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DB Class 218
DB Class 218
DB Class 218
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DB Class 218
A pair of Class 218s at Köln Hbf, 2013.
Type and origin
Power typeDiesel-hydraulic
BuilderKrupp, Henschel, Krauss-Maffei, MaK[1]
Serial number218 001-012[2]
218 101–499[2]
218 901-908 (converted DB Class 210)
Build date1968; 1971-1979
Total produced12 prototypes
398 main production
1 as 218 399 rebuilt from 215 112[2]
Specifications
Configuration:
​
 • UICBo′Bo′[1]
Gauge1,435 mm (4 ft 8+1⁄2 in)
Length16.4 m (53 ft 9.7 in)[1]
Loco weight~79.5 t (78.2 long tons; 87.6 short tons)
Fuel typeDiesel fuel
Prime moverAs built:
218 001-012, 101-196, 242-288, 901-908:
MTU 12V 956 TB 10 (of 1,840 kW or 2,470 hp)[3]
218 198-241, 289-322, 340-426, 435-455, 463-484:
MTU 12V 956 TB 11 (of 2,061 kW or 2,764 hp)[3]
218 197, 323-339, 427-434, 456-462, 485-499:
Pielstick 16PA 4V 200 (of 2061 kW)[3]
Engine typeDiesel
Generator400 kW (540 hp) for HEP[3]
Cylinders12
TransmissionHydraulic (Voith 820 brs or MTU K 252 SUBB (with pielstick engines[4])
Power transmission limit is 1487 kW[4]
MU workingwith other classes of the V160 family, and other locos
Loco brakehydrodynamic brake[4]
KE-GPP2R-H mZ Air
Train brakesAir
Safety systemsSifa, PZB
Performance figures
Maximum speed140 km/h (87 mph) / 90 km/h (56 mph)[1]
Power output1,840 kW (2,470 hp) (TB10 MTU)
2,061 kW (2,764 hp) (MTU TB11) (TB11 MTU)
1,986 kW (2,663 hp) (Pielstick)
Tractive effortstarting : 235 kN (53,000 lbf)[1]
Career
OperatorsDB, DB Railion

The DB Class 218 (before 1968 the DB Class V 164) are a class of 4-axle, diesel-hydraulic locomotives acquired by the Deutsche Bundesbahn for use on main and secondary lines for both passenger and freight trains.

The class represents the final major revision of the DB V 160 family of locomotives; having the preferred features of the antecedent locomotives, including a hydrodynamic brake, and a single engine providing electrical train heating via a generator as well as tractive power. The class were also the most numerous of the family, providing the backbone of the Deutsche Bundesbahn's main-line diesel locomotive traction from the 1970s up to the reunification of Germany.

Despite being displaced from many workings by DMUs, electrification, and inherited DR Class 130s, as of 2009 a significant number of the class still remain active throughout Germany.

Background, history and design

[edit]

The locomotives of series 218 were the last of the V 160 family to be developed; the main new feature was the use of a single engine to provide tractive power as well as electrical train heating when required (via an attached generator), the simplification over the two engined DB Class 217 was preferred, and was made possible by the availability of a higher powered (~1840 kW) engine compared to the original DB Class V 160 (~1400 kW).

In 1966 an initial twelve prototype locomotives were ordered from Krupp by the DB, for which the V 164 numbering was given, the main order came after the change to a 'computer compatible' UIC numbering scheme (See DB locomotive classification) which gave the number 218 as the reporting code for this class of locomotives.

The main series of 398 machines was produced between 1971 and 1979, by Krupp, Henschel, Krauss-Maffei and MaK.[1] Additionally the engine DB 215 112, after being badly damaged in 1975 was repaired to Class 218 specification, and renumbered 218 399.[2]

With a power of 2500 to 2800 hp and a top speed of 140 km/h, and the ability to work in multiple with related classes 215, 216, 217 and 218 as well as other classes, and coupled with electric heating and a low speed gear for heavier freight trains the locomotives became the main source of motive power in West Germany on both passenger and freight trains outside electrified sections.

The turn of the second millennium and the preceding few years saw a change from locomotive hauled trains to increasing use of 'diesel railcars' (or DMUs, diesel multiple units). This led to a reduction in the demand for these locomotives on passenger services, with many falling out of use, or only finding work pulling freight trains, nevertheless, in 2000 the locomotives were still in use on mainline long-distance trains.

By January 2008 there were approximately 220 copies still active.

Technical information

[edit]

The design of the series as fundamentally the same as the rest of the V 160 family: all four axles are driven via cardan shafts by a Voith[note 1] two speed hydraulic transmission which in turn is driven by a diesel engine, fuel and oil are located between the bogies under the main frame, on either side of the centrally located transmission, there are two cabs (which have slightly different windows). Externally the machines are very similar to the other members of the class, being of the longer variant at 16.4 m.

The tractive and braking forces are transmitted to the main mass of the locomotive via transverse beams attached to the main longitudinal supporting beams, the superstructure is made from sheet steel, forming a shell.

The framework supported on coil springs on the bogies, from 218 299 onwards flexicoil suspension was used, per bogie side and from the bogies.

There are two walkways connecting the cabins inside the body.

Engines

[edit]

Over time, several diesel engines have been used as propulsion; the first series received the MA MTU 12V 956 TB10 with 2,500 hp (1,900 kW)

Because of the available power at rail being reduced when operating at full electric heating power some machines were fitted with a French 16 Pielstick PA4 V200 engine with around 2,700 horsepower (2,000 kW) built under license by KHD.[note 2]

MTU developed from the TB10 engine a TB11 with greater power of 2,800 hp (2,100 kW) which was fitted to more than half the class.

With the introduction of more stringent emission requirements, as well as the original engines being badly worn, or in an attempt to improve efficiency, a number of upgrades have been investigated or fitted, including:

  • TB11 engines fitted with emission reducing kit.
  • Electronic engine management fitted to TB11 engines.
  • Testing of entirely new engines, leading to:
    • Procurement of numerous 16 V R40/41 MTU engines as replacements
    • 4 locomotives fitted with Caterpillar Inc engines

Following the upgrades most of the class have either emission-improved TB11 engines or MTU 4000 engines.

Since 1985, the locomotives have had additional engine exhaust devices fitted on the roof with a scoop like appearance – the purpose of these is to direct the exhaust flow, preventing overhead wire being coated by any particulate or condensed emissions. The 'scoops' also increase the exhaust flow speed, by reducing the diameter of the exhaust - thus launching the combusted vapours higher in the air, and reducing the likelihood of passengers being coated with engine smoke.

Electrical equipment

[edit]

The Indusi safety system is usually a Lorenz Indusi I-60. The original 36-pin inter-unit electrical connectors allows double traction control, auto door locking when not at a standstill, and can transmit driver announcements when attached to a passenger train, in addition to equipment for passenger information systems.

Originally the electrical power from the generator for the carriages was controlled with a simple Cycloconverter,[clarification needed] later GTO Thyristor controlled supply circuits that had an intermediate DC circuit were used to create the AC carriage supply. (see Inverter)

Liveries

[edit]

The first locomotives were delivered in the usual 'crimson' (RAL 3004) of that time. In 1974 218 217 and 218 218 were used as test vehicles for new colour schemes : 218 218 was the first locomotive in the new ocean blue-beige (turquoise/cream) finish (RAL 5020/RAL 1001). 218 217 received an experimental livery in the TEE red and beige (RAL 1001/RAL 3004).

The turquoise/cream colour became a new standard for the 218, whilst the 218 217 in the burgundy and beige remained a loner, for almost thirty years, until 753 001 (ex 217 001) became the second locomotive from the V160 family to receive this colour scheme.

By the late 2000s the turquoise/cream colour had virtually disappeared, the last representative being DB AutoZug 218 320.

In 1984 for the City-Bahn railway on the Cologne - Gummersbach ten locomotives were painted in pure orange (RAL 2004) with a grey stripe, after the project ended they retained the livery until the 1990s when they received the orientrot scheme of the 'oriental red' color (RAL 3031) with a white markings, the last 218 135 being repainted in 1996

The remaining Class 218 locomotives are almost entirely in the current traffic-red (RAL 3020) colour scheme.

As an oddity 218 473 was, for four years from April 2005 onwards, painted in a dark blue "King Ludwig" livery, sponsored by model train manufacturer Märklin.[note 3]

Variants

[edit]

A number of locomotives have been rebuilt and/or reclassified due to changing requirements:

DB Class 218.9

[edit]
Main article: DB Class 210

The DB Class 218.9 resulted from the Deutsche Bundesbahn's flirtation with diesel locomotives boosted by gas turbine engines in the 1970s. Problems with gas turbine engine lifespan, and reduced fuel efficiency, coupled with two turbine failures resulted in the small class of eight Class 210 machines being rebuilt as class 218.9 at the beginning of the 1980s. This subclass was number 218-901 to 218-908. They were decommissioned and scrapped between 2004 and 2006.

DB AG Series 210.4

[edit]
See also: DB Class 210

A second set of locomotives designated Class 210 was created by the Deutsche Bahn AG in 1996 for the inter-city line from Munich via Berlin to Hamburg with non powered driving trailers, on which the original Class 120 was used.

Between the stations of Nauen and 'Berlin Zoological Gardens' the route was only partially electrified; in this electrification gap the train (complete with a DB Class 120 E-Lok) was towed by the diesels.

In 1996 the machines for this task were created from locomotives 218 430 to 434 and 218 456 to 462 which were stationed in Lübeck and were in particularly good condition. For this task the locomotives needed to be approved for running at 160 km/h (the same maximum speed at which the original Class 210 had run). The original hydraulic transmission was rated in its upper gear to 160 km/h, but the drive shafts needed to be uprated for the increased speed.[dubious – discuss][clarification needed]. The individual locomotive numbers were preserved - thus DB 218 430 became DB 210 430.

Following the full electrification of the line the locomotives returned to normal stock duties, in December 1998 the locomotives were rebuilt again and became Class 218 machines once again.

DB AG Series 218.8

[edit]

15 locomotives were converted (in Bremen) for towing and shunting tasks - being fitted with a Scharfenberg coupler for modern coaching stock, they are used on the S-Bahn networks; found in all the major railway stations.

218 228 is found in the S-Bahn area of Frankfurt, 218 191 in the S-Bahn around Stuttgart, others at Darmstadt and Plochingen (218 191).

Some of this sub-class were equipped for towing ICE trains, and used in multiple on the new (rebuilt) lines of Cologne-Rhine Main and Nuremberg-Ingolstadt.

These 15 locomotives are based at the locomotive depots at Frankfurt/Main (nine locomotives) and Berlin-Rummelsburg (six locomotives).

DB AG Series 225.8

[edit]
Main article: DBAG Class 225

Class 215 and Class 218 locomotives transferred to DB Railion for freight work were renumbered as Class 225, with the Class 218 locomotives forming the sub-series 225.8.

Operations

[edit]

The Class 218 was a successful design made with the most modern and sophisticated components that were available in 1968. With a relatively high speed of 140 km/h, the locomotives proved useful on TEE Bavaria, and with n-wagons with which they operated well past the year 2000.

Furthermore, after the dissolution of the GDR, and the merging of the two German railway systems they proved useful again on non-electrified sections of the former Deutsche Reichsbahn, however in the former West Germany some intercity services began to be operated by the DB Class 232 and 234 locomotives.

The locomotives were stationed in the depots of Regensburg, Stendal, Lübeck, Brunswick, Ulm, Hagen, Mühldorf, Karlsruhe, Rostock Hbf, Kempten, Halting and Kaiserslautern.

In 2000 there were 415 active machines, at this time also began the first decommissioning of machines that were found to be in a bad state of repair on their scheduled inspections. At this time DBAG began to economise its fleet:

  • The locomotives with serial numbers 101 to 399 were to be kept until 2003, but then be either retired, transferred for internal use, or sold to DB AutoZug.
  • The 218.4 locomotives capable of push pull operation were to be used with double decker passenger coaches.
  • The prototypes locomotives were reclassified as Class 225.8 and transferred to DB Cargo for freight use.
  • The 218.8 sub-class modified for towing ICE trains remained in service.

In March 2008 there were 235 active machines, or about 60% of the total Serienloks.

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Notes

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

DB Class 218

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from Grokipedia
The DB Baureihe 218, commonly known as Class 218, is a four-axle diesel-hydraulic designed as a versatile mainline unit for the (DB), featuring a top speed of 140 km/h, a length of 16.4 meters, a service weight of 80 tonnes, and a power output of 2,061 kW (2,800 PS) from MTU V12 or V16 engines powering hydraulic transmission, electric train heating, and multiple-unit control. Developed in the mid-1960s as a successor to the V 160 family to serve both passenger and freight services on non-electrified lines, the Class 218 entered pre-series production with 12 prototypes (218 001–012) delivered in 1968–1969, followed by 398 serial units from 1971 to 1979, plus conversions from Classes 210 and 215, resulting in a total of around 410 locomotives built by Krauss-Maffei, Henschel, , and Maschinenfabrik (MaK). The design incorporated advanced features for its era, including hydrodynamic brakes, a starting of up to 235 kN in low gear, and adaptability for push-pull operations, making it a staple for regional express (RE), intercity (IC), and shuttle trains across . Over its service life, the Class 218 has undergone various upgrades, such as engine variants with powers from 1,839 kW to 2,059 kW, modernization programs in the and for improved reliability, and diverse paint schemes including the iconic traffic red (Verkehrsrot) and earlier ocean blue-beige livery. As of 2025, units remain active with and private operators on routes like those in Niebüll, , and , despite ongoing replacement by modern diesel-electric locomotives such as the Class 245, due to persistent fleet shortages.

History

Development and Prototypes

The development of the DB Class 218 originated in the early 1960s as part of the broader evolution of the V 160 family of diesel-hydraulic locomotives, which sought to overcome the reliability and maintenance challenges of earlier multi-engine designs like the V 200 class. These predecessors, with their twin engines, suffered from higher operational costs and frequent breakdowns due to complex synchronization and component duplication. To address this, the V 160 family adopted a single-engine configuration, providing improved tractive effort through a more powerful centralized power unit while simplifying maintenance. The Class 218 further refined this approach by incorporating an electrical train heating system in place of the steam boilers used in earlier variants, enabling more efficient passenger services without the need for additional fuel-intensive heating equipment. Initial concepts for what would become the Class 218 emerged around , building directly on the V 160 series' proven single-engine architecture to meet the Deutsche Bundesbahn's (DB) demand for a versatile mainline capable of handling both freight and passenger duties. In response, the DB ordered 12 prototype locomotives designated as the V 164 series, with construction handled by in . These prototypes were delivered starting in 1968, equipped with the MTU 12V 956 TB10 turbocharged 12-cylinder , selected for its enhanced reliability and power output over the engines in prior multi-engine models. This engine choice marked a key step in resolving the issues that had plagued earlier designs, ensuring more consistent performance under varying loads. The prototypes underwent extensive testing on both main lines and secondary routes across the DB network to evaluate their suitability for diverse operational conditions. Performance trials focused on acceleration, sustained power delivery, and top speeds reaching 140 km/h, confirming the single-engine setup's advantages in and overall efficiency. These evaluations highlighted the locomotive's ability to maintain stable operation without the vibration and risks associated with multi-engine systems. By , as part of the DB's unified overhaul, the V 164 designation was changed to , solidifying its role as the culmination of the V 160 family's development.

Production and Deployment

The production of the DB Class 218 commenced with the series units in 1971 and continued until 1979, resulting in 398 locomotives built to meet the Deutsche Bundesbahn's (DB) requirements for versatile diesel traction. These units were constructed by four major German locomotive manufacturers: , which delivered 152 locomotives; Henschel, responsible for 106 units; Krauss-Maffei, producing 105; and MaK, contributing 35. In addition to the series production, one further unit—numbered 218 399—was rebuilt in 1979 from the damaged Class 215 locomotive 215 112, yielding a total of 411 Class 218 locomotives when including the 12 earlier prototypes. The procurement of the Class 218 formed a key element of broader diesel fleet modernization program during the 1960s and 1970s, aimed at systematically replacing on secondary and non-electrified main lines to improve and reduce maintenance costs. Orders were placed collectively with the manufacturers to leverage shared components from the V160 family design, ensuring standardized production and cost control amid the transition from steam to diesel-hydraulic power. Upon completion, the series units were initially allocated to key DB depots including , , and others across , facilitating rapid integration into the network. Deployment followed a phased approach, with the first series locomotives entering in 1971, primarily assigned to mixed-traffic duties involving both passenger and freight trains on unelectrified routes where electrification was not immediately feasible. This strategy allowed the DB to optimize resource utilization while prototypes from the preceding development phase underwent final validation.

Technical Specifications

Mechanical Design

The DB Class 218 employs a under the UIC classification, featuring four powered axles arranged across two bogies to provide balanced traction and stability for mainline and secondary route operations. This configuration ensures effective weight distribution and maneuverability on standard gauge tracks of 1,435 mm. Key dimensions include a over buffers of 16.4 m, a body width of 3.136 m, and a of 4.275 m above the railhead, allowing compatibility with standard European loading gauges while maintaining a compact profile for versatile deployment. The locomotive's service weight is approximately 80 tonnes, with a maximum of 20 tonnes, contributing to its robustness on varied terrain. Constructed with a welded and body shell, the design emphasizes durability and resistance to the stresses of high-mileage mainline service, forming a load-bearing structure that integrates seamlessly with the overall . The bogies are fabricated from welded , each with a of 2.8 m and driving wheels of 1,000 mm (new), providing a total of 11.4 m for the . Hydraulic suspension elements support the framework on coil springs, enhancing ride quality and load handling, while integrated sanders deliver traction sand to the rails for improved in adverse conditions. Additionally, snowplows mounted on the bogies enable reliable winter operations by clearing light accumulations from the track ahead. Braking is handled by a Knorr compressed-air system designated KE-GPR2 R-H mZ, featuring electro-pneumatic (ep) control for precise and responsive dynamic braking across the four axles. Each bogie includes four brake cylinders applying two shoes per wheel, ensuring effective stopping power while integrating briefly with the propulsion system for retarded braking modes.

Propulsion and Power Systems

The DB Class 218 diesel locomotives are equipped with a diesel-hydraulic propulsion system, where a central drives a hydrodynamic transmission to power the bogies. This setup provides versatile operation for both passenger and freight services, with the engine's output transferred via cardan shafts to the axles. The primary power source is a V12 four-stroke from MTU (formerly MAN), initially the type 12V 956 TB10 rated at 1,840 kW (2,500 hp) at 1,200 rpm. Later upgrades introduced the TB11 variant, increasing output to 2,061 kW (2,800 hp) through improved turbocharging and exhaust systems for enhanced efficiency. A smaller number of units received the V16 Pielstick 16PA 4V 200 engine under license from , delivering 1,986 kW (2,700 hp), primarily to match performance in specific operational needs. Power transmission occurs through a hydrodynamic converter system, utilizing either the L 820 brs multi-stage or the MTU K 252 SUBB, with the latter paired to Pielstick engines for optimized torque delivery. These transmissions feature two selectable gear ratios, enabling a switch between high-traction low-speed mode and high-speed operation, while limiting maximum power at the rail to 1,487 kW to ensure reliability and prevent overload. The water-cooled engines integrate with -designed cooling systems, featuring longitudinal roof vents for efficient heat dissipation during sustained loads. Performance metrics include a top speed of 140 km/h in passenger configuration via the high gear, dropping to approximately 100 km/h in the low gear for freight duties to maximize starting of 235 kN. Fuel capacity stands at 3,200 liters in a central , supporting extended non-electrified route operations without frequent refueling.

Electrical and Auxiliary Systems

The DB Class 218 features an auxiliary three-phase synchronous generator rated at approximately 400 kW, driven mechanically from the main via gearing, to supply hotel (HEP) for compatible German . This generator operates at 1000 V and 1000 rpm, powering electric heating systems, coach battery charging, and other auxiliary consumers such as lighting and control circuits. Unlike earlier V 160 family variants, the Class 218 eliminates the need for a separate auxiliary by integrating HEP generation with the primary powerplant, enhancing efficiency for mixed passenger and freight duties. Control systems include standard multiple-unit (MU) capability via 36-pin inter-unit electrical connectors, enabling double-heading operations where one locomotive's controls synchronize with the other for coordinated , braking, and power distribution. This setup supports push-pull configurations with conventional cab signaling over the same connectors, allowing versatile deployment in regional and services without dedicated control cars. Safety systems incorporate the Indusi (Intermittent Inductive Automatic Train Control) protection, typically the Lorenz I-60 variant, which enforces speed limits and signal compliance through trackside inductors and in-cab displays, later upgraded to PZB-90 functionality via retrofitted computers. Vigilance is ensured by the (Sicherheitsfahrschaltung) device, a deadman's handle equivalent requiring driver acknowledgment every 30 seconds during motion to prevent unintended movement, with automatic emergency braking after a 36.5-second timeout if unacknowledged. Auxiliary provisions include lead-acid battery banks for starting and low-power operations, charged by the main generator once the runs, alongside standard lighting such as dual headlights, tail lights, and cab illumination powered from the same electrical bus. As a non-electrified diesel-hydraulic design, the Class 218 lacks a or overhead contact system, relying entirely on onboard generation for all electrical needs.

Liveries

The DB Class 218 locomotives entered service with the standard diesel livery, featuring an Orient red (RAL 3031) body, a pebble grey (RAL 7032) roof, and a underframe, applied to the initial production units starting in 1971. This scheme, inherited from earlier DB diesel designs of the 1960s, emphasized uniformity across the fleet for identification and maintenance purposes. From 1974 onward, select units transitioned to the new InterCity-oriented scheme of (RAL 5020) upper body with ivory (RAL 1014) lower panels, marking a shift toward more modern, two-tone aesthetics for passenger services; this included trial applications like the silver-red and fawn () livery on 218 217 as a potential export or design variant. In the mid-1980s, ten locomotives, such as 218 137, received a distinctive "Pop" scheme of orange upper sections and kiesel grey lower areas for the City-Bahn project, aimed at urban commuter operations. The 1990s brought further evolution with the privatization of AG, standardizing the fleet in traffic red (RAL 3020) to align with the unified , often incorporating variants like or silver accents for duties or trial configurations. Special schemes emerged alongside these, including Orient red bases accented with white stripes around cab windows for enhanced visibility in push-pull configurations, as well as liveries for events—such as the Rheingold-inspired cream and gold on select units or promotional wraps for cultural campaigns like the edition. Across its history, the Class 218 has featured approximately five major variants, reflecting operational roles from regional haulage to promotional duties. As of 2024, the remaining active units predominantly operate in the traffic red scheme, updated with the contemporary DB logo and minimalistic accents to denote ongoing regional and freight services.

Variants

Class 218.9

The DB Class 218.9 subclass originated from eight experimental locomotives initially classified as Class 210, which were introduced by the in 1970 for high-speed mixed-traffic duties. These units, originally numbered 210 001–008, featured a hybrid propulsion system combining a primary MTU 12V 956 with an auxiliary gas turbine to achieve enhanced power output for operations up to 160 km/h, primarily in the region out of depot. Due to persistent reliability issues with the gas turbines, including a notable fire incident on unit 210 008 in December 1978, the initiated a rebuild program in 1980–1981, converting all eight locomotives to conform to the standard Class 218 design and renumbering them as 218 901–908. The modifications during the rebuild focused on simplifying the propulsion system for cost-effective maintenance and fleet standardization. The gas turbines were completely removed, and the locomotives were repowered solely with the standard MTU 12V 956 TB1 producing 1,840 kW, as used in the production Class 218 units. High-speed gearing was retained, allowing a maximum speed of 160 km/h, consistent with their origins for faster mixed-traffic duties while reducing wear on components originally designed for higher velocities. Other changes included updates to the braking system and auxiliary equipment to match Class 218 specifications, transforming these former prototypes into a temporary utility subclass without the experimental hybrid features. Following the rebuild, the Class 218.9 locomotives saw limited service primarily in secondary freight and shunting roles, reflecting their role in post-reunification fleet rationalization efforts after 1990, when surplus East German rolling stock necessitated the disposal of older or specialized units. Initially retained at depot from 1983, they were later transferred to in 2001 for continued use in regional heavy freight hauling on non-electrified lines. However, their obsolescence in the face of modern diesel and projects led to progressive decommissioning, with all units retired between 2004 and 2006—such as 218 901 on December 15, 2005, and 218 902 on November 14, 2006—and subsequently scrapped, leaving no preserved examples. This subclass thus served as a short-lived bridge in the Bundesbahn's transition to a unified post-reunification fleet.

Series 210.4

In the mid-1990s, the modified twelve well-maintained Class 218 locomotives to create the temporary Series 210.4 subclass, enabling operation at a top speed of 160 km/h for improved express passenger services on unelectrified routes. The selected units—218 430–434 and 218 456–462—underwent conversion starting in September 1996 and were reclassified as 210 430–434 and 210 456–462, respectively. This subclass represented a short-term solution to meet demand for faster diesel-powered trains amid growing traffic. The primary upgrades focused on the to support the elevated speed rating, including tweaks to the hydrodynamic transmission such as the installation of reinforced cardan shafts to handle increased stresses at 160 km/h. Building on the standard Voith L 620 rZ 320 transmission used in the base Class 218, these changes ensured reliable power delivery from the existing MTU 12V 956 TB1 without requiring engine replacements. While no extensive aerodynamic enhancements or frame reinforcements were documented, the modifications prioritized mechanical durability for sustained high-speed running in paired formations. These locomotives were based at the Lübeck depot and deployed exclusively in double traction for InterCity (IC) services on the Berlin–Hamburg route, where they hauled passenger trains to reduce travel times on the non-electrified corridor. Their service was limited to this high-demand express operation, showcasing the versatility of the Class 218 platform for temporary speed enhancements. The subclass proved short-lived due to reliability challenges with the high-speed adaptations and the advancing electrification of major routes, including the Berlin–Hamburg line. By the end of 1998, all units had been reverted to standard Class 218 configuration, restoring their original numbering and 140 km/h rating.

Series 218.8

The Series 218.8 consists of 15 units converted from standard Class 218 diesel locomotives, selected for towing duties in urban services and high-speed operations. These conversions were performed at the Deutsche Bahn's Awb main workshop in Bremen-Sebaldsbrück, with the units entering service primarily based at depots in (Main) and Berlin-Rummelsburg. Modifications to the 218.8 subclass include upgraded electrical systems for multiple-unit compatibility, allowing operation in double traction with automatic couplings, as well as enhanced noise insulation to reduce acoustic emissions in urban settings. Additional adaptations raised the top speed to 160 km/h and incorporated special adapter couplings for seamless integration with trainsets, enabling efficient towing without extensive reconfiguration. These locomotives fill a critical operational niche in rescue and auxiliary roles, towing electric multiple units such as trains and sets along non-electrified sections during breakdowns or transfers. Deployed in pairs for heavier loads, they provide reliable diesel propulsion where overhead is unavailable, supporting network resilience in key . As of 2025, the 218.8 units continue in limited use for these specialized tasks, with examples like 218 810 remaining active at depot.

Series 225.8

The Series 225.8 comprises a specialized subgroup of diesel locomotives adapted from the DB Class 218 pre-production units for dedicated freight service within . These seven locomotives, originally numbered 218 002, 003, 004, 005, 006, 009, and 011, were transferred from to Railion Deutschland (later ) between 2003 and 2005 and renumbered as 225 803–225 806, 225 809, and 225 811 to integrate them into the freight pool. This renumbering was part of a broader initiative to repurpose units from Classes 215 and 218 for heavy-haul operations, with the overall Baureihe 225 series encompassing 74 locomotives numbered 225 001–225 106 (with gaps), emphasizing robust performance on demanding cargo routes. Key adaptations for freight duties included reinforced couplings to withstand higher tensile forces during heavy train formations, additional sanders for enhanced on secondary lines with poorer rail conditions, and removal of steam heating equipment. These modifications built on the base mechanical strength of the Class 218 design, enabling reliable hauling of freight consists without the need for passenger-oriented optimizations, while maintaining a maximum speed of 140 km/h. The changes were implemented to optimize the locomotives for torque-heavy applications typical of regional cargo transport. Upon completion of these upgrades, the Series 225.8 units were assigned exclusively to for service on secondary freight lines, with deployments intensifying post-2000 amid the restructuring of Germany's rail freight sector. They supported operations on less-electrified networks, hauling mixed cargo including intermodal and bulk goods, and contributed to 's fleet diversification during the early . The series peaked at seven active units following their 2005 integration, forming part of the larger 74-unit Baureihe 225 pool by the late ; however, ongoing attrition from wear, modernization efforts, and sales to private operators reduced their numbers, with all 225.8 locomotives retired by the mid-2010s and the broader Baureihe 225 largely withdrawn or transferred, with none remaining in service as of 2025.

Operations

Early and Peak Service

The DB Class 218 diesel locomotives entered widespread service starting in 1971, following the completion of their pre-series prototypes in 1968, and quickly became a cornerstone of operations on non-electrified mainlines across . Designed for versatile mixed-traffic duties, they handled a broad range of passenger services, including expresses and regional trains, as well as freight hauls, filling critical gaps in the network where electrification had not yet reached. This initial deployment from 1971 to 1990 emphasized their role in supporting and mobility in rural and secondary routes, with locomotives distributed to various depots to optimize coverage. By the 1980s, the Class 218 reached its peak operational intensity, with nearly 400 units actively deployed, making it the most numerous and ubiquitous in the West German rail system. Key depots such as , , and served as major hubs, from which the locomotives powered across the Bundesbahn's extensive non-electrified , ensuring reliable connectivity in regions like , northern Germany, and the Baltic coast. Their agility and rounded cab design earned them the affectionate nickname "Rabbits" (Hasen) among railway enthusiasts and staff, reflecting their nimble performance on diverse terrains. Significant milestones during this era included the routine use of double-heading configurations to manage heavier freight and passenger loads, particularly on demanding gradients and long-haul routes, which doubled power output to over 5,000 hp for enhanced traction. Additionally, integration with push-pull train sets, enabled by multiple-unit control systems, improved for regional and services, allowing bidirectional running without repositioning the locomotive and reducing turnaround times at terminals. These practices solidified the Class 218's dominance in everyday operations through the late 1980s.

Post-Reunification Use

Following in 1990, DB Class 218 locomotives were deployed in the 1990s to lines in the former (the new federal states), where they replaced aging diesel locomotives inherited from the on non-electrified routes. This expansion supported the integration of the rail networks, with examples including operations from depots like on regional express services such as the RE 36 between and Sangerhausen starting around mid-1998. The active fleet of Class 218 locomotives peaked at 415 units in 2000, reflecting their widespread role across the unified network. During this period, their utilization shifted toward greater involvement in freight services under —often reclassified as series 225 for such duties—and regional passenger operations, where they hauled express and trains on diesel-compatible lines. However, by 2008, the number of active units had declined to approximately 220, driven by the replacement of locomotive-hauled trains with more efficient diesel multiple units (DMUs) and the ongoing of key routes, which reduced the demand for diesel power. The aging fleet also encountered rising maintenance challenges associated with older components, contributing to the operational shifts. Operations and maintenance were increasingly consolidated at major depots, including in , which had long served as a primary base for the class since the 1970s, and in the for western routes.

Current Status and Retirement

As of 2025, approximately 100 units of the DB Class 218 remain active across , with roughly half operated by subsidiaries such as and , and the other half by private operators including and leasing companies such as Railsystems RP. Recent developments include temporary deployments on the – line for RE and IC services from August 2025 to April 2026 due to track renovations, as well as support roles in southern regions like the Bodensee and Hochrhein. Private operators have added units, such as two more in May 2025, bringing some fleets to eight locomotives. Additionally, the RE6 service in the Vorderpfalz saw its last Class 218 operation on June 13, 2025. Decommissioning of the class has accelerated since 2010, with 126 locomotives in service as of 2018; an ongoing phase-out is underway, with DB targeting retirement of many units by the late due to stricter emissions regulations and expanding electrified networks, though modernized units in private service may operate beyond 2030. These locomotives now primarily handle residual freight duties on secondary lines, shunting operations, and backup services on non-electrified routes, such as DB Cargo's regional freight hauls and occasional passenger support in areas like the Alsenz Valley. Select units have undergone modernizations to achieve EU Stage V emissions compliance, enabling continued operation amid environmental mandates, though no major accidents involving the class have been reported since 2010.

Preservation Efforts

Several preserved examples of the DB Class 218 diesel locomotives have been maintained by museums and heritage organizations, ensuring the survival of this iconic class known as the "Rabbit" for its distinctive short hood design. Approximately 60 units remain extant as of 2025, with around 8 to 10 designated for long-term museal preservation, including both static displays and operational heritage pieces. These efforts focus on retaining historical integrity while allowing limited public access through exhibits and occasional excursions. Recent activities include the repaint of 218 315 to ocean blue-beige livery in March 2025 for nostalgic operations on the Marschbahn. Notable preserved locomotives include 218 137-8, housed at the DB Museum's Koblenz-Lützel outpost, which was acquired from DB AG in 2011 and restored to operational status in June 2023 following a comprehensive overhaul, including a repaint to its orange-kieselgrau "Pop" livery. This unit now participates in heritage demonstrations, such as shunting maneuvers and short runs at museum events. Another example is 218 128-7, preserved by the Verein zur Erhaltung historischer Lokomotiven e.V. in since 2010, where it was repainted in a blue-beige scheme in 2011 and remains rollable for potential static displays or transfers. Additional units, such as 218 211-1 at with the Arbeitsgemeinschaft Historische Brennkraftlokomotiven e.V. and 218 338-2 on loan to the Historische Eisenbahnfreunde Lübeck e.V., are kept in good condition for exhibition purposes, often stored at railway facilities like those in or . Heritage operations involving Class 218 locomotives are limited but include occasional mainline tours and event-based runs organized by museums and private operators. For instance, private leasing companies have deployed restored units in original Bundesbahn liveries for special services on lines like the Marschbahn between 2019 and 2022, evoking the class's peak-era appearance. Restoration projects in the 2020s have emphasized returning select examples to 1970s-era orient red liveries for commemorative events, with enthusiast groups such as the Deutsche Bahn Museum and various Eisenbahnfreunde associations actively documenting the class's history through archives, publications, and public outreach. These initiatives underscore the Class 218's enduring cultural significance as a symbol of West German railroading, with preservation efforts supported by donations and volunteer maintenance to prevent further attrition.

References

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