DB class E 40
| DB class E 40 DB class 139, 140 |
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 Class 140 in ocean blue and beige paint scheme
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| Numbering: | E 40/140 001–879 E 40.11: 31 copies with E-brake: E 40 1131–1137 E 40 1163–1166 E 40 1309–1316 E 40 1552–1563 Taken from E 40 numbers, from 1968 designated as EDP series 139; an additional eighteen locomotives were converted from class 110 |
| Number: | 879 |
| Manufacturer: |
Krupp , Henschel , Krauss-Maffei (mechanical part) SSW , BBC , AEG (electrical part) |
| Year of construction (s): | 1957-1973 139: 1959/60, 1964/65 |
| Retirement: | 1999 - 2016 (DB) |
| Axis formula : | Bo'Bo ' |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 16,490 mm |
| Height: | 4,495 mm |
| Width: | 3,060 mm |
| Trunnion Distance: | 7,900 mm |
| Bogie axle base: | 3,400 mm |
| Service mass: | 83.0 t |
| Wheel set mass : | 21.0 t |
| Top speed: | 100 km / h, later 110 km / h |
| Continuous output : | 3,700 kW 3,600 kW (electric brake) |
| Starting tractive effort: | 275 kN |
| Wheel diameter: | 1,250 mm |
| Power system : | 15 kV 16 2 / 3 Hz AC |
| Number of traction motors: | 4th |
| Drive: | Rubber ring spring |
| Type of speed switch: | N28h from BBC with flat track selector, transition resistor and two load switches (mechanical load switches) or W29T from SSW with flat track selector and two load switches (thyristor load switch) |
| Brake: | single-release Knorr air brake; Additional brake 139 also includes an electric brake |
| Train control : | Sifa / PZB |
The class E 40 is the name of a standard electric locomotive for freight transport that was first built for the German Federal Railroad in 1957 . It has been run as the 140 and 139 series since 1968 . For a long time it carried the bulk of freight train traffic on electrified lines, but was also used in local passenger traffic. In October 2016, the scheduled use of the 140 series at DB Cargo ended after almost 60 years . However, the locomotives are still in use at various private transport companies.
Development history
In 1950, the responsible technical committee of the Deutsche Bundesbahn decided to purchase two basic types of standard electric locomotives with largely standardized components. These were to be a six-axle freight train locomotive as the successor to the E 94 series and a four-axle multi-purpose locomotive based on the E 44 series . The driver's cabs should be built in such a way that the train drivers could do their work while sitting. In all previous series, they had to drive standing up, which, according to the opinion of the time, should increase awareness.
The four-axle multi-purpose locomotive was initially given the working title E 46, but was renamed the E 10 class after it had become an express train locomotive by increasing the required maximum speed . The first tests showed that two types of electric locomotives would not be sufficient to meet all performance requirements. In addition to the E 10, the revised vehicle type program now also included the E 40 series freight locomotive, the E 41 series commuter locomotive and the E 50 series heavy six-axle freight locomotive .
In the course of production, additional locomotives were procured based on the standard types, such as the multi-system locomotives of the E 320 and E 344 series with the locomotive body of the standard locomotives , as well as the further developments in the form of the 151 and 111 series .
The original requirements for the locomotives are summarized in this table:
| Tensile mass (in t) | Slope (in ‰) | Speed (in km / h) |
|---|---|---|
| 2100 | 0 | 90 |
| 1600 | 4th | 65 |
| 1400 | 5 | 75 |
| 1170 | 10 | 50 |
| 940 | 5 | 100 |
| 620 | 10 | 100 |
Series production
The E Series 40 (1968: 140) is technically a E 10.1 without electrical brake and with a different translation of the transmission . With the exception of the E 40.11 (from 1968: 139), the E 40 differ from the E 10 in that they have a different roof hood with fewer ventilation grids. The E 40.11 had an electrical resistance brake and was therefore almost identical to the E 10, and not just externally.
In 1954 the first 43 locomotives were ordered, by the end of 1955 123 locomotives had already been ordered. On March 21, 1957, the E 40 005, the first locomotive of the series, was accepted; it was manufactured by Krauss-Maffei and SSW. The last locomotive to go into service was the 140 879 on August 17, 1973.
E 40 001 to 162 had single headlamps, all the following locomotives had double lamps for white and red light as lower headlamps. The double lamps were retrofitted on some locomotives later.
In the course of series production, various types of fans were used. Up to the E40 1632 the locomotives were fitted with Schweiger type fans with horizontal louvres, afterwards double nozzle ventilation grilles of the Krapf & Lex type with vertical louvres were installed, the last series from 140 757 received rectangular Klatte type fans. These were also installed in older locomotives during main inspections.
Initially, the locomotives had circumferential rain gutters; from E 40 672 onwards these were no longer applicable and were replaced by rubber strips over doors and windshields. When visiting the workshop, the rain gutters were removed from older locomotives and replaced with rubber strips. The handle bars that were initially present on the front sides were also removed and attached by a handle near the UIC sockets, which were also attached later.
From 1983, high-performance buffers with rectangular buffer plates were tested; after successful results, all locomotives were converted from the mid-1990s to 1997.
With 879 units, the E 40 is the most built type of the standard electric locomotive program of the Deutsche Bundesbahn. At the beginning, their maximum speed was 100 km / h in accordance with their intended area of use in medium-duty freight train service, but this was increased to 110 km / h in June 1969 in order to accelerate the trains and to be able to use the locomotives better for passenger transport .
The last series from 140 757 (also known as the 140.8 series) received equipment for push-pull operation and double traction . With these locomotives, an S-Bahn advance service was carried out in the Ruhr area in the early 1970s . The use of the S-Bahn did not end until the early 1980s. Push-pull trains continued to be used in other regions.
A few locomotives also received an automatic central buffer coupling AK 67 or AK 69 for pulling the heavy ore transport wagons type Faals 150, which are also used by some locomotives of the class 151 .
In 1993/94 44 locomotives got headlights. These were installed on a trial basis, as the luminosity of the lamps designed only as headlights was weak.
Design features
Like all locomotives in the standard locomotive program, the E 40 series had bogies designed as welded box structures with pivot pins and welded box bodies with fan grilles. The also welded locomotive bodies differ essentially only in their length and the arrangement of side windows and fan grilles from the other standard locomotive series. The frame is supported by coil springs and rubber elements on the bogies. An indirectly acting compressed air brake of the Knorr type is used as the brake and an additional direct acting brake is used for maneuvering. The brake pads of the E 40 are smaller than those of the E 10.
The traction motors are 14-pole motors of the type WB 372, as they were later also used in the 111 and 151 series . As with all locomotives in the standard locomotive program, the rubber ring spring drive from Siemens-Schuckertwerke (SSW) was used, which had proven itself exceptionally well in the first E 10.0.
The DBS 54a type pantographs are located on the roof , followed by the obligatory roof separator, the main compressed air switch and high-voltage converter for monitoring the voltage of the contact wire . The transformers are three-legged transformers with oil cooling , to which the switching mechanism with 28 speed steps is connected. The control is designed as a follow-up control in which the engine driver pre-selects the speed step and the switchgear automatically moves to the selected position. In emergency mode, manual control is possible via a crank, or from 140 757, with an up / down flipper control.
The safety devices in the driver's cab include the mechanical or electronic safety driving circuit , punctual train control (now in accordance with the new regulations with the PZB 90 software version) and train radio devices. LZB has recently been retrofitted on some machines .
Series E 40.11 or 139
From 1959 onwards, 31 locomotives of the E 40 series were equipped with an electric resistance brake for use on the steep Erkrath – Hochdahl , Altenhundem – Welschen-Ennest and Höllentalbahn routes. Twelve locomotives (four 139.1 (139 131, 135-137) and all 139.3) were also retrofitted (like the 140.8 series) with devices for push-pull operation .
These locomotives were designated as E 40.11 from June 14, 1961, this was done by placing a 1 in front of the serial number . The road numbers were now as follows: E 40 1131–1137, 1163–1166, 1309–1316 and 1552–1563. When it was redesignated as the 139 series in 1968, this additional number was then dropped.
From 1975 to 1986, all class 139 locomotives were stationed in the Offenburg depot . After the end of the operations in Höllental, the DB moved the locomotives together first in Mannheim and then between 1991 and 1995 in the depot at Munich Hbf , from where they were used on the one hand in joint plans with the 140 series, but on the other hand often in front of freight trains to Austria and up to reached the Brenner Pass , for which they are particularly suitable because of their electric brakes.
The 139 134 was converted into the newly assigned number 110 511 in 1985 to replace the 110 477 which was destroyed in an accident in Groß Königsdorf on May 26, 1983 . Later (1993–1995) a further eighteen 139s were built by converting class 110 locomotives using bogies from decommissioned 140s to meet the increased demand for freight locomotives suitable for steep routes (these were: 139 122 , 139 , 145 , 157 , 172 , 177 , 213 , 214 , 222 , 246 , 250 , 255 , 260 , 262 , 264 , 283 , 285 , 287 ).
In 1994, 139 563 left the inventory after an accident. On March 1, 2002, all machines came to the Nürnberg Rbf depot .
The then owner of the locomotives, Railion Deutschland AG, sold six copies of this series to Lokomotion Gesellschaft für Schienentraktion mbH between 2004 and 2007 . These were 139 133 , 139 177 , 139 213 , 139 260 , 139 310 and 139 312 . All six locomotives were given a striking black and white paint scheme and have since been dubbed " zebras ". Her main area of responsibility is still the Brenner Pass traffic.
Railion Germany (now DB Cargo ) decided in 2004 not to carry out any more revisions to the machines for its own needs. The first scheduled decommissioning of the locomotives 139 136 and 139 139 took place . At the beginning of 2005, the revision periods expired for three other locomotives. These were 139 214 , 139 246 and 139 262 . While 139 214 was immediately scrapped, the other two received IS 660 leakage tests at the DB plant in Dessau and can continue to run for up to eight years. In January 2014, a total of seven class 139 locomotives were still in service.
Painting variants
According to the color scheme valid at the time, all machines were initially painted in chrome oxide green (RAL 6020). From 1974 the locomotives were spray-painted in the new color scheme ocean blue (RAL 5020) and beige (RAL 1001) when they were to be repainted . From 1987 onwards, the paint was painted in oriental red (RAL 3031) with a light gray (RAL 7035) contrasting surface on the front sides (" bibs "). In 1996 it was colored in the currently valid scheme traffic red (RAL 3020) with a light gray contrasting surface ("warning bar") on the front sides.
To this day, in addition to the current one, there are also paint variants in green, ocean blue-beige and oriental red. Some locomotives of the class 139 converted from the class 110 were still on the road in their original steel blue (RAL 5011) color.
140 128 in the DB Museum Nuremberg in green, almost original condition in 2010
140 in ocean blue-beige, with handle bars and old DB emblem in St. Ingbert (April 1981)
140 097 in partly weathered, oriental red paint scheme in Heilbronn Hbf (October 2004)
140 771 in the current, traffic red color scheme with single-arm pantograph on the Berlin outer ring (September 2005)
139 312 from Lokomotion in Tuttlingen
140 829 was next to 140 024 the last in oriental red coloring (here in Lollar )
139 558 of the private railway "RailAdventure" (October 2012)
140 815 and 140 772 from RBH Logistics in double traction in front of the scheduled GM 48700 coal train near Herborn on the Dill route (February 2013)
140 070 from EBM Cargo with a rail crane near Haiger on the Dill route (September 2014)
140 759 of evb Logistik in Nienburg (Weser) station (March 2015)
139 262-0 in the BEM Nördlingen as 110 262-3 in steel blue, in 2018 in Nördlingen
Mission history
The 140 series was designed for medium-duty freight and passenger train traffic. It replaced many steam locomotives in freight transport. At first, its top speed of 100 km / h was still sufficient so that the 140 was also used in regional traffic. Most express trains at that time were still transported at 120 km / h, which were carried by the 141 and 110 series and by steam locomotives. Only when the speed of the express trains was increased to 140 km / h was the 141 free for regional traffic, and the 140 took care of its actual area of operation, freight traffic.
From then on, 140s were less common in passenger traffic. Their top speed was increased to 110 km / h in 1969 in order to accelerate the trains and to be able to use the machines again increasingly in passenger transport. The last series of the 140 also received push-pull train control for this task. In the 1970s, a few copies were used as planned in the S-Bahn advance service.
The main area of application was and is freight transport. The locomotives have enough power to move 2000 tons on the plain at 95 km / h. The last series also have multiple controls, which allows them to drive in double traction. The machines are only suitable to a limited extent for use in the mountains because of their general performance and braking performance. Her sister 139 was better suited for this because of her drag brake.
The DB used the 139 and 140 on a trial basis as pushing locomotives on the ramps in the early 1980s and late 1990s. The machines did not prove themselves there, however, due to the lack of tightening force and the too low axle load. This remained the field of application of the 150, which was ideal for it. Until the turn of the millennium, every second freight train was pulled by a 140.
Since signal-controlled freight trains in Germany usually do not travel faster than 100 km / h, new machines such as the 145 or 152 series can only reach their higher speed of 140 km / h when traveling empty or under LZB guidance , so that those with only 110 km / h significantly lower top speed of 140 is usually sufficient. The machines have each covered up to ten million kilometers in their operational history.
Use on private railways
After the DB lifted the sales ban, various locomotives have been taken over by private operators since 2011.
Most of the 139s in this table were converted from the 140 series, while those marked with * are converted 110 series locomotives, see also DB E 10 series .
| Locomotive (DB number) | owner | Condition / special features |
|---|---|---|
| 139 133 | Locomotion | operational / sticker "50 years of reliable service" |
| 139 135 | Locomotion | operational |
| 139 177 * | Locomotion | operational |
| 139 213 * | Locomotion | operational |
| 139 260 * | Locomotion | operational / KWS |
| 139 262 * | Bayernbahn (BYB) | operational / steel blue / is designated as 110 262 |
| 139 283 * | Locomotion | inoperable |
| 139 285 * | Railway company Potsdam (EGP) | operational |
| 139 287 * | Bayernbahn (BYB) | operational |
| 139 310 | Locomotion | operational |
| 139 311 | Locomotion | operational |
| 139 312 | Locomotion | operational |
| 139 555 | Locomotion | operational |
| 139 558 | RailAdventure | operational |
| 140 002 | SunRail | operational / single lamps |
| 140 003 | EBM Cargo | operational |
| 140 012 | Railway company Potsdam | operational |
| 140 037 | Railway company Potsdam | operational |
| 140 070 | EBM Cargo | operational |
| 140 184 | Railway logistics Vienenburg (ELV) | operational |
| 140 432 | Bayernbahn (BYB) | operational |
| 140 438 | Bayernbahn (BYB) | operational / green |
| 140 621 | Railway company Potsdam | operational |
| 140 627 | Railway company Potsdam | operational |
| 140 649 | Railway company Potsdam | operational |
| 140 656 | Railway company Potsdam | operational |
| 140 678 | Railway company Potsdam | operational |
| 140 728 | Railway company Potsdam | operational |
| 140 759 | MWB | operational |
| 140 761 | MWB | operational |
| 140 772 | EBS Erfurter Bahnservice GmbH | operational |
| 140 774 | EVB | operational |
| 140 789 | EBS Erfurter Bahnservice GmbH | operational |
| 140 797 | Schweerbau / LDS GmbH | operational |
| 140 798 | MWB | operational |
| 140 801 | Pressnitz Valley Railway | operational / is designated as Press 140 047-9 |
| 140 806 | Pressnitz Valley Railway | operational / is designated as Press 140 017 |
| 140 808 | DB track services | operational |
| 140 810 | Pressnitz Valley Railway | operational / is designated as Press 140 041 |
| 140 811 | EBS Erfurter Bahnservice GmbH | operational |
| 140 815 | EBS Erfurter Bahnservice GmbH | operational |
| 140 824 | Railway company Potsdam | operational |
| 140 825 | Pressnitz Valley Railway | operational / is designated as Press 140 007 |
| 140 831 | Pressnitz Valley Railway | operational / is designated as Press 140 037-1 |
| 140 833 | Pressnitz Valley Railway | operational / is designated as Press 140 050 |
| 140 834 | Pressnitz Valley Railway | operational / is designated as Press 140 042-2 |
| 140 838 | Railway company Potsdam | operational / sticker "Zippel24.com" |
| 140 844 | DDM | operational (loan) |
| 140 845 | Pressnitz Valley Railway | operational / is designated as Press 140 008 |
| 140 848 | EVB | operational |
| 140 850 | Bayernbahn (BYB) | operational |
| 140 851 | Pressnitz Valley Railway | operational / is designated as Press 140 038-0 |
| 140 853 | Railway company Potsdam | operational |
| 140 855 | DB track services | operational |
| 140 856 | Bayernbahn (BYB) | operational |
| 140 857 | Railway company Potsdam | operational |
| 140 866 | EVB | operational |
| 140 870 | EVB | operational |
| 140 876 | Railway company Potsdam | operational |
Retirement
In the mid-1990s, the DB considered retiring the 140 series. The locomotives were nearing the end of their service life. The tried and tested machines were to be replaced by the 145, 185 and 189 series .
The first locomotive was retired in 1988 due to an accident (140 633). The first inventory reductions took place in 1993/1994. As of 1999, the stock was reduced as planned, since the new locomotives were available from this point in time. In 2003, only a good 300 units of the series were in service.
The DB originally planned not to carry out any more general inspections on 140s from 2004. The increasing volume of freight traffic in Germany prompted Railion Deutschland AG to reactivate a small number of the 140 series in 2006, in addition to purchasing new three-phase locomotives. In 2007, another 25 class 140 locomotives were scheduled for a general inspection in the repair shop in Dessau . However, the decline in freight transport in the wake of the economic crisis from 2008 onwards led to more and more stoppages.
6/7 Most of the 139 and 140 series were parked by DB Schenker (now DB Cargo ) on January 1st, 2013 . Since then, machines have often been reactivated, only to be switched off again shortly afterwards. In January 2014, 49 units of the 140 series were in service with the DB.
In order to be able to finally take the last of the almost 60-year-old class 140 locomotives out of active service, DB Cargo hired class 143 locomotives from DB Regio from April 2016 . On October 4, 2016, the last scheduled 140-series circulation at the Seelze depot was converted to this series. This means that there are no longer any 140 series locomotives in scheduled use at Deutsche Bahn.
Its use by private transport companies will continue well beyond 2016.
Museum locomotives
Currently there are only three locomotives in the museum from the extensive vehicle fleet that still exists :
The locomotive with the number E 40 128 and the ocean blue-beige 140 423 can be viewed in the DB Museum Koblenz , and the non-operational, traffic-red 140 844 is in the German Steam Locomotive Museum in Neuenmarkt-Wirsberg.
Others
The 140 070, which is now in operation for EBM Cargo, is not the first E 40 to be built, but the first to have reached the age of 50 years in service. It had its approval on April 16, 1957, built by Krauss-Maffei and Siemens-Schuckert and is also older than the 140 002 (in service July 31, 1957) and 140 003 (in service 17. August 1957). The 140 070 was temporarily the second oldest locomotive of the DB (behind the 362 362 , in service April 12, 1957).
Despite their age, Lokomotion's 139ers are to be equipped with ETCS Level 2 for the Inntal and Brennerbahn.
literature
- Oliver Strüber: The workhorse of the Federal Railroad . In: railway magazine . No. 5 , 2018, ISSN 0342-1902 , p. 12-23 .
Web links
- Homepage about the 140 series with delivery lists
- Revision data of the 140 series