DB Class 120 - the first series-produced three-phase loco

DB Class 120 - Three-phase locomotive in the high-performance range

The DB Class 120 electric locomotive is a Deutsche Bahn electric locomotive and is the first series-produced three-phase locomotive in the high-performance range. This series is a milestone in electric locomotive development due to the use of an inverter in semiconductor technology. It also represents the latest in three-phase drive development. By using traction converters, the three-phase current is obtained from the alternating current of the overhead line. The three-phase current thus obtained is used to drive the asynchronous traction motors. The technology used for this series was used to develop the first ICE traction units in the 1980s. On 05 July 2020, most of the locomotives of the 120 series were parked at Deutsche Bahn.

Details of DB Class 120

Manufacturer: BBC, Henschel, Krauss-Maffei, Krupp
Length: 19.200 mm
Numbering: on delivery: 120 001–005 120 101–160

due to later conversion: 120 201–208 120 501–502
Weight: 84,0 t
Years of construction: 1979–1980 (120.0), 1987–1989 (120.1)
Top speed: 200 km/h
Retirement: 2016 - 2020
Drive:Hollow shaft cardan single axle drive
Traction motors: 4
Power system: 15 kV 16,7 Hz AC
Numbers: 65
Power:4 x 1.400 kW = 5.600 kW
Starting tractive force: 340 kN, 290 kN (120 137 to 120 160)
Train protection:Indusi, Sifa, LZB
Brake: electrical;
KE-GPR, Multi-release, with plaster brake; spring-loaded brake
Axle formula: Bo'Bo'
The DB Class 120 belongs to the locomotives with the axle formula Bo'Bo'. With the axle formula Bo'Bo', two individually driven axles are used in each of two different frame bogies.

More informations

The history of the DB class 120

DB CLass 120 The 120 series was driven by a three-phase asynchronous motor. These motors have a significantly lower weight compared to the single-phase series motor. Furthermore, the three-phase asynchronous motors are characterised by more compact installation dimensions and by lower maintenance requirements. The three-phase motor can also withstand high loads when stationary and has no commutators.

Schon im Jahre 1899 konnte mit fester Spannung und Frequenzen aus zwei- oder dreipoligen Fahrleitungen Drehstrom gewonnen werden. Der für den Antrieb von Schienenfahrzeugen genutzt werden konnte. Durch die Verwendung moderner Halbleitertechnik, konnte ab den 1960er Jahren Drehstrom mittels Frequenzumrichtern in Fahrzeugen erzeugt werden. Durch variable Spannung und Frequenz kann die Motorleistung direkt geregelt werden. Erste Erprobungen mit der Drehstrom-Antriebstechnik in Dieselelektrischen Erprobungsträgern der Reihe DE 2500 von Henschel fanden ab 1971 statt.

The diesel engine and the generator had been removed from locomotive 202 002. Furthermore, the locomotive was permanently coupled to a BDnzf 740.2 control trailer. This control trailer was equipped with a transformer and a current collector. Through this conversion, the control car could supply the locomotive with power and a three-phase electric locomotive could be simulated.

Extremely successful trials were carried out with this team in 1974/1975. It turned out that the desired universal locomotive was technically feasible. This was due to the lower maintenance costs and service life. In this way it was possible in principle to replace all electric locomotives in service at the time and to haul any type of train. DB wanted to achieve this as early as the beginning of the 1950s with the E 10 series. However, this was not possible with the alternating current drive of the time. So it came to the split into express locomotive E 10 and freight locomotive E 40 / E 50. With the prospect of a universally usable locomotive, the development order for the Bo’Bo’ class 120 electric locomotive was placed in 1976. BBC was responsible for the electrics and Krauss-Maffei, Krupp, and Henschel for the vehicle part.

The first small series of three-phase locomotives entered service in 1976 with the Henschel E 1200. This was used in the colliery and port railways of Ruhrkohle AG. The knowledge gained from this small series flowed into the development of the DB Class 120.

Pre-series locomotives of the 120.0 series and their use by DB AG

On 14 May 1979, the first locomotive 120 001-3 with three-phase drive technology was handed over to the Deutsche Bundesbahn. It was initially approved for a maximum speed of 160 km/h. Practical testing took place at the Nuremberg Rbf depot. The locomotives 120 002-005 were delivered by January 1980. The 120 005, which visually differs slightly from the other locomotives, was approved for a maximum speed of 200 km/h. The deviation relates to the locomotive’s maximum speed. The deviation refers to the lowered bend on the front and an initial cladding on the roof and around the buffers.

The appearance of the Series 120 was formative for the “face” of the DB in the 1980s. The appearance was continued on the vehicles of the class 240, the class 628, the S-Bahn control cars, as well as the control cars of the n coaches with “Wittenberg head”. To check the design, the Frankfurt am Main repair shop built a sample from the buffer to behind the first bogie. Such a process is not known from any other DB series. The prototypes received the TEE livery (purple/ivory) from the 1950s. At 231 km/h, locomotive 120 002 set a new world record for three-phase vehicles on 13 August 1980.

Both the three-phase current technology and the electric regenerative brake, which is much more efficient due to the use of traction converters, were completely convincing. Only the transformers were still in need of improvement and were replaced by modified versions in the course of the test phase. The new series was officially presented on 17 and 18 October 1984. On 17 October 1984, locomotive 120 001-3 reached a speed of 265 km/h in front of a special train with a 250-tonne trailer load. In the presence of Minister of Transport Dollinger and other guests of honour, the locomotive thus set a new speed record for three-phase current vehicles. For this, the gear ratio and the windscreen were changed and the scale of the speedometer was replaced.

The maximum speed was reached after only three minutes of travel. In 1985, this locomotive was converted for a record run. Through a cooperation project, track and running gear parameters were to be harmonised between the DB and SNCF railway companies. For this purpose, the 120 001-3 essentially received new traction motors. With these engines, a speed of 280 km/h was to be achieved. The record-breaking locomotive was the first vehicle of the 120 series to be scrapped in 2004 after a serious accident. During the operational test, which lasted 4 years, the 5 locomotives covered about 4 million kilometres. The German Federal Railway contributed 60 percent of the development costs of the class 120 electric locomotive, which totalled almost 100 million German marks.

Stakes of the 120.0

In the course of the third stage of the railway reform, the locomotives were assigned to the long-distance transport division. As a result, their use in freight transport is now limited. Some vehicles were converted to the 120.2 series and used by DB-Regio.

The five pre-series locomotives were repeatedly used in regular service over the years. This was also done together with the other 120s. Mostly, however, the locomotives served as railway service vehicles or as test vehicles for new technologies that were then used in series production for the first time in the new electric locomotive procurements of the late 1990s. These technologies include disc brakes, which could not be used on locomotives for space reasons. But they also include new bogies and converters for the 101 series. The test locomotives were stationed at the Bundesbahn central offices in Minden and Munich.

During the development of the 101 series, the 120 004 and 005 were used by ABB Henschel for help. ABB Henschel did not have a modern prototype. They only had a concept called Eco2000 and a technology demonstration based on the two converted pre-series 120s that were already 15 years old at the time. The component development for the Eco2000 was based on the pre-series 120 locomotives, 120 004 and 120 005, which had already been converted by ABB in 1992 in order to test new technologies in practice.

The 120 005 received new power converters based on GTO thyristors and new on-board electronics. The 120 004 also received bogies adapted from the ICE, disc brakes, the integrated total drive (IGA), and a biodegradable polyol ester as coolant for the main transformer. In this configuration, both vehicles were able to cover long distances in scheduled IC service without incident. The locomotive 120 004 can be regarded as a prototype of the 101 series due to the complex conversion.

None of the pre-series 120s have been in regular service since the beginning of 2002. The 120 003 belongs to the Nuremberg Transport Museum. It has been in the Augsburg railway park since 2011. 120 001 was destroyed in an accident in 2004 and dismantled on site. 120 002 also had to be scrapped after an accident at AW Nuremberg on 17 May 2005. 120 005 was given to the Weimar Railway Museum as a loan after the investigation periods had expired. 120 004 was used as the last pre-series locomotive by DB Systemtechnik from Munich for test runs. It left DB Systemtechnik’s operational stock in October 2011. The 120 004 has been on display at the DB Museum Koblenz-Lützel since the beginning of June 2012.

Series 120.1 locomotives and their use by DB AG

In 1984, a total of 60 series locomotives of the class 120 were ordered at a unit price of 5.5 million D-marks. The procurement of the last 24 locomotives was approved by Transport Minister Werner Dollinger in April 1985. The purchase contract stipulated the delivery of 36 locomotives and an option for 24 additional machines. This option for 24 more machines was thus honoured. The total investment for this series was 380 million D-marks. Delivery was to be completed by the end of 1988. One visual difference between the prototype and the series machine is the filler neck for the sand supply containers. On the prototypes, the filler neck is smaller and integrated into the bogie. On the series machines, it is triangular and suspended directly from the frame.

The technical changes were rather minor in comparison. For example, the electric resistance brake was dropped in favour of the regenerative brake, which had proven to be reliable. Furthermore, the electric locomotives received an additional high-voltage filter, which required two additional roof lines. These were retrofitted to the pre-series locomotives. The mechanical weaknesses of the pre-series models of the BR 120.0 were retained in the series. The series-production locomotives could also be approved for up to 200 km/h, based on successful trials with locomotives at 160 km/h and an already approved locomotive at 200 km/h.

On 13rh January 1987, the first series-produced three-phase locomotive 120 103 was handed over to Deutsche Bundesbahn by the industry at the Bundesbahn’s Munich-Freimann repair works. Federal Transport Minister Dollinger and Federal Railway Board Member Reiner Gohlke came to the symbolic handover of the keys. The delivery of the 60 series-production locomotives took until the end of 1989. The vehicles were immediately put into scheduled service. They hauled Intercity and Interregio trains during the day and fast goods trains at night, and did so in a streamlined circulation schedule. The locomotives 120 137 to 120 160 were delivered with a modified gear ratio. This allowed them to obtain a higher tractive effort at higher speeds, but this resulted in a lower tractive effort at a lower speed.

Initially, the DB class 120 vehicles were used on the Hanover-Würzburg high-speed line, more precisely on the tunnel-rich southern section Würzburg-Fulda, which was opened in May 1988. The reason for the deployment was that not enough pressurised vehicles were available for this section. In August 1988, 35 percent of the 120 fleet was not available. The reason for this was the correspondingly high level of damage. From 120 136 onwards, there were problems with the wheel guards. This delayed the commissioning of further vehicles.

In 2007, 37 locomotives were used in three schedules, mainly in intercity traffic. The vehicles were also used to supplement the newly established 200 km/h Munich-Nuremberg Express. The DB Class 120 was used less frequently in freight traffic. The series-produced 120 – 120 110, 158 and 159 first retired from operational service and were used as spare parts donors. They were later returned to operational service due to increased demand.

The DB Class 120 158 continues to be used as a spare parts donor and was z-delivered on 16 June 2010. After a long period of work in Munich, it is now in the Dessau repair works. Here, further parts were taken from the locomotive. In January 2011, 49 locomotives were still in service. At the beginning of 2018, the five locomotives that had been parked in Hamm since 2016 were transferred to Opladen and scrapped. The class 120 has no longer been in service with DB Fernverkehr since July 2020.

Conversion variant 120.2 and its use by DB AG

Rostock is home to five machines of the 120.2 conversion variant. They each form a push-pull train of the Hanse-Express with five new double-decker coaches. The Hanse-Express route is part of the “Baltic Coast” subnetwork. For this purpose, five 120s were equipped with a local transport package for the first time in 2007. This package includes train destination indicators, train dispatching system, server and other parts. The 120s were henceforth classified as class 120.2 with new, consecutive order numbers 201 – 205. The locomotives run on the Rostock – Schwerin – Hamburg line with a maximum speed of 160 km/h. Until spring 2008, class 112 locomotives were still in service on the line. This was because the Federal Railway Authority had initially refused approval for the 120.2.

At the end of 2010, three machines with the order numbers 120 206 to 208 were handed over to DB Regio Rheinland. They were made home in Aachen. These were used in NRW on the Rhein-Sieg-Express. Due to increased breakdowns, the locomotives were temporarily parked. There were also regular bottlenecks with the five Rostock vehicles. The Aachen machines took turns supporting the Rostock stock. Locomotives 120 207 and 208 were back in service from Aachen in spring 2013. 120 206 continued to help out in Rostock. The end of operations on the Rhein-Sieg-Express came in October 2018. On 06 November, 120 201 was the first locomotive of the class 120 to be sold to the private rail transport company Bahnlogistik24. In December 2020, the locomotives 120 202 and 203 were also withdrawn.

Rebranding of the 120 series as 120.2

Old numberNew number
120 116-9120 201-9
120 129-2120 202-7
120 107-8120 203-5
120 128-4120 204-3
120 121-9120 205-0
120 117-7120 206-8
120 136-7120 207-6
120 139-1120 208-4

Conversion variant 120.5 and its use by DB AG

DB Systemtechnik sold the 120 153 and 120 160 locomotives at the beginning of 2005. These underwent a general overhaul (IS 703) at the Nuremberg factory. In the process, the machines were given different locomotive numbers. 120 153 was given the number 120 501 and 120 160 the number 120 502. Both locomotives are used with test and measurement trains throughout Germany. In 2006, locomotives were loaned to DB Fernverkehr. They were used by DB Fernverkehr in front of regular trains during the World Cup. 120 502 was sold to DB Netz in 2013 and repainted. From now on, the locomotive 120 502 is on the road in yellow.

Since the beginning of 2016, 120 125 has also belonged to DB Systemtechnik as the third locomotive of the 120 series. Since September 2016, the locomotives 120 501 and 502 have again borne their old locomotive numbers 120 153 and 120 160. On 09 September 2020, the electric locomotive BR 120 153 suffered a high-voltage flashover in the engine room. DB Systemtechnik is using the 120 153 as a spare parts donor for the still active 120 125, which is currently parked in Minden. The 120 160 used by DB Netz was parked after the deadline expired in March 2021.

DB series 121 and successors and their use by DB AG

DB AutoZug had acquired some DB class 120 locomotives from DB Fernverkehr on 11 December 2005. These were used in front of motorail trains. The locomotives remained based in Munich. Only the class 120 113 electric locomotive was reclassified as class 121. The re-designation was reversed due to the increased demand at DB Fernverkehr.

The class 121, which was planned as the successor to the class 120, was never realised. There were already two prototypes, which were also tested. These prototypes ran as 127 001 and 128 001, as the intention was to keep the class 121 free. Due to the railway reform, the original concept of the 120 as a universal locomotive from the 1980s lost importance, as the DB divisions that had become independent favoured vehicles specially tailored to their respective needs for cost reasons.

The former beacon of hope was never ordered by DB in the intended numbers. Only the power cars of the high-speed trains ICE 1 and ICE 2 are a direct development of the class 120. Furthermore, they were the inspiration for today’s generation of new high-performance electric locomotives. These include the class 101, class 152 (further development of the 127 001) and the class 145 (further development of the 128 001).

Construction - The electrical equipment of the DB Class 120

The 120 series has four separate secondary windings of the main transformer. An oil-cooled traction converter is connected to each secondary winding. The traction converter consists of the following assemblies:

Four-quadrant controller (4q-S)
DC intermediate circuit with suction circuit and support capacitor
Pulse inverter (PWR)

The two motors of a bogie are each supplied by two interconnected traction converters. The single-phase voltage of the secondary side of the transformer is converted into DC voltage by the 4q-S. In the 2800 V intermediate circuit there is a suction circuit tuned to 33 1/3 Hz and a back-up capacitor. The DC link feeds the pulse inverters and thus generates the three-phase alternating current with variable voltage and frequency for the traction motors. The variable voltage is 0 – 2200 V chained and the frequency is 0.4 – 150 Hz.

The timing of the 4q-S is 183 Hz. Furthermore, the 4q-S are each offset by 90°. The asynchronously clocked PWRs have a clock frequency of 200 Hz up to a motor frequency of 20 Hz. In order to avoid beatings in the motor current, synchronised clocking methods are used above 20 Hz. The quite similar construction of the 4q-S and PWR allows for a reverse operating direction. This is used for the electric brake of the locomotive. The PWR can feed the DC link with the three-phase current generated by the motors. The 4q-S then generates the single-phase alternating current, which is fed into the overhead line.

On the roof of the locomotive are two single-arm pantographs of the SBS 90 design. This design is a further development of the standard single-arm pantograph of the SBS 65 design. The SBS 90 can be used for speeds up to 20 km/h, while the SBS 65 may only be used up to 200 km/h. Furthermore, the design was 90 kg lighter than the SBS 65 and had better suspension. This ensured contact even at high speeds. Originally, the 120 series was only intended as a test vehicle. Thus, some things in the vehicle part were done differently than usual. For the first time, the main transformer could be placed under the vehicle floor, thus keeping the engine room clean and tidy. Furthermore, the engine room could be equipped with a straight centre aisle.

The largely lightweight construction of the vehicle part initially caused problems. The large gear wheels and gearboxes were designed to be too light. This resulted in frequent fractures and oil leaks. These problems could be solved by replacing stronger parts. For the bogies, the conventional design with pivots was used. Flexicoll coil springs took over the secondary suspension in the running gears. This allows the bogies to return to the centred position after a curve run. Furthermore, transverse movements of the locomotive body were made possible in this way. The hollow shaft cardan joint drive from BBC transmits the power to the wheels. The mass of the traction motors is cushioned by the bogie.

The 120 series was the first to use a three-phase auxiliary power supply system. In addition to small motors, this also enables the control of the auxiliary power units. The 120s have three auxiliary converters (HBU). These are fed via the auxiliary winding of the main transformer. HBU 1 and 2 each supply the two traction motor fans of the bogie. In addition, they also supply a respective assigned transformer oil cooler fan. The HBU also flexibly controls the motor speed. This is done depending on the cooling requirement.

The third HBU works with a fixed frequency and supplies other auxiliary operations, such as the transformer oil pumps, but also the air compressor. The HBU 3 is briefly shut down when the air compressor is switched on, which enables a smooth start-up. All relevant temperature values are automatically monitored by the locomotive. A traction lock is issued if the limit values are exceeded despite the regulated auxiliary operations.

The brake system

In addition to the electric brake, the locomotives are equipped with a continuous, indirectly acting, multi-solvent compressed air brake type KE-GPR with a direct additional brake for shunting. As a rule, only the electric brake is effective during braking operation. The air brake is pilot-controlled and is only used if the electric brake fails. Due to the three-phase drive technology, the E-brake can act with full force until almost at a standstill, in contrast to the electric resistance brakes. A so-called “cleaning brake” was subsequently installed, which applies the block brake with 0.25 bar brake cylinder pressure when the electric brake is in operation. This is to roughen the wheel treads. This leads to improved traction and braking traction in bad weather conditions. The installed spring brake serves as a holding brake.

The driver's cab

With the class 120.1, the DB unit driver’s cab in pressure-tight design was already used from delivery. This meant that the locomotives could also be used on new-build lines. On the 120.0 series, the driver’s cab was retrofitted accordingly. Pressure-protected interiors are important at high speeds. During train encounters, the outside air is strongly compressed by the trains approaching at high relative speed. In the worst case, this can lead to hearing damage. The vehicles used in particular on lines with tunnels must fulfil pressure protection requirements.

The safety device

The locomotives have the prescribed safety package consisting of:

safety traction control (Sifa).
Point-based train control (PZB) including line-based train control (LZB 80/180 with PZB 90)
GSM-R train path radio
an automatic driving and braking control system (AFB)
control unit for the electro-pneumatic train brake (ep)
Emergency brake override Nbü-DB via IS (the emergency braked train thus does not come to a stop in the tunnel, but after the tunnel)

The locomotives were retrofitted with computers for the EBuLa electronic timetable. Since delivery, all 120s can be used in double traction as well as for push-pull trains. For use in front of push-pull trains, a time-multiplex push-pull control system was used. The 120s were the only locomotives that were allowed to push driving trailer-led IC trains at up to 200 km/h until the use of the class 101. The pre-series locomotives were also equipped with the conventional push-pull control system. Among other things, this allowed the use of push-pull trains with n-carriages.

Colour variants of the DB Class 120

120 005 received a modified front compared to the other four locomotives. This change improved the aerodynamics of the locomotive. Furthermore, the typical kink in the front section, which also represents the dividing line between red and beige, was pulled further down. Due to this change, the red stripe on the side had to be slanted towards the driver’s cab. This is what made the series so unmistakable.

The class 120 locomotives were the only DB series to receive the newly introduced oriental red colour scheme (RAL 3031) with white bibs on the front sides from the factory in 1987. The bib extended from the bend to the lower edge of the window front. In the course, this area was set off with an oriental red stripe below the window front. One worked with both paint variants in the course of examinations and repairs. Occasionally there were minor deviations in shape and size.

In 1996, the DB introduced the traffic red colour scheme. As part of this change, more and more locomotives received the new colour scheme. Since the electric locomotive BR 120 has large open spaces, it is often used as a promotional, art or anniversary locomotive.

A few examples follow:

Locomotive numberAdvertisingYear
120 002AEG - Innovative technology for the sake of the environment1993
120 0041. high-performance locomotive with DB/ABB disc brakes1996
120 129Christmas locomotive Märklin1996
120 139Art locomotive Teun Hooks/Märklin1997
120 141Advertising locomotive Dresdner Bank Investment Group1997
120 151Advertising locomotive ZDF express1997
120 119Anniversary locomotive 70 years of Mickey Mouse, Walt Disney Company/Märklin1999
120 102, 110, 118, 120,
122-124, 126, 133, 138, 140
Advertising locomotive State of Baden-Württemberg2000
120 501, 502DB Systems Engineering2005
120 159Anniversary locomotive 150 years of Märklin2009
120 159Anniversary locomotive 175 years of railway2010
120 112Märklin My World2012

Decommissioning and preserved locomotives

Due to technical progress in the field of rail vehicle technology, the class 120 is considered obsolete and prone to breakdowns. Of the five prototypes of the DB class 120 electric locomotive, only 120 003 still exists in the Augsburg Railway Park, 120 004 in the DB Museum Koblenz-Lützel, and 120 005 at the TEV in Weimar. 120 001 was so badly damaged in a serious accident that it was scrapped. 120 002 was initially used as a spare parts donor for its sister machines and was then also scrapped.

On the Stuttgart – Karlsruhe and Stuttgart – Nuremberg routes, the class 120 was used in a small fleet until 2020. The fleet was numerically dominated by the class 101. Part of the 120 fleet included the 120 100-6, 120 111-0, 120 118-5, 120 123-5, 120 133-4, 120 134-2, 120 147-4, 120 148-2, 120 155-7, 120 157-3 and 120 159-9. The last scheduled run was on 05 July 2020 with DB Fernverkehr, as IC 2161 from Stuttgart to Munich. The class 120 was also taken out of service on the Hanse-Express between Hamburg and Rostock.


Whereabouts and stock of the DB series 120 (as of July 2021)

Locomotive numberOperator (NVR designation)Comment
120 001-3DBred/beige "TEE livery", disassembled ( 25th May 2004) Süßen
120 002-1DBorient red, disassembled (17th May 2005) AW Nuremberg
120 003-9DBred/beige "TEE livery", loaned to Bahnpark Augsburg, not operable
120 004-7DBred/beige "TEE livery", DB Museum Koblenz, not operable
120 005-4DB"TEE livery"[21], permanent loan to Thüringer Eisenbahnverein e.V. Weimar, not operable
120 101-1DBtraffic red, DB Museum Koblenz, not in working order
120 102-9BLCtraffic red, operable
120 103-7DBtraffic red, dismantled (21st April 2021) Bender company, Opladen
120 104-5DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 105-2DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 106-0DBtraffic red, dismantled (08/2017) AW Dessau
120 203-5DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 108-6DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 109-4DBtraffic red, dismantled (11th Dec 2015) Bw Munich
120 110-2DBtraffic red, dismantled (08/2017) AW Dessau
120 111-0DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 112-8DBverkehrsrot, zerlegt (23.04.2018) Fa. Bender, Opladen
120 113-6DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 114-4DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 115-1DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 201-9 "Rosi"BLCsignal red, operable
120 206-8DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 118-5DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 119-3BLCtraffic red, operable
120 120-1BLCtraffic red, operable
120 205-0BLCtraffic red, operable
120 122-7DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 123-5DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 124-3DBTraffic red, dismantled (09th April 2018) Bender, Opladen
120 125-0DBtraffic red, operable, DB Systemtechnik
120 126-8DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 127-6BLCtraffic red, operable
120 204-3WRSCHTraffic red, parked at Bw München, not operational
120 202-7DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 130-0DBtraffic red, dismantled (04/2016) AW Nuremberg
120 131-8DBTraffic red, dismantled (10th April 2018) Bender, Opladen
120 132-6DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 133-4DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 134-2DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 135-9DBTraffic red, dismantled (09th April 2018) Bender, Opladen
120 207-6DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 137-5DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 138-3DBTraffic red, dismantled (11th April 2018) Bender, Opladen
120 208-4DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 140-9DBtraffic red, dismantled (08/2017) AW Dessau
120 141-7DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 142-5DBOriental red, dismantled (15th October 2011) Fa. Steil, Eschweiler-Aue
120 143-3DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 144-1DBtraffic red, parked AW Dessau, not operable
120 145-8WRSCHblue with white bib (similar to the orient red colour scheme of 120 001-120), operable
120 146-6DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 147-4DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 148-2DBTraffic red, parked at Hamburg - Eidelstedt railway depot, not operational
120 149-0DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 150-8DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 151-6DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 152-4DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 153-2DBTraffic red, DB Systemtechnik (lettering: "Bahntechnik mit Kompetenz"), not operable
120 154-0WRSCHTraffic red, parked at Bw München, not operational
120 155-7DBTraffic red, former "rerailer" in Fulda, parked SSM Leipzig-Engelsdorf, not operable
120 156-5DBTraffic red, dismantled (10th April 2018) Bender, Opladen
120 157-3DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 158-1DBorient red, dismantled (15th July 2013) AW Dessau
120 159-9DBtraffic red, parked SSM Leipzig-Engelsdorf, not operable
120 502-0DByellow, not operational, parked in Hanover

Private railways

Some vehicles of the 120 series were sold to private railway companies. 120 001 and 120 205 have been in service with Bahnlogistik24 GmbH since July 2019. 120 102 and 120 119 followed at the end of 2020 / beginning of 2021 and 120 120 and 120 127 at the end of March. The locomotives 120 145, 120 154 and 120 204 have been in the inventory of WRS Deutschland GmbH since August 2019.