145 locomotives were built between 1996 and 1999 to replace the 30-year-old and aging Class 103 as the flagship of the Deutsche Bahn, primarily hauling Intercity services.

Around 1990, it became apparent that the current electric locomotives serving the heavy and fast (speeds over 160 km/h or 99 mph) Intercity services, the Class 103, were wearing out.

In addition, as part of the Program DB 90, and to cut costs, the theory of "Drive to Deterioration" (Fahren auf Verschleiß) was employed, which increased the strain even further.

Designs for an all-purpose three-phase locomotive with an output in excess of 6 megawatts (8,000 horsepower) and top speeds of 200 km/h (120 mph) were offered, which turned out to be much too expensive for the DB.

In addition, due to the separation of services into different areas of operation, suddenly an all-purpose locomotive was no longer required.

The latter idea was not pursued by DB since it proved too inflexible in service trials, and the price difference turned out to be minimal.

The non-German firms Škoda, Ansaldo and GEC-Alsthom were eliminated from the contest at an early stage, as the local construction methods and achievements of existing units did not find favour with the DB.

On the other hand, German firms Siemens, AEG and Adtranz were able to shine with their modular locomotive designs which were customisable to the requirements of different customers and shared many common elements amongst each module.

ABB Henschel had no modern prototypes, but only a concept named Eco2000, and a technology demonstration based on two already 15-year-old rebuilt Class 120 locomotives.

120 004 additionally received flexi-float bogies adapted from ICE units with driving rods instead of pivot pins, disc brakes, and utilising a new biodegradable polyol-ester cooling agent for its main transformer.

To the surprise of many observers, in December 1994 DB signed a letter of intent with ABB Henschel which resulted in the order of 145 locomotives on 28 July 1995.

The bodies that were manufactured in Hennigsdorf were transported by flat bed trucks via the Autobahn to Kassel, where they were attached to the bogies built in Wrocław in Poland, and assembly was finalized.

In order to build support structures for the undercarriage, massive C-sections were welded together with steel plate of various strength in Hennigsdorf and in the Adtranz plant in Wrocław.

The body side panels are 3 mm thick, and are carried by columnar sections, in between which parts of the cabling channels are laid.

The roof sections are completely flat for aerodynamic reasons, with the exception of the pantographs, the signal horns, and the antenna for radio communication.

Adtranz and Henschel aimed to develop bogies for the class 101 that would allow for the maximum possible latitude for future evolution.

It is also possible to install a radially adjustable axle, such as is in service in class 460 of the Swiss Federal Railways, but the DB elected to go without this option.

The reason for this is that the bogies for the class 101 locomotives needed to be designed for both high speed stability and good performance in tight curves.

The axles are mounted via hollow shafts into the gearbox casing, which, together with the traction motor, are designated the "integrated common drive train", or IGA.

Both the manufacturer and the DB were thereby hoping for greatly reduced maintenance costs, with its outstanding (and in 120 004 proven) oil leak tightness, which is also to the benefit of greater environmental protection.

On the hollow shafts there are two ventilated disc brakes, for which there is enough room due to the missing cross beam and pivot pin, as mentioned above.

This cooling air flows into the traction motor via flexible bellows, moves through the "integrated common drive train", and is exhausted via openings in the gear box.

The entire traction drive is mounted on an assisting beam in the center of the bogie, and attached to the outer sides via two pendulums.

In case of breakage, the air escapes, causing the pantograph to automatically retract, preventing possible damage to the overhead contact wire.

The tank is constructed of light weight steel, but needed to be rugged enough to withstand a minor derailment or other accident; hence, some areas were reinforced with stronger welded sections.

In the locomotives 101 140 to 144 the European Train Control System (ETCS) is being tested, which serves similar functions are just described, but is meant to do so on a Europe-wide basis.

This system enables the monitoring and diagnosis of failures, and delivers possible solutions in real time to the driver and the maintenance depot.

The original plan called for the class 101 to be based in one of the main intercity traffic hubs in Germany, namely Frankfurt.

During the first years in this depot, the manufacturer Adtranz, in order to fulfill their warranty obligations, housed a team of 15 employees in Hamburg-Eidelstedt.

Every 100,000 km, the class 101 locomotives are sent to Hamburg for their periodic maintenance check (Frist), where minor technical issues are addressed.