DB Class 218

Deutsche Bundesbahn Class 218

Company type	Diesel-hydraulic locomotive
Industry	Railway transport
Predecessor	DB Class V 164
Founded	1966
Headquarters	Germany
Products	Diesel-hydraulic locomotives
Parent	Deutsche Bundesbahn

Overview

The DB Class 218 locomotives, originally designated as DB Class V 164 prior to 1968, consist of four-axle diesel-hydraulic units procured by the Deutsche Bundesbahn for deployment on both primary and secondary routes, handling passenger and freight services alike.

This series marks the ultimate significant update within the DB V 160 locomotive family, integrating favored elements from earlier models such as a hydrodynamic braking system and a single prime mover that supplies electrical train heating through a generator alongside traction power. Representing the largest production run within the family, these locomotives formed the core of Deutsche Bundesbahn’s mainline diesel traction from the 1970s until German reunification.

Although many units have been superseded by DMUs, electrification projects, and former DR Class 130 locomotives, a considerable portion of the fleet remained operational across Germany as of 2009.

Background, history and design

The series 218 locomotives represent the final evolution within the V 160 family, distinguished primarily by their use of a single engine that delivers both propulsion and electrical heating to the train through an auxiliary generator. This streamlined approach replaced the dual-engine setup found in the DB Class 217, enabled by the introduction of a more powerful engine producing approximately 1840 kW, compared to the earlier DB Class V 160 engine rated at around 1400 kW.

In 1966, Deutsche Bahn commissioned an initial batch of twelve prototype units from Krupp, initially designated as V 164. Following the adoption of a 'computer compatible' UIC numbering system (refer to DB locomotive classification), the class was renumbered as 218, which became the official classification for this series.

Between 1971 and 1979, a total of 398 locomotives were manufactured by companies including Krupp, Henschel, Krauss-Maffei, and MaK. Notably, after severe damage in 1975, locomotive DB 215 112 was rebuilt to meet Class 218 standards and subsequently renumbered as 218 399.

With power outputs ranging from 2500 to 2800 hp and a maximum speed of 140 km/h, these locomotives were capable of multiple-unit operation with related classes such as 215, 216, and 217. Their electric train heating system and low-speed gearing for heavy freight duties made them the primary traction option across non-electrified routes in West Germany, serving both passenger and freight services.

Around the turn of the millennium, there was a shift from locomotive-hauled trains toward greater deployment of diesel railcars or diesel multiple units (DMUs). This transition reduced reliance on Class 218 locomotives for passenger transport; many units were retired or reassigned primarily to freight operations. Nonetheless, they remained active on mainline long-distance routes as of the year 2000.

By January 2008, roughly 220 units remained operational.

Technical information

The series 218 shares its fundamental design principles with other members of the V 160 family: all four axles are powered via cardan shafts linked to a Voith two-speed hydraulic transmission driven by a diesel engine. Fuel and oil tanks are positioned beneath the main frame between the bogies, flanking the centrally mounted transmission. The locomotive features two driver cabs with slightly differing window configurations. Externally, these locomotives resemble other family members but are distinguished by their extended length of 16.4 meters.

Traction and braking forces are transmitted to the locomotive’s main structure through transverse beams connected to longitudinal support beams. The body shell is constructed from sheet steel.

Starting with unit 218 299, flexicoil suspension was implemented on each bogie side and between bogies, supported by coil springs.

Inside the body, two walkways link the driver cabs.

Engines

Throughout their service, various diesel engines have powered these locomotives. The initial units were equipped with the MA MTU 12V 956 TB10 engine, delivering approximately 2,500 hp (1,900 kW).

Since full electric heating operation reduces the effective power available at the rail, some locomotives were fitted with a French-built 16-cylinder Pielstick PA4 V200 engine producing around 2,700 horsepower (2,000 kW), manufactured under license by KHD.

MTU Friedrichshafen developed an enhanced version of the TB10, known as the TB11, which increased output to 2,800 hp (2,100 kW) and was installed in over half of the class.

In response to stricter emission regulations and due to wear on original engines, as well as efforts to boost efficiency, several modernization measures have been explored or implemented, including:

• Installation of emission reduction kits on TB11 engines.
• Incorporation of electronic engine management systems into TB11 units.
• Trials of entirely new engine models, resulting in:
  • Acquisition of multiple 16 V R40/41 MTU engines as replacements.
  • Four locomotives retrofitted with Caterpillar engines.

Following these upgrades, the majority of locomotives now operate with either emission-optimized TB11 engines or MTU 4000 series powerplants.

Since 1985, all units have featured additional exhaust outlets mounted on the roof resembling scoops. These devices channel exhaust gases upward, preventing accumulation of particulates or condensates on overhead wires. The narrowed exhaust diameter also accelerates gas flow, dispersing combustion emissions higher into the atmosphere and minimizing exposure to passengers.

Electrical equipment

The safety system installed is typically a Lorenz Indusi I-60. The original 36-pin electrical connectors between units enable functions such as double traction control, automatic door locking when the train is in motion, and transmission of driver announcements when coupled with passenger coaches, alongside supporting passenger information system equipment.

Initially, carriage electrical power was managed via a basic cycloconverter. Subsequently, gate turn-off (GTO) thyristor-controlled circuits with intermediate DC links were introduced to supply AC power to carriages (see Inverter).

Liveries

The earliest locomotives arrived painted in the standard 'crimson' color (RAL 3004) prevalent at that time. In 1974, units 218 217 and 218 218 served as testbeds for new paint schemes: 218 218 became the first to don the ocean blue-beige combination (RAL 5020/RAL 1001), while 218 217 received an experimental livery inspired by Trans Europ Express (TEE) red and beige (RAL 1001/RAL 3004).

The turquoise and cream scheme eventually became standard for Class 218 locomotives. The unique burgundy and beige livery on 218 217 remained solitary for nearly three decades until unit 753 001 (formerly 217 001) adopted this color pattern.

By the late 2000s, the turquoise/cream paint had almost vanished from service, with DB AutoZug's unit 218 320 being one of the last examples.

In 1984, ten locomotives assigned to the City-Bahn route between Cologne and Gummersbach were painted bright orange (RAL 2004) featuring a grey stripe. After this service ended, they retained this livery until the 1990s when they were repainted in orientrot—a shade of oriental red (RAL 3031) with white detailing; the final unit repainted was 218 135 in 1996.

Presently, almost all remaining Class 218 locomotives sport the modern traffic-red color scheme (RAL 3020).

A notable exception is unit 218 473 which wore a dark blue "King Ludwig" livery from April 2005 for four years, sponsored by model train maker Märklin.

Variants

Several locomotives have undergone rebuilding and reclassification to meet evolving operational demands:

DB Class 218.9

The DB Class 218.9 emerged from Deutsche Bundesbahn's experimentation with diesel locomotives augmented by gas turbine engines during the 1970s. Due to issues such as limited gas turbine durability, decreased fuel economy, and two turbine malfunctions, the small fleet of eight Class 210 units was converted into Class 218.9 at the start of the 1980s. This subclass included units numbered 218-901 through 218-908. These locomotives were withdrawn from service and dismantled between 2004 and 2006.

DB AG Series 210.4

In 1996, Deutsche Bahn AG introduced a second batch of locomotives under the Class 210 designation for the intercity route connecting Munich, Berlin, and Hamburg. This service utilized non-powered driving trailers, originally employed with the Class 120 electric locomotives.

The segment between Nauen and 'Berlin Zoological Gardens' was only partially electrified; within this gap, the train—normally pulled by a DB Class 120 electric locomotive—was hauled by diesel engines.

To fulfill this role, locomotives numbered 218 430 to 434 and 218 456 to 462, based in Lübeck and noted for their excellent condition, were repurposed in 1996. These units required certification for operation at speeds up to 160 km/h, matching the original Class 210's maximum velocity. Although the original hydraulic transmission was designed for this speed in its highest gear, the drive shafts had to be reinforced to accommodate the increased performance. The original locomotive numbers were retained; for example, DB 218 430 was redesignated as DB 210 430.

After the line achieved full electrification, these locomotives reverted to standard duties. In December 1998, they were rebuilt once more and reclassified back into Class 218.

DB AG Series 218.8

A total of fifteen locomotives were modified in Bremen for shunting and towing operations. Equipped with Scharfenberg couplers compatible with modern coaching stock, these units serve on various S-Bahn networks and are present at major railway hubs.

For instance, unit 218 228 operates within the Frankfurt S-Bahn area, while 218 191 is active around Stuttgart. Additional units are stationed at Darmstadt and Plochingen (including another 218 191).

Some members of this subclass have been outfitted to tow ICE trains and operate in multiple-unit formations on upgraded lines such as Cologne-Rhine Main and Nuremberg-Ingolstadt.

These fifteen locomotives are primarily based at depots in Frankfurt/Main (housing nine units) and Berlin-Rummelsburg (with six units).

DB AG Series 225.8

Locomotives from Classes 215 and 218 reassigned to freight duties under DB Railion received new classification as Class 225. Within this grouping, former Class 218 units were designated as sub-series 225.8.

Operations

Introduced in 1968, the Class 218 represented a highly successful design, incorporating the most advanced and refined technology available at the time. Capable of reaching speeds up to 140 km/h, these locomotives demonstrated their versatility on services such as the TEE Bavaria and continued to operate effectively with n-wagons well into the early 21st century.

Following German reunification and the integration of the former East and West German rail networks, the Class 218 found renewed utility on non-electrified routes previously managed by the Deutsche Reichsbahn. Meanwhile, in western Germany, certain intercity routes increasingly utilized DB Class 232 and 234 locomotives.

The locomotives were allocated to various depots including Regensburg, Stendal, Lübeck, Brunswick, Ulm, Hagen, Mühldorf, Karlsruhe, Rostock Hbf, Kempten, Halting, and Kaiserslautern.

By the year 2000, there were 415 units still in active service. At this point, initial retirements began for those found to be in poor condition during routine inspections. Concurrently, DBAG initiated a fleet rationalization program:

• Units numbered from 101 to 399 were intended to remain operational until 2003, after which they would either be withdrawn from service, reassigned for internal use, or sold to DB AutoZug.
• The 218.4 subclass, equipped for push-pull operation, was designated to work with double-decker passenger coaches.
• Prototype locomotives were reclassified as Class 225.8 and transferred to DB Cargo for freight duties.
• The modified 218.8 subclass, adapted for hauling ICE trains, continued in active service.

As of March 2008, approximately 235 locomotives remained operational, representing around 60% of the original production series.

Gallery

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References

Other sources

• "Die V 160 familie" [The V 160 family]. deutsche-lokomotiven.de (in Deutsch). Technical details, paint schemes, and primary deployment data.
• "V162 / V164". dbtrains.com. Information on construction.
• "V160 Familie" [V160 family]. privat-bahn.de (in Deutsch). Summary technical data and details on museum and infrastructure (Deutsche Bahn Gleisbau GmbH) locomotives.
• "Die V 160" [The V160]. v160.de (in Deutsch). Extensive coverage of engines, transmissions, individual locomotive histories, and a comprehensive photo gallery.

Literature

• Matthias Maier: Diesellokomotiven deutscher Eisenbahnen, alba, Düsseldorf, 1997 (in German)
• Malte Werning and Andreas Burow: Die V 160-Familie. Die Alleskönner der Bundesbahn: BR 210, 215, 216, 217, 218, 219, GeraMond Verlag, München, 2003 (in German)
• Markus Hehl: Eisenbahn-Kurier Special: Deutsche Diesellokomotiven, issue 72, EK-Verlag, Freiburg (in German)

External links

• Media related to DB Class 218 at Wikimedia Commons