Rolling stock • European locomotives • TRAXX Universal (Alstom)

Note: For educational purpose only. This page is meant purely as a documentation tool and has no legal effect. It is not a substitute for the official page of the operating company, manufacturer or official institutions. It cannot be used for staff training, which is the responsibility of approved institutions and companies.

In brief

First of all, we need to go back to the circumstances. In the 1990s, the railways were at a crossroads. On the one hand, the advent of liberalisation promised the emergence of new players, which meant new markets for an industry in full contraction. On the other, the traction fleet of most of the incumbent companies was ageing and equipped with increasingly obsolete technology. Replacement was needed throughout Europe, to varying degrees, but one question haunted rolling stock managers: should the technologies of the 70s and 80s be repeated – and improved – or should new traction technologies be introduced? (1)

Technology and power evolution

One of the reasons for the success of the TRAXX locomotive (as well as Siemens’ Vectron and Alstom’s Prima) is the major development of the traction chain over the period 1990-2000. The introduction of three-phase motor traction for locomotives and multiple units in Europe considerably changed the philosophy behind the construction of similar vehicles.

While traction was still based on direct current motors (notably also on the TGV PSE – picture to right -, and the first Eurostar TMST), the technology of the 2000s confirmed the use of three-phase motors for good, whatever the current tapped and the voltage received, direct or alternating (2), and whatever the train used (locomotive, multiple unit, high-speed trainset).

First of all, there has been a great evolution about traction current processing, made possible economically by the proliferation of silicon semi-conductors from the 1970s onwards, which has considerably simplified the construction of the electrical part of locomotives. It is now possible to use 1 or 2 types of motor (depending on the power required), whether the catenary is supplied with DC or AC voltage. In the case of AC voltage, the current is first converted to DC on board after an initial voltage reduction by a transformer (for example from 15 or 25 kV to 1-2 kV), then this current is converted by inverters into three-phase voltage, which then supplies the locomotive’s 4 traction motors (one motor per axle).

Then there is a development concerning traction power. As the specific power of the asynchronous or synchronous motor is much greater than that of the DC motor (generally 1.4 to 1.6 MW compared with 0.7 to 1.0 MW), it has been possible (while maintaining the vehicle’s power) to install not six, but four traction motors, which could reduce maintenance costs for the same or even more power.

This is a far away from the construction of 6-axle locomotives (which cause more wear and tear on the track), which used to be the solution provided to operators in Europe to increase speed or haul heavy freight. Let’s remember the SNCF’s Class CC6500 or 40100, the SNCB’s Class 1800 or the DB’s Class BR101 and 151, to name but a few examples.

Today’s typical locomotive has 4 axles, and the power of the 4 three-phase motors means that heavier freight trains can be run. Today’s locomotives have an AC power rating of 5-6 MW, compared with 3-4 MW in the past (depending on the engine, of course). It should be added, however, that 6-axle locomotives continue to be built, but only in justified circumstances.

Before the TRAXX

Bombardier in Europe is also a response to the circumstances of the 90s. In 1991, DB issued a call for tenders for around 1,000 universal locomotives with improved design and increased power. This invitation to tender was cancelled in 1993 due to the high price of the bids and changes in the geo-economic situation.

In 1994, Deutsche Bundesbahn merged with its eastern sister, the former East German Deutsche Reichsbahn, to create Deutsche Bahn. This merger coincided with a far-reaching reform of the German railways. This reform saw the demise of the former Rolling Stock Division and the division of the fleet into three distinct business sectors: regional, mainline and freight. This policy rendered obsolete the very idea of the universal locomotive. The newly-created business sectors then launched new invitations to tender for electric locomotives adapted to their specific needs.

In November 1994, Deutsche Bahn chose ABB and AEG for two separate orders: ABB was to supply 145 express locomotives, the BR 101, for DB Fernverkehr. AEG was to supply DB Cargo with 80 BR 145 locomotives for medium-tonnage goods trains.

ABB had developed its modular electric locomotive, named Eco2000, well known in Switzerland with the Re460s purchased by SBB. The project focused on reducing life-cycle costs, improving energy efficiency and increasing reliability while maintaining high power output for both passenger and freight services.

ABB’s concept included a version of its Flexifloat family of high-speed bogies with a wheelbase of 2,650 mm, inverters with GTO thyristors cooled with biodegradable ester and a main transformer also cooled with ester, which can be considered the origin of the inverters and transformer of the first generation of TRAXX locomotives. Aerodynamics, cab ergonomics and environmental impact were all taken into account, reflecting growing awareness of sustainability in railway engineering.

In 1994, AEG delivered a prototype locomotive called the 12X. This locomotive had a modular design, making it possible to produce different versions, which was the very basis for competing for tenders in Deutsche Bahn’s business sectors. AEG’s 12X served as a test bed for new technologies, becoming in 1997 the world’s first locomotive equipped with IGBT-based converters and testing MITRAC traction control electronics from 1998.

It is clearly ABB’s traction chain that has taken its place in the 12X, albeit without the more expensive components. Working together under ADtranz, the two manufacturers supplied the BR 101, a locomotive intended for mainline trains and designed to permanently replace the famous E103s, and also the Class 145 which is the freight version for DB Cargo, while the Class 146 was the passenger version for DB Regio. Additional freight machines were built for the former Swiss railway Mittelthurgaubahn as well as for various private operators and leasing companies.

But these supplies only concerned 15kV alternating current. In 1994 the italian’s public operator FS requested ABB to design a new class which, to save money, was to be based on already built prototypes and using parts from the new E.412 from the same producer. The first batch of 50 E.464 was issued to the Lazio regional government in 1999–2000, and proved immediately successful.

This flagship order prompted ABB to familiarise itself with direct current, which was still widely used in Italy, but also in Poland, Belgium, the Netherlands and in the southern two-thirds of France. Being able to sell a single locomotive regardless of the type of current was clearly a considerable advantage for a manufacturer, since it meant that a single production line could be used rather than several separate ones.

The arrival of Bombardier

The turbulent 1990s were not just about technology. As part of a major restructuring of railway manufacturing plants, Canada’s Bombardier arrived in Europe and began its shopping spree in Belgium with the acquisition of BN (Brugeoise & Nivelles) in 1988, followed by ANF-Industrie in France in 1989. This was followed by Waggonfabrik Talbot GmbH in 1995 (Aachen), Deutsche Waggonbau AG and then DWA (Berlin) in 1998. But the biggest acquisition came in 2001, with the purchase of ADtranz, a merger of the transport divisions of ABB-Henschel, AEG and Daimler-Benz.

With its acquisitions, Bombardier was able to produce rolling stock that had largely already been designed and could be sold throughout Europe. It should be noted that at that time, most state operators still did not envisage a universal locomotive capable of crossing borders, particularly for freight, where the practice of changing locomotives at borders remained common.

The beginnings of TRAXX

Bombardier thus ended up with the BR145 and 146 from AEG, the BR101 from ABB, but also… the E464 from ABB in Italy. In other words, it gained experience with the two types of electrical systems available throughout Europe: AC and DC. This point would prove crucial later on…

Meanwhile, ABB had received a new order from DB, this time for freight trains: the BR185. This locomotive was primarily developed after the acquisition of ADtranz, and can therefore be considered the progenitor of a new platform called “TRAXX.”

The TRAXX brand was introduced in September 2003 with the delivery of the BR185 to DB. The acronym stands for Transnational Railway Applications with eXtreme fleXibility. The Canadian company’s guiding principle was to seize opportunities in European policy ahead of others: meeting the needs of new market players and fulfilling large public orders across Europe while keeping development costs low.

In the new sales system, the purely German designation “BR185” and its sisters were changed to TRAXX F140 AC, while the BR146.1 (passenger) became TRAXX P160 AC: F for “Freight” and P for “Passenger,” the numbers indicate speed, and AC and DC indicate the electrical system.

Plateform TRAXX 2 (E186)

Reducing design costs and anticipating expectations. Bombardier’s idea was to combine both AC and DC technologies into a single locomotive — something that did not interest the traditional railway companies at the time, as many saw no point in an international locomotive. Bombardier went ahead regardless. Thus, a locomotive that was originally purely German and (partly) Swiss and Italian became a formidable and ultimately successful sales weapon.

In 2004, the basic design underwent a major revision: the bodyshell and cab fronts were redesigned to meet crash‑resistance standards, while the GTO thyristor inverters were replaced with IGBT inverters. The cooling liquid for the inverters and the main transformer was changed from ester to water.

The option for individual axle control, rather than individual bogie control, was also introduced. The bogie frame was reinforced to allow axle loads to be increased to 22 tonnes.

Although components came from several supply locations, final assembly took place only at the Kassel plant in Germany (for the multi‑system versions) and at Vado Ligure (for the DC variant).

Bombardier continued delivering 82 BR146 locomotives for DB Regio’s regional services and 27 units for long‑distance operations (DB Fernverkehr). This batch was supplied under the TRAXX 2 range while remaining single‑voltage at 15 kV. Likewise, DB Cargo took delivery of 409 BR185 locomotives, one of the largest TRAXX fleets within DB, but dual‑voltage 15 kV – 25 kV. The E186 platform was now well established.

The design of the bodyshell and the internal configuration of the TRAXX were modified once again in 2006, coinciding with the construction of the first diesel‑electric version.

There are two separate series to consider:

• « Dual voltage » systems, which operate only at 15kV and 25kV AC voltages. They are represented by the TRAXX F140 AC, P140 AC, P160 AC and others;
• The « MS », multi services, or rather F140 MS, known in Germany as the BR186, are considered to be the second generation of Traxx 2s. They run with four currents AC and DC, and weigh 1 tonne more than their « Dual » sisters. Apart from the different pantographs and equipment for DC operation, the F140 MS types are identical to the « Dual voltage » versions.

The F140 MS has truly internationalise Bombardier’s traction market. Surveys of potential customers had revealed a demand for the installation of safety packs for 4 or 5 countries in the same locomotive, in the absence of ETCS. Moreover, these packs also had to be able to be upgraded, added to or modified at reasonable cost, as the locomotives could be transferred from one operator to another at little cost. It was never before seen in the railway sector.

Let’s say it: it was leasing companies that were primarily interested in this solution, rather than incumbents. Three series of security packs including countries where the market was dynamic had been identified:

• Germany, Austria, Switzerland, Italy (DACHI) ;
• Germany, Austria, Belgium, Netherlands (DABNL) ;
• Germany, Austria, Poland (DAPL).

This international but « technically regionalised » production enabled the market to be extended to the « direct current » countries, Benelux, Italy, Poland and finally France. This enabled Bombardier to reach all European countries, including Scandinavia. It is at this stage that we can measure the success of this locomotive.

PKP Cargo, for example, designated them Class EU43. The units bought by Alpha Trains and leased to SNCB (and the now-defunct B-Cargo) were given the Class 28 and 29. In Spain, Renfe classified them as Class 253. Many other operators and leasing companies began to acquire large numbers of these TRAXXs.

In 2018, some – admittedly contradictory – figures indicated that there were almost 2,300 TRAXX in service, but we don’t know if we should also count the very first BR145, BR146 and the 700 Italian E464 machines, considered as « pre-TRAXX »…

The fact remains that the E186 ‘MS’ locomotive, or simply E186, has become the very icon of rail liberalisation, and can even be found in the Fret SNCF fleet for its services to Antwerp and Liège in Belgium. And it is also the official machine of ECR in France, as well as dozens of other operators throughout Europe. The E186s now run from Palermo to Oslo and from Malaga to Warsaw.

Plateform TRAXX 3 (E187)

On 4 July 2018, the first TRAXX MS3 locomotive was officially unveiled at the Kassel plant in front of more than 100 representatives of rail operators. This TRAXX 3 family was offered in AC, DC and multi-system variants. To mark the occasion, the front faces were given a new, slightly more rounded design.

Bombardier stated at this time that this four-current TRAXX MS3 was the only multi-system locomotive on the market with a last-mile diesel engine. This is a key advantage that enables the last few kilometres to be covered without catenaries to reach the customer’s facilities without having to use the famous « shunting locos »…

This TRAXX MS3 was ordered directly by TX Logistik (FS group) in 40 units with an option for a further 25, while Akiem had already ordered 10. Its success has been undiminished since then, with recent orders coming one after the other, especially after the pandemic…

Second chance for Alstom

For its part, before acquisition of Bombardier, Alstom also tried to make its mark in Europe. First came the laborious development of the BB 36000, which Alstom wanted to be « universal » but which SNCF didn’t know what to do with. In any case, the machine was not designed for the right bank of the Rhine…

Then came the Prima period. Unfortunately, the Prima I had such a « SNCF » design that it was hardly saleable as it stood. It needed a more « European-compatible » design (3). Alstom tried to put things right by bringing out the Prima II in June 2009, but it was too late. The 2008 financial crisis, freight corridors that were not yet so well developed, a lack of market and a fall in traffic all meant that the Prima II became a locomotive for overseas operations outside Europe.

The takeover of Bombardier in 2021 by the French company will therefore enable it to return to a market that has been missed. Alstom has changed the name TRAXX to Universal. However, it will be difficult to remove its clear Bombardier/German origins, as there are so many examples in service throughout Europe. But it’s an undeniable fact: this locomotive proves that with a good industrial process, you can go far, very far. 🟧

[TOP]
Rolling stock • European locomotives • Lexical