Fact-checked by Grok 2 weeks ago

DB Class 101

The DB Class 101 is a class of high-speed electric locomotives built by for () in , designed primarily for long-distance passenger services with a top speed of 220 km/h and a power output of 6,400 kW. Introduced in the late as a universal high-performance , it features a streamlined, aerodynamic body with a smooth surface and deep skirts, making it the first DB class to adopt this modern design for improved efficiency and ease of manufacturing. A total of 145 units were produced between 1996 and 1999, exactly matching the number of the aging Class 103 locomotives they were intended to replace. Development of the Class 101 began in the early 1990s in response to the heavy wear on the DB's existing fleet, particularly the Class 103, which was logging up to 350,000 km annually and required a reliable successor for (IC) operations. The project was awarded to ABB Henschel (later following mergers), with the first prototype, 101 003, completed in 1994 and series production starting in 1996 at facilities in , , and other sites. The locomotives entered revenue service in 1997, initially painted in oriental red before switching to traffic red, and by the end of 1997, around 60 units were operational, rapidly displacing the Class 103 on key routes. Early operations highlighted some power train reliability issues under heavy loads, leading to temporary reliance on older classes like the 103 and 120 in 2003, though upgrades including the world's first LED headlamps on locomotives in 2009 improved performance. Technically, the Class 101 employs a (B-B in AAR notation), measures 19.1 in length, and has a service weight of 84 tonnes with an of approximately 21 tonnes. It operates on the 15 kV 16.7 Hz AC electrification system, powered by four three-phase asynchronous traction motors via a hollow shaft drive, delivering a starting of 300 kN. Braking is handled by a combination of electrodynamic regenerative systems and KE-GPR disc brakes, supplemented by safety features such as , PZB, and LZB. While versatile for freight and regional duties, its primary role remains in DB Fernverkehr's IC network; however, as of 2025, approximately 51 units remain in service with DB, many having been retired due to age and incidents such as the 2000 Brühl accident, with top speeds limited to 200 km/h on most examples since 2014 for maintenance reasons and the class being phased out from long-distance operations by 2025.

History and Development

Development Background

In the early 1990s, following the reunification of and the merger of the and into AG in 1994, the need arose for a modern universal to replace the aging Class 103 fleet that had powered (IC) services since the 1960s. The Class 103's performance limitations and increasing maintenance costs, combined with growing demand for reliable high-speed passenger transport, prompted DB to seek a successor capable of handling diverse express duties across the expanded network. Key design requirements emphasized high power output of 6,400 kW to ensure strong acceleration for heavy trains, a top speed of 220 km/h for efficient long-distance operations, and full compatibility with the 15 kV 16.7 Hz AC electrification standard prevalent in . These specifications built on lessons from prior procurements, aiming for a versatile machine suitable for domestic services. The development drew significant influence from earlier classes, notably the Class 120, which had pioneered the use of three-phase asynchronous motors for improved reliability and reduced maintenance compared to traditional systems. This approach, combined with a modular construction philosophy, allowed for cost-efficient production and easier adaptability to future upgrades, addressing 's budgetary constraints in the post-reunification era. A prototype, numbered 101 003, was completed in 1994 for initial testing. After a competitive tender process launched in the mid-1990s, the contract was awarded to Adtranz—a consortium formed by ABB and Daimler-Benz—in 1995, marking a pivotal step in modernizing DB's traction fleet with cutting-edge European rail technology.

Production Details

The production of the DB Class 101 locomotives occurred between 1996 and 1999, resulting in a total of 145 units constructed under a contract awarded by Deutsche Bahn AG to Adtranz on July 28, 1995. Adtranz, a joint venture between ABB and Daimler-Benz, served as the primary builder, with final assembly taking place at its facility in Kassel, Germany. Electrical systems were supplied by ABB, while mechanical components, including bogies, were provided by Krauss-Maffei as part of the Daimler-Benz contribution to the Adtranz consortium. The locomotives were numbered DB 101 001 to 101 145, with the first unit completed in July 1996 for testing and initial deliveries to Deutsche Bahn beginning that year, ahead of entry into regular service in February 1997. The contract value totaled approximately 860 million DM, equating to a cost of around 5.9 million DM per unit, inclusive of options for subsequent modifications. Adtranz was later acquired by Bombardier Transportation in 2001 and subsequently became part of Alstom following the 2021 merger.

Overall Design

Body and Aerodynamics

The DB Class 101 locomotive features a smooth-surfaced body constructed with welded monocoque techniques to minimize aerodynamic drag and streamline manufacturing processes. The locomotive measures 19,100 mm in length over the buffers, 2,950 mm in width, 4,050 mm in height, and has a service weight of 84 tonnes. Its aerodynamic design incorporates a streamlined section, a full-width body shell, and roof-mounted equipment placement to reduce air resistance during high-speed operations. is enhanced through energy-absorbing end structures that comply with 1990s standards for railway vehicle safety.

Bogies and Suspension

The DB Class 101 utilizes a Bo'Bo' , comprising two four-wheeled bogies that provide balanced weight distribution and enhanced stability for high-speed passenger services. Each axle supports a load of 21 tonnes, while the wheels measure 1,250 mm in diameter, optimized for smooth operation on standard gauge tracks at speeds up to 220 km/h. The bogies are constructed from fabricated frames, designed for durability and low maintenance in demanding rail environments. Primary suspension employs rubber-chevron elements to absorb vibrations and ensure axle guidance, while secondary suspension incorporates air springs that enhance ride comfort by isolating the car body from track irregularities during operations at 220 km/h. This allows for progressive and adaptability to varying loads. The design integrates yaw dampers and anti-hunt devices to mitigate lateral oscillations and maintain precise tracking at high speeds, preventing instability on curves and straightaways. These features contribute to an factor of up to 0.28 during startup, supporting a starting of 300 kN for reliable under load.

Propulsion and Electrical Systems

Traction Motors and Power Transmission

The DB Class 101 employs four three-phase asynchronous traction motors, each rated at a continuous power of 1,600 kW and featuring for sustained high-performance operation under demanding conditions. These motors collectively deliver a total power output of 6,400 kW when operating at the standard 15 kV supply voltage. Power transmission is achieved through a hollow-shaft (IGA) cardan system, where flexible couplings connect each motor to its respective , minimizing unsprung to enhance , reduce wear on , and improve overall efficiency. Inverter-based control of the traction motors utilizes thyristors in the original units, allowing variable frequency operation for precise regulation of speed and across diverse service profiles. The power supply for these systems is derived from the main , ensuring seamless integration with the overhead .

Brake Systems

The DB Class 101 features a multi-stage brake system integrating electrodynamic , wheel disc brakes, and pneumatic actuation to ensure safe operations at speeds up to 200 km/h. The regenerative component, functioning as a dynamic , converts into fed back to the overhead contact line during deceleration, with a continuous electric power rating of 6,600 kW; this system integrates directly with the locomotive's traction motors to prioritize where possible. At lower speeds or when is unavailable, the system blends with pneumatic disc braking for reliable . Wheel-mounted disc brakes provide the mechanical foundation, consisting of two split, internally ventilated cast discs per equipped with sinter metal pads designed for superior heat dissipation during high-speed braking. force distribution is managed automatically through an electro-pneumatic (EP) , incorporating load-dependent adjustments via a computer-controlled Knorr KE-GPR EmZ pneumatic setup to optimize performance across varying conditions, with a continuous braking of 150 kN. A spring-loaded , utilizing four cylinders pressurized at 5 bar, engages automatically to secure the when stationary. The overall blended complies with UIC 541 standards for brake components and , delivering a service deceleration of 1.0 m/s² from 200 km/h while supporting emergency rates up to 1.8 m/s².

Pantographs and Overhead Contact

The DB Class 101 locomotives are equipped with two single-arm pantographs of type 350 , positioned on the roof to collect electrical power from the overhead system. These pantographs are raised sequentially during operation to maintain stability and prevent excessive dynamic forces on the contact line, with the automatically selecting the rear pantograph in single-unit mode or coordinating between units in multiple traction for optimal performance. The pantographs feature carbon contact strips measuring 1,950 mm in width, chosen for their low wear rate and ability to ensure consistent current collection at speeds up to the locomotive's maximum of 220 km/h. For , an drop-off lowers the pantograph at 195 km/h if contact conditions become unstable, reducing the risk of catenary damage or arcing. The design incorporates a maximum dynamic of 70–90 N to balance on the overhead wire while minimizing loss and . Wear and performance are monitored using current transducers to detect anomalies in power draw and video inspection systems during maintenance to assess strip condition and alignment. The collected power is routed directly to the main circuit breaker before feeding the onboard transformer.

Main Transformer and Auxiliary Power

The main transformer in the DB Class 101 is an oil-immersed unit rated at 6,400 kVA, serving as the core component for converting the 15 kV input from the pantograph to lower voltages for traction and auxiliary use. The transformer is mounted under the floor between the bogies for balanced weight distribution. The auxiliary converter derives from a dedicated winding on the main and generates 3-phase 400 AC for major such as compressors and fans, as well as 110 DC for control , lighting, and charging. This setup ensures reliable supply to the locomotive's non-traction systems, supporting continuous without reliance on external power sources during normal service. Cooling for the main is provided by a forced oil-water system, where oil circulates through the windings and is cooled via water from the locomotive's primary cooling , achieving an greater than 98% at full load to minimize losses and . Protection mechanisms include Buchholz relays to detect internal faults like gas accumulation from arcing, and trips for rapid isolation of electrical faults, enhancing safety and reliability during high-power demands.

Control and Safety Systems

Software and Automation

The DB Class 101 locomotives employ the MICAS-S digital , developed by ABB, as their primary traction and vehicle management architecture. This 16-bit computerized system handles traction control, braking commands, operations, and overall vehicle monitoring through a decentralized network of redundant computer groups. The MICAS-S integrates with the (TCN) compliant with IEC 61375 standards, enabling real-time data exchange for drive control units that incorporate direct self-control for management and fault diagnostics. Central vehicle computers, designated ZSG1 and ZSG2, collect operational data, perform , and store diagnostic information for maintenance purposes. The Train Control and Management System (TCMS) within the Class 101 is realized through the MICAS-S framework, providing centralized supervision of subsystems including traction, braking, and auxiliary functions. It supports automatic wheel-slide protection via electronic slip and slide regulation, which optimizes adhesion by monitoring wheel speeds through radar-based systems and adjusting power delivery accordingly. Diagnostics follow UIC Leaflet 557 guidelines, featuring fault pattern for both persistent and transient errors, with capabilities for remote data via interfaces to facilitate fleet-wide and . Fault logging is prioritized, with error messages displayed in real-time and stored in energy metering profiles. The driver's interface consists of a multi-function desk equipped with a color for presenting train status, speed, braking information, and prioritized diagnostic alerts, configurable as a database viewer during . Controls include a combined drive and brake regulator for selecting or braking levels, alongside integrated systems such as the deadman's handle (Totmann) for vigilance monitoring and overspeed protection calibrated to intervene at 225 km/h, exceeding the locomotive's operational maximum of 220 km/h. Voice announcements for operational alerts and door status are generated through the onboard system, enhancing driver . Safety interlocks are embedded in the MICAS-S architecture, including redundant processing for critical functions like the Sicherheitsfahrschaltung (SiFa) vigilance system and Indusi/PZB 90 train protection. The locomotives support upgrades to for cab signaling and continuous speed supervision, with select units (101 140–144) retrofitted to Level 1 for enhanced interoperability on modernized lines. These upgrades replace or supplement legacy systems while maintaining compatibility with existing infrastructure.

Compressed Air and Pneumatic Systems

The compressed air and pneumatic systems of the DB Class 101 provide the necessary pressure for non-electrical operations, including braking, sanding, and auxiliary functions like wipers and horns. The system utilizes a screw-type (Schraubenkompressor) that draws air through an intake filter in the , compressing it to a maximum of 10 . This is of the Knorr type, driven by an auxiliary motor. is regulated by a that activates the at 8.5 and deactivates it at 10 , with an automatic shutdown if the oil temperature exceeds 110°C to prevent overheating. is ensured by dual safety valves set at 10.5 and 12 to relieve excess pressure. Air from the compressor passes through a drying unit (Lufttrocknungsanlage) and additional filters to remove moisture and contaminants, preventing icing and corrosion in cold weather conditions. The dried air is stored in multiple reservoirs: a main supply totaling 800 L (comprising two 400 L tanks), including control and auxiliary reservoirs dedicated to brake and wiper systems. Pressure in the system is automatically regulated between 5 and 10 bar to maintain operational readiness. Distribution occurs via dedicated pneumatic lines, with electro-pneumatic (EP) valves controlling brake application and release for precise response. The system supplies compressed air to the Knorr KE-GPR EmZ pneumatic brake setup, sand spreaders for traction enhancement, automatic flange lubrication devices, windshield washer systems, and the locomotive's horn (macrophone). A shut-off valve automatically closes when the locomotive is taken out of service to isolate the system. For emergencies, such as main failure, a battery-operated auxiliary provides up to 7 bar, sufficient for raising the and operating the main . Additionally, a serves as a to restore minimal in critical situations. These features ensure reliability across the locomotive's high-speed operations, interfacing with the overall controls for safe performance.

Operations and Fleet Status

Initial Deployment and Service

The first DB Class 101 locomotive was presented by ABB in July 1996 as part of the development to succeed the aging Class 103 fleet. Serial production commenced the following year, with the initial units entering in February 1997. Between 1997 and 1999, a total of 145 locomotives were delivered and commissioned, directly corresponding to the number of Class 103 units they were designed to replace, enabling a rapid fleet transition within Deutsche Bahn's long-distance operations. These locomotives quickly became the backbone of DB Fernverkehr's express passenger services, primarily hauling InterCity (IC) trains on key domestic routes such as Hamburg to Munich, where they pulled sets of Mark 3 coaches at speeds up to 200 km/h. They also supported international EuroCity (EC) services, demonstrating compatibility with various European rolling stock standards for cross-border operations. By the early 2000s, the Class 101 fleet had achieved full operational integration, with over 120 units in regular daily service across Germany's high-speed network. In addition to IC and EC duties, the locomotives occasionally handled lighter freight tasks, such as 160 km/h parcel services during off-peak hours, showcasing their versatility as universal electric motive power. Early operational experience revealed challenges with the undersized components, which led to occasional failures when hauling heavy consists, often necessitating backup from Class 103 or 120 locomotives until reliability improvements were implemented. Despite these teething issues, the Class 101's high availability and performance established it as a reliable for DB's services during its initial decade.

Current Operations and Maintenance

As of October 2025, the DB Class 101 fleet has undergone substantial reductions as part of Deutsche Bahn's modernization efforts, with approximately 49 units remaining in active service primarily under . DB plans to fully phase out the class from long-distance services by the end of 2025, though some units may continue in secondary roles such as shunting following (ETCS) upgrades. These locomotives are mainly based at the Hamburg-Eidelstedt facility, which serves as a key depot for readiness and light maintenance activities. A handful of units have been transferred to private operators, including RDC Deutschland, which acquired two locomotives (101 027 and 101 031) in 2022 for use in regional and cross-border passenger services, with options for three more. The active Class 101 locomotives continue to play a role in long-distance passenger transport, hauling InterCity (IC) and EuroCity (EC) trains on electrified high-speed lines across Germany and into neighboring countries, operating at maximum speeds of 200 km/h where infrastructure permits. This deployment focuses on routes requiring reliable three-phase electric traction for mixed-traffic corridors, though their numbers are diminishing in favor of newer multiple units and locomotive classes like the Vectron. Maintenance practices for the remaining fleet emphasize condition-based inspections and scheduled overhauls to ensure operational reliability amid the phase-out. Routine Level 1 servicing, including wheelset checks and minor repairs, occurs at regional workshops such as those in for units involved in southern German operations. Heavy maintenance and major revisions, including component overhauls up to 25 tons, are handled at the Ausbesserungswerk, a specialized facility for electric locomotives. Ongoing upgrades center on equipping the locomotives for future interoperability, particularly the retrofitting of the (ETCS) to Baseline 3 standards. This work, initiated in the early 2020s at , enables compliance with signaling requirements on (TEN-T) corridors and supports continued deployment on upgraded lines until full withdrawal. Additional enhancements, such as improved train protection integrations, have been implemented to extend service life for residual units.

Withdrawals, Sales, and Preservation

The withdrawal of DB Class 101 locomotives from service began in December 2020, driven by accumulated high mileage—typically exceeding 8 million kilometers per unit after nearly 25 years of intensive operation—and the fleet's replacement by more modern multi-system electric locomotives such as the Siemens Vectron and classes. By October 2022, 32 units had been retired or sent for scrapping, reflecting the class's transition out of primary long-distance duties. In 2024, the pace accelerated significantly, with 11 locomotives scrapped in the first 1.5 months of the year alone, as part of a broader phase-out amid rising operational demands and the integration of newer . Several withdrawn units have been sold to private operators rather than scrapped, extending their operational life beyond DB service. In 2022, sold the first pair—101 027 and 101 031—to RDC Deutschland, a private rail company, which transported them to the workshops for overhaul and repainting in red for continued use in . RDC later acquired additional units under prior options, while in 2023, two more locomotives (101 051 and 101 128) were purchased by Dutch operator Train Charter Services for cross-border operations. For preservation, the prototype locomotive 101 001 was retired after 27 years and officially added to the Museum collection in in March 2023, marking an early entry into status for the class. This unit participates in occasional runs, including special services and events featuring restored classic liveries such as the Rheingold scheme, allowing public appreciation of the Class 101's design and historical role in German rail travel.

References

  1. [1]
    Class 101 | TrainsDepot.org
    Power type Electric Builder ADtranz. Model 101. Build date 1996–1999. Total production 145. AAR wheel arr. B-B. UIC classification Bo'Bo'Missing: specifications | Show results with:specifications
  2. [2]
    DB AG class 101 - loco-info.com
    The 101 was the first class to receive the new smooth-surfaced locomotive body, which also offers good aerodynamic properties while being simple to manufacture.Missing: specifications | Show results with:specifications
  3. [3]
    DB Class 101 - The DB's high-performance universal loco
    Traction motors: four three-phase asynchronous motors ; Propulsion: Hollow shaft drive, IGA ; Attractive force: 300 kN ; Brake: electrodynamic regenerative brake,Missing: specifications | Show results with:specifications
  4. [4]
    BR101 - Railways in Germany
    The manufacture of class 101 started in December, and in January 1996 the assembling started at ADtranz Kassel factory. On 1 July 1996, the first locomotive was ...Missing: background procurement history
  5. [5]
    [PDF] BR 101 102-2 110 Jahre Vedes - EEP Shop
    May 27, 2014 · Am 28. Juli 1995 erfolgte dann offiziell der Auftrag für den Bau von 145 Lokomotiven der Baureihe 101, dieselbe Stückzahl wie die der. Baureihe ...Missing: Vertrag | Show results with:Vertrag
  6. [6]
    Piko 59456 / 59458: DB AG BR 101 - modellbahninfo.org
    Feb 10, 2025 · Die DB AG erhält zwischen 1997 und Juni 1999 insgesamt 145 Maschinen dieser neuen Bauart in einem Gesamtwert von 860 Millionen DM, so daß jede ...Missing: Milliarden | Show results with:Milliarden
  7. [7]
    DaimlerChrysler buys ABB's share in Adtranz | News center
    Jan 20, 1999 · DaimlerChrysler has agreed to acquire ABB's share of their 50-50 joint venture Adtranz, aiming to boost the global rail transportation leader.Missing: Baureihe 101 Lieferanten Krauss- Maffei
  8. [8]
    Blog- River and Railways: A semi-fictional adaptation of the Moselle ...
    Also in 1996, ABB Henschel and AEG were merged to create the new ADtranz company and resulting in the 101s being assembled at the former Henschel plant in ...
  9. [9]
    Adtranz - Wikipedia
    The remaining assets of Adtranz were sold to Bombardier, in a $711 million deal ... DB Class 101. Subway rail vehicles. M4 subway/elevated cars for SEPTA ...
  10. [10]
    DB - Rolling stock and tractors
    The DB Class 101 is a class of three-phase electric locomotives built by Adtranz and operated by DB Fernverkehr in Germany. 145 locomotives were built ...Missing: development background procurement history
  11. [11]
    Baureihe 101 - Loks-auf-den-Gleisen
    So wurde die Aerodynamik der Lok durch ihre äußere Form und der Gestaltung der Dachinstallationen optimiert. Hier befinden sich nur noch die Stromabnehmer, der ...Missing: Abmessungen | Show results with:Abmessungen
  12. [12]
    Datenblatt Baureihe 101 - Udo Krupp
    Nov 23, 2015 · Länge über Puffer, 19.100 ; Lokbreite, 2.950 mm ; Antriebsart, Hohlwelle ; Stromabnehmer, DAS 350 SEK ; Fahrmotorgewicht, Jeweils 2.136 Kg.Missing: Gewicht | Show results with:Gewicht
  13. [13]
    101TechDaten - BahnStatistik.de
    Technische Daten der Baureihe 101 ; Höchstgeschwindigkeit: 220 ; Gesamtleistung: 6.400 ; Motoren: Anzahl: 4x 1.600 ; Drehzahl max.: 3.940 ; Bauart: 4-pol. Drehstrom- ...Missing: Lokomotive Abmessungen Aerodynamik
  14. [14]
    Drehgestell und Fahrmotoren - Baureihe 101
    Die Drehgestelle der Baureihe 101 bestehen aus einem geschweißtem Kasenprofil, welches an den Federungen und den Zug / Druckstangen nach unten abgesengt ist.Missing: DB Typ Aufhängung
  15. [15]
    Baureihe 101 - Die Triebfahrzeuge der Deutschen Bahn - DB-Loks.de
    Länge über Puffer: 18950 mm. Dauerleistung: 6400 kW. Anfahrzugkraft ... Das Antriebskonzept der Baureihe 101 wurde für extrem hohe Dauerbelastung ausgelegt.
  16. [16]
    Die Baureihe 101
    Die Baureihe 101 ; Loknummern: 101 001 - 101 145 ; Lokgewicht: 84 t ; Radsatzanordnung: Bo' Bo' ; Radsatzlast: 21 t ; Länge über Puffer: 19100 mm.Missing: Breite | Show results with:Breite
  17. [17]
    [PDF] Richtlinie „Triebfahrzeuge bedienen“ Baureihe 101 –493.0101 ...
    Sep 20, 2004 · Die Triebfahrzeuge der BR 101 sind mit einer separaten Antriebssteuerung für jeden Fahrmotor ausgerüstet. Die einzelnen ASG steuern und ...
  18. [18]
    DSA150, 200, 250, 350, 380 - Stemmann-Technik
    Single-arm pantograph for tough daily use. The pantographs are available in modular construction with collector head widths of 1450 mm, 1600 mm and 1950 mm.Missing: DB class 101
  19. [19]
    [PDF] Amtrak Cities Sprinter ACS-64 Electric Locomotive
    Technical data. Wheel arrangement. Bo'Bo'. Weight. 215,537 pounds / 97 t ... The electrical brake system of the ACS-64 can feed up to 100% of train brake ...
  20. [20]
    [PDF] Communication and control system for fleet - WIT Press
    The concept of the new high performance locomotive BR101 for the DBAG is based on the modular system design of the ECO2000 family. This article.Missing: ABB DB
  21. [21]
    101Konstruktion - BahnStatistik.de
    Die Geschwindigkeitsmessung durch Radargeräte sorgt in Verbindung mit der elektronischen Schlupf- ind Gleitregelung für einen optimalen Kraftschluß zwischen Rad ...Missing: Steuerung | Show results with:Steuerung
  22. [22]
    ETCS and LZB80E retrofits on existing vehicles - Siemens Mobility
    The BR101 retrofit with ETCS and LZB80E enhances safety, efficiency, and interoperability for a future-proof rail network.Missing: DB Baureihe LZB
  23. [23]
    Baureihe 101
    Druckluftanlage. Die Druckluftanlage der Baureihe 101 ähnelt den meisten anderen Lokomotiven. Über einen Filter wird im Maschinenraum Luft angesaugt und ...Missing: DB | Show results with:DB
  24. [24]
    Traxx. The story of Europe's top-selling locomotive - Rolling Stock
    Nov 2, 2023 · Like the AC1 and AC2, it was designed for 15 kV and 25 kV AC networks, had a capacity of 5.6 MW, and a starting tractive effort of 300 kN.
  25. [25]
    [PDF] BR 101 & Cab-Car Expert Manual - Dovetail Games
    Aug 7, 2024 · BR 101 & Cab-Car Expert Manual. 26. The Status bar. This bar contains information about the current status of the train and several of its ...Missing: capability | Show results with:capability
  26. [26]
    DB AG class 101 - loco-info.com
    The 101 was the first class to receive the new smooth-surfaced locomotive body, which also offers good aerodynamic properties while being simple to manufacture.
  27. [27]
    Ellok DB AG - elektrolok.de - Alles über E-Loks
    Die Liste wird laufend gepflegt, alle Daten entsprechen dem aktuellsten uns bekannten Zustand. Baureihe 101. Einsatzbestand, 49, 002, 005, 009, 013, 018, 020, ...<|control11|><|separator|>
  28. [28]
    [PDF] DB Fernverkehr AG Werkeprofile
    Page 5. Werkeprofile 01/2025. 5. 3 Werkeprofile. 3.1 Bereitstellung und Instandhaltung Hamburg. 3.1.1 Werk Hamburg-Eidelstedt. Elbgaustraße 110a, 22523 Hamburg.
  29. [29]
    RDC Germany buys class 101 locomotives from DB
    Jan 16, 2023 · RDC Germany has bought two class 101 electric locomotives from German Rail (DB) and has agreed options to buy three more.Missing: development history
  30. [30]
    [data] ex-DB Class 101 locomotives of RDC Deutschland – red and ...
    Jun 29, 2024 · In 2022, Deutsche Bahn sold the first Class 101 electrics to RDC Deutschland. The private operator became the proud new owner of 101 027 and 031.Missing: pantograph DSA 350 SEK
  31. [31]
    [passenger] BR 101 as Regionalexpress – TCS helps Eurobahn, why?
    BR 101 as Regionalexpress – TCS helps Eurobahn, why? Written by Simon Wijnakker on 22.05.2025 in Bombardier, Bombardier Eco2000, Bombardier Eco2000.Missing: fitment TEN- T
  32. [32]
    Baureihe 101 der DB - atisblog
    DB 101 049-5 bei Niederstraß, am 27. August 2025. 5. DB 101 057-8 in Freilassing, am 14. August 2025. 6. DB 101 009-9 bei Niederstraß, am 23. Juli 2025.
  33. [33]
    Baureihe 101 - Bestand Regiowerkstatt Nürnberg
    Jul 2, 2024 · Lokomotiven der Baureihe 101. DB Regio Bayern ; Teilnetz (TN): München-Nürnberg-Express ; Aktueller Bestand: 1 Lokomotive.<|control11|><|separator|>
  34. [34]
    First of Class BR 101 für ETCS Baseline 3 umgebaut - Eurailpress
    Dec 16, 2022 · Im Werk Dessau wurde am 12.12.2022 der Umbau der ersten Lokomotive der Baureihe 101 auf ETCS Level 2 Baseline 3 Release 2 abgeschlossen.
  35. [35]
    [data] Many DB class 101 electrics to the scrapyard – 2024 does not ...
    Feb 17, 2024 · The year 2024 does not start well for Deutsche Bahns class 101 locomotives. Just 1,5 months have passed, and already 11 machines have made their final journey ...Missing: background procurement history
  36. [36]
    [DE] Another pair of 101s gets a new owner: Train Charter Services ...
    Jun 13, 2023 · Train Charter Services from the Netherlands has decided to buy two Class 101 electrics from Deutsche Bahn.Missing: private sales 2022-2024<|separator|>
  37. [37]
    [DE] After only 27 years: DB 101 001 debutes as museum locomotive
    Mar 24, 2023 · This will take some time to get used to. A 'modern' DB class 101 locomotive as part of a museum collection. But that is what just happened.
  38. [38]
    [DE] DB Museum 101 001 returns in fantasy Rheingold livery
    Aug 4, 2023 · In March 2023, 101 001 was officially added to the museum fleet of Deutsche Bahn. It is regularly used for the classic AKE passenger trains ...Missing: Class preserved Nuremberg