But as time passed by, an delivery progressed, these plans proved to be unrealistic or even impossible. The DB no longer wanted to cooperate, unpredicted technical problems made homologation processes of 1016/1116 series difficult or even impossible for several foreign countries.

The order for 400 machines however, with a volume of 1.1 billion Euros, was final. The OBB attempts the reduce the number of locomotives on order, were futile. With the introduction of the EuroSprinter ES64F4 platform by Siemens and the Traxx MS locomotives by Bombardier, new products optimised for international interoperability, became available to the market. These machines made it possible for other operators to enter markets, that where also of interest to the OBB. Especially direct long-haul services towards Italy were very lucrative.

So finally, Siemens and the OBB agreed on a total different plan, which made it possible to the OBB the become the international player they wanted to be, which reduced the number of 1016/1116 series machines, without changing the volume of the original Taurus order. For Siemens this new agreement made it possible to develop the ultimate EuroSprinter locomotive, melting the ES64U2 (1016/1116) and ES64F4 platforms together. The result is the OBB 1216 series, or Siemens ES64U4 platform, offering such a versatile solution, that it can be used for every possible service one can think of.

As the new machines were about 20% more expensive as the original 1016/1116 series, the total number of machines that would be built was decreased, so that the total volume of 1,1 billion Euro could stay the same. In stead of the latter 68 1116 machines, now 50 1216 series locomotives would be built.

The very first signals that the OBB was trying to alter the original Taurus order became public in October 2003. Under project name ‘1017’ one was exploring the possibilities of building a Taurus locomotive with additional components making it possible to run under 3kV DC voltage systems, as used in Italy.

In March 2004 it becomes clear that the new machines will resemble the original Taurus machines as much as possible. Sharing many parts with the 1016/1116 series is more economic for the OBB, and easier for Siemens as several deals with sub contractors did not have to be changed again. At the same time, the new machines would be fit in the Taurus identity nicely. From a distance it is not so easy to distinguish the 1216, which is the final designation for the new generation of Taurus locomotives, from the 1016/1116 series.

From June to August 2004 the first pictures appear of a 1216 body in steel. It already reveals several changes. The new machines has two fully fledged cabs with two entrance doors. European safety demands require this. The side-panels of a machine are smooth again, and every cab has a third head-light above the cabin windows. Also remarkable is that for the new locomotive the number of parts built out of glass-fibre-reinforced plastics (GFK) is reduced again. More steel increases the strength of the cab of course, improving driver safety. But Siemens was at that time also experiencing difficulties with the GFK roof tops of the 1016/1116 series, proving to be less durable as predicted.

In September 2004 the first complete body transported to Leipzig to the KIROW company for extensive fatique tests. In the meantime also the construction of a second loco was started.

At Innotrans 2004, international railway fair in Berlin, Siemens presents its new 1216 series concept, with a wooden model in scale 1:20 and 1:1 mock-up of the driver table.

In November 2004, construction of the third prototype starts.

At the end of 2004 the production plan for project ‘1017’ is revealed. There will be three prototypes, first dynamic trials are planned for May 2005. Series delivery is scheduled for 2006 and 2007. Until first machines are handed over to the OBB, Siemens disposes 4 Dispolok ES64F4 engines to OBB. (in 2005-2007 Dispolok ES64F4 006, 008-010 ran for the OBB).

In March 2005, the first completed machine is spotted outside the Siemens factories in Munchen-Allach. On 31.03.2005 the 1216 is officially presented, the 1216 001 outside and the 1216 003 inside the factories, both carrying the slogan ´part of the best´. 1216 002 was not finished at that moment. All three prototypes have a different configuration and will be used for trials all over Europe in the upcoming months. The 1216 001 (version A for D-A-CH-I, 3 pantographs) will go to Italy. 1216 002 (version C for D-A-SK-CZ, 4 pantographs) will be used for test runs at the Siemens Wildenrath centre and 1216 003 (Version B for D-A-SL, 3 pantographs) is reserved for technical running tests.

For test, experiments, promotional purposes three machines were ready to go in April 2005. 1216 001 and 002 were first transported to the Velim test centre in Cerhenice (CZ). After that the 001 went to Italy, the 002 to Slovenia and later on to Slovakia. The 003 went to Linz, got special bogies and run many tests in Austria. In June 2005 the 003 was the first engine used for a commercial OBB service. That month the 003 also visited Switzerland for runs at the Gotthard-Südrampe and the NBS Mattstetten – Rothrist. In August high speed tests took place in Germany with the 003 at the NBS Würzburg - Hannover. The 1216 family was also present at several events; 002 joined the rolling stock show at Rosenheim in June 2005, and was baptised by Kardinal Schönborn at 22.06.2005.

In January 2006 all this fun came to an end and the machines were prepared for delivery to the OBB; new service numbers were applied. 1216 001 kept its number, 1216 002 became 1216 226 and the 1216 003 is now 1216 141. At first sight it looks maybe a bit ought, but there is logic in it! The 50 engines are numbered 1216 X01-X50, with the X being the number that represents the sub type (0=A, 1=B, 2=C), which can and will be changed.

Back in 2005, when the machines was completed, Siemens also published what to do with machine when all trials were completed; it would be delivered to the federal Austrian railways (OBB) as 50th and final locomotive of their 1216 series. As long its property of Siemens, the machine has its own section.

From October 2005 on, series production of the 1216 series started, with the final assembly of the 1216 002II and 003II. Like during the production of the OBB 1116 series, the OBB workshops of Linz were responsible for the final assembly of the machines. Frames and bodies are welded together in Munchen, but than are transported to Austria. In June 2006 the the 1216 002II, 003II and 004, being the first locomotives 'made in Linz', were handed over to the OBB. All machines have the ´part of the best´ logos and inscriptions. The 1216.0/class-VA machines carry additional front numbers: E190 0xx, necessary for service in Italy. In 2006 the 005-010 and 227-232 were built. In 2007 and 2008 Siemens and the Linz workshops completed the serie with 1216 233-240, 142-150 and finally the 011-024.

In April 2007, it became clear that no breakthrough was expected in having the OBB 1216 series homologated for Slovakia and Czech Republic, due to too much resonant currents on their networks. Five 1216.2s were then retrofitted for services to Slovenia, otherwise the OBB could use these machines for domestic services only. 1216 227-231 became 1216 127-131.

Since the summer of 2007, the 1216.0 machines are homologated for Italy, to be used on the Innsbruck/Lienz corridor.

In November 2007, 1216 232 was temporarily retrofitted for services in Italy, and numbered as 1216 032 it completed trials that finally would have to lead to an approval for the 1216 series for speeds up to 200 kph in the future. Italy is introducing a new train detection system, called SCMT, which is mandatory for speeds above 140 kph soon, so the combination of 1216 and SCMT required another testing project.

Per 24.01.2008, 1216.2 machines have a restricted approval for Brünn - Ceske Budejovice in the Czech Rublic. 1216 234 was used for gathering enough data to make sure this was possible. Since June 2008 all 1216s configured as sub type C (1216.2) have full approval for running in the Czech Republic. The only restriction is that on track sections were old safety systems are installed, working with 25 Hz frequencies, maximum speed is restricted to 40 kph.

Just before the summer of 2010, the 1216.0 series had their long awaited break through in Italy. Since then, all units fit for running in Italy at that moment (eg 1216 001-025 and 032, which also kept its Italian package) can be seen in Italy. They are immatriculated at three different Italian companies, which is required to get them running in this country. An overview of the situation in October 2010:

1) Linea Smart Business Ways uses unit 1216.001, 002, 003, 004, 025 and 032. This freight operator is property of Rail Cargo Austria, the freight transport division of the ÖBB. In Italy these machines are marked as E190 0xx I-LI.

2) Units 1216 005 to 009 (E190 005-009 I-TI) run under FS Trenitalia registration because they are solely used for the corridor services between Innsbruck and Lienz, with Trenitalia personal on board.

3) LeNord operates 1216 011 to 024 (of which units 011-019 are decorated with the Italian flag) as E190 0xx I-LN. - EisenbahnRevue/PT/LF