The Diesel locomotives of the series D311/V188/288

(DR: Series D311 - Railways: Series V188/288)

History and employment

 

History and employment About 1936 were given Krupp the order, heaviest railway cannons with a range of approx.. to develop 40 km. Beside various railway cannons of the calibers 28 cm and 35 cm, the enormous railway cannon "Dora" and "iron Gustav" developed with 80cm caliber with Krupp. These cannons were the largest cannons of the world. With a pipe length of 32,48m these cannons fired the largest artillery shells, which it ever gave. Hitler:... "meine steel fist "... With the development order over the railway cannon "Dora" and "Gustav" simultaneous Krupp kept likewise the order and the means, in order to also develop and build to transport necessary traction means. The so far existing armed forces diesel locomotives were all together still much too weak for it. Thus one fell back to evenly only the diesel electric 4.200PS engine imported for the express train Paris Nice express, which was in the best way suitable for these tasks. The tractors for these cannons should at the same time also the energy for the cranes for mounting for the production of the firing position, which river for the two ammunition courses and the river for the crew and machine cars supply. Therefore the decision for the diesel electric drive. The planning phase began 1937. At the beginning of of 1942 was operational the Dora. The type designation was specified to each of double locomotives with 1050 HP of achievement on D311, thus on two four-axis chassis. Krupp produced eight vehicle halves with the types D311.01 a/b to D311.04 a/b altogether. Those Vehicles with the serial numbers 2198/2199 and 2200/2201 were delivered on 22 October 1941, the machines 2468/2469 and 2470/2471 on 25 August 1941. Still two further units should be built, which could not be completed however because of the destruction of the fabrication plants during the air raids on meal no more. To shooting in on the troop exercise area Ruegenwalde/Pommern came it on the peninsula Krim, to the bombardment of the fortress Sewastopol. Steam engines of the series 50 drew this cannon course arranged from several parts to the front. The cannon had due to its large weight from 1350 t to two parallel running tracks are driven. It was developed in lowers extra the earth hill put on. To firing it was induced into a shooting curve with the two diesel electric locomotives D311 01a/b, put on for it, and D311 0à/b. V188 the called "Walli" was used on the peninsula Krim. It ranked the largest railway cannon ever built, the Dora with your sister machine. The moreover it served the entire cannon unit for the power supply. The cannon fired 7-t of projectiles with a so enormous explosive yield that a Soviet ammunition depot shelter 30 m under the ground was destroyed with the siege of Sewastopol. The cannon rolled for ballistic adjustment on a "shooting curve" two parallel tracks, on two next to each other current vielachsigen schwerlastwagen as carriage. The millimeter-exact displacement (the carriage did not have a ball race) took place with the two assigned D311 side at side. During that shooting tracing these locomotives were used for ranking supply courses.   The locomotives were around purable, but rolled them on standard gauge to their employments. After successful bombardment of Sewastopol the cannon should be used for the siege of Leningrad. An advance of the Red Army soldiers let this project become destroyed. The cannon was ueberhastet diminished.

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Technology and structure Mechanics of Krupp: Each vehicle half got a rigid, four-axis chassis, on per a structure of engine and a flight compartment was developed. Always two units were firmly coupled and from a flight compartment to serve. Electrical connection of Siemens Schuckert works (SSW): The plants consisted of: Main generator, exciter generator, 4 drive motors. The engines could be switched parallel or into row, depending upon application transport or displacement.

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Railway service The first two double units shifted the mentioned cannon Dora on the peninsula Krim with the siege of Sewastopol. The other two double units were used also at the Romanian black sea coast and at the channel coast during the allied invasion. After the war only a heavily damaged unit was in the west zones in the Frankish area, which was subordinated to the "Allied Forces D". Another unit appeared with a scrap metal dealer in Amsterdam (!). In the inventory list of the "Allied Forces " gradually still further 4 single vehicles in relatively good condition collected themselves, so that itself the still young German Federal Railroads decided because of the generally strained vehicle situation lacking of 1949 to overhaul and prepare let two units with Krauss Maffei. Those already 1950 finished machines received the numbers V 188,001 a/b and to V188 002 a/b. They were used as sliding locomotives on the Spessart ramp Frankfurt peppering castle. The third complete unit of the "Allied Forces " was not any longer regenerated. It remained as spare part donors. With a fire in the engine room with Bamberg a doppelmaschine was strongly damaged. 1957 began the re-equipment of the interesting locomotives on the new twelve-cylinder May brook engines of 1100 HP, as well as specially reduction transmissions for the generators. V188 001 had to be superseded because of to high maintenance costs 1969. V188 002, later 288,002 remained still until 1972 in the Nuernberger area. Veschrottet became both machines 1973 at the company Layritz in Penzberg. With these machines it acted around in the war developed a special design, which cannot lay claim on it, with out of their won experiences on the today's vehicle development influence to have had.

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technical data   Operating numbers V 188,001 a/b V 188,002 a/b Wheel set sequence Do+Do Track width 1435 mm Length over buffers 22510 mm Wheel set conditions DO of a unit 6000 mm Entirely wheel set conditions 16350 mm Largest height at the roof vertex 4445 mm Largest width 2910 mm Drive wheel diameter 1250 mm Smallest passable gleisbogen 150 m Vehicle mass with full supplies 150 t Vehicle axle weight with full supplies 18.75 t permissible maximum speed 75 km/h Diesel engine May brook MD 650 (for each DO unit) Achievement in 400 m height, 30 degrees of air temperature 1000 HP 736 KW Number of revolutions U/min 1500 Number of cylinders 12 Piston displacement (litre) 64,5 Electrical current supply (for each DO unit) Main generator Siemens 710V aGV 350/32 640 KW Exciter generator Siemens 200V aGV 241/6 5 KW Auxiliary generator Siemens 22V aGV 300/13 45 KW Light generator Siemens 24V Dp1f 2.5 KW Two starting batteries DIN 72311, tension 12 V Power transmission (for each DO unit) Number of Tatzlagerfahrmotoren 4 Achievement for each drive motor Siemens D 243à 178 KW Construction and contractors Friedrich Krupp, meal Vehicle part May brook, Friedrichshafen Diesel engines Siemens Schuckert works, attaining BBC, Mannheim Electrical equipment First year of construction 1940

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Personal record D311.01 a/b Manufacturer: Lokomotivfabrik Krupp, Essen Year of construction: 1941 Serial number: 2198/2199 Wehrmacht D311.01 a / b - Locomotive for the Panzerschütz "Dora" (used in the Soviet Union in the Crimea in 1942. Later use during the bombardment of Leningrad was no longer possible because of the advance of the Soviet Army) Scrapped at Krupp in Essen or war loss in the Soviet Union. (Has not been proven to date)   D311.02 a/b - V188 003a/b Manufacturer: Lokomotivfabrik Krupp, Essen Year of construction: 1941 Serial number: 2200/2201 Wehrmacht D311.02 a / b - Locomotive for the Panzerschütz "Dora" (used in the Soviet Union in the Crimea in 1942. Later use during the bombardment of Leningrad was no longer possible because of the advance of the Soviet Army) -> 1945 Krupp -> 1951 DB (V188 003 a / b) - sold by Krupp 1951 to DB -> planned repair was not carried out, the Doppellok served only as      Spare parts dispenser   D311.03 a/b - V188 001a/b Manufacturer: Lokomotivfabrik Krupp, Essen Year of construction: 1942 Serial number: 2468/2469 Wehrmacht D311.03 a / b - Locomotive for Panzerschütz "Schwerer Gustav 2" (since Gustav was not finished, the locomotive was no longer used with this gun) -> 1945 DB V188 001 a / b after warfare 1945 in the area Nuremberg found -> 1948-1949 Repair of the locomotive (green painting) -> 1949-1958 in the Bw Aschaffenburg. There 04.1954 turned off due to technical deficiencies -> 1958 Conversion to 12-cylinder Maybach engines MD650 -> 1958 red painting with black lacquered frame -> 1958-1968 Bw Gemünden, U2 investigation 1965 -> 1968-1969 Bw Bamberg                          The locomotive was no longer rewritten to the computer operating number -> 11.09.1968 turned off due to damage to the main generator -> 03.07.1969 "z" - placed in the Bw Bamberg -> + 25.09.1969 patterned by DB order of 22.09.1969. Planned spare parts dispenser for 288 002-9. -> 11.1969 parked at the scrap company Fa. Layritz in Feldkirchen                            Munich -> + + 01.1970 scrapped by Layritz.   D311.04 a/b - V188 002 a/b - 288 002-9 Manufacturer: Lokomotivfabrik Krupp, Essen Year of construction: 1942 Serial number: 2470/2471 Wehrmacht D311.04 a / b - Lok for Panzerschütz "Schwerer Gustav 2" (since Gustav was not finished, came   The locomotive is no longer used with this gun) - for this, there was use for military trains on the French canal coast in 1943. -> 1945 remained as a war booty with the NS L5 (Holland) -> 12.1949 the DB bought the locomotive from a Dutch scrap dealer in Haarlem. -> 1950-1951 Repair of the locomotive, (red painting with red lacquered frame,                          Distinctive feature of V188 001) -> 11.1951 Exhibition "Rail and Road" in Essen -> 1951-1958 Bw Aschaffenburg -> 04.1954 in the Bw Aschaffenburg due to technical deficiencies -> 1955-1957 Conversion to 12-cylinder Maybach engines MD650 -> 1958-1968 Bw Gemünden, U2 and Indusi installation (1964-1968) -> 1968 Reprinting the locomotive in 288 002-9 a / b -> 1968-1971 Bw Bamberg -> 11.1971 Lok was parked in the tank because of a crack. (Elaborate and expensive Repair) -> 22.12.1971 "z" placed in Bw Bamberg -> 23.12.1971 Transfer to the Aw Nuremberg (stayed there until March 9th, 1973) -> 15.06.1972 sampled via DB order of the 09.06.1972 -> 1972/1973 Sale of the double engines to Italy or Yugoslavia did not come                           Is achieved -> ++ 09.1973 scrapped by Layritz in Feldkirchen near Munich.   D311.05 a / b Manufacturer: Lokomotivfabrik Krupp, Essen Year of construction: 1943 Serial number: 2904/2905 Wehrmacht D311.05 a / b Destroyed by war during the production at Krupp. The factory number was later assigned.   D311.06 a / b Manufacturer: Lokomotivfabrik Krupp, Essen Year of construction: 1943 Serial number: 2906/2907 Wehrmacht D311.06 a / b Destroyed by war during the production at Krupp. The factory number was later assigned.

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Station log excerpts   D311 01a/b   -   V188 001 These are copies from the original station log VM of the Nuernberg

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Timetable/roster   Timetable number 9 Nuernberg 1971-1972   Roster DL 288

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Pictures (when clicking with the left mouse button a new window opens) 1937-1945 Fotos from: Bundesarchiv Koblenz, Militärarchiv Freiburg, Hist. Archiv Fried. Krupp GmbH-Essen   1946-1971 i´m looking for further pix Photos from: (see respective text description) More photos wanted !!!

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Modell If you want to see a wonderful page about the Lima-V188, just click on the page of Martin Treutler. Alone the list of models is worth seeing! Miba-Report (from Bernd Beck and Bernd Zöllner) Not for the first time in H0 is a model of this double engine. It has been around 20 years since Günther, and in his "wake" some time later, Lima tried the heavy chunk. Now Marklin has delivered his H0 model. As a model for his first model version of the "Wehrmachtslok" V 188, Märklin chose the V 188 001 in 1955, when the locomotive still had the old 940-horsepower engine from MAN. Visible to the outside is this engine assembly at the "Oberlichtern" over the engine rooms. As usual with Märklin, the superstructures of the model are almost completely made of metal die-cast. The roof and side walls are molded in one piece and are equipped with plastic details. The above-mentioned "upper lights" are separately placed on the roof as plastic parts. This means that it is technically feasible to realize variants that are later in time without the fan attachment in the model, of which Märklin will certainly make use. Under a second, smaller flap on the roof, the housing mounting screw is hidden. Both plastic parts are lacquered in roof paint so that the material difference is not noticeable. All details and rivets on the case are finely engraved. The handle bars on the driver's doors are made of wire, while the steps are made of plastic. The grates are engraved on these steps. All windows are flush from the outside. Unfortunately, additional interior frames as well as the detents are visible from the outside. Behind the windows of the machine room, plastic shutters prevent the viewer from modeling. The locomotives are complete with additional parts: front-bent pipes, lamps next to the right doors (see MIBA 4/98, page 22) and drawbars in the plastic buffers. These clamps on brackets on the housing. The signal holders on the front are not set free. The buffers, made of steel, have a similar, slight arch, instead of a curved (right) and a smooth surface (left) - a simplification which is no longer contemporary. The transitional doors on the backs are indicated, but not glazed. However, this does not occur during normal operation on the system. Noticeable is already the unsuccessful lot around the upper peak light: here for technical reasons the border of the lamp mount was omitted, whereby this place a little clumsy acts. The transitional doors on the backs are indicated, but not glazed. However, this does not occur during normal operation on the system. Noticeable is already the unsuccessful lot around the upper peak light: here for technical reasons the border of the lamp mount was omitted, whereby this place a little clumsy acts. Two plastic shutters are clipped onto the diecast frame of the model and show the imitations of axle bearings, sandboxes, sandfall pipes. The Sifa is attached to the right side as a plug-in part. However, while the frame is matte sprayed, the end piece is glossy black. The brakes are also imitated on the screens. The corresponding brake shoes lie in the wheelbase - as a separate part in each of the bogies. The lighting changes with the driving direction white / red. The light intensity can also be assessed as visible at low operating voltage values. It is not light bulbs, but light-emitting diodes which are placed together on a circuit board behind the driver's cab simulations. The silk-matt lacquer is, as the state of the V 188 in the middle of the 50's corresponded, in green with umbragraute roof. The separating edge between the roof and the side walls is sharp, the inscription is clean and lupenrein. Even the smallest addresses in the factory labels are still legible under the magnifying glass. The date of investigation is 24.6.1955 - the date of the last inspection of the V 188 001 with the old 940 hp engine from MAN. Bernd Beck   Technic The housing can be removed easily and without constraints on both vehicle halves. A metal frame rests on two bogies. In the old Märklin style, the rear bogie in each case contains the known disc motor, which drives the two wheel sets, which are completely fitted with adhesive strips, via a spur gear unit. This locomotive makes the Märklin metal construction philosophy all the honor and awakens by the handsome total weight of 765 g unfortunately unjustly great expectations of the traction properties. Due to the bogie design, the advantage of which is certainly not to be overlooked during the curve run, unfortunately only about half of the friction weight remains from the 382.5 g of a locomotive half the driven bogie. An improvement is also hardly to be expected from the second engine, because at the maximum tractive force, one of the two driven bogies was already hurried in the test, accompanied by the march-type noise development. If all the axles of one locomotive were mounted in a common frame, only the outer axles were driven, the middle with side and height play along, this model could develop tremendous tractive force with twice the friction weight! In addition, the final speed, which is too high by 146% (!), Leads to a poor control characteristic with modest slow-running characteristics. For the reception of the vehicle coupling there is a standard shaft at each end of the vehicle, which is guided in a correctly and precisely working short coupler cradle. The clutch of the two halves of the vehicle, on the other hand, is completely unsatisfactory. A kinematics arranged on the bogie with much too little lengthening effect has the consequence that the distance of the locomotive halves in the line has been unnecessarily large, while they are very close to the 360 ​​radius. A slope must not begin in such an arc. A drawbar linkage on the locomotive frame would have enabled an effective and real short coupling here on a broader basis.   Conclusion A solid model with a finely engraved case and a lot of attached details, but the technical design does not correspond to the current state of development. Size chart V 188 001 series from Märklin in H0: 1:1 1:87/NEM model length measurements length over buffer: 22 510 258,7 260,7 length above box: 11 080 127,4 127,4 distance between vehicle halves 350 4,0 5,2-6,8 hight above rail top edge roof top edge: 4 445 51,1 51,0 width measurements width of lovomotive box: 2 910 33,4 34,5 wheelbases overall wheelbase: 16 350 187,9 188,8 -190,4 locomotive wheel base: 6 000 68,9 68,9 wheel diameter: 1 250 14,4 14,0 buffer size buffer hight above rail top edge: 1 050 12,1 12,5 buffer center distance: 1 750 20,1 19,8 buffer length: 650 7,5 7,5 wheel set dimensions according Märklin-factory standard wheel size: - 14,4-0,2 14,2 wheel head hight: - 1,35+0,05 1,4 wheel width: - 0,9+0,1 0,9 all dimensions in mm Measured values V 188 weight locomotive: 765 g sticks: 8 measuring results level: 162 g 3% incline: 136 g speeds (locomotive only) V max : 185 km/h at 12 V V Vorbild : 75 km/h at 9,8 V V min : ca. 10 km/h at 7,2 V V NEM permissible: 105,0 km/h at 16 V Auslauf   from V max : 450 mm from V Vorbild : 83 mm Light output front: ab 46 km/h at 8 V rear: ab 46 km/h at 8 V approximate retail price Euro 240,-

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