DB Class V 160

Deutsche Bundesbahn

Industry	Railway
Founded	1953
Headquarters	Germany
Products	V 160 Class locomotives (later Class 216)

Overview of the Locomotive Class

The V 160 Class—renamed Class 216 following 1968—is a series of German diesel-hydraulic locomotives originally developed for the Deutsche Bundesbahn. This model represents the initial version within the broader V160 series, specifically designed to handle medium to heavy train operations.

These locomotives proved to be highly effective, paving the way for a range of related models within the same family (refer to DB V 160 family). Equipped with steam heating systems, they eventually faced obsolescence as compatible passenger coaches became scarce. Consequently, they were among the earliest units retired from service, with none remaining active under Deutsche Bahn management by 2004.

A limited number were transformed into the short-lived DBAG Class 226, while others underwent modifications and continue to operate under private railway companies.

Background and history

Building on the successful performance of the diesel-hydraulic DB Class V 80 locomotive during the era known as Epoch III in German Railways history, the Deutsche Bundesbahn outlined plans in 1953 to develop several new diesel locomotive models. These were intended primarily to replace steam engines and included the shunting locomotives V 60 and V 65, with the V 65.2 designed for both shunting and light freight duties. Additionally, the DB Class V 200 was designated for express passenger services, while the V 160 was created to handle both freight and passenger operations across the main network.

The initial concept envisioned a 1600 hp locomotive powered by two engines similar to those used in the V80, paralleling the approach taken with the V200, which utilized two units of the V100’s engine type. However, it soon became clear that adopting a single, high-output engine would reduce maintenance demands and operational expenses.

This new class was intended to supplant several steam locomotives, including the BR 03, BR 23, BR 38.10 (pr P 8), BR 39 (pr P 10), BR 50, BR 57 (pr G 10), and BR 78 (pr T 18). The design incorporated steam heating systems for passenger carriages and specified a maximum speed of 120 km/h.

Development work commenced at Krupp in spring 1956, leading to delivery of the first unit on August 6, 1960. By 1962, eight additional units were produced by both Krupp and Henschel. These early prototypes stood out within the entire V 160 series due to their rounded front ends, reminiscent but less refined than those on the V200s. This distinctive 'bulbous' nose earned them the nickname lollo, a nod to actress Gina Lollobrigida. The tenth prototype, V 160 010, completed by Henschel in 1963, was notable for featuring an angled front design inspired by Henschel’s prototype V 320 001, of which only one was ever built.

The prototypes demonstrated strong performance, prompting full-scale production from numbers V 160 011 through V 160 224 between 1964 and 1968. Manufacturing was carried out by Krupp, Henschel, KHD, Krauss-Maffei, and MaK. During production of the 156th unit, Deutsche Bundesbahn revised its classification system; consequently, this series adopted the reporting number 216. The initial "V" prefix—standing for Verbrennungsmotor ("combustion engine")—was replaced by a purely numerical code: "2" indicating a diesel locomotive and "16" retained from the original designation.

In response to evolving operational demands—such as increased power output, higher speeds, and electrical heating for passenger cars—a range of related classes emerged over the following decade. These included Classes 210, 215, 217, 218, and 219 (see DB Class V 160 family). While some variants were slightly longer or equipped with additional systems, they all fundamentally derived from the original V 160 platform. Altogether, more than eight hundred locomotives across these types were constructed.

Design

Except for V 160 006, the first ten pre-production units were equipped with a Maybach MD 16 V 538 TB engine. Subsequent models featured either the MTU 16 V 538 TB 10 or the MTU 16V 653 TB 10 engines, both V16 configurations delivering 1900 hp at 1500 rpm. Power transmission to both bogies was achieved through drive shafts connected to a two-speed hydraulic transmission supplied by Voith.

The structural framework consists of a welded steel chassis composed of U-shaped beams and cross members, combined with the body shell to form a load-bearing structure. This frame is mounted on two welded steel bogies, each supported by helical springs. The engine is positioned centrally, while fuel tanks, batteries, oil, and diesel fuel tanks are suspended beneath the chassis between the bogies. To maintain an axle load under 20 tons, lightweight materials were employed in the welded steel components. However, during mass production, some of these lighter constructions were replaced with more cost-effective parts, resulting in an increase in axle load from approximately 18.5 to about 20 tons.

Alongside the main diesel engine, a smaller auxiliary diesel unit powers a generator that supplies 110 V electrical current for lighting and operates an electrically driven air compressor for the braking system.

The steam heating system occupies one end of the locomotive, situated between the engine compartment and the driver’s cab. Fueled by oil, it is capable of adequately warming up to ten coaches at external temperatures as low as −10 °C. This heating equipment was manufactured by Hagenuk, featuring fuel oil capacity of 670 L and water storage of 2850 L.

A majority of these locomotives were outfitted for push-pull service and multiple-unit control through a 36-pin control cable system.

Safety features include the Sicherheitsfahrschaltung (commonly known as Sifa) and Punktförmige Zugbeeinflussung (PZB or Indusi). Later enhancements incorporated Zugbahnfunk, an analogue radio communication system linking cab and control center. Additional equipment comprises sandboxes, a whistle, and on certain units, automatic door locking mechanisms activated during motion.

Operations

The initial deployment of these locomotives was on the Hamburg–Lübeck route, where they operated push-pull double-decker passenger trains, replacing older BR 38.10 and BR 78 steam locomotives. They were also utilized for freight services. In push-pull configurations, these locomotives occasionally ran mid-train to facilitate easier detachment of carriages along the route.

Starting in the 1990s, Class 216 locomotives increasingly shifted focus toward freight duties due to the decline in availability of steam-heated passenger cars. Between 2000 and 2004, Deutsche Bahn gradually retired this class from active service, with final decommissioning occurring in 2004. Nonetheless, several units found continued use after being sold to private operators.

Variants

Beyond the locomotives produced during the 1970s, several additional versions have emerged later through the modification of pre-existing units.

DBAG Class 226

Deutsche Bahn developed seven units of the Class 226 specifically for hauling ICE 3 trains. To accommodate this role, these locomotives were equipped with Scharfenberg couplers, and their steam heating systems were removed and substituted with ballast. These units were phased out in 2004, replaced by converted DB Class 218 locomotives (subclass 218.8), and subsequently scrapped in 2005.

DH 1504

The initial locomotive in the series of rebuilt Class 216s, designated DH 1504, was produced in 1998 by 'On Rail'. This project aimed to transform retired state-owned Class 216 locomotives into a new medium-power 'Class 216' model. The outcome was essentially a new locomotive, retaining only the transmission, bogies, and frame from the original. Powered by a 1500 kW MTU engine, these locomotives also feature remote control capabilities.

A total of six such locomotives were constructed. Currently, three are operated by the Osthannoversche Eisenbahnen (OHE), two serve the Niederrheinische Verkehrsbetriebe (NIAG), and one is utilized by the Mindener Kreisbahnen (MKB).

Liveries

The earliest units were delivered in altrot (antique red), complemented by dark grey side skirts and ventilation grilles, with light grey roofs. The museum-preserved locomotive 216 221 still displays this original 'altrot' paint scheme. In January 1975, locomotive 216 071 became the first to be repainted in the then-new ocean blue-beige color combination. February 1988 saw locomotive 216 068 as the inaugural unit to adopt the somewhat controversial orientrot livery—characterized by an orient red finish with a white "bib" on the front. Another color scheme applied to DB Class 160 locomotives was verkehrsrot (traffic red), paired with mid-grey skirts and ventilation grills.

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  Representative main production model in 'altrot' colors DB 216 014
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  Locomotive 216 176 featuring 'turquoise and cream' livery
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  Unit 216 014 painted in 'orientrot' scheme
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  Rebuilt Class 216 displaying NIAG livery
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  Former DB 216 122 in H. F. Wiebe paint scheme

References

Additional sources

• V160 dbtrains.com
• v160.de V160 family website – concise introduction, detailed data on individual locomotives including historical images, manufacturer details, current status, and service records. Also offers technical insights into engine, transmission, fuel system, and cab design. v160.de
• Die V-160 familie Summary of technical specifications, livery details, and operational/accident history for Class 216 and related models. deutsche-lokomotiven.de
• OnRail DH1504 Details about DH1504 rebuild projects privat-bahn.de

External links

• V 160 003 at Historische Eisenbahnfahrzeuge Lübeck e.V. (Historic Rail Vehicles, Lübeck) Preserved original prototype locomotive featuring the distinctive rounded front design.
• DB Class 216 information from Deutsche Bahn enthusiasts