. The locomotives are used by both Deutsche Bahn and the private railway ITL , which owns two of these locomotives, almost exclusively for freight trains.

OSE series 120

Class 120 in Thessaloniki

The OSE series 120, also known under the name HellasSprinter , is an electric locomotive series of the Greek State Railways and is used in freight and passenger trains. The OSE's specifications required a special lightweight construction that could then be developed in just 17 months.

DSB series EG

EG 3104 in Korsør

With the EG series for the Danish State Railways (DSB), a six-axle version of the ES64F was built. As a two-frequency vehicle , it is designed for operation at 25 kilovolts at 50 Hertz in the Danish and 15 kilovolts at 16.7 Hertz in the Swedish and German catenary networks and is equipped with the train control systems of all three countries.

The six-axle design increases the tractive effort from 300 to 400 kilonewtons, making the EG one of the most powerful vehicles on the European continent. This pulling force is necessary to transport the freight trains weighing up to 2000 tons on the 15.6 per mil gradient in the Great Belt Tunnel and to be able to start them with a failed bogie. Up to now, only 1,400-ton trains could be driven here with one locomotive.


ÖBB class 1116 near Prinzersdorf

The ES64U2 was originally developed as a universal locomotive for the Austrian Federal Railways (ÖBB) and is available there as the 1016 (pure 15 kilovolt version) and 1116 (2-system version with 15 kilovolt and 25 kilovolt for international traffic to Hungary ). At the ÖBB, the locomotive bears the protected name Taurus .

At Deutsche Bahn AG, the machine is known as the 182 series, and 25 units were purchased. The Hungarian MÁV runs its ten locomotives as the 1047 series, plus numerous locomotives from private railways in Germany, Austria and Hungary.


ÖBB 1216 050-5 during test drives in Ingolstadt Hbf

The ES64U4 is a further development of both the ES64F4 than as Dreisystem- also ES64U2, three-phase - Universal locomotive can be delivered but is built, if necessary, as a four-system version. The test drives of the first three prototypes (with different "country packages") began at the beginning of 2005, the delivery to the ÖBB as ÖBB 1216 (Taurus III) will start in 2006.

The ÖBB have ordered 50 locomotives, 32 the national Slovenian railway company , five ES64U4-G (class 183) as single-system locomotives only for Germany the Regentalbahn , two the private railway RTS , one the Salzburg AG .

World record run

World record run at 357 km / h

A series copy of the ES64U4 series (later delivered as ÖBB 1216 025) was a new one on September 2, 2006 with a measuring car on the new Nuremberg – Ingolstadt line between the Kinding and Allersberg stations at the height of the truck stop near Hilpoltstein with a top speed of 357 km / h World record for locomotives .


Double unit 189 002 and 075 in Fürth (Bay) Hbf

The ES64F4 is a four-system freight version. In addition to the ability to run on standard gauge under all four power systems commonly used in Europe , the locomotive has adjustable, LED-based lighting, which can be used to display any lighting arrangement for the various European rail networks.

The locomotives cannot only be used on the British Isles because of the narrower vehicle gauge there. Operation on Iberian or Russian broad gauge would be possible after technical adaptation, but no four-system machines are required there. The train control components required for the various networks can be installed as a “package”. In Germany these locomotives are known as the 189 series.


The locomotive bodies of all EuroSprinter and EuroRunner types have been standardized since 2007 . This more or less new locomotive family was called Siemens ES 2007 until it was replaced by a new platform for electric locomotives called Siemens Vectron , which is very similar to the ES 2007 .

Comparison list

feature ES64P ES64U2 ES64U4 ES64F ES64F4 DSB EG
First commissioning 1992 2000 2005 1996 2003 1999
Wheel alignment Bo'Bo ' Bo'Bo ' Bo'Bo ' Bo'Bo ' Bo'Bo ' Co'Co '
Power systems ( kV / Hz ) 15 / 16.7 15 / 16.7
15 / 16.7
3 =
1.5 =
15 / 16.7 15 / 16.7
3 =
1.5 =
15 / 16.7
Continuous output ( kW ) 6400 6400 6400 (25/15 kV)
6000 (3 kV)
4200 (1.5 kV)
6400 6400 (25/15 kV)
6000 (3 kV)
4200 (1.5 kV)
Starting tractive effort ( kN ) 300 300 300 300 300 400
Maximum speed ( km / h ) 230 230 230 140 140 140
Mass ( t ) 86 88 86 86 86 129
DB series (127) (formerly 1 St.) 182 (25 pcs.) - 152 (170 pcs.) 189 (90 pcs) -
ÖBB series - 1016/1116 (332 pcs. ) 1216 (50 pcs.) - - -
SBB series - - - - Re 474 (12 pieces) -
MÁV series - 1047 (10 pcs.) - - - -
GySEV series - 1047 (5 pcs.) - - - -
SŽ series - - 541 (32 St.) - - -
MRCE Dispolok (1 pc.) (60 St.) - - (approx. 105 St.) -
Total number 1 approx. 432 approx. 93 172 approx. 210 13


  • Karl Gerhard Baur: Taurus - Locomotives for Europe . Eisenbahn-Kurier-Verlag, Freiburg 2003, ISBN 3-88255-182-8 .
  • Thomas Feldmann: The popular bull. The Taurus (series 182) . In: Lok-Magazin . 251 / Volume 41. GeraNova Zeitschriftenverlag, 2002, ISSN  0458-1822 , p. 36-49 .
  • Markus Inderst: Investing in the blue? Tauri procurement at ÖBB . In: Lok-Magazin . 260 / year 42. GeraNova Zeitschriftenverlag, 2003, ISSN  0458-1822 , p. 28 .
  • Thomas Feldmann: Class 182. In the driver's cab . In: Lok-Magazin . 261 / Volume 42. GeraNova Zeitschriftenverlag, 2003, ISSN  0458-1822 , p. 46-47 .
  • Bo Oldrup Pedersen, Ole Aaboe Jörgensen, Günther Pröll: Co'Co 'two-frequency locomotive EG 3100 for Danske Statsbaner . In: Electric Railways . No. 12 . Oldenbourg Industrieverlag, 2000, ISSN  0013-5437 .
  • Markus Inderst: European locomotive on ramp routes. New DB class 189 . In: Lok-Magazin . 255 / year 41. GeraNova Zeitschriftenverlag, 2002, ISSN  0458-1822 , p. 28 .
  • Konrad Koschinski: Taurus & Hercules - DB-182, ÖBB-1016/1116, MAV-1047.0, GySEV-1047.5, Siemens-Dispolok, ÖBB-2016 . In: Eisenbahn-Journal special edition 1 . Merker, 2003, ISSN  0720-051X .
  • Karl Gerhard Baur: EuroSprinter - The successful locomotive family from Siemens . EK-Verlag, Freiburg 2007, ISBN 3-88255-226-3 .

Web links

Commons : Siemens EuroSprinter  - collection of images, videos and audio files

Individual evidence

  1. World record for three-phase current locomotive . In: Deutsche Bahn . No. 9/10. Darmstadt 1993, p. 723. ISSN  0007-5876
  2. Siemens Vectron - The new generation of locomotives for European rail traffic ( Memento from September 21, 2013 in the Internet Archive ) (PDF; 984 KiB)