DB #218435-6 at Munchen Hbf, Edited Version, Munchen (Munich), Bayern, Germany, 2010

This is another classic that I spotted, a Class 218 diesel. Although it resembles the old (and even more classic) V200 diesel of the late 1950's, the Class 218 was introduced in 1966, and was initially classified as the V164 before DB changed their numbering and classification system in 1968. It was part of the V160 series of diesel classes intended to replace the V200, which was the first mainline express passenger diesel used extensively by DB. Today, very few diesel locomotives are used in express service in Germany due to extensive electrification, so most work locals on branchlines. We had actually spent much of our trip behind diesels because of diversions and construction work, but this wasn't the usual situation for our train. Getting back to the Class 218, the Class 2,467 horsepower in prototype form (the first 12 in service 1966-1968), but this was upgraded to 2,763 from 1968 onwards, putting it close to American diesels, which at the time were some of the more powerful diesels in the world. Maximum operating speed was and still is 140Km/h, just as fast as all of the electrics of the day except for the 103 (which was allowed a maximum of either 160 or 200 depending on the service, making it the fastest in the world at the time). The 218 was more interesting than is obvious, though. Firstly, it isn't a diesel-electric but a diesel-hydraulic, and in spite of the terrible reputation of this technology, the 218 has been in continuous service for 44 years. In addition, because it's a mixed traffic locomotive, it has both a high and a low gear, the low one limiting the top speed to 100Km/h, doubling the tractive effort. Some locomotives originally had a third gear that tripled the tractive effort, although I don't know how many still do. At least one source cites the low-gear top speed as 90Km/h, so this may refer to these units. In 1996-1998, 10 units were re-geared in the opposite way for 160Km/h express services, interestingly out of Munich, being classified during that time as Class 210. Finally, while modern diesel-electric locomotives have dynamic brakes, using the traction motors for braking, the 218 has hydraulic braking that accomplishes the same goal.