Picture.

Item

Description.

Price £.

Locomotive cladding sheets were exposed to all kind of weather conditions, so they always need protection against corrosion. This meant that the paintwork had to be reguarly redone, which is why the use of polished sheet steel commenced in around 1880. The Wurttembergishe Staats-Eisenbahnen purchased several locos with polished sheet steel cladding, and in 1907 and 1908, it had a total of 11 Fc locos. These locos with polished steel sheet coast 1100 marks more than the standard versions. Overall, however, the use of polished steel sheet wasn't any more economical, because it rusted away just as quickly as painted steel.

According to old sources, Bavarian steam locos were traditionally painted green with red wheels. They were also adorned with numerous parts such as polished brass boiler rings. In contrast, the chassis was black. The S 2/6's look is perfectly coordinated with the appearance of the other Bavarian steam locos.

The Deutsche Reichsbahn's streamlined locos were painted in anthracite grey from the end of 1940 onwards. This regulation mainly affected the new deliveries of 01.10 and 03.10 series locos, though it also stipulated that existing locos had to be repainted.

According to old sources, the Deutsche Reichsbahn traditionally painted it's streamlined locos in an elegant dark red during the mid-1930s. The BR06 was allegedly also painted in this colour. This is supported by several illustrations. 

The litte T3 tender locos were used for more than 65 years by the K.W.St.E and the DRG. They were adapted over time to changing operating conditions. For example, almost all T3s were fitted with larger shunting treads and tops on the coal box at the latest by the DRG. By the end of the Landerbahn era, the safety valves had already been moved on many locos to the centre of the tank between the domes. Despite the fact that decomissioning had commenced in the 1930s, a few T3s went briefly to DB.

From 1920 onwards, the electric locos operated by the group headquarters in Bavaria had their bodies painted brown, with red or black wheels and engine parts. The same applied to the EG3-type frieght tank locos which were delivered to Bavaria from 1924 onwards, and the EG3 locos which were delivered from August 1926 onwards. All 31 locos were based at Munich Central Station depot. They were used for fright train services on the elctrified lines departing from Munich.  

The Reichsbahn headquarters in Stuttgard purchased late series ET 65 electric railcars for local passenger from Maschinefabrik Essligen in 1933. The 17 railcars and 16 cab cars provided a scheduled local service on the Plochingen-Stuttgard-Ludwigsburg route, and they were precursors to the present-day S-Bahn service. The appearance of these modern and fast railcars is one reason why they were so successful. The ET 65s had dark red and beige paintwork when they came from the factory. This railcar colour scheme had been in place since 1932.

All 30 Locos Survived the second world war, with differing degrees of damage. Some of the locos had been transferred to the Passau depot in Bavaria during the war, and one was actually found in Czechoslovakia.  However, all of them were returned to the main depot in Stuttgard. After undergoing the necessary repairs and maintenence work, all 30 locos were taken over by the DB. When the situation returned to normal, i.e. the original administrative borders were reinstated in 1953, the locos were assigned to the Stuttgard- Rosenstein(16), Kornwestheim (7), Tubingen (4),  and Freudenstadt (3) depots. Their operational assignments remained unchanged: they were predominantly used for shunting at the large stations. Until 1956, this distribution and operational assignment remained much the same. However, the BR94.1 rapidly declined in popularity. In 1956, the first locos were taken off the repair schedule and put out of service. At the beginning of 1959 there were still 19 locos at the Aalen, Freudenstadt, Plochingen, Stuttgart and Tubingen depots. However, they were rapidly taken out of service and, only two years later, the 94 109 and the 94 113 were the last two to be decommissioned. Unfortunately, no Tn locos survived and in 1961 they were still too "young" to be museum locos.

The 17th and all further Wurttemberg T5 locos to be built were given a different dome arrangement on the boiler top. For reasons relating to weight, the steam dome was moved to the back and the sand dome to the front. When the boilers were replaced at the depot, the modern boilers were also installed on locos with low road numbers. In 1946 the 75 001 was fitted with a boiler from the 75 025. The 75 001 was the first loco to be in service for over 50 years, and it wasn't taken out of service until 1960 when it was involved in an accident. 

The standard main-line loco was the single-engine V 160 and subsequent models which stemmed from this loco. The 10 pre-series locos of 1960 and 1963 were followed in 1964 to 1968by 214 serial machines. The locos were manufactured by Krupp, Henschel, Krauss-Maffei and KHD. The locos were scattered throughout the whole of Germany, from Hamburg-Altona to Trier & were stationed in 16 different railway depots.

The smallest loco in standardised design which were built from 1934 onwards proved to be so practical, that the DB retained the basic design and merely installed more powerful engines and modern transmissions. Another 736 small locos were built for the DB according to this concept between 1948 and 1965. The open design of the driver's cab continued to reflect the pre-war design. It wasn't until 1971 that some of the Köf locos were retrofitted with a closed driver's cab.

The Köf  locos were criticised for the open design of their driver's cab. They were made "windproof" to improve the operators' working conditions. During the retrofitting process, the driver's cab was fitted with windows, door and a hot air heating system. Between 1971 and 1976, 403 locos were made "windproof" at the Bremen and Nuremberg depots. At least another 44 Köfs were retrofitted at the local depots. 

Between 1961 & 1963, all the 23 railcars were transfered to the Stuttgard-Bad Cannstatt depot and completely reworked. The most striking modification was the complete replacement of the front section and rubber corridor connections between the carriages. Post 1968, after the modernisation, the ET 65 railcar with the road number 465 provided a reliable daily service until it was replaced by the S-Bahn suburban rail service in 1977. Initially, the modernised ET 65s had the same dark red paintwork, though advertising was added to the outside from the end of the 1960s onwards. One of the companies that the ET 65 advertised from that time on was "Jagermister". 

The various railcars Talent are often called the "regional ICE2 because of the way they look. The front ends of the ICE and Talent are very similar in look, which is probably no accident, because an appealing appearance is always a good sales argument. 644 series diesel-railcars were delivered before the diesl-mechanical 643 series "Talents". They were designed for municiple railway service services around Cologne and have 1000 kW engine power (compared with the 643's 570 kW). In combination with electric power transmission, this enables very good acceleration of 1.0 m/s and the top speed of 120 km/h matches that of the 643. The 644s are almost 4 m longer and have twice as many doors to ensure smooth passenger flows.  

The regional railcars in the 426 series are used throughout the DB AG network. The 426 railcar has two units and achieves a maximum speed of 160 km/h. The two final bogies are driven, and the central Jacobs-type bogie is not driven. The total installed power is 1175 kW. When the railcar is braked, electrical energy can be fed into the mains and and the released heat can be used for heating purposes.

The DRG's V 100 Locos had an efficient and reliable design. The only problem was that they only had 735 kW/1000 HP of power, which was inadequate for many purposes. Special modifications were made to the 12-cylinder engine, which boosted the loco's power to 1100kW/1500HP. This engine unit was installed in 61 of the 110 series locos between 1983 and 1990. The DR gave the resulting most powerful version of the V 100 the class designation of 114.

Following the models 130 (max speed 140 km/h) and 131 (100 km/h) the DB put the 132 model (120 km/h) into service after 1974 with the electric heating system. Thanks to its configuration, the DR had found it's optimum machine. This is why the DR acquired 709 locos from the factory in Woroschilowgrad. After a few initial teething problems, the technical service finally has a reliable and multi-functional machine.

From 1977, the Deutsche Reichesbahn acquired 200 diesel locos in the 119 series from Romania. The six-axle machines had two separate machines with hydraulic power transmission. Romanian licensed structures wereused from a MTU diesel engine with 90kW performance. The 16 t axle load allowed the loco to be used on secondary lines. Due to the six round "port holes" on the side walls, the locos were nicknamed "submarines". 

The successor Köf II was the V 15 shunting loco which was built by LKM Babelsberg. On the basis

In 1882 Josef Anton Meggle established a small dairy. Over the next 125 years, it evolved into a major dairy enterprise called Meggle AG. The company had it's own Köf loco to help it cope with the vast quantities of goods that had to be transported by rail. The small loco, the Köf 6382, was built in 1959 by Gmeinder in Mosbach. It was later given the works number 322 520 and operated by the DB until 1980. Meggle AG purchased the loco in 1983 and used until 2003. Today it is housed in the Heilbronn railway musuem. The blue loco features the Meggle AG clover leaf loco on each side.  

The loco maker, VEB Lokomotivbau Karl Marx in Babelsberg, delivered type V22B diesel locos to the East German armed forces. They were used at the depots and warehouses for international switching service. When the East German armed forces were disbanded in 1990, some of the locos were taken over by the Bundswehr for a short while. One of these was loco number 53, which was delivered to the ministry for National Defence in 1976. It was stationed in Neubrandenburg until 1999 and is today kept at the Eisenbahnfreunde Zollernbahn in Tubingen.