Siemens - Electric Locomotive

Electric Locomotives
Reference List
efficient rail solutions

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Contents
Introduction 5
Electric locomotives
103 for German Rail (DB AG) 6
120.1 for German Rail (DB AG) 8
EuroSprinter ES 64 P (Class 127) 9
EA 3000 for Danish State Railways (DSB) 13
EG 3100 for Danish State Railways (DSB) 14
H 560 for Greek State Railways (OSE) 15
E 402 B for Italian State Railways (FS) 16
1012 for Austrian Federal Railways (ÖBB) 17
1014/1114 for Austrian Federal Railways (ÖBB) 18
1016/1116 for Austrian Federal Railways (ÖBB) 19
LE 5600 for Portuguese Railways (CP) 25
S 252 for Spanish National Railways (RENFE) 26/27
1047 for Hungarian State Railways (MAV) 28
1047 for Raab-Oedenburg-Ebenfurt Railways (ROeEE) 29
8K for China Railways (CR) 30
DJ1 for China Railways (CR) 31
8100 for Korean National Railroad (KNR) 32
7E for South African Railways (SAR) 33
8E for South African Railways (SAR) 34
14E for South African Railways (Spoornet) 35
Power cars for high-speed trains
Talgo TAV 38
Dual-mode locomotives
DM 30 AC for Long Island Rail Road (LIRR), New York, USA 39
Class 38 for South African Railways (Spoornet) 40
ED 1600 for RAG Bahn- und Hafenbetriebe, Germany 41
Literature 42
InterCity®, ICE International®, ICE®, ICE T®, ICE TD® and ICE-Sprinter®
are registered trademarks of Deutsche Bahn AG.
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Introduction
From the world’s first electric locomotive …
…to the present peak of technological development, Siemens
Transportation Systems has placed many successful locomotives
on the track. In 1879, Werner von Siemens presented the world’s
first electric locomotive at the Berlin Industrial Exhibition.
Since then, millions of rail passengers have traveled with us in
comfort – maybe unaware of it – but always with the confidence
that they would reach their destinations safely. Siemens technol-
ogy has always been a guarantee for utmost reliability and punc-
tuality.
It’s no surprise, therefore, that the EuroSprinter® test unit for the
new locomotive generation bears the name “Werner von Siemens”.
In the freight sector as well, the name Siemens has always en-
joyed a solid reputation. Highly specialized engineering, made-to-
measure performance, and the right traction power for your spe-
cific transport needs.
A point of emphasis in the past years has been the continuous
development of the EuroSprinter family. We have built over 3,000
locomotives in the past 20 years – either alone or in cooperation
with our partners. You will find an overview of our achievements
on the following pages.
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103
Electric Locomotive 103
for German Rail (DB AG)
The class 103.1 locomotive is a development of the 103.0 high- Benefits
speed locomotive introduced for the first time at the International Until their replacement by the ICE, these lo-
Transport Exhibition in Munich in 1965. comotives were the fastest and most pow-
The reason for German Rail’s ordering this vehicle was the planned erful traction units with the highest mile-
introduction in 1971 of the “InterCity” network – a system of trains age. They mark a highlight in classical series-
traveling regularly every two hours at a maximum speed of 200 kph. wound motor technology.
Scope of application
The class was primarily used for InterCity and TEE operations.
It provided highest-quality passenger train traction until the intro-
duction of the ICE at DB AG. Following the introduction of the
one-hour service intervals and the second car class in IC opera-
tions, its enormous power with respect to the longer and heavier
trains was fully leveraged. Under this load and with monthly mile-
ages of more than 40,000 km, it provided impressive evidence of
the quality of Siemens electronics.
Technical features
The class 103 is a six-axle high-speed locomotive (200 kph) with a
self-supporting underframe and top-mounted hoods. It features
fully suspended series traction motors with rubber-ring cardan
drive and rheostatic brake with a short-time power of 9600 kW.
The locomotive is especially designed for high-speed passenger
operations.
Type 103
Year 1970–1974
Wheel arrangement Co'Co'
Power system 15 kV/16.7 Hz
Continuous rating at wheel [kW] 7080
Starting tractive effort [kN] 312
Maximum speed [kph] 200
Weight [t] 117
Track gauge [mm] 1435
Numbers built 145
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111
In October 1973, Siemens AG and what today is its locomotive plant Benefits
in Munich-Allach were awarded the contract to develop the new The locomotives feature multiple-running
four-axle class 111 locomotives. control and are therefore suitable for dou-
ble-heading and push-pull operation.
This class is designed for hauling passenger trains in urban and
mainline networks, as well as for high-speed freight trains in the
German Rail network at speeds up to 160 kph. Some of the loco-
motives were specially refitted in 1979 with push-pull control for
the integrated rapid transit network in the Rhine-Ruhr region.
Since the introduction of double-deck regional passenger trains at
DB AG, they have a large share in high-level regional transporta-
tion.
Technical features
This locomotive type marks the transition from DB AG’s standard
locomotives of the 1950s to the advanced locomotive construc-
tions of modern design. Compared with its predecessors, the class 111
provided for the first time:
• an ergonomically optimized DB AG standard driver’s console
• direct air intake of the traction motor fans
• advanced bogies with extensive lateral decoupling of carbody
and wheelset.
The locomotives of this class are the last units with conventional
technology (AC commutator traction motor) that were purchased
by DB AG at that time.
Type 111
Year 1974–1984
Wheel arrangement Bo'Bo'
Weight [t] 84
Numbers built 227
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120.1
Electric Locomotive 120.1
In November 1984, German Rail ordered the first 60 class 120.1 Benefits
universal locomotives from the German rail industry, a develop- Due to the different uses to which they
ment of the 120.0 prototype unit. can be put, the class 120.1 locomotives
achieve a work load factor which still re-
mains unequaled.
The locomotives are used as universal units to provide traction for
high-speed passenger trains at speeds up to 200 kph as well as Due to their three-phase asynchronous
traction for heavy-duty freight trains. motors, the locomotives are largely inde-
pendent of the operational limitations as-
Technical features
sociated with classic commutator motors.
The 120.1 is the first high-performance production locomotive
with three-phase traction technology and asynchronous traction The lower mass in comparison to commu-
motors for DB AG. The three-phase drive technology, the ad- tator traction motors has a beneficial ef-
vanced lightweight construction and the bogies that are an ad- fect on the running performance of the
vanced version of those used in the class 111 permit the universal bogies, which is a key aspect for a univer-
use of locomotives with a continuous rating of 5600 kW. sal locomotive with a maximum speed of
200 kph.
Type 120.1
Year 1987–1988
Weight [t] 84
Numbers built 60
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ES 64 P
High-Performance Universal Locomotive
EuroSprinter ES 64 P (Class 127)
Using the experience gained with the class 120.1 locomotive of Benefits
German Rail, the S 252 of Spanish National Railways (RENFE) and The EuroSprinter, which German Rail des-
the LE 5600 of Portuguese Railways (CP), Siemens AG and former ignates as class 127, was able to give a con-
Krauss-Maffei built a prototype locomotive – the EuroSprinter – in vincing demonstration of its performance
1992 at their own expense in order to test new components and capability under extreme conditions dur-
environment-friendly materials. ing demonstrations in Norway, Sweden,
and Switzerland. On August 6, 1993, the
EuroSprinter set a world speed record of
The locomotive was designed as a universal vehicle for heavy-
310 kph for three-phase locomotives.
duty freight as well as for fast passenger trains. A first-generation
EuroSprinter by design, the prototype provides a platform for the Thanks to its modular structure, it can be
testing of key second-generation components. used as a basis for production vehicles
built to match different service require-
Technical features
ments and conditions of the European
In the test vehicle, for example, a water-cooled power converter
railways.
and silicone liquid as coolant for the transformer were used for
the very first time. The new SIBAS® 32 microprocessor control At present, the unit is in service in the lo-
unit was also subjected to extensive tests in the EuroSprinter, and comotive pool of Siemens Dispolok GmbH
auxiliary inverters with IGBTs were used. The use of innovative and is rented to railway operators with a
high-speed bogies with disc brakes on a fully-suspended braking full service and maintenance package.
shaft has prepared the ground for the second generation of the
EuroSprinter, e.g. the Rh 1016/1116 of ÖBB.
Type ES 64 P
Year 1992
Weight [t] 86
Numbers built 1
9
152
In 1995, German Rail (DB AG) awarded a supply contract for 170 Benefits
freight locomotives to Siemens Transportation Systems. When awarding the contract, DB AG
placed great value on the guarantee of high
The units were delivered to DB AG over a period between 1997
reliability and availability with low life-cycle
and 2001. They are based on the EuroSprinter family and are thus
costs.
the first models of the second generation.
Owing to its modular construction, the class
152 can be converted into a universal and
The class 152 is primarily used in heavy-duty freight operations
multi-system locomotive with minimum
and replaces the six-axle class 150 locomotives.
modification effort.
Technical features
It provides a power of 6400 kW in a 15 kV/16.7 Hz system with in-
dividual axle control. As a development compared to the first-gen-
eration EuroSprinter locomotives, it has bogies with disc brakes as
a standard feature.
Type 152
Year 1997–2001
Weight [t] 88
Numbers built 195
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182
The class 182 high-performance locomotives are members of the Benefits
second generation EuroSprinter family, the development of which The multi-system locomotives are among
started with the class 152 freight locomotive for German Rail. the most powerful and fastest four-axle
production locomotives. Performance, speed
range, running and braking technology in-
These multi-system units are able to run not only on 15 kV/16.7 Hz
corporate today’s top technology.
but also on 25 kV/50 Hz electrified lines.
Special attention was paid to the aero-
Technical features
dynamic exterior design of the locomotive
The electrical section of the vehicle comprises proven Siemens
as well as to the ergonomic design of the
components, such as the SIBAS 32 control unit, water-cooled GTO
driver’s cab.
traction converters and air-cooled auxiliary inverters. The high-
performance traction drive with separate brake disc shaft provides For heavy freight trains and fast passen-
minimized unsprung masses, optimized running dynamics and ger trains alike, the class 182 is a universal
low maintenance requirements. solution to meet highest demands in to-
day’s high-performance traction applica-
tions.
Type 182
Year 2001
Power system 15 kV/16.7 Hz, 25 kV/50 Hz
Weight [t] 86
Numbers built 25
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189
In 1999, German Rail (DB AG) ordered 100 class 189 four-system Benefits
locomotives for freight operations. These were developed directly This locomotive type will be provided with
from the class 152. all the equipment required for operation
in the other European countries. The loco-
motives will be prepared for certification
The locomotives are designed for use in pan-European freight op-
in Germany, Austria, Hungary, Switzerland,
erations. They are not only able to operate in AC systems with
Denmark, Sweden, Norway, Italy, France,
15 kV/16.7 Hz and 25 kV/50 Hz but also in DC systems with 1.5 kV
the Netherlands, Luxembourg, Belgium,
and 3 kV.
Poland, the Czech Republic, and the Slovak
Technical features Republic.
The class 189 provides individual axle control and achieves a max-
imum speed of 140 kph. In AC operation, they have a rated power
of 6400 kW, with ratings of 6000 kW for a 3 kV system and 4200 kW
for a 1.5 kV system. In AC systems, the DC link voltage is generat-
ed by four-quadrant choppers. In DC systems, the overhead line
voltage is fed directly to the DC link. The use of water-cooled IGBT
traction inverters marks the transition to the third generation of
the EuroSprinter family. The controls of the class 189 locomotive
are designed in conformance with the other vehicles German Rail
plans to use for its cross border services. In compliance with the
scope of application of a freight locomotive, the bogies are
equipped with nose-suspended drives and disc brakes.
Type 189
Year 2003–2005
Power system 15 kV AC/16.7 Hz,
25 kV AC/50 Hz, 3 kV DC, 1.5 kV DC
Continuous rating at wheel [kW] AC 6400, DC 3 kV 6000,
DC 1.5 kV 4200
Weight [t] 86
Numbers built 100
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EA 3000
Electric Locomotive EA 3000
for Danish State Railways (DSB)
After having completed electrification of the first routes in March Benefits
1986, Danish State Railways (DSB) started operations with 10 class Due to push-pull technology and double-
EA 3000 locomotives. The EA 3000 locomotives were developed heading control, this class of locomotives
and built by a consortium with BBC. Based on the positive experi- lends itself to especially universal and ver-
ence gained with the first range of vehicles, DSB took up an op- satile operations, also for regional trains
tion for 12 more vehicles with slight improvements over the first with control car.
model.
The EA 3000 are equally suited for freight and intercity service, as
well as for regional traffic.
Technical features
Locomotive for 25 kV AC/50 Hz operation based on the class 120
of German Rail.
Type EA 3000 EA 3000

Year 1986 1992–1993
Wheel arrangement Bo'Bo' Bo'Bo'
Power system 25 kV/50 Hz 25 kV/50 Hz
Continuous rating at wheel [kW] 4000 4000
Starting tractive effort [kN] 260 260 (300*)
Maximum speed [kph] 160 (175) 160 (175)
Weight [t] 80 80
Track gauge [mm] 1435 1435
Numbers built 10 12
* Maximum value for starting in tunnels
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EG 3100
High-Performance Locomotive EG 3100
for Danish State Railways (DSB)
In 1997, Danish State Railways placed an order with Siemens Benefits
Transportation Systems for 13 high-performance locomotives for The redundant and proven design of the
cross-border operations. drive concept guarantees a high degree of
reliability and low maintenance require-
ments.
The six-axle locomotives are used on the land link that was com-
pleted in 2000 and connects Sweden to Germany via Denmark. The adhesion mass of 129 tons provides
A six-axle vehicle with increased friction mass is required to pull sufficient traction for 2,000-ton trains on
2,000-ton trains with only one locomotive across the transition ramps with a 15.6 ‰ grade in all weather
ramps between tunnel sections and sea bridges. conditions.
Technical features The certification in Germany, Denmark,
The EG 3100 is designed to operate in 25 kV/50 Hz as well as and Sweden is the basis for fast pan-Euro-
15 kV/16.7 Hz systems and for the train protection systems used pean freight operations between Central
in Sweden, Germany, and Denmark and is a member of the sec- Europe and Scandinavia.
ond-generation EuroSprinter family. The electrical part of this lo-
comotive features extensively service-proven components such as
the SIBAS 32 traction control system, water-cooled traction con-
verters, air-cooled inverters for auxiliary equipment, and nose-
suspended drives with wheel-mounted brake disks.
Due to the modular construction of the EuroSprinter family, it was
possible to built a six-axle locomotive on the basis of the class 152
with minor modifications.
Type EG 3100
Year 1998–2000
Weight [t] 129
Numbers built 13
14
H 560
Electric Locomotive H 560
for Greek State Railways (OSE)
In early 1996, Greek State Railways (OSE) placed an order with Benefits
Siemens as the general contractor to build 6 high-performance The use of standardized and sophisticated
locomotives. These are the first electric locomotives in Greece. modules allowed a short delivery time of
only 17 months, from receipt of the order
In late 1997, a follow-up order was signed for another 24 locomo-
to completion. The design-to-weight poli-
tives. These units will be built in cooperation with Hellenic Ship-
cy and a strict weight management led to
yards in Athens under the leadership of Siemens Transportation
a previously unequaled weight of 80 met-
Systems.
ric tons in this performance class.
The multi-system locomotives are used to establish a link with the
European railway network on the route from Thessaloniki to the
border with former Yugoslavia. They are suitable for both passen-
ger and freight operations.
Technical features
The locomotives are based on the first generation of the Euro-
Sprinter family already seeing service in Germany, Spain, and Por-
tugal.
Type H 560
Year 1996–1997, 2000–2002
Power system 25 kV/50 Hz
Weight [t] 80
Numbers built 6+24
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E 402 B
Electric Locomotive E 402 B
for Italian State Railways (FS)
In the course of modernizing its long-distance passenger service, Benefits
Italian State Railways (FS) placed an order with Ansaldo Trasporti The class E 402 B contributes greatly to in-
to develop type E 402 units. In addition to the vehicles of the first creasing the efficiency and environmental
E 402 A generation, the E 402 B series was developed. Siemens compatibility thanks to the use of ad-
Transportation Systems supplied the electrical components. vanced Siemens components. Due to its
multi-system capability, it will pave the
way for high-speed operation on 25 kV
The E 402 B are universal locomotives which are also used in the
and, at the same time, keep open the pos-
25 kV high-speed network of FS.
sibility of using such vehicles on existing
Technical features routes.
For the first time, converters with high-purity water cooling,
SIBAS 32 microprocessor control, and a highly integrated trans-
former were used in Italy. In addition to this, the E 402 B is Italy’s
first multi-system locomotive.
Type E 402 B
Year 1996–1998
Power system 25 kV AC/50 Hz, 3 kV DC, 1.5 kV DC
Weight [t] 87
Numbers built 30+50
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1012
for Austrian Federal Railways (ÖBB)
The class 1012 locomotive was initially designed for use as a high- Benefits
speed locomotive and a replacement of the class 1044. Today, the Austria’s railway network is characterized
three locomotives based in Innsbruck are used to haul trains on by a varied mixture of tight curves, long
the “rolling highway”. straight stretches, and steep grades.
Scope of application ÖBB‘s class 1012 universal locomotive was
The class 1012 locomotive is a universal vehicle for fast passenger specifically designed to meet the condi-
and freight services. tions of operation on these routes.
Technical features
Whereas the top speed of 230 kph fulfills the requirements of mod-
ern rail travel, the power output of 6.4 MW ensures fast running
even on grades.
Type 1012
Year 1996
Weight [t] 83
Numbers built 3
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1014/1114
Electric Locomotive 1014/1114
These locomotives were designed as so-called lightweight units. Benefits
Optionally, they can be ballasted with six tons. It is planned to re- Owing to its high speed, the 66-ton ver-
place the locomotives of this type with class 1116 vehicles by sion – class 1114 – is ideally suited for fast
2005 at the latest. passenger service. The 74-ton 1014 mod-
el is characterized by a higher tractive ef-
fort, thus making it suitable for freight
The 1014 dual-frequency locomotive was the first universal unit
traffic as well.
to permit passenger and freight services between Austria, Hunga-
ry, the Czech Republic, and the Slovak Republic without requiring
the usual change of locomotives at the border. These locomotives
were primarily designed for fast passenger service with light-
weight trains.
Technical features
The design of this dual-frequency lightweight vehicle allows the
same locomotive to be used with a weight of either 66 or 74 met-
ric tons. The necessary modifications can be made at any time
with little effort.
Type 1014 1114

Year 1993–1994 1993–1994
Power system 15 kV/16.7 Hz, 25 kV/50 Hz 15 kV/16.7 Hz, 25 kV/50 Hz
Starting tractive effort [kN] 210 190
Maximum speed [kph] 160 160
Weight [t] 74 66
Numbers built 16 2
18
1016/1116
Electric Locomotives Rh 1016, Rh 1116
In 1997, Austrian Federal Railways ordered four-axle class 1016 Benefits
and 1116 high-performance locomotives, representing the sec- The locomotives with advanced running
ond EuroSprinter generation, from Siemens AG Austria. and braking technology incorporate the
latest technology.
The class 1016 locomotive is designed to operate on 15 kV/16.7 Hz Special attention was devoted to the aero-
electrified lines in Austria and Germany. The 1116 version is ad- dynamic exterior and the ergonomic de-
ditionally equipped to permit operation on 25 kV/50 Hz lines in sign of the driver’s cab.
countries such as Hungary.
Whether it is hauling heavy-duty freight
Technical features or fast passenger trains, the Rh 1016/1116
The electrical part of the locomotive uses service-proven compo- meets the highest expectations for ad-
nents from Siemens Transportation Systems, such as the SIBAS 32 vanced high-performance traction.
traction control system, water-cooled GTO traction converters,
and air-cooled auxiliary equipment converters. The high-powered
drive with brake disc mounted on a separate shaft is distinguished
by minimized unsprung masses, optimum running dynamics, and
low maintenance requirement.
Type 1016 1116

Year 1999 1999
Power system 15 kV/16.7 Hz 15 kV/16.7 Hz, 25 kV/50 Hz
Weight [t] 86 86
Numbers built 50 350
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1044
The class 1044 universal locomotive has been in service with ÖBB Benefits
since 1974. It is used for both passenger and freight traffic. Up to Due to their high traction rating and con-
1994, a total of 187 locomotives had been delivered. tinuous traction control, these units are
ideally suited for operations on steep-grade
mountain routes.
This locomotive type is used for lightweight and heavy-duty pas-
senger and freight operations, primarily on mountain routes.
Technical features
This class is a thyristor-controlled universal locomotive with con-
tinuous traction control.
Type 1044
Year 1974–1995
Starting tractive effort [kN] 337/300*
Weight [t] 84
Numbers built 216
*from version 1044.201 onwards
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1063
Right up into the 1970s, ÖBB mainly operated diesel humping lo- Benefits
comotives as well as older electric mainline locomotives for yard The three-phase drive system enables max-
work. In the case of the class 1063, ÖBB ordered for the very first imum wear-free and cost-effective starting
time five prototype locomotives which were specifically designed tractive efforts even in the lowest speed
as electric yard locomotives. range as are required for heavy-duty yard
operations.
The two-system locomotives are also capable of passing through After successful service of the prototypes,
railway stations on the borders with Hungary, the Czech Republic, ÖBB ordered 45 more locomotives.
and the Slovak Republic.
Technical features
The maximum speed is 100 kph with a continuous power of 2000 kW.
Type 1063
Year 1983–1991
Weight [t] 82
Numbers built 50
21
1064
In 1975, ÖBB planned the construction of two large classification Benefits
yards in Vienna and Villach. For this purpose, it ordered 10 six- The high starting tractive effort that is re-
axle heavy-duty electric humping locomotives. These have been quired for humping is provided in a wear-
in use since 1994. free and cost-effective manner by the
three-phase drive system. A special feature
of the locomotives is their suitability for
The locomotive is especially suitable for heavy-duty humping.
fully-automatic humping. During this op-
Technical feature eration, the locomotive is automatically
The electrical equipment of the 1064 unit is, for the most part, controlled by a process computer and
the same as that of the class 1063. To meet the increased require- moves at an exact, preset speed.
ments for tractive effort, the locomotive has six axles with a
Co'Co' wheel arrangement.
Type 1064
Year 1984–1990
Weight [t] 112
Numbers built 10
22
1163
In view of the great success of its class 1063 unit, ÖBB decided to Benefits
build a follow-up locomotive – the class 1163. In order to match the rising speeds in
freight traffic, the maximum speed was
specified at 120 kph.
Since the summer of 1995, these locomotives have been used for
heavy-duty yard work and light-duty line service in Vienna and The three-phase drive system avoids the
Salzburg. thermal problems of conventional com-
mutator traction motors and ensures both
Technical features
high speeds and high tractive effort in the
Based on the 1063 unit, the locomotives incorporate several im-
lower speed range without wear.
provements in their appearance and electrical system.
Type 1163
Year 1993–1995
Weight [t] 80
Numbers built 20
23
1822
Created for political reasons, the class 1822 was intended to solve Benefits
the transport problem over the Brenner Pass. The five Innsbruck- It can operate in the German and Austrian
based locomotives of this type were initially designed to haul AC power systems, as well as in the Italian
freight trains in double-heading configuration, but now they are DC power system, thus eliminating the
being used individually and preferably for passenger service on need for time-consuming locomotive
the Innsbruck–Linz route. changes at borders. During the design
phase of this innovative vehicle, particular
importance was placed on an extremely
The class 1822 two-system mainline locomotive was specially de-
lightweight construction and ease of
veloped for hauling freight over the Alps and is thus also called
maintenance.
the “Brenner Unit”.
Technical features
To ensure smooth Alpine crossings with heavy-duty freight trains,
the locomotives were equipped for double-heading, but with only
one cab manned.
Type 1822
Year 1991–1992
Power system 15 kV AC/16.7 Hz, 3 kV DC
Weight [t] 82
Numbers built 5
24
LE 5600
Electric Locomotive LE 5600
for Portuguese Railways (CP)
In December 1990, Portuguese Railways (CP) commissioned a Benefits
consortium – headed by Siemens Transportation Systems – to Its reliable engineering and economic use
design and supply 30 universal locomotives which were then de- of energy makes the unit extremely popu-
livered on schedule between 1993 and 1995. Siemens’ partners lar with CP’s maintenance departments,
were Sorefame and Siemens SA Portugal, as well as today’s whereas the train drivers fully appreciate
Siemens locomotive plant in Munich-Allach. the ergonomic design of the cab console.
Scope of application With a speed of 224 kph, the LE 5600 holds
The LE 5600 is suitable for heavy-duty freight traffic, as well as for the Portuguese record for high speed.
rapid passenger service.
Technical features
With the advent of this high-performance locomotive, CP entered
the era of modern three-phase AC technology. As a first-genera-
tion EuroSprinter model, it is largely similar to the broad-gauge
S 252 for RENFE, except for minor modifications. According to its
scope of application, the LE 5600 is a single-system locomotive
for 25 kV/50 Hz.
Type LE 5600
Year 1993–1995
Weight [t] 87
Numbers built 30
25
S 252
Electric Locomotive S 252
for Spanish National Railways (RENFE)
In March 1989, a consortium led by Siemens Transportation Sys- Benefits
tems won the order to supply 75 high-performance universal After having been commissioned in 1992,
locomotives. Siemens was responsible for the electrical part and the locomotives successfully demonstrat-
today’s Siemens locomotive plant in Munich-Allach for the mechani- ed their high reliability and availability as
cal part. The first 15 locomotives were completely manufactured well as their low maintenance costs. The
in Germany. good running characteristics of these lo-
comotives in conjunction with the low
forces acting on the track were verified
They are now in service on the new standard-gauge route be-
during trials carried out by German Rail
tween Madrid and Seville which was inaugurated in April 1992.
(DB AG) on the Madrid–Seville line. As a
They are mainly used for hauling the variable-gauge Talgo trains
universal multi-system locomotive, the
between Madrid and Cordoba or between Madrid and Seville. Op-
S 252 represents the first generation of the
erations on this electrified 25 kV/50 Hz route requires a multi-
EuroSprinter family.
system equipment due to the terminus electrification with 3 kV.
Technical features
The locomotives are equipped with a three-phase drive system
and asynchronous traction motors. Based on the class 120 of Ger-
man Rail, this is the first multi-system high-performance universal
unit with 5.6 MW power. The converters use GTO thyristor con-
verters with freon bath cooling. The bogies have been further de-
veloped to provide the lateral dynamics for the fast curve running
of tilting trains through the use of a pendulum suspension of the
traction motors. The carbody is even suitable for use on exchange-
able bogies with 1435 mm and 1668 mm gauge.
Type S 252
Year 1992–1993
Power system 25 kV AC/50 Hz, 3 kV DC
Weight [t] 89
Numbers built 15
26
S 252
Electric Locomotive S 252
for Spanish National Railways (RENFE)
Spanish National Railways purchased broad-gauge locomotives Benefits
that were essentially of the same construction as the 15 locomo- The three-phase traction technology used
tives running on the Madrid–Seville line. Of the 60 broad-gauge for the first time in the RENFE class 252
locomotives, 15 were built by CAF and 45 by GATSA under license. unit has proved to be a complete success.
The units were commissioned in the years between 1993 and The work load factor of the locomotives is
1996. correspondingly high. The distance traveled
monthly by the entire fleet totals 1.5 mil-
lion kilometers, with some locomotives
The locomotives are being used for interregional passenger and
clocking over 34,000 km per month. The
freight services throughout the electrified broad-gauge network
suitability of the units for broad and stand-
in Spain, running exclusively on a voltage of 3 kV DC. Their main
ard gauge, multiple power systems and
area of operations, however, is in the triangle between the cities
universal use make this concept a pio-
of Madrid, Barcelona, and Valencia.
neering approach for the development of
Technical features a European locomotive. The S 252 repre-
The locomotives use three-phase drive technology and asynchro- sents the first generation of the Euro-
nous traction motors. With the exception of the broad-gauge bo- Sprinter family.
gies, the vehicles are largely of the same construction as their
standard gauge counterparts.
Type S 252 S 252

Year 1993–1996 1993–1996
Power system 25 kV AC/50 Hz, 3 kV DC 3 kV DC
Weight [t] 89 87
Numbers built 15 45
27
1047
High-Performance Locomotive 1047
for Hungarian State Railways (MAV)
In September 2001, Hungarian State Railways (MAV) ordered Benefits
10 four-axle high-performance locomotives of type 1047 from Fully suspended disk brakes and traction
Siemens Transportation Systems. They correspond to the type motors provide superior running dynam-
ES 64U2 and are therefore almost identical with the locomotive ics. The units are already certified for un-
class 1116 of ÖBB. limited use in Austria, Hungary, and Ger-
many. The possibility to retrofit additional
automatic train control systems provides
The high-performance universal locomotives represent the sec-
even more options. This makes these units
ond generation of the EuroSprinter and are suitable for passenger
the perfect traction solution for the in-
and freight operations.
creasing amount of East-West traffic in the
Technical features context of the Eastern expansion of the
Based on the class 1116 for Austrian Federal Railways, these loco- European Union.
motives provide not only a traction system for the Hungarian volt-
The modular construction of the double-
age (25 kV AC/50 Hz) but are also suited for the Austrian and the
system locomotive made it possible to de-
German network (15 kV AC/16.7 Hz). They integrate the automat-
liver the units within the very short period
ic train control systems EVM 120 for Hungary and Indusi for Ger-
of only 7 months.
many and Austria. They are among today’s most powerful and
fastest four-axle production locomotives. With respect to power,
speed range, running and braking technology, they represent the
state of the art.
Type 1047
Year 2002
Weight [t] 86
Numbers built 10
28
1047
High-Performance Locomotive 1047
for Raab-Oedenburg-Ebenfurt Railways (ROeEE)
Together with Hungarian State Railways (MAV), Raab-Oedenburg- Benefits
Ebenfurt Railways (ROeEE) ordered five four-axle high-perform- The modular construction of the high-
ance locomotives of the type 1047 in September 2001. speed locomotives result in relatively short
delivery times: The double-system units
could be delivered after only 8 months.
Representing the second generation of the EuroSprinter, the high-
performance universal locomotives are suitable for fast passenger
as well as freight operations.
Technical features
Based on the class 1116 for Austrian Federal Railways, these
locomotives have a traction system for the Hungarian voltage
(25 kV AC/50 Hz) as well as for the Austrian and the German pow-
er system (15 kV AC/16.7 Hz). They integrate the automatic train
control systems EVM 120 for Hungary and Indusi for Germany and
Austria.
Type 1047
Year 2002
Weight [t] 86
Numbers built 5
29
8K
Electric Locomotive 8K
for China Railways (CR)
In spring 1985, the 50 Hz project group, a consortium of German, Benefits
French, Swiss, and Belgian locomotive manufacturers, was award- The first locomotive was delivered only
ed the contract to supply 300 four-axle locomotives. 21 months after the contract was signed,
while the last one was handed over to the
customer just 12 months later.
These freight units, equipped with only one driver’s cab and usu-
ally coupled for double-heading, are used mainly to link the coal
mining regions of Shanxi province in the north of China with the
sea port of Qinhuangdao in the Gulf of Liao-Dong.
Technical features
The freight locomotives are designed with double-heading capa-
bility. For this contract, Siemens scope of supply included the
main transformers, traction motors, and auxiliary motors.
Type 8K
Year 1986–1988
Weight [t] 92
Numbers built 300
30
DJ1
Electric Double Locomotive DJ1
for China Railways (CR)
In 1997, a financing agreement was signed between the Ministry Benefits
of Railways and the Chinese government to secure a technology The two individual units of the locomotive
transfer contract with Siemens AG. Siemens built the first 3 dou- consist are of identical construction and
ble locomotives in Austria and the remaining 17 locomotives in may also be operated separately.
the context of the joint venture with the Chinese locomotive plant
Through optional ballasting, these locomo-
ZELW (Zhuzhou Electric Locomotives Works) in Zhuzhou.
tives which provide an especially high trac-
Scope of application tive effort can be adapted to even more
The 20 three-phase double electric-freight locomotives are used demanding traction applications.
for heavy-duty freight operations on the mountainous Baoji-
Chengdu line that is electrified with 25 kV/50 Hz.
Technical features
These locomotives represent the second-generation EuroSprinter
family. They use proven components of locomotives that were al-
ready supplied to various European railways, such as water-cooled
GTO inverters and SIBAS 32 microcomputer control systems.
Type DJ1
Year 2000–2001
Wheel arrangement 2(Bo'Bo')
Continuous rating at wheel [kW] 2x3200
Starting tractive effort [kN] 700 (760)
Weight [t] 2x92 (100)
Numbers built 20
31
8100
for Korean National Railroad (KNR)
In November 1995, Siemens AG and former Daewoo Heavy Indus- Benefits
tries Ltd. agreed to build 2 prototype locomotives for the Korean The two engines form the basis for a new
National Railroad (KNR). In March 2002, Siemens Transportation series of electric locomotives and are de-
Systems won the contract to build 10 more locomotives of type signed to replace the existing DC locomo-
8100. tives of KNR.
Scope of application As a result of the successful test phase
The prototypes are suitable for heavy-duty freight traffic as well with the prototypes, Korean National Rail-
as for passenger transport. road exercised an option for 10 additional
locomotives of this type.
Technical features
The units are based on the class 152 for German Rail (DB AG), thus
representing the second-generation EuroSprinter locomotives.
This is one of the first locomotives orders for Korea for three-
phase asynchronous technology. In conformance with the Korean
railway system, the locomotives are equipped with automatic AAR
center couplers.
Type 8100
Year 1998
Weight [t] 88
Numbers built 2 (+10)
32
7E
Electric Locomotive 7E
for South African Railways (SAR)
When South Africa decided that in future new and upgraded Benefits
routes would only be electrified with 25 kV AC/50 Hz voltage, While the first locomotives were being de-
South African Railways (SAR) ordered an initial series of 100 six- livered, the consortium received a follow-
axle AC locomotives in spring 1976. These class 7E electric units up order for 65 more class 7E locomotives.
were designed to operate on the Ermelo–Richards Bay line which
was inaugurated in 1978. A Siemens-led consortium won the or-
der, with the mechanical part of the vehicle being built by the
South African rolling stock manufacturer Union Carriage & Wagon
(UCW) in Nigel.
These locomotives are used in heavy-duty coal and ore transport.
Technical features
The 7E is a six-axle locomotive for operation in AC power systems.
Type 7E
Year 1978–1983
Weight [t] 124
Numbers built 165
33
8E
for South African Railways (SAR)
After Italy and Russia, SAR operates the longest electrified railway Benefits
network using 3 kV DC. SAR ordered 100 class 8E four-axle yard The convincing concept resulted in the de-
locomotives in summer 1980. The consortium led by Siemens AG livery of 7 more locomotives of the same
comprised BBC and – for the mechanical construction – Union design to two South African mining com-
Carriage & Wagon (UCW). panies.
The class 8E is used as yard locomotive in the switchyards of ma-
jor urban areas in South Africa.
Technical features
This locomotive is a heavy four-axle yard engine. The electrical
equipment for these first African locomotive fitted with DC chop-
pers was supplied in cooperation with BBC under the leadership
of Siemens.
Type 8E
Year 1983–1984
Power system 3 kV DC
Weight [t] 82
Numbers built 107
34
14E
for South African Railways (Spoornet)
The class 14E locomotive was ordered for the Cape gauge by the Benefits
former South African Railways (SAR), today known as Spoornet. Thanks to their two-system capability, the
It was one of the first railroads in the world to introduce an ex- 14E unit can work on old lines and the
tremely advanced and powerful locomotive featuring three-phase new lines, which considerably increases
traction technology. The 50 Hz project group headed by Siemens its scope of application.
was again given the order to supply the first three locomotives.
Especially with respect to the restricted
The follow-up order for 10 more class 14E1 locomotives was
space conditions in narrow-gauge locomo-
placed directly with Siemens. The vehicle part was supplied by
tives commutator-less three-phase trac-
SLM and UCW.
tion motors offer advantages in terms of
Scope of application continuous tractive effort.
The locomotives are mainly used for container transport between
the two port cities of Cape Town and Durban and the city of Jo-
hannesburg approximately 1,500 km and 600 km away, respec-
tively.
Technical features
The Cape gauge locomotive that uses three-phase drive techno-
logy can be used both on lines with 3 kV power supply and in
25 kV AC/50 Hz power systems.
Type 14E 14E1

Year 1990 1994
Power system 25 kV/50 Hz, 3 kV DC 25 kV/50 Hz, 3 kV DC
Weight [t] 93 98
Numbers built 3 10
35
ICE 1
401 Power Car for ICE 1 High-Speed Trains
Between 1990 and 1992, DB AG initially purchased 60 high-speed Benefits
electric trainsets from the German railway industry. They were in- In the international comparison, the 401
tended for fast InterCity Express service on the new high-speed power cars achieve exceptionally high an-
routes. The class 401 power cars are based on the knowledge nual mileages. Powerful but lightweight
gained with the IC Experimental and the class 120 locomotive. three-phase traction motors ensure trac-
tion with minimum track wear for the
comfortable high-speed trains comprising
The trains and the associated 401 power cars are designed for
11 to 14 intermediate cars.
InterCity Express high-speed service on the new lines of DB AG.
Technical features
The power cars have an optimized aerodynamic design for opera-
tions on high-speed lines with many tunnels. The driver’s cabs are
pressurized and air-conditioned. The drives use fully-suspended
three-phase asynchronous traction motors and fully-suspended
disk brakes.
Type ICE 1
Year 1990–1992
Weight [t] 77
Numbers built 120
36
ICE 2
402 Power Car for ICE 2 High-Speed Trains
The ET 402 ICE power cars were built between 1995 and 1997. Benefits
They were ordered by DB Reise & Touristik and are largely identi- This power car is designed for operation
cal to the 401 class power cars. in a half-train consist (1 power car, 6 inter-
mediate cars, and a driving trailer) or in a
full trainset (two half trains coupled to-
As the class 401 power cars, the 402 power cars are designed to
gether). It can run on all DB AG routes
provide traction for ICE trains on the new lines of DB AG. They are
with 15 kV/16.7 Hz as well as on certain
primarily designed for operation in a half-train consist comprising
SBB and ÖBB lines.
1 power car, as many as 6 intermediate cars, and a driving trailer.
By coupling two half-trains together, it is
Technical features
possible to fully utilize the route capaci-
The class 402 power car for the ICE 2 is a continuation of the ICE
ties on main lines while preserving the
series in terms of appearance, overall dimensions, external con-
option to serve less frequented secondary
tours and electrical equipment. A noticeable feature of this sec-
lines more cost-effectively with a half-
ond generation is the fully-automatic end coupler arranged be-
train.
hind an electropneumatically-operated nose section.
Type ICE 2
Year 1995–1997
Weight [t] 78
Numbers built 48
37
TAV
High-Speed Power Car Talgo TAV
Continuing a partnership that has grown over decades from the Benefits
development and production of lightweight high-speed traction Thanks to the modular platform of the
units for light, permanently coupled trains complete with tilting EuroSprinter locomotives, it was also pos-
system and radial steering wheelsets with idler wheels, Patentes sible to adopt basic body construction
Talgo SA placed an order with Siemens for the mechanical part of principles from the EuroSprinter family in
a prototype power car for high-speed rail service. Siemens devel- order to meet the distinctive specifica-
oped and built the body for this power car and designed the over- tions for this power car.
all layout. The excellent test results led to a production order of
2+16 power cars for the new Madrid–Barcelona line.
The prototype was used to test the Talgo trains at speeds well over
330 kph. The production power cars will provide traction for Talgo
trains in scheduled service with 12 intermediate cars between
Madrid and Barcelona.
Technical features
Particular emphasis was placed on lightweight construction in an-
ticipation of the passive safety requirements in the European in-
teroperability standard TS I. A second point of developmental em-
phasis was an aerodynamic design specially catering to the
demands regarding minimum sensitivity to crosswinds, reduced
buoyancy and good aeroacoustics particularly for tunnel passage.
Type TAV
Year 1999
Maximum speed [kph] > 330
Weight [t] < 68
Numbers built 2+16
38
DM 30 AC
Dual-Mode Locomotive DM 30 AC
for Long Island Rail Road (LIRR) New York, USA
In cooperation with its American partner (EMD), Siemens is sup- Benefits
plying the American market with the most advanced passenger A marked decrease in noise and a sub-
rail locomotive, the DM 30 AC, featuring three-phase AC propul- stantial increase in fuel economy com-
sion technology. The customer is Long Island Rail Road (LIRR) pared to the previously used locomotives
which is part of the Metropolitan Transit Authority (MTA) and is set new standards in terms of ecofriendli-
the largest commuter rail company in the U.S. ness in comparison to the previously used
units. In addition, the dual-mode DM 30 AC
is capable of operating alternatively on
The locomotives are designed for commuter service in the metro-
the third rail (650 V) as an electric loco-
politan New York area.
motive. This mode also allows the unit in
Technical features operate in tunnels leading into New York
The locomotives use PWM inverters with proven evaporation-bath City.
cooling technology and SIBAS 32 microprocessor control system.
Type DM 30 AC
Year 1997–1998
Diesel engine rating [kW/hp] 2237/3000
Continuous rating in
650 V DC mode [kW] 2150
Weight [t] 128
Numbers built 23
39
Class 38
Dual-Mode Locomotive Class 38
for South African Railways (Spoornet)
In mid-1990, South African Railways (Spoornet) awarded a Siemens- Benefits
led consortium the largest order ever placed by a railway compa- The design as dual-mode locomotive elim-
ny for dual-mode locomotives. inates the otherwise necessary switching
of locomotives when changing from elec-
trified to non-electrified line sections. This
As dual-mode or hybrid locomotives, the class 38 units are espe-
makes railway operations faster, more eco-
cially suited for combined yard and freight service within the
nomical, and more efficient.
same roundtrip.
Technical features
The locomotives for the narrow Cape gauge (1067 mm) are de-
signed to operate on 3 kV DC systems as well as in diesel mode.
Type Class 38
Year 1992–1994
Diesel engine rating [kW] 780
650 V DC mode [kW] 1500
Starting tractive effort [kN] 260/181
Weight [t] 74
Numbers built 50
40
ED 1600
Dual-Mode Locomotive ED 1600
for RAG Bahn- und Hafenbetriebe, Germany
In cooperation with the Bahn- und Hafenbetriebe of Ruhrkohle AG Benefits
(RAG), two older dual-system locomotives built to operate on line The purpose of this conversion was to in-
voltage and battery voltage were converted into dual-mode loco- crease the tractive power in electric mode
motives (overhead line/diesel engine). from 720 kW to 1600 kW within the same
weight and volume restrictions, as well as
to install an additional, powerful diesel-al-
The locomotives are assigned to heavy-duty line and transfer
ternator set.
operations.
Technical features
They are worked primarily in two and even three shifts, hauling
loads that weigh as much as 2,900 tons. In addition, performance
studies have shown that these units are capable of traveling at a
speed of 60 kph with a trailing load of 2,000 tons, as well as at
80 kph with a trailing load of 1,000 tons.
Type ED 1600
Year 1992
Diesel engine rating [kW] 560
15 kV/16.7 Hz mode [kW] 1600
diesel-electric mode [kW] 425
Weight [t] 88
Numbers built 2
41
Literature
If you would like to know more about Technical Information

our electric locomotives and power cars Class 1016 and 1116 High-Performance Locomotives
for high-speed trains, please write to for Austrian Federal Railways (ÖBB)
the following address and request the Order No.: A19100-V600-B183-V2-7600
corresponding order number:
Class EG 3100 High-Performance Locomotive
Siemens AG for Danish State Railways (DSB)
Transportation Systems Group Order No.: A19100-V600-B187-V1-7600
Infoservice VT 6/Z49
General-Purpose Locomotive “HellasSprinter”
P.O. Box 23 48
for Greek Railways (OSE)
90713 Fürth
Order No.: A19100-V600-B177-X-7600
Germany
Heavy Freight Double Locomotive DJ1
for Chinese Railways (CR)
Product brochures Order No.: A19100-V600-B452-X-7600
High-Performance Electric Locomotives Class 1047 High-Performance Locomotive
for Austrian Federal Railways, TAURUS for the Hungarian State Railway (MAV)
Class 1016/1116 Order No.: A19100-V600-B250-X-7600
Order No.: A19100-V600-B431-V2-7600 Class 1047 High-Performance Locomotive
High-Performance Electric Locomotives for the regional railway Raab-Oedenburg-Ebenfurter
for Danish State Railways, EG 3100 Eisenbahn (ROeEE)
Order No.: A19100-V600-B432-X-7600 Order No.: A19100-V600-B253-X-7600
Offprints Diesel-Electric Passenger Locomotives

Heavy Freight Double Locomotives DE 30 AC and DM 30 AC with Three-Phase
for the Chinese Railways Propulsion Technology
Order No.: A19100-V600-B255-X-7600 Order No.: A19100-V600-B191-X-7600
Electric Locomotives
for Korean National Railroad
Order No.: A19100-V600-B236-X-7600
The electrical equipment for the
Long Island Rail Road’s DM 30 AC
dual-mode Locomotive
Order No.: A19100-V600-B192-X-7600
42
43
Reg. No. 2234
Siemens AG
Transportation Systems
Locomotives
P.O. Box 32 40
91050 Erlangen
Germany
Siemens SGP
Verkehrstechnik GmbH
Brehmstrasse 16
1110 Vienna
Austria
Siemens AG
Transportation Systems
Krauss-Maffei-Str. 2
80997 Munich
Germany
E-mail: internet@ts.siemens.de
Internet: www.siemens.com/ts
Printed in Germany
Dispostelle 21700
TH 066-020363 176535 RL 8022.0
Order No. A19100 -V 600-B138-V4-7600
The information in this document contains general descriptions

of the technical options available, which do not always have
to be present in individual cases. The required features should
therefore be specified in each individual case at the time of
closing the contract.
44

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Electric Locomotives

efficient rail solutions

Type EA 3000 EA 3000

Type 1014 1114

Type 1016 1116

Type S 252 S 252

Type 14E 14E1

If you would like to know more about Technical Information

Offprints Diesel-Electric Passenger Locomotives

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