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38-544: In 1988 the first regular interval regional rapid train service was established from Dortmund via Essen, Duisburg and Düsseldorf to Cologne . This operated hourly on the Cologne–Duisburg and Dortmund–Duisburg lines, which even then were the most important railway lines for passenger traffic in North Rhine-Westphalia. With the introduction of high-speed regional services in the early 1990s, this line

76-412: A local passenger train locomotive ( class E 41 ); an express train locomotive (class E 10), which could be changed into a freight train locomotive (Class E 40) with a gear ratio change, and a heavy six-axle freight train locomotive ( class E 50 ). In addition plans for a high speed electric locomotive Class E 01 were made, but quickly cancelled, as, due to low maximum speeds on the main lines at that time,

114-623: A maximum speed of 160 km/h (99 mph). The service has an average speed of 81 km/h (50 mph). From 21 February 2011, in addition to the double-decker trains, class 425 electric multiple units were used on the Rhein-Hellweg Express, these had previously been modernised for use on this service. Double-deck trains remained operating on the line until the completion of the conversion to operation with class 425 EMUs. It has been operated with Siemens Desiro HC railcars since 2018. Abellio Rail NRW took over operations on

152-614: A service locomotive for the Central Office of the German Federal Railways in Minden ( BZA Minden , or Bahnzentralamt ) from 1989 to 1996. The earlier units up to E10 287 became E10.1, then 110.1 in 1968; they were nicknamed " Kasten ", for box. The service spectrum of the (since 1968 as class 110 designated) locomotives was shifted more and more to local/regional service by the 1990s. As part of this shift, during

190-416: Is possible. Many locomotives feature thyristor load diverters. The safety equipment in the driver's cab features either a mechanical or electronic deadman's device, punctiform automatic train controls (now compliant with the new regulations with software version PZB 90), and train radio equipment with GSM-R communication. Relatively recently computers were added for the electronic timetable EBuLa, as well as

228-477: Is present. All units also feature a separately excited rheostatic/regenerative brake, which is coupled to the air brake. The heat generated by the electric brakes is dissipated via roof exhausts. For the first time in German locomotives high voltage regulation of the transformer was used in serial production. The traction motors are 14-pole motors of type WB 372, which were later again used in class 111 and 151. As

266-433: Is propped up over the bogies by coil springs and rubber elements. Originally a bumpy ride at higher speeds was noticeable, which required repeated rework of the bogies. In two locomotives (110 475 and 476) a flexicoil suspension was tested. All locomotives feature an indirect air brake manufactured by Knorr, with automatically stronger braking action at high speeds; for shunting/switching service an additional direct brake

304-498: Is the current colour of all active locomotives of this class, barring a few exceptions. As all other types of the Einheitslokomotiven program, the class E 10 / class 110 had 2-axle pivoted bogies/trucks as welded box construction with pivot pins, and welded superstructure with fan grills. The class 110.3 used the body of the E 10.12 with the pulled-forward frontal area, also called the “crease” (Bügelfalte). The frame

342-610: The Deutsche Bundesbahn decided to develop two base types of electric locomotives with largely standardised components: A twelve-wheel (UIC: Co'Co') freight train locomotive as successor for the Class E 94 , and an eight-wheel (UIC: Bo'Bo') general purpose electric locomotive as successor for the Class E 44 . As a new feature the engineers should be able to be seated, whereas formerly they had to stand in order to boost their attentiveness. This multi-purpose locomotive received

380-537: The Einheitslokomotive completely paid for itself in this swap exercise. Starting in 2005 a few former class 110 and class 113 units were transferred from DB Regio to DB Autozug, the DB subsidiary for express passenger service with car transportation. In order to differentiate these units, they are slowly being renumbered to class 115 , and are being relocated to Berlin-Rummelsburg. These locomotives are thereby

418-456: The Rheingold , and were classified as class E 10.12 (and from 1968 designated as class 112). In addition these locomotives introduced the more aerodynamic superstructure (the "crease", or Bügelfalte ), which was used for all new units of the class E 10, starting with E 10 288. In order to differentiate these units from the "normal" E 10s, a "1" (indicating a sub-class) was placed in front of

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456-598: The NRW-Express (now RE 1) was supplemented by the Westfalen-Express (RE 6) from Bielefeld via Hamm, Dortmund, Essen and Duisburg to Düsseldorf so that on the northern section there were two Regional-Expresses per hour. After the timetable change in December 2002, services on the central Ruhr axis between Hamm and Düsseldorf increased to five Regional-Express services in each two hour period. The NRW-Express

494-549: The Rhein-Hellweg-Express returned to its original route between Düsseldorf and Paderborn and was extended to Kassel-Wilhelmshöhe at the timetable change on 11 December 2016. The section between Hamm and Kassel, however is only operated generally at two-hour intervals and some trains even in the afternoon peak terminate in Paderborn. Due to some remaining IC/ICE services on the line, there are unsatisfactory gaps in

532-614: The Ruhr area or Düsseldorf. Due to longer scheduled stays in Duisburg and Dortmund, the travel time of regional services between Paderborn and Düsseldorf has increased by up to ten minutes compared to the previous operation by RE 1. The use of the class 425 sets has significantly reduced the capacity of seating and standing places. The number of daily circuits serving the entire route has been reduced from eight to seven. The section of Eurobahn 's daily Dortmund-Kassel-Sprinter service from Hamm

570-623: The Wikimedia System Administrators, please include the details below. Request from 172.68.168.226 via cp1108 cp1108, Varnish XID 258433882 Upstream caches: cp1108 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 11:05:31 GMT DB Class E 10 The class E 10 is an electric locomotive of the Deutsche Bundesbahn , introduced in 1952. It belongs to the Einheits-Elektrolokomotiven (standardised electric locomotives) program and

608-488: The affected units. The maximum speed was reduced to 120 km/h (75 mph) as an emergency measure, and the locomotives were only utilized as express trains in the Munich area. At the time they were already re-designated as class 113, in order to free up the designation of class 112 in the new German number scheme (for the more numerous and modern class 212 locomotives of the former Deutsche Reichsbahn (East Germany) ). In

646-431: The automatic door locking at 0 km/h (TB0), which has become a compulsory requirement for all locomotives in passenger service. A few units have also been equipped with computers for the control system CIR-ELKE. During production some E 10 units were equipped with newly developed Henschel-made bogies and transmissions fit for speeds up to 160 km/h, and starting in 1962-63 they pulled long-distance express trains such as

684-498: The class 114 locomotives were rebuilt as normal class 110.3 units and were inserted into inventory as 110 485-504. 18 of the class 110, which lost their bogies to these "new" 110s, were rebuilt with bogies from retired class 140 locomotives, and were re-designated as members of class 139, with which class they were nearly identical in the first place, due to their electric brake system. (The 2 remaining former class 114s received bogies from 2 other retired class 110.3 units). The concept of

722-442: The class E 10 units were delivered in cobalt blue express train livery, the blue indicating that they were cleared for a maximum speed of 140 km/h (87 mph) or more. Starting in 1974, as part of other maintenance, the new ocean blue/beige colour scheme was applied to the locomotives. From 1987 the (then-current) orient-red was used, which was then substituted, starting in 1997, with the traffic red ( verkehrsrot ) concept, which

760-429: The class E 10 was seen as sufficient for express trains. The five prototypes of class E 10.0 were taken out of service between 1975 and 1978. Of these E 10 003 and E 10 005 were preserved as museum locomotives. The first serial units went into service in 1956 and started with number E 10 101 (class E 10.1). As opposed to class E 40 these units were equipped with a rheostatic/regenerative brake, which also accounted for

798-450: The compressed air main switch and the current-to-voltage converter for the monitoring of the overhead wire voltage. The 3-core transformers are oil-cooled, to which the control unit with its 28 running steps is connected. The acceleration is designed to function in delayed mode, where the engineer chooses the running step, and the control unit will initiate the chosen setting independently. For emergency operation manual control by hand crank

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836-565: The difference in the roof design between the two classes. Starting in December 1956 a total of 379 locomotives in several series were delivered by the manufacturers ( Krupp , Henschel , Krauss-Maffei (mechanical parts); Siemens , AEG , BBC (electrical parts). Starting with E 10 288 the new body created for E 10.12 (see below), the so-called "crease" ( Bügelfalte ) type, was also applied to new-production E 10 machines. Thereafter these locomotives were sometimes designated as class E 10.3. One locomotive (designated 751 001, former 110 385) served as

874-558: The line from 9 December 2018. This subsidiary of Nederlandse Spoorwegen won the contract for the operation of the NRW-Express as Lot 1 of the Rhein-Ruhr-Express. National Express Germany replaced Abellio in 2022. The line was formerly operated by DB Regio NRW under a special contract with the North Rhine-Westphalian public transport associations. DB Regio NRW had the contract to operate the line until

912-553: The meantime these locomotives, after some units had been fitted with refurbished Henschel high-speed bogies in the mid-1990s, were able to again work at the speed of 160 km/h, but were considered not to be much better than the normal class 110 units, and were soon listed for impending retirement. Class 114 is made up of 20 re-designated units from the third series of class 112, which were capable of speeds up to 160 km/h, and ran on modified bogies made for class 110 in serial production. Because of significant wear, starting in 1985

950-541: The prefix 1 to their running numbers, and the appropriate paint scheme. All were later restored to normal E10.1 standards. Finally, in 1968, came 112 485, already designated as class 112, which did not have the expensive Henschel bogies, but featured modified serial-production bogies. By 1991 it had become clear that the deployment of the 11 locomotives of the first two series of class 112 in heavy and fast service had taken its toll. Several gear wheel malfunctions during service caused heavy damage to motor and transmission of

988-521: The regional services of up to four hours in both directions, especially at lunch time. Departure times also differ significantly, so the timetable is difficult for customers to remember since there are no regular services. In the evenings, the RE 11 service from Düsseldorf ends in Dortmund. At the other end, some services only run from Kassel to Hamm, so passengers are forced to change trains regularly to reach

1026-612: The running number. In this way the E 10 1265-1270 were established, which became the eponym for the class description of E 10.12. In 1963-64 came E 10 1308-1312, again with Henschel-made high-speed bogies, primarily for the Rheinpfeil . Neither group of E10.12 locomotives was ready in time for the launch of the trains for which they were ordered. Pending their delivery, 2 separate groups of E10.1 locomotives (E10 239-244 in 1962-63, and E10 250-254 in 1963-64) were temporarily modified for 160 km/h service, complete with Henschel bogies,

1064-436: The service operated between Hamm and Paderborn on weekdays at two hourly intervals, trains were composed of class 110 and 111 locomotives, usually hauling five Silberling carriages. But it was soon noticed that the number of passengers required higher capacity, which meant that class 112 (sometimes class 111) locomotives are now used with four double-decker carriages. The carriages have air conditioning and are approved for

1102-460: The third stage of the Bahn reform program the locomotives were assigned to the local service branch DB Regio, which practically meant the end of their service in the express area. In order to use the machines more efficiently in regional service, from 1997 many of the units were equipped with push-pull train controls, partly using components of class 140 and class 141 units that were retired. Originally

1140-537: The timetable change on 13 December 2015. The contract included provisions for services every two hours between Hamm and Paderborn; this section became part of the RE 1 at the timetable change in December 2010, committing operations on this line to run permanently with a sixth double-deck coach. As part of the so-called RRX interim contract, operations from December 2016 until the commissioning of RRX rolling stock were provided by DB Regio. Cologne%E2%80%93Duisburg railway Too Many Requests If you report this error to

1178-601: The timetable change. In the central Ruhr area between Hamm and Duisburg, three regional express lines (RE 1, RE 6 and RE 11) were now running at approximately 20-minute intervals. The Hamm–Dortmund section was reinforced by RE 3, the Bochum–Essen section by RE 16 and the Essen–Duisburg section by RE 2. In the course of the development of the Rhein-Ruhr-Express ( RRX , an upgraded Regional-Express system) network,

Rhein-Hellweg-Express - Misplaced Pages Continue

1216-605: The top speed of locomotives with numbers 112 485-504 was reduced to 140 km/h (87 mph). To differentiate these units from the other class 112 machines, which were still allowed to travel at 160 km/h (99 mph), they were designated as class 114 from 1988 on. Further conspicuous issues on and around the bogies continued to be noticed even after the speed reduction, and the locomotives were first further slowed down to 120 km/h (75 mph), and retired altogether soon thereafter. Starting in 1993, using bogies from class 110 units with numbers 110 287 and lower, all 20 of

1254-432: The working title E 46, but was then renamed to Class E 10, once the required maximum speed was increased from 125 to 130 km/h (78 to 81 mph), which formally made this model an express train locomotive. The trial program, which consisted of 5 prototypes of class E 10.0, resulted in the realization that a single uniform type of electric locomotive was not sufficient to cover all needs. The modified program then included

1292-587: Was built for express passenger service. In 1968 the series was redesignated as class 110 (E10) and class 112 (E10.12). In 1988 the last series of class 112 locomotives were designated as class 114, and in 1991 the remaining locomotives of class 112 were designated as class 113. In 2006 38 locomotives were designated as class 115. Until 2020, individual locomotives of the 115 series were used for "special passenger trains". All locomotives of this series have now been retired from regular service by DB, but some are still in active use by private railway companies. In 1950,

1330-738: Was integrated in RE 11. The section of the RE 11 from Duisburg via Krefeld to Mönchengladbach that is no longer served by the RE 11 was replaced by the RE 42 ( Niers-Haard-Express ), which was upgraded from the RB 42 and extended from Münster via Essen, Mülheim , Duisburg and Krefeld to Mönchengladbach. Due to work at Dortmund Hauptbahnhof as well as on the line between Soest and Hamm, all trains were diverted via Unna and Dortmund-Hörde from November 2022 until April 2023. The Rhein-Hellweg Express runs daily every hour (every two hours between Hamm and Kassel-Wilhelmshöhe) and uses five railway lines: RE 11 services runs hourly from Monday to Sunday. Initially, when

1368-646: Was named the NRW-Express (originally numbered RSB 1; from 1995 it was redesignated as Stadt-Express line SE 1) and ran from Bielefeld via Hamm, Dortmund, Essen, Duisburg, Düsseldorf and Cologne to Aachen . With the extension of the service on the Hamm–Bielefeld and Cologne–Aachen lines, the service soon had insufficient capacity. Therefore, in May 1998 with the NRW-wide implementation of regional express lines,

1406-698: Was now shortened to run on the Hamm – Aachen route, the Westfalen-Express (RE 6) was established between Düsseldorf and Minden . The new Rhein-Hellweg-Express (RE 11) was introduced at two hourly intervals, running from Düsseldorf to Hamm and continuing on the line to Paderborn . When the timetable change in December 2010 there was an exchange of sections between the NRW-Express , the Rhein-Hellweg Express and Rhein-Haard-Express (RE 2): Overall, there were further bottlenecks due to

1444-495: Was the case in all locomotives in the Einheitslokomotiven program, the rubber ring transmission system made by the Siemens-Schuckert-Werke/SSW was utilized, which had proven themselves above all expectations in the prototype E 10.0 units. On the roof are found scissor (double-arm) pantographs of the type DBS 54a, standardized for all Einheits classes, mounted on the obligatory roof insulators, as well as

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