DB Class Köf III

The DB Köf III ( 1968 series 331-335 ) includes light two-axle shunting locomotives ( small locomotives ) of the German Federal Railways and Deutsche Bahn AG.

History

For use on small and medium-sized railway stations, which were incurred more or less regularly shunting, already the German Reichsbahn small locomotives of the power groups had obtained I (up to 39 hp / 28.7 kW ) and power group II (up to 149 hp / 110 kW). These vehicles were part of the inventory of each station and took there the operation of the siding wagonload traffic, which led to a significant reduction in journey times of through freight trains, as their Zugloks now no longer needed to do the shunting duties at the intermediate stations themselves.

After the Second World War, to be traversed pulling members did, however, sometimes so heavy that the small locomotives of the performance group II were overwhelmed with them, the use of a "real" switcher but for cost reasons yet retired. Small locomotives were mainly in personnel cost advantages, since they did not require a fully trained driver but could also be moved by a less qualified Kleinlokbediener. To close the gap between the small locomotives and 60 V, defined the German Federal Railroad in the late 1950s the performance of Group III ( max. 250 PS / 184 kW) and developed jointly with the Lokhersteller Gmeinder appropriate locomotives.

The delivered from 1959 eight prototypes were given the provisional names Köf 10 ( speed 30 km / h) and Köf 11 ( maximum speed of 45 km / h). Köf stands for small locomotive with oil (diesel ) engine and transmission fluid - before the war there were in the performance groups I and II as well as exotic types such as carburetor engines with electric power transmission or battery - small locomotives, which led other abbreviations. The prototypes of the performance group III differed for comparison purposes in their engines and transmissions and have been extensively tested by the Federal Railways.

For the regular production with the designation Köf 11, it was decided for the motor RHS 518A of the Motor Werke Mannheim with a rated output of 177 kW ( 240 hp) and the hydraulic reversing gear by Voith L213U. Behind the reversing gear was the transmission of power to the wheels with the help of roller chains. 317 locomotives of this design ( including five of the prototypes) were given in switching to a computer fair number system in 1968, the series designation 332, which received three slower prototypes of Köf 10 series the series designation 331 With them was by rebuilding in the 80's top speed to also 45 km / h raised; 331 001 and 002 were from 1992 logical nor the numbers 332 601 and 602

Tentatively, given the Köf 11 001, 003, 004, 063 and 211 other engine and transmission variants and were classified in 1968 as 332 701, 801, 702, 901 and 902.

In 1965 Gmeinder had presented a development of Köf 11, wherein the power transfer was not with chains but on drive shafts and additional axle drive. From this initially designated as Köf 12 version, the DB was from 1968 a further 250 vehicles and gave them the series number 333 333 102 From the look changed by installing an improved cooler.

In order to reduce personnel costs shunting even further experimented the DB from 1984 with radio remote controls for shunting locomotives. The background is that the crew of a routing module previously always had to consist of two men: the Kleinlokbediener and at least one shunter who were riding in slid shunting at the front and the train driver indoctrinated Paier by shunting. The idea now was to save the Kleinlokbediener entirely and to lay the control of the train with the help of a remote control in the hands of the newly created Lokrangierführers. The locomotives 333 108, 114 and 138 were the first appropriate equipment, and in 1988 began the standard conversion of locomotives of the series 333 radio remote control locomotives, which were henceforth designated as the class 335. Locomotives of the series 332 received no remote controls and related conversions, they were retired amplified from the mid-1990s, so that now only 333 and 335er are in the DB constituents.

Construction

On the outer frame of the stem and the detachable cab rest. This makes it possible to load the locomotive on a low side car and, for example, to bring into the repair shop, which would be not only time consuming but also a traffic incident on its own due to the low speed. The buffer beams are designed shock absorbing because of the typical for shunting loads due to excessive tailgating and relatively easy to change.

All locomotives have a mounted under the cab control panel hydraulic gearbox, the 333 is at the BR 332 from a combination converter converter clutch and the BR of two flow transducers. Behind the transmission, the more power is transmitted either via roller chains ( BR 332) or via driveshafts (BR 333) in addition to the existing axle drive ( similar to a car drive, but without differential ). As the locomotives brakes have a solid indirectly acting pneumatic Brake type Knorr and additionally a direct auxiliary brake for the locomotive and a hand brake acting on the front wheel. Since the speed of the air compressor that supplies the brake, is dependent on the engine speed, you can see the locomotives often observed at stations in how they run full throttle in the state in order to " pump up " the train faster with compressed air.

The radio controllable 335er differ from the 333ern by additional lamps behind the cab doors that show the Lokrangierführer the current operating condition of the vehicle, and an additional tackle box for the remote control on the outside of the cab rear wall. The only Köf III, the 335er have an automatic shunting, in which a claw is placed around the tow hook of a coupled vehicle. This coupling can also be controlled remotely. For heavier trains, or if the engine outside the station area (where the use of automatic couplings is not permitted without further notice), the coupling can be folded up and then a normal screw coupling free.

Due to declining demand for 24 locomotives radio remote control was developed in 2001. The locomotives were again on the series 333 while increasing the order number by 500 for example, received 335 025 so the new name 333 525

Since it is small locomotives, the locomotives did not have the complete security package other DB locomotives. From 333 102 additional Fahr-/Stillstandsüberwachung was installed. The last 333 - series got a simple point -shaped train control as well as a train radio equipment.

Color variations

333 184 in ocean blue color scheme 1984 Uelzen

Class 335 in orientrot

Class 335 in the current traffic red color scheme