DBAG Class 128

DB Class 120 was the first locomotive class of West German federal railway Deutsche Bundesbahn (DB) with three-phase asynchronous AC induction motors, and also the first implementation of the concept of the universal locomotive, which is suited for freight, passenger and express service alike.{{cite journal |last=Rampp |first=Brian |title=20 Jahre Vorserien-120 |language=German |pages=56–61 |date=November 1999 |journal=Eisenbahn Kurier}} DB received the five prototypes from 1979, and all Germany-based locomotive manufacturers were involved in the delivery of the 60 series locomotives from 1987. In 1991, DB requested bids for an initial 500 universal locomotives with an improved design and a continuous power increased from {{convert|5.6|to|6.4|MW|hp|abbr=on}}, the planned DB Class 121.{{cite journal |title=DB-Baureihe 121 |language=German |pages=8–9 |date=March 1992 |journal=Eisenbahn Illustrierte}} Former East German state railways Deutsche Reichsbahn also considered purchasing 200 units.

The competitors for the DB Class 121 order developed components and from December 1991, tested them in the prototypes of the DB Class 120, which were reclassified as the experimental Class 752. AEG Westinghouse, a supplier of electrical components for rail vehicles that was part of Daimler-Benz at the time, began developing a new final drive concept, a water-cooled converter based on GTO thyristors, an auxiliary converter, and a microprocessor-based traction control system. In 1992, AEG took over former East German locomotive manufacturer LEW Hennigsdorf and made it a subsidiary under its AEG Bahnsysteme (AEG Rail Systems) business area as AEG Schienenfahrzeuge GmbH (AEG Rail Vehicles Ltd). LEW was already developing lightweight vehicle body construction, better aerodynamics, and high-speed running gear. AEG bundled and continued these development efforts with the aim to produce a complete locomotive. The newly developed GTO thyristor based converter was built into DBAG 752 002 in late 1992{{cite journal |title=DB-Baureihe 120 |language=German |pages=9, 12 |date=January 1993 |journal=Eisenbahn Illustrierte}} and started testing in January next year,{{cite journal |title=Hochleistungs-Stromrichter mit umweltfreundlicher Kühltechnik |language=German |page=26 |date=June 1993 |journal=Eisenbahn Illustrierte}} the prototype of the new AEG final drive was built into series locomotive DB 120 118 and also began testing in 1993.

In the meantime, in October 1992, DB cancelled the Class 121 tender due to the high price of the offers, which made government approval for the investment unlikely, and the changed organisational and operational situation. The upcoming merger of Deutsche Bundesbahn and Deutsche Reichsbahn into Deutsche Bahn in 1994 coincided with a railway reform,{{cite journal |title=Bahn AG |language=German |pages=4–5 |date=October 1993 |journal=Eisenbahn Illustrierte}} dividing the rolling stock of Deutsche Bahn between its regional passenger, long-distance passenger and freight business areas, making the universal locomotive plans obsolete. The freight branch of DB was concerned in particular that express trains would be given priority in the use of shared universal locomotives. From late 1993, the business areas of Deutsche Bahn and their predecessors called new bids for electric locomotives tailored for their specific needs.{{cite web |url=http://www.br-101.de/start.php?n=1&s=geschichte |title=Entwicklungsgeschichte |language=German |publisher=Baureihe-101.de |accessdate=2011-01-10}}{{cite web |url=http://www.drehstromloks.de/beschreibung_BR145-146/Geschichte.htm |title=Geschichte der BR 145/146 |language=German |publisher=Drehstromloks.de |accessdate=2011-01-10 |archive-url=https://web.archive.org/web/20110718231614/http://www.drehstromloks.de/beschreibung_BR145-146/Geschichte.htm |archive-date=2011-07-18 |url-status=dead }}

Locomotive manufacturers responded to the changed situation by focusing on the modularity of their designs, allowing the derivation of different types of locomotives by removing or rearranging the components of a universal locomotive. After the cancellation of the DB Class 121 tender, AEG continued its development effort under the informal project name "12x", and decided to produce a prototype on its own.{{cite journal |title="Unser Ziel ist die Entwicklung einer Technologiefamilie, um unterschiedliche Anforderungen aus einem modularen Systemkonzept abdecken zu können" (Interview with Dr. Peter Gold, CEO of AEG Schienenfahrzeuge) |language=German |pages=14–18 |date=February 1993 |journal=Eisenbahn Illustrierte}} The decision was also motivated by further elements of the 1994 railway reform, which led to rail operators issuing tenders for complete vehicles rather than let manufacturers compete at the level of components, and the creation of an independent authority for vehicle approval. AEG spent 40 million Deutsche Mark (DM) on the 12x development programme, the construction of the locomotive itself cost another 8 million DM. AEG painted the experimental universal locomotive in the red and white company colours, named it 12X (with capital X), and held its rollout ceremony on 30 June 1994.{{cite journal |title=Weltpremiere in Hennigsdorf. Nach 55 Jahren großer Bahnhof für Superlok 12X (128 001) |language=German |pages=22–25 |date=August 1994 |journal=Eisenbahn Illustrierte}} Although owned by AEG, the 12X was designated 128 001 by DB.

In September and October 1995, the 12X was tested on DB's rolling rig in Munich at simulated speeds of up to {{convert|330|km/h|mph|0|abbr=on}}. Following hauled trials and trials at standstill, the locomotive made its first run with own power at {{convert|140|km/h|mph|0|abbr=on}} on 10 April 1995. By that time, AEG received an order for a lower-speed commercial derivative, the DBAG Class 145. For a test of components to be used in the Class 145 under service conditions, the 12X first completed trials for a preliminary commissioning for {{convert|160|km/h|mph|0|abbr=on}}, and hauled its first regular InterCity train on 22 August 1995, on lease Deutsche Bahn.{{cite journal |title=Erster InterCity-Einsatz für die 12X |language=German |pages=28–29 |date=October 1995 |journal=Eisenbahn Illustrierte}}{{cite web |url=http://www.berlinonline.de/berliner-zeitung/archiv/.bin/dump.fcgi/1995/0823/wirtschaft/0054/index.html |title=AEG-Lok besteht erste Fahrt |date=1995-08-23 |publisher=Berliner Zeitung |accessdate=2011-01-18 |archive-url=https://web.archive.org/web/20110415072253/http://www.berlinonline.de/berliner-zeitung/archiv/.bin/dump.fcgi/1995/0823/wirtschaft/0054/index.html |archive-date=2011-04-15 |url-status=dead }}

In January 1996, ABB and Daimler-Benz merged their railway business areas into a joint venture, ADtranz.{{cite web |url=http://www.abb.com/cawp/seabb361/b5c099a949c56efdc125684800362d0e.aspx |title=A brief history of ABB |publisher=ABB |accessdate=2011-01-10}} On 31 January 1996, Adtranz presented 128 001 in a new, modified livery at the Nuremberg Toy Fair, with an advertisement for UNICEF and the logos of Adtranz and model train manufacturer Märklin, which sponsored the advertisement for a year.{{cite journal |title=Baureihe 128 |language=German |page=5 |date=April–May 1996 |journal=Eisenbahn Illustrierte}} The locomotive continued its commissioning trials at speeds of up to {{convert|280|km/h|mph|0|abbr=on}} in February, later achieving {{convert|283|km/h|mph|abbr=on}}, and received its approval for {{convert|220|km/h|mph|0|abbr=on}} in the summer of 1996.{{cite journal |title=Adtranz 12X (128 001) erhielt Zulassung bis 220 km/h |language=German |pages=7–9 |date=August–September 1996 |journal=Eisenbahn Illustrierte}}

Adtranz used the 12X as test bed for even more advanced power electronics. In late 1997, the locomotive received new IGBT based converters, which were the first application of this technology in locomotives around the world.{{cite web|url=http://www.bombardier-transportation.ch/dateien/PPC%20Site%20Zurich.pdf |title=Zurich Competence Center High Power Propulsion |publisher=Bombardier Transportation |accessdate=2011-01-18 |url-status=dead |archiveurl=https://web.archive.org/web/20110706223037/http://www.bombardier-transportation.ch/dateien/PPC%20Site%20Zurich.pdf |archivedate=2011-07-06 }} In early 1998, the traction control electronics was also replaced.{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/intelligence-94.html |title=INTELLIGENCE > Germany |date=June 1998 |publisher=Railway Gazette International |accessdate=2011-01-18}} The locomotive also received its final livery, with rainbow-coloured wave patterns on the sidewalls. After extensive trials and trial operation in BLS service on the Lötschberg Line in Switzerland, the locomotive returned to Hennigsdorf.{{cite journal |title=128 001 zurückgekehrt |language=German |page=32 |date=October 1998 |journal=Eisenbahn Kurier}} In the following years, the locomotive alternated between test runs to test onboard systems,{{cite journal |title=Außerdem... |language=German |page=12 |date=June 1999 |journal=Eisenbahn Kurier}} test locomotive service in the commissioning of new Adtranz models,{{cite journal |title=Außerdem... |language=German |page=15 |date=August 2000 |journal=Eisenbahn Kurier}} and regular freight service on lease to DB's freight branch{{cite journal |title=Außerdem... |language=German |page=12 |date=December 1999 |journal=Eisenbahn Kurier}} and BASF.{{cite journal |title=128 001 bei BASF |language=German |page=24 |date=December 2000 |journal=Eisenbahn Kurier}}

In May 2001, Bombardier Transportation acquired Adtranz.{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/adtranz-takeover-completed.html |title=Adtranz takeover completed |date=June 2001 |publisher=Railway Gazette International |accessdate=2011-01-18}} Bombardier continued to use the 12X as test locomotive, stationed at its facility in Oerlikon (Zürich), Switzerland.{{cite web |url=http://www.railcolor.net/index.php?nav=1406157&id=73274&action=portrait |title=AEG 22500 |publisher=railcolor.net |accessdate=2011-01-22}} In July 2010, the locomotive returned to the Hennigsdorf plant.

The 12X design maintained the basic configuration of the Class 120: two bogies with two axles each, each axle powered by three-phase asynchronous motors, forced-air cooling of motors with cooling exhausts on the inclined roof edges, airtight machine room with closed walls and a central alley.

The main transformer is installed underfloor between the two bogies.{{cite journal |title=Die Baureihe 12x. Hochleistungs-Universal-Lokomotive der AEG. Teil 2 |language=German |pages=50–53 |date=December 1993 |journal=Eisenbahn Illustrierte}} It has six secondary windings for the traction circuits,{{cite book |title=Electric railways 1880-1990 |last=Duffy |first=Michael C. |year=2003 |publisher=IET |isbn=978-0-85296-805-5 |page=351 |url=https://books.google.com/books?id=cpFEm3aqz_MC&pg=PA351 |accessdate=2011-01-10}} one to supply the on-board auxiliary units and charge the batteries, and one more for the electric train supply.{{cite journal |title=Hochleistungslokomotive 12X der AEG |language=German |pages=16–20 |date=July 1994 |journal=Eisenbahn Illustrierte}} The auxiliary windings connect to two 120 kVA auxiliary converters.

The two traction converters, one per bogie, are directly above the transformer, on both sides of the central alley, to keep power cables as short as possible and for a symmetric weight distribution. The original converters were built from modules that include two water-cooled GTO thyristors each, which can be regulated, and thus allow the construction of control circuits with much fewer components than those built with normal thyristors. Three of the modules in each converter functioned as four-quadrant converters between one winding of the transformer each and a direct current (DC) intermediate circuit, two more modules functioned as inverters, providing three-phase variable voltage variable frequency supply to the two motors of a bogie, making individual axle control possible. A version of the module for use as DC chopper under DC catenary supply was also foreseen. For traction and power control, the locomotive was equipped with the GEATRAC II system, which consists of 32-bit microprocessors, allowing for hardware-independent software and updates. Following the upgrade of the locomotive by Adtranz, the GTO thyristor based converters were replaced by IGBT based converters which were suited for multi-voltage operation, and the control technology changed to Adtranz's then current MITRAC system.

The 12X was equipped with newly developed GEALAIF final drives, where GEA refers to AEG, and LAIF stands for Lokomotiv-Antrieb mit integriertem Fahrmotor (locomotive final drive with integrated traction motor).{{cite journal |title=GEALAIF. Ein neues Antriebskonzept für Höchstleistungen im Traktionsbereich |language=German |pages=21–25 |date=July 1994 |journal=Eisenbahn Illustrierte}} The motor axle is connected to the pinion axle of the final drive by a diaphragm coupling that is rotationally and radially rigid but bends softly. The main innovation of the GEAALAIF concept is that the pinion axle is supported by bearings on both sides rather than just on the engine side. This solution reduces bending moments on both the pinion axle and the connected motor axle, thus allowing for the size and mass reduction of both. The integration of final drive and motor also included the reversion of the flow of the forced-air cooling, with the cold air passing down on the final drive side of the engine to cool the pinion, too. The final drive drives the wheelset by way of a Cardan shaft, forming a hollow shaft drive.

The bogie wheelbase is {{convert|2600|mm|in|1|abbr=on}}, shorter than in similar locomotives, with the aim to reduce forces and wear in curves. Prior to tests, Deutsche Bahn's engineers were sceptical about the design, in light of problems with another short bogie,{{cite journal |title=Baureihen 127/128 |language=German |page=12 |date=September 1994 |journal=Eisenbahn Illustrierte}} an ABB Flexifloat prototype with a wheelbase of {{convert|2650|mm|in|1|abbr=on}} that was built into 752 004.{{cite web |url=http://www.br-101.de/start.php?n=1&s=2&t=b |title=Drehgestell und Fahrmotoren |language=German |publisher=Baureihe-101.de |accessdate=2011-01-10}} However, rolling rig tests and line tests showed stable running. The primary suspension uses metal coil springs, the secondary suspension uses Flexicoil suspension. Traction forces are transmitted between bogie and vehicle body by way of inclined drawbars.

The locomotive body is a lightweight construction, which was intended to make the 12X the lightest locomotive in its power class at {{convert|84|t|ST|abbr=on}}. The actual mass of the finished locomotive was {{convert|85.9|t|ST|abbr=on}} in working order. The structure-bearing parts of the locomotive body are the underframe and the machine room sidewalls, and are made of steel. The roofs, drivers' cabins and the shroud below the underframe covering the transformer are made of plastics and composites, which were glued to the steel frame. The inclined roof edge transitions into the inclined ends of the side walls, which protrude beyond the fronts, forming windflaps designed to increase stability during tunnel crossings, train meetings and station passages.

Environmental sustainability was one of the principles of the 12X development. The cooling medium of the Voith-supplied cooling system of the power electronics uses tap water with glycol as anti-freeze, rather than oil or oil substitutes. For the external painting of the locomotive, water-soluble paints were used instead of two-component paints with a high proportion of organic solvents. Deviating from previous systems, for the air conditioning, a cooling medium without chlorine was chosen.

The components of the 12X were developed as modules that can be removed, replaced or reconfigured in series versions. AEG envisioned four basic vehicle configurations on the basis of the components of the 12X: a high-performance locomotive for express service in the original 12X configuration, a powerhead with driver's cab only at one end for high-speed electric multiple units (EMUs), a light locomotive for regional traffic, and a heavy-haul twin locomotive with driver's cab at one end of both halves. AEG also considered the use of 12X components in an EMU with the power electronics placed underfloor, and the enhancement of the converters for multiple voltage systems. The modularity was also intended to allow for the replacement of components with more modern components as technology advances over the lifespan of the vehicle.

{{Main|DBAG Class 145 and 146|TRAXX}}

File:Baureihe 145 067-5.JPG

In November 1994, Deutsche Bahn chose AEG to supply DB's freight business area DB Cargo (today DB Schenker Rail) with eighty locomotives for medium-weight freight trains, the DBAG Class 145. The original Class 145 design was a cheaper derivative of the 12X, leaving away components for higher speeds, including hollow-shaft drives, which were replaced by simpler nose suspended drives.{{cite journal |last=Wenzel |first=Berndt |title=BAUREIHE 145. Die neue Mehrzweck-Ellok für die DB AG |language=German |pages=55–60 |issue=4 |date=January–February 1998 |journal=BahnProfil}} After the merger of AEG Bahnsysteme and ABB Transportation into Adtranz, the final design of the locomotive was adapted for more commonalities with the DBAG Class 101, an express locomotive originally ordered from ABB at the same time. In particular, the less advanced ester-cooled inverters with GTO thyristors and the also ester-cooled main transformer of the DBAG Class 145 was derived from those of the DBAG Class 101, and the bogie design was modified to fit into ABB's Flexicoil family, with wheelbase increased to {{convert|2650|mm|in|1|abbr=on}}.

Later on, the Class 145 was a main basis for Adtranz's planned modular electric locomotive platform, announced in March 1998.{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/adtranz-unveils-modular-range.html |title=Adtranz unveils modular range |date=April 1998 |publisher=Railway Gazette International |accessdate=2011-01-09 |archive-date=2011-06-16 |archive-url=https://web.archive.org/web/20110616125928/http://www.railwaygazette.com/nc/news/single-view/view/adtranz-unveils-modular-range.html |url-status=dead }}{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/adtranz-launches-off-the-shelf-strategy.html |title=Adtranz launches off-the-shelf strategy |date=May 1998 |publisher=Railway Gazette International |accessdate=2011-01-09}} Locomotive types derived from the DBAG Class 145 included a dual-voltage version for international traffic, the DBAG Class 185, ordered in July 1998.{{cite web |url=http://www.railwaygazette.com/nc/news/single-view/view/db-and-ns-merge-freight-businesses.html |title=DB and NS merge freight businesses |date=August 1998 |publisher=Railway Gazette International |accessdate=2011-01-09}} After Bombardier Transportation bought Adtranz in 2001, it fully implemented the modular locomotive platform idea on the basis of the DBAG Class 185,{{cite journal |title=Bombardier-Loks aus Kassel |language=German |pages=36–41 |date=October 2004 |journal=Eisenbahn Kurier}} and named it TRAXX in 2003.{{cite web |archiveurl=https://web.archive.org/web/20040109095410/http://www.bombardier.com/de/1_0/1_0_p/1_0_p_11.html |archivedate=2004-01-09 |url=http://www.bombardier.com/de/1_0/1_0_p/1_0_p_11.html |title=Bombardier TRAXX - Ab sofort hat Zugkraft einen Namen |language=German |date=2003-09-05 |publisher=Bombardier |accessdate=2011-01-09}}

• EuroSprinter: rival product line of Siemens, demonstrator unit DBAG 127 001 was built in 1992
• Prima: rival product line of Alstom, in production from 2001

{{Reflist}}

• Karl Gerhard Baur: Die Baureihen 145, 146 und 185. EK-Verlag, Freiburg 2002, {{ISBN|3-88255-145-3}}

{{commonscat|DB Class 128}}

• {{cite web|url=http://www.eurotrib.com/story/2009/6/26/124622/537|title= From Universal to Modular (2/2) part 2|work=www.eurotrib.com}}
• {{cite web|url=http://www.railcolor.net/index.php?nav=1406157&id=73274&action=portrait|title=AEG 22500|work=www.railcolor.net}}
• {{cite web|url=http://www.br146.de/fahrzeugbilder.php?F=128+001-5&BV=Bombardier|title=Bildauflistung zum Fahrzeug 128 001-5|trans-title=Images of 128 001-5|language=German|work=www.br146.de|access-date=2020-08-01|archive-url=https://web.archive.org/web/20160329093503/http://www.br146.de/fahrzeugbilder.php?F=128+001-5&BV=Bombardier|archive-date=2016-03-29|url-status=dead}}
• {{cite web|url=http://www.bahn-galerie.de/Ellok/128/BR128.htm|title=Baureihe 128 (12X)|author=Olaf Hoell|work=www.bahn-galerie.de|language=German|access-date=2009-12-07|archive-date=2013-12-03|archive-url=https://web.archive.org/web/20131203005642/http://www.bahn-galerie.de/Ellok/128/BR128.htm|url-status=dead}}
• {{cite web|url=http://www.railfaneurope.net/pix/de/private/builder/Bombardier/12X/pix.html|title=Picture Gallery: 12X|work=www.railfaneurope.net}}

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