DB Class E 40

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 out 40 numbers from E, denoted 1968 as a computer - Series 139; this came later another eighteen 139 by conversion from the 110 series

SSW, BBC, AEG ( electrical part )

The E Series 40 denotes a first built for the German Federal Railroad in 1957 unit electric locomotive for freight service. It operates as a 140 series and 139 series since 1968 and is the last electric locomotive unit locomotives in freight service today represents an indispensable size

History of development

1950 decided by the responsible technical committee of the German Federal Railroad procurement of two basic types of unit electric locomotives with largely standardized components. This should be a six-axle freight locomotive as successor to the Series E 94 and an ajar to the E 44 series general-purpose locomotive. The cabs should be built so that the drivers could do their work sitting. In all the previous series they had to drive standing to raise the attention.

The first general-purpose locomotive was given the working title E 46, but was renamed in the E 10 series after it had formally become by increasing the top speed required an express locomotive. The first experiments showed that two types of electric locomotives would not be sufficient to meet all performance requirements. The revised vehicle - type program included now beside the E 10 and E 40 of the freight locomotive series, which Nahverkehrslok E 41 locomotives and heavy freight locomotive of the series E 50

Throughout the production, further locomotives were procured, which are based on the unit type, the multi-system locomotives of series E 320 and E 344 with the locomotive body of Einheitsloks, as well as the developments in the form of series 151 and 111

The original requirements for the locomotive are summarized in this table:

Series production

The E Series 40 ( 1968: 140) is technically an e 10.1 without electric brake and with a changed ratio of the transmission. With the exception of E 40.11/139, E 40 with resistance brake, thus almost identical to the E 10, the E 40/140 of the E 10/110 through a difference in the skylight with less fan grids. With 879 copies, the E 40 is the most produced type of Einheitselektrolokprogramms the German Federal Railroad. Your maximum speed limit was at the beginning according to their intended field of application of medium heavy freight service 100 km / h, this was in June 1969, but increased to 110 km / h and to accelerate the trains and locomotives to be able to better use in passenger rush. The last series (also referred to as the class 140.8 ), was designed for an equipment for reversible and double traction. These locomotives early 1970s, an S -Bahn - forward operation was carried out in the Ruhr. The S-Bahn operations did not end until the early 1980s.

A few locomotives also received an automatic central buffer coupling for pulling heavy ore wagons type Faals 150, as they also have some locomotives of the series 151.

In the year 1993/94 were 44 locomotives headlight. These were tentatively installed because the luminosity of the designed only as a top lighting lamps was weak.

Design Features

How had all locomotives of the locomotive unit program, the Series E 40 and welded box - constructions performed with pivot trucks and welded box structures with fan grills. The also welded Lokkästen essentially differ only by their length and the arrangement of side windows and fan grills from the other Einheitslokbaureihen. The framework is based on helical springs and rubber elements from the bogies. As an indirectly acting brake air brake type Knorr and for shunting a direct-acting auxiliary brake is used. The brake pads 40 are made of e in comparison to those of the E 10 is smaller.

The traction motors are 14 -pole motors of type WB 372, as they were later on used in the series 111 and 151. As with all engines of Einheitslokprogramms the rubber ring drive gear of Siemens - Schuckert (SSW ) was used, which had proved itself exceptionally well in the first E 10.0.

On the roof there are the scissors - type pantograph DBS 54a, it is followed by the obligatory roof separators, compressed air main switch and high voltage transformer to for monitoring the voltage of the contact wire. The transformers are three-limb transformers with oil cooling, where the switching mechanism is connected with 28 steps. The controller is designed as a follow-up control, in which the train driver the gear selecting and switching mechanism starts the selected position automatically. In emergency manual control via a crank, or from 140 757, with an up / down pinball control is possible.

Safety equipment in the cab of the mechanical or electronic safety control, Point-like train control are (now according to the new requirements with software version of the PZB 90) and train radio equipment available. On some machines LZB was upgraded recently.

Series E 40.11/139

31 locomotives of the E 40 series were designed to be deployed on the steeps Erkrath - Hochdahl, Altenhundem - Italians - Ennest and Höllentalbahn from 1959 with a DC resistance brake. Twelve locomotives ( four 139.1 and 139.3 all ) (such as the series 140.8 ) were retrofitted with facilities for the push-pull operation also. The locomotives were referred from 14 June 1961 E 40.11, this was preceded Asked by one of the current order number 1 car numbers were now as follows: E 40 1131-1137, 1163-1166, 1309-1316 and 1552-1563. In the renumbering in 1968 in the Series 139 this figure then fell away again.

From 1975 to 1986, all locomotives of the series 139 were stationed in the depot Offenburg. After the end of the inserts in the Hell Valley, DB has the locomotives initially contracted in Mannheim and then between 1991 and 1995 in Munich, from where they are used on the one hand in joint plans with the 140 series, on the other hand also frequently freight trains to Austria and to the Brenner Pass get what they are particularly suitable because of their electrical brake.

The 139 134 was rebuilt as a replacement for the destroyed in an accident in the village of Great King on 26 May 1983 110 477 in the newly assigned 110 511 in 1985. Later (1993-1995) created another eighteen 139er by rebuilding of locomotives of the series 110 using bogies decommissioned 140s to meet the increased demand for steep track suitable freight locomotives (which were: 139 122, 139, 145, 157, 172, 177, 213, 214, 222, 246, 250, 255, 260, 262, 264, 283, 285, 287 ). In 1994 retired 139 563 after an accident from the stock from. On 1 March 2002 then all the machines arrived in the depot Nuremberg Rbf.

The then owner of the locomotives that Railion Germany AG, sold between 2004 and 2007 six locomotives of this series to the locomotion Society for rail traction mbH. This was around 139 133, 139 177, 139 213, 139 260, 139 310 and 139 312 All six locomotives were painted in a striking black-and- white color scheme and have since been dubbed the " zebras ". Your main responsibility is to be the Brenner Pass traffic.

Railion Germany decided in 2004, no revisions for their own use on the locomotives perform more. So made ​​the first scheduled withdrawals from service of the locomotives 139 136 and 139 139 in early 2005 ran in three other locomotives from the revision periods. This was around 139 214, 139 246 and 139 262 139 214 While scrapped immediately, in Dessau were the other two in the DB factory outlet investigations IS 660 and can run up to eight years on. Were still In January 2014 a total of seven locomotives of the series 139 in use.

139/140 on private railways

After the lifting of the ban on sale by the various DB locomotives were taken over by private operators since 2011.

( The rebuilt 139 in this table are created from the 140 series, the converted locomotives of the series 110 see in series 139: DB Class E 10 )

Paint variations

According to the color scheme then in force all machines were painted at the beginning in chrome oxide green (RAL 6020 ). As of 1974, the locomotives were injected in upcoming repainting in the new color scheme ocean blue (RAL 5020 ) and beige ( RAL 1001). From the year 1987, light gray (RAL 7035) they took the painting in oriental red (RAL 3031) contrast surface on the front sides ( " bib" ) before. In 1996, the coloring was followed in the currently valid schema traffic red (RAL 3020 ) with light gray contrast surface ( " warning bar " ) on the front sides. To date, the current as well paint variations have received in green, ocean blue-beige and orientrot. Some converted from the 110 series 139 series locomotives were still in their steel-blue (RAL 5011 ) original color on the go.

140 in ocean blue - beige, with handrails and old DB emblem in St. Ingbert ( April 1981)

140 423 in ocean blue-beige and German train emblem in a vehicle parade of the DB Museum in Koblenz- Lützel, a branch of the Transport Museum in Nuremberg (April 2010)

140 097 in partially weathered, orient red livery in Heilbronn Hbf (October 2004)

140 771 in the current, in a red color scheme with pantographs on the Berlin outer ring ( September 2005)

139 312 of locomotion in Tuttlingen

The locomotive 140 829 140 024 was next to the last locomotive of 140 in orient red color (here in Lollar ).

139 558 with the painting of the private railway "Rail Adventure" ( October 2012 )

140 815 and 140 772 of RBH Logistics in double traction before the scheduled coal train at GM 48700 Herborn on the dill route ( February 2013 )

Service history

The 140 series was designed for medium-heavy freight and passenger trains. You solved many steam locomotives from freight transport. Initially, their top speed of 100 km / h was sufficient so that you can the 140 began in regional traffic. Most express trains were then transported even at 120 km / h, which were transported from the series 141 and 110 as well as by steam locomotives. Only when the speed of express trains was raised to 140 km / h, the 141 was available for regional services, and the 140 took care of their actual application, freight transport. Henceforth were 140s in passenger rarer. Their top speed in 1969 increased to 110 km / h and to accelerate the trains and locomotives also be able to increase our use in passenger rush again. The last series of the 140 also received a push-pull train. In the 1970s, some locomotives were in regular use in the S -Bahn Vorlaufbetreib. This only ended in the early 1980s. The main application area was and is the freight. The locomotives have enough power to 2000t in the plane with 95 km / h to move. The last series also feature a multi- control, which allows them to drive in double traction. For mountain inserts the locomotive is only conditionally suitable for their general and their braking power. Her sister, the 139, was this - more suitable - because of their resistance brake. The DB put the 139/140 tentatively as Schiebeloks on the ramps, in the early 1980s and the late 1990s. The locomotives not established there but, due to lack of attractive force and at a low axle load. This remained the area of ​​operation of the 150, which was ideal for this. More recently, 140, is thus used in the DB from the " Suppenzug " a Flüssigeisenzug. Also transfer trains and replacement services for unusual locomotives make her a new field of application. Until the beginning of the last decade, every second of a freight train 140 was drawn. Your top speed of 110 km / h is sufficient, but new machines such as a 145 or 152 to reach 140 km / h The machines have come up to 10 million kilometers in their service history.

Decommissioning

DB presented the mid-1990s to considerations, phase out the 140 series. The locomotives were approaching their end use. The proven locomotives should be replaced by the series 145, 185 and 189. The first locomotive was retired in 1988 due to an accident ( 140 633 ). 1993/1994 made ​​initial inventory reductions. As of 1999, the stock was reduced as planned, as from that date the new locomotives were available. As early as 2003 there were only about 300 locomotives of the series in the service. Originally no major investigations on the part of DB plans from 2004 carried out on 140ern more. The increasing volume of freight traffic in Germany prompted the Railion Germany AG 2006, in addition to the procurement of new three-phase locomotives to reactivate a small number of locomotives of the series 140. These locomotives are allowed to run for another eight years and can therefore be used until the year 2014. 25 locomotives of the BR 140 were again provided for a major study in the repair workshop in Dessau self in 2007. However, the decline in freight traffic in the wake of the economic crisis in 2008 led to increased back ups. In anticipation of a possible revival of economic machines are not more retired with little damage, but parked preserved for the future.

The DB is the locomotives since the middle of last decade, an ever stronger as a reserve and for special tasks. In 2014 there were still 95 locomotives of the series 140, also three museums. 69 pieces still have a valid main study. From the series 139 (formed from 140) still exist 14 aircraft, including 12 with a valid main study. For 6/7 January 2013 a majority of the 139/140 DB Schenker was turned off. Since the locomotives often be reactivated and then off again. In January 2014, all 49 units of the class 140 in service at the DB. They operate mainly replacements for failed trains. For subsidiaries of DB two more machines at DB Fahrwegdienste and five at RBH in service (5 January 2014) are. The use of private operators will take even longer.

Museumsloks

There are presently from the still existing, extensive car park of the total series only three locomotives in the museum: The locomotive with the number E 40 128 as well as the ocean blue-beige 140 423 can be seen in the DB Museum Koblenz, also is the non-operational, traffic red 140 844 in German steam locomotive Museum in New market Wirsberg.

Others

The continue in revenue service 140 070 is not the erstgebaute E 40, but the first that has reached the age of 50 years in operational use. She had on April 16, 1957 their acceptance, built by Kraus- Maffei and Siemens -Schuckert and is also older than the also yet in service at private railways 140 002 ( in service July 31, 1957 ) and 140 003 ( in service 17 August 1957 ). The 140 070 is therefore currently the second oldest locomotive of the DB ( behind 362 362, into service April 12, 1957 ).