Liliput L162608 N diesel shunting locomotive, V 245 MWB, blue, EP.V

The small locomotives of power group III.

Power group III was introduced in 1956 by the German Federal Railways for small locomotives with an output of more than 150 HP, as there was a need for stronger small locomotives, which could also be used in the transfer service in front of heavy goods trains. This was the result of the small locomotives with the series designations Köf 10, Köf 11 and later BR 331, 332, 333 and 335, That can no longer be omitted from the tracks of the DB since the end of the 50s and which is still used tirelessly in many industrial and works trains at home and abroad.

KÖF 10/11 or series 331/332
The company Gmeinder initially developed eight prototype locomotives, including three Köf 10 (later BR 331) and Köf 11. The power transmission was via chains that WAS had already proven to be successful. The DB decided to buy the Köf 11, the later series 332. A total of 312 series locomotives have been purchased. The first series till the Köf 11 036 still had the old unit locomotive lanterns of the DB; from the Köf 11 037 new permanently installed lamps were used. In addition to Gmeinder, the engine factories Jung Jungenthal and Orenstein & Koppel were involved in the construction of the Köf in 11. From 1990 onwards, the machines were gradually parked on the rail due to the decline in goods and, above all, shunting traffic, and the last was the 332 262 officially eliminated from the DB stock in 2002. A very large number of these machines, however, found new tasks in private and industrial railways or also in museum railways, in which they are still in use.

Series 333
However, Gmeinder continued to develop the locomotives during production and they were given an articulated shaft drive. These machines, which are not externally different from their predecessors, were delivered from 1968 until order number 101 under the new series designation 333. After four years of delivery, a further 150 locomotives in series 333 were purchased between 1973 and 1977 (from number 333 102 onwards), which now differs visually through a new, improved cooling system from the earlier locomotives. A total of 251 locomotives of the series 333 were put into service, in which the three companies Gmeinder, Jung and Orenstein & Koppel were also involved in the construction. In February 1978 the procurement of small locomotives ended by the German railways A total of 571 machines were built, all of which proved to be very good.

Series 335
From the end of the eighties a large part of the locomotives were equipped with radio remote control in order to allow for personnel savings. These locomotives received the new series designation 335. In 2003, however, the radio remote control was shut down for some 335 as they were no longer needed. A number of 335 series are still in use with DB AG today, partially again without radio remote control as series 333.

The technology
Apart from a few exceptions, the chassis and housing of the models are made of metal in order to achieve as much weight as possible. Especially high value was placed on optimum current consumption, so that the locomotive can also maneuver in the creeper. The locomotive, for example, is equipped with a so-called pendulum axle (also known as the folding axle in insider circles). However, due to the very narrow axle base of the locomotive it is possible that a wheel may not make contact at certain points because it is "suspended in the air". This is not a malfunction and technically unavoidable. In general, the integrated rotor and the electronics help over such problems or over small dirt particles on the tracks.
We use the bell-armature motor, which is already tried and tested in the steam store locomotive, which certainly does its part to make the locomotive run quietly and safely. Due to the size of the locomotive, we have set new ground for driving: The belt drive is powerful and very quiet!
The locomotive is equipped ex-factory with an integrated decoder from ESU, which conforms to the LokPilot Micro. It is able to start the locomotive softly even in the analogue mode and also to control it sufficiently slowly – one simply has to "turn the transformer / the control device a little further than usual. To that extent the locomotive is also analogue-compatible.

The optics
While observing the dimensions and the details the best emphasis was placed on prototypical appearance - in this way each variant gets exactly the shape of the lamp (old or new), the roof equipment or also the rear side of the cab, which also has or had the model in the corresponding selected period. When it comes to the roof equipment alone, there are numerous possibilities due to different sized roof hatches or different roof antennas as well as their position on the roof. Depending on the locomotive, the driver's cab back is either a smooth driver's cab back or various boxes, which are caused by the technical equipment. Also the pipe guide, the side handle bars and a side tank can vary.
Despite the tiny bit of the model, all filigree detail are present. The side step grating are designed in fine metal etching technology, the visually distinctive breakthroughs in the chassis are present, a control panel in the cab is hinted. A headstock - equipment set is enclosed with each locomotive, with which the lines and the coupling hooks can be prepared, if necessary or for use in the display cabinet. In the models, in which the prototype has an automatic shunting coupling, such a coupling is already mounted and removable for as large as possible optical prototypical appearance.

The electronic coupling
The absolute highlight of the locomotive is the function developed by Liliput that needs each digital shunting locomotive of the future: The electronic coupling. Thus the clutch can be lifted at any point of the system with the help of decoder and function keys on the digital control device or at the center on both sides of the locomotive and thus a train or even only a single wagon be uncoupled. In analog mode, the electronic coupling is without function.
Advantage number one:
The electronic coupling is indeed firmly installed in the locomotive, but it has coupling sockets on both sides as per NEM 355, so that (with analogue operation and thus non-use of the electronic uncoupling function) as well as a standard coupling as couplings of other manufacturers as per NEM can be plugged into the coupling shaft.
Advantage number two:
The electronic coupling works with both the standard coupling and the Fleischmann PROFI-COUPPLING®. For this purpose, a special coupling head is attached to the locomotive for decoupling with the professional coupling, while the coupling head for decoupling with the standard coupling is already plugged in. Adapters for additional couplings are in preparation.
This is how the electronic clutch works:
Uncoupling ("clutch roller"):
First, set the direction on your digital central unit or the digital drive controller, in which the locomotive is to decouple – or drive there, where to uncouple. You bring the locomotive to a standstill and press F1. The locomotive disengages in the rear direction of travel by resetting a little, lifting the clutch and then removing a little from the disconnected carriage. You press F1 again, finished!
Couple (applies only to standard coupling):
So that individual wagons can be easily coupled to the locomotive without "driving away", simply close on the wagon to be coupled and press F2 shortly before. The locomotive lifts the coupling lying in the front direction of travel and clutches to the car. You press F2 again, done!
For both functions: If you accidentally press the function key for the clutch too long or too often or forget to switch it off again, the decoder switches off automatically in order to protect the solenoid coils from overheating. After a cooling down time, it is then possible to press the clutch again.

Behind the V 245 locomotive of the central west railway hides the former Loco Köf 11 028, which was delivered to the German Federal Railways on 01.04.1963. It was built by the Fa Gmeinder in the same year. On 01.01.1968, the resigning took place in 332 028-0. In April 1999, the locomotive was handed over to Mittelweerbahn GmbH in Bruchhausen-Vilsen, and was fully examined and painted in the blue-yellow color displayed. In November 2003, the MWB delivered the locomotive to Delmenhorst Harpstedter Eisenbahn GmbH, which it still uses as locomotive 10 today.

This text is machine translated.